Temperature regulation system and vehicle

Abstract

The present disclosure provides a temperature regulation system and a vehicle, belonging to the technical field of vehicles. The temperature regulation system includes an exhaust gas solenoid valve, a Stirling engine, a heat transfer component, a cold quantity transfer component, and a control unit. The exhaust port of the engine, the exhaust gas solenoid valve, and the Stirling engine are connected in sequence. When the engine has no heating and cooling requirements, the exhaust gas of the engine is discharged into the atmosphere through the exhaust gas solenoid valve. When the engine has a heating requirement, the exhaust gas of the engine enters the Stirling engine through the exhaust gas solenoid valve and drives the Stirling engine to operate. The heat generated by the Stirling engine is transferred to the engine through the heat transfer component. When the engine has a cooling requirement, the exhaust gas of the engine enters the Stirling engine through the exhaust gas solenoid valve and drives the Stirling engine to operate. The cold quantity generated by the Stirling engine is transferred to the engine through the cold quantity transfer component, thereby achieving full utilization of the exhaust gas.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicles, and particularly to a temperature regulation system and a vehicle. Background Art

[0002] When the fuel in an automobile engine burns, the heat energy generated is converted into mechanical energy to drive the vehicle. However, in addition to being converted into useful mechanical energy, a part of the heat generated by fuel combustion is discharged into the atmosphere in the form of exhaust gas, which not only causes waste of energy but also pollutes the environment.

[0003] Therefore, how to utilize the exhaust gas has become a key problem to be solved urgently. Summary of the Invention

[0004] The present disclosure provides a temperature regulation system and a vehicle, which can solve the technical problems existing in the related art. The technical solutions of the temperature regulation system and the vehicle are as follows:

[0005] In a first aspect, the present disclosure provides a temperature regulation system, which includes an exhaust gas solenoid valve, a Stirling engine, a heat transfer component, a cold quantity transfer component, and a control unit;

[0006] The exhaust gas solenoid valve includes an intake port, a first outlet port, and a second outlet port. The intake port is communicated with the exhaust port of the vehicle engine. The first outlet port is communicated with the Stirling engine, and when the first outlet port is opened, the exhaust gas discharged from the first outlet port drives the Stirling engine to operate. The second outlet end is communicated with the atmosphere;

[0007] The Stirling engine has a compression chamber and an expansion chamber. When the Stirling engine operates, the compression chamber generates heat and the expansion chamber generates cold;

[0008] The heat transfer component is thermally connected to the compression chamber and the engine respectively, and the cold quantity transfer component is thermally connected to the expansion chamber and the engine respectively;

[0009] The control unit is configured to:

[0010] When it is determined that the engine has no heating and cooling requirements, control the first outlet port to close and the second outlet port to open;

[0011] When it is determined that the engine has a heating requirement, control the first outlet port to open and control the heat transfer component to transfer the heat generated by the compression chamber to the engine;

[0012] When it is determined that the engine has a refrigeration demand, control the first air outlet port to open, and control the cold quantity transmission component to transfer the cold quantity generated by the expansion cavity to the engine.

[0013] In a possible implementation, the Stirling engine includes a power piston, a gas distribution piston, a regenerator, a cavity, and an impeller, and the impeller is connected to the vehicle;

[0014] The impeller is arranged opposite to the first air outlet port;

[0015] The power piston, the gas distribution piston, and the regenerator are all located inside the cavity. A compression cavity is formed between the power piston and the regenerator, and an expansion cavity is formed between the gas distribution piston and the regenerator;

[0016] The impeller is connected to the power piston and is used to drive the power piston to reciprocate.

[0017] In a possible implementation, the heat transfer component includes a first water tank, a first water pump, a hot end heat exchanger, and a heat circulation pipeline;

[0018] The hot end heat exchanger is thermally connected to the compression cavity;

[0019] The first water tank, the first water pump, the hot end heat exchanger, and the water channel in the engine are sequentially connected through the heat circulation pipeline.

[0020] In a possible implementation, the heat transfer component includes a first water tank, a first water pump, a hot end heat exchanger, and a heat circulation pipeline;

[0021] The hot end heat exchanger is thermally connected to the compression cavity;

[0022] The first water tank, the first water pump, and the hot end heat exchanger are sequentially connected through the heat circulation pipeline.

[0023] In a possible implementation, the heat transfer component further includes a heat bypass pipeline, a first solenoid valve, and a second solenoid valve;

[0024] The first water inlet and the first water outlet at the hot end of the first solenoid valve are located on the heat circulation pipeline and are located between the engine and the hot end heat exchanger;

[0025] The second water inlet and the third water outlet at the hot end of the second solenoid valve are located on the heat circulation pipeline and are located between the engine and the first water tank;

[0026] Both ends of the heat bypass pipeline are respectively connected to the second water outlet at the hot end of the first solenoid valve and the third water inlet at the hot end of the second solenoid valve;

[0027] When it is determined that the engine has a heating requirement, the first hot-end water inlet is communicated with the first hot-end water outlet, the first hot-end water outlet, the water channel in the engine, and the second hot-end water inlet are communicated through the heat circulation pipeline, and the second hot-end water inlet is communicated with the third hot-end water outlet;

[0028] When it is determined that the engine has a refrigeration requirement, the first hot-end water inlet is communicated with the second hot-end water outlet, the second hot-end water outlet is communicated with the third hot-end water inlet through the heat bypass pipeline, and the third hot-end water outlet is communicated with the third hot-end water inlet.

[0029] In a possible implementation manner, the cold quantity transmission component includes a second water tank, a second water pump, a cold-end heat exchanger, and a cold circulation pipeline;

[0030] The cold-end heat exchanger is thermally connected to the expansion cavity;

[0031] The second water tank, the second water pump, the cold-end heat exchanger, and the water channel in the engine are sequentially communicated through the cold circulation pipeline.

[0032] In a possible implementation manner, the cold quantity transmission component further includes a cold bypass pipeline, a third solenoid valve, and a fourth solenoid valve;

[0033] The first cold-end water inlet and the first cold-end water outlet of the third solenoid valve are located on the cold circulation pipeline and are located between the engine and the cold-end heat exchanger. The second cold-end water inlet and the third cold-end water outlet of the fourth solenoid valve are located on the cold circulation pipeline and are located between the engine and the second water tank. The two ends of the cold bypass pipeline are respectively connected to the second cold-end water outlet of the third solenoid valve and the third cold-end water inlet of the fourth solenoid valve;

[0034] When it is determined that the engine has a heating requirement, the first cold-end water inlet is communicated with the second cold-end water outlet, the second cold-end water outlet is communicated with the third cold-end water inlet through the cold bypass pipeline, and the third cold-end water inlet is communicated with the first cold-end water outlet;

[0035] When it is determined that the engine has a refrigeration requirement, the first cold-end water inlet is communicated with the first cold-end water outlet, the first cold-end water outlet, the water channel in the engine, and the second cold-end water inlet are communicated through the cold circulation pipeline, and the second cold-end water inlet is communicated with the third cold-end water outlet.

[0036] In a possible implementation manner, the temperature regulation system further includes a Laval nozzle, and the Laval nozzle is used to accelerate and depressurize the exhaust gas;

[0037] Both ends of the Laval nozzle are respectively communicated with the first air outlet port and the impeller.

[0038] In a possible implementation manner, the control unit includes a temperature sensor and a vehicle computer.

[0039] The temperature sensor is used to detect the temperature of the engine.

[0040] In a second aspect, the present disclosure also provides a vehicle, which has the temperature regulation system as described in any item of the first aspect.

[0041] In a possible implementation manner, the vehicle further includes a three-way catalytic converter, and both ends of the three-way catalytic converter are respectively communicated with the exhaust port of the engine and the intake port of the exhaust gas solenoid valve.

[0042] The technical solution provided by the present disclosure at least includes the following beneficial effects:

[0043] The present disclosure provides a temperature regulation system, and the temperature regulation system is communicated with the exhaust port of the engine. When the engine needs heating or cooling, the exhaust gas of the engine drives the Stirling engine in the temperature regulation system to operate, so that the Stirling engine generates heat and cold. The heat transfer component or the cold transfer component can transfer the heat or cold output by the Stirling engine to the engine to heat or cool the engine, thereby realizing the full utilization of the exhaust gas.

[0044] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The accompanying drawings here are incorporated into the specification and constitute a part of this specification, showing the embodiments consistent with the present disclosure, and are used together with the specification to explain the principles of the present disclosure. In the drawings:

[0046] Figure 1 is a schematic diagram of a temperature regulation system shown in an embodiment of the present disclosure;

[0047] Figure 2 is a schematic diagram of a Stirling engine shown in an embodiment of the present disclosure;

[0048] Figure 3 is a schematic diagram of a Stirling engine shown in an embodiment of the present disclosure;

[0049] Figure 4 is a schematic diagram of a Stirling engine shown in an embodiment of the present disclosure;

[0050] Figure 5 is a schematic diagram of a Stirling engine shown in an embodiment of the present disclosure;

[0051] Figure 6 It is a schematic diagram of a Stirling engine shown in an embodiment of the present disclosure;

[0052] Figure 7 It is a schematic diagram of a temperature regulation system shown in an embodiment of the present disclosure;

[0053] Figure 8 It is a schematic diagram of a de Laval nozzle shown in an embodiment of the present disclosure.

[0054] Legend description:

[0055] 1. Exhaust gas solenoid valve, 1a. Intake port, 1b. First outlet port, 1c. Second outlet port;

[0056] 2. Stirling engine, 2a. Compression chamber, 2b. Expansion chamber, 21. Power piston, 22. Gas distribution piston, 23. Regenerator, 24. Chamber, 25. Impeller;

[0057] 3. Heat transfer component, 31. First water tank, 32. First water pump, 33. Hot end heat exchanger, 34. Heat circulation pipeline, 35. Heat bypass pipeline, 36. First solenoid valve, 36a. First inlet of hot end, 36b. First outlet of hot end, 36c. Second outlet of hot end, 37. Second solenoid valve, 37a. Second inlet of hot end, 37b. Third outlet of hot end, 37c. Third inlet of hot end;

[0058] 4. Cold quantity transfer component, 41. Second water tank, 42. Second water pump, 43. Cold end heat exchanger, 44. Cold circulation pipeline, 45. Cold bypass pipeline, 46. Third solenoid valve, 46a. First inlet of cold end, 46b. First outlet of cold end, 46c. Second outlet of cold end, 47. Fourth solenoid valve, 47a. Second inlet of cold end, 47b. Third outlet of cold end, 47c. Third inlet of cold end;

[0059] 5. Control unit, 51. Temperature sensor, 52. Vehicle computer;

[0060] 6. de Laval nozzle, 61. Front half, 62. Narrow throat, 63. Rear half;

[0061] 100. Engine, 100a. Exhaust port;

[0062] 200. Temperature regulation system;

[0063] 300. Three-way catalytic converter.

[0064] Through the above-mentioned drawings, specific embodiments of the present disclosure have been shown, and will be described in more detail hereinafter. These drawings and the written description are not intended to limit the scope of the concept of the present disclosure in any way, but to illustrate the concept of the present disclosure to those skilled in the art by reference to specific embodiments. Detailed Description of the Embodiments

[0065] To make the objectives, technical solutions and advantages of the present disclosure clearer, the following will further describe the embodiments of the present disclosure in detail with reference to the drawings.

[0066] The terms used in the embodiments section of the present disclosure are only for the purpose of explaining the embodiments of the present disclosure, and are not intended to limit the present disclosure. Unless otherwise defined, the technical terms or scientific terms used herein shall have the ordinary meanings understood by those of ordinary skill in the art to which the present disclosure pertains. The terms "first", "second", "third" and similar words used in the specification and claims of the present patent application do not denote any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "a" or "an" do not denote a quantity limitation, but mean that there is at least one. The words such as "comprising" or "including" mean that the elements or items appearing before "comprising" or "including" cover the elements or items listed after "comprising" or "including" and their equivalents, and do not exclude other elements or items. The words such as "connected" or "coupled" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right" etc. are only used to indicate relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationships may also change accordingly.

[0067] An embodiment of the present disclosure provides a temperature regulation system, as Figure 1 shown, the temperature regulation system includes an exhaust gas solenoid valve 1, a Stirling engine 2, a heat transfer assembly 3, a cold quantity transfer assembly 4 and a control unit 5. The exhaust gas solenoid valve 1 includes an intake port 1a, a first outlet port 1b and a second outlet port 1c. The intake port 1a is communicated with the exhaust port 100a of the vehicle engine 100. The first outlet port 1b is communicated with the Stirling engine 2, and when the first outlet port 1b is opened, the exhaust gas discharged from the first outlet port 1b drives the Stirling engine 2 to operate. The second outlet port 1c is communicated with the atmosphere. The Stirling engine 2 has a compression chamber 2a and an expansion chamber 2b. When the Stirling engine 2 operates, the compression chamber 2a generates heat and the expansion chamber 2b generates cold. The heat transfer assembly 3 is thermally connected to the compression chamber 2a and the engine 100 respectively, and the cold quantity transfer assembly 4 is thermally connected to the expansion chamber 2b and the engine 100 respectively.

[0068] The control unit 5 is configured to:

[0069] When it is determined that the engine 100 has no heating and refrigeration requirements, the first air outlet port 1b is controlled to be closed and the second air outlet port 1c is controlled to be opened so that the exhaust gas is discharged into the atmosphere.

[0070] When it is determined that the engine 100 has a heating requirement, the first air outlet port 1b is controlled to be opened, and the heat transfer component 3 is controlled to transfer the heat generated in the compression chamber 2a to the engine 100.

[0071] When it is determined that the engine 100 has a refrigeration requirement, the first air outlet port 1b is controlled to be opened, and the cold quantity transfer component 4 is controlled to transfer the cold quantity generated in the expansion chamber 2b to the engine 100.

[0072] Among them, the exhaust gas solenoid valve 1 can be a three-way solenoid valve with one inlet and two outlets.

[0073] In the technical solution provided by the embodiment of the present disclosure, the temperature regulation system is connected to the exhaust port of the engine 100. When the engine has heating or refrigeration requirements, the exhaust gas of the engine 100 drives the Stirling engine 2 in the temperature regulation system, and the heat transfer component 3 or the cold quantity transfer component 4 can transfer the heat or cold quantity output by the Stirling engine 2 to the engine 100 to heat or refrigerate the engine 100, thereby realizing the full utilization of the exhaust gas.

[0074] As Figure 2 shown, the Stirling engine 2 includes a power piston 21, a gas distribution piston 22, a regenerator 23, a cavity 24 and an impeller 25. The impeller 25 is connected to the vehicle and is arranged opposite to the first air outlet port 1b. The power piston 21, the gas distribution piston 22 and the regenerator 23 are all located inside the cavity 24. A compression chamber 2a is formed between the power piston 21 and the regenerator 23, and an expansion chamber 2b is formed between the gas distribution piston 22 and the regenerator 23. The impeller 25 is connected to the power piston 21 and is used to drive the power piston 21 to reciprocate.

[0075] When the exhaust gas is discharged from the first air outlet port 1b, the exhaust gas blows towards the impeller 25 and causes the impeller 25 to rotate. When the impeller 25 rotates, it can drive the power piston 21 to reciprocate, and the gas in the compression chamber 2a and the expansion chamber 2b can drive the gas distribution piston 22 to move back and forth.

[0076] In some other examples, the gas distribution piston 22 and the power piston 21 can also be connected by a connecting rod mechanism, and the connecting rod mechanism can ensure that the movement phases of the power piston 21 and the gas distribution piston differ by 90°.

[0077] The working process of the Stirling engine 2 is exemplarily described below:

[0078] The working principle of the Stirling engine 2 during refrigeration and heating is the reverse Stirling principle, that is, converting mechanical energy into thermal energy. The Stirling engine 2 is filled with working gas, and the working gas undergoes four processes in the Stirling engine 2: isothermal compression, isochoric cooling, isothermal expansion, and isochoric heating, as Figures 3 - 6 shown.

[0079] As Figure 3 shown, this process is an isothermal compression process. At this time, the distribution piston 22 is stationary and the volume of the expansion chamber 2b is zero. At this time, the working gas is only in the compression chamber 2a. The power piston 21 gradually moves from the left end to the right end, so the overall volume of the compression chamber 2a gradually decreases and the pressure gradually increases. During this process, the working gas in the compression chamber 2a is compressed and releases heat, and the heat released by the gas is conducted to the heat transfer component 3, so that the heat transfer component 3 conducts the heat to the engine 100, thereby heating the engine. At this time, the temperature in the compression chamber 2a remains unchanged.

[0080] As Figure 4 shown, this process is an isochoric cooling process. At this time, the distribution piston 22 and the power piston 21 move from left to right together. The overall volume of the compression chamber 2a and the expansion chamber 2b remains unchanged. At this time, the working gas in the compression chamber 2a is pushed by the power piston 21 and enters the expansion chamber 2b through the regenerator 23. At this time, the regenerator 23 will store the heat in the working gas, so that the temperature of the working gas entering the expansion chamber 2b decreases. Since the overall volume of the compression chamber 2a and the expansion chamber 2b remains unchanged at this time, and the temperature of the working gas decreases, the pressure in the compression chamber 2a and the expansion chamber 2b drops sharply at this time.

[0081] As Figure 5 shown, this process is an isothermal expansion process. When the power piston 21 reaches the rightmost end, the power piston 21 is stationary and the volume of the compression chamber 2a is zero. At this time, the working gas is only in the expansion chamber 2b. The distribution piston 22 continues to move to the right, and the overall volume of the expansion chamber 2b becomes larger and the pressure gradually decreases. During this process, the working gas in the expansion chamber 2b expands and absorbs heat, and the gas absorbs heat from the cold quantity transfer component 4, so that the temperature of the cold quantity transfer component 4 decreases, and then the cold quantity transfer component 4 cools down the engine 100. At this time, the temperature in the expansion chamber 2b remains unchanged.

[0082] As Figure 6 shown, this process is an isochoric heating process. At this time, the distribution piston 22 and the power piston 21 move from right to left together. The overall volume of the compression chamber 2a and the expansion chamber 2b remains unchanged. At this time, the gas in the expansion chamber 2b is pushed by the distribution piston 22 and enters the compression chamber 2a through the regenerator 23. The heat stored by the regenerator 23 during the isochoric cooling process will be absorbed by the working gas, so that the pressure in the compression chamber 2a and the expansion chamber 2b rises sharply.

[0083] It can be seen from the principle that during the operation of the Stirling engine 2, there are both heat absorption and heat release processes. During the entire reverse Stirling cycle, due to the phase change between the power piston 21 and the distribution piston 22, a compression chamber 2a and an expansion chamber 2b are formed, and the working gas will flow between the compression chamber 2a and the expansion chamber 2b under the action of the power piston 21 and the distribution piston 22. The working gas isothermally compressed in the compression chamber 2a and releases heat, causing the surrounding environmental temperature to rise. The working gas isothermally expands in the expansion chamber 2b and absorbs heat, causing the surrounding environmental temperature to drop. Therefore, heating and cooling can be achieved on the same machine by utilizing the functions of different chambers.

[0084] Next, an exemplary description of the implementation manner of the heat transfer component 3 will be given:

[0085] To enable the heat transfer component 3 to transfer the heat generated by the Stirling engine 2 to the engine 100, the heat transfer component 3 heats the engine 100 in a water heating manner. In some examples, as Figure 7 shown, the heat transfer component 3 includes a first water tank 31, a first water pump 32, a hot end heat exchanger 33, and a heat circulation pipeline 34. The hot end heat exchanger 33 is thermally connected to the compression chamber 2a. The first water tank 31, the first water pump 32, the hot end heat exchanger 33, and the water channel 101 in the engine 100 are sequentially connected through the heat circulation pipeline 34. Among them, to enable the hot end heat exchanger 33 to have a good heat dissipation effect, thin sheets for heat dissipation can be provided inside the hot end heat exchanger 33 to increase the heat dissipation area, thereby increasing the heat dissipation effect on the compression chamber 2a. When it is determined that the engine 100 has a heating requirement, the hot end heat exchanger 33 transfers the heat generated by the compression chamber 2a to the engine 100 through the heat circulation pipeline 34.

[0086] After the first water pump 32 extracts water from the first water tank 31, the water reaches the hot end heat exchanger 33 along the heat circulation pipeline 34. Since the hot end heat exchanger 33 has a good heat dissipation effect, the water is heated after passing through the hot end heat exchanger 33. The water with an increased temperature flows through the engine 100 that needs to be heated and enters the water channel 101 in the engine, causing the temperature of the engine 100 to rise and the temperature of the water to drop. The water with a decreased temperature then returns to the first water tank 31 along the heat circulation pipeline 34.

[0087] When the engine 100 has a cooling requirement, only the cold generated by the expansion chamber 2b needs to be transferred to the engine 100. Since the compression chamber 2a continuously releases heat and the expansion chamber 2b continuously absorbs heat, to prevent the heat generated by the compression chamber 2a from affecting the cooling effect of the Stirling engine 2 on the engine 100, the heat transfer component 3 further includes a heat bypass pipeline 35, a first solenoid valve 36, and a second solenoid valve 37, as Figure 7As shown. The first water inlet 36a and the first water outlet 36b of the hot end of the first solenoid valve 36 are located on the hot circulation pipeline 34, and are located between the engine 100 and the hot end heat exchanger 33. The second water inlet 37a and the third water outlet 37b of the hot end of the second solenoid valve 37 are located on the hot circulation pipeline 34, and are located between the engine 100 and the first water tank 31. The two ends of the hot bypass pipeline 35 are respectively connected to the second water outlet 36c of the hot end of the first solenoid valve 36 and the third water inlet 37c of the hot end of the second solenoid valve 37.

[0088] When it is determined that the engine 100 has a heating demand, the first water inlet 36a of the hot end is communicated with the first water outlet 36b of the hot end. The first water outlet 36b of the hot end, the water channel 101 in the engine 100, and the second water inlet 37a of the hot end are communicated through the hot circulation pipeline 34. The second water inlet 37a of the hot end is communicated with the third water outlet 37b of the hot end. When it is determined that the engine 100 has a refrigeration demand, the first water inlet 36a of the hot end is communicated with the second water outlet 36c of the hot end. The second water outlet 36c of the hot end is communicated with the third water outlet 37b of the hot end through the hot bypass pipeline 35. The third water outlet 37b of the hot end is communicated with the third water inlet 37c of the hot end.

[0089] Next, an exemplary description of the implementation manner of the cold quantity transmission component 4 will be given:

[0090] To enable the cold quantity transmission component 4 to transfer the cold quantity generated by the Stirling engine 2 to the engine 100, the cold quantity transmission component 4 refrigerates the engine 100 by means of water cooling. As Figure 7 shown, the cold quantity transmission component 4 includes a second water tank 41, a second water pump 42, a cold end heat exchanger 43, and a cold circulation pipeline 44. The cold end heat exchanger 43 is thermally connected to the expansion chamber 2b. The second water tank 41, the second water pump 42, and the cold end heat exchanger 43 are sequentially communicated through the cold circulation pipeline 44. Among them, in order to enable the cold end heat exchanger 43 to conduct cold quantity more quickly, heat dissipation fins can be provided inside the cold end heat exchanger 43 to increase the heat dissipation area, thereby increasing the cold quantity conduction effect on the expansion chamber 2b. When it is determined that the engine 100 has a refrigeration demand, the cold end heat exchanger 43 transfers the cold quantity generated by the expansion chamber 2b to the engine 100 through the cold circulation pipeline 44.

[0091] After the second water pump 42 extracts water from the second water tank 41, the water reaches the cold end heat exchanger 43 along the cold circulation pipeline 44. Since the cold end heat exchanger 43 has a good heat absorption effect, the temperature of the water will decrease after passing through the cold end heat exchanger 43. The water with a reduced temperature flows through the engine 100 that needs to be refrigerated and enters the water channel 101 in the engine, so that the temperature of the engine 100 decreases and the temperature of the water increases. The water with an increased temperature then returns to the second water tank 41 along the cold circulation pipeline 44.

[0092] When the engine has a heating requirement, it is only necessary to transfer the heat generated by the compression chamber 2a to the engine 100. To prevent the cold energy generated by the expansion chamber 2b from affecting the heating effect of the Stirling engine 2 on the engine 100, as Figure 7 shown, the cold energy transmission component 4 further includes a cold bypass pipeline 45, a third solenoid valve 46, and a fourth solenoid valve 47. The cold end first water inlet 46a and the cold end first water outlet 46b of the third solenoid valve 46 are located on the cold circulation pipeline 44, and are located between the engine 100 and the cold end heat exchanger 43. The cold end second water inlet 47a and the cold end third water outlet 47b of the fourth solenoid valve 47 are located on the cold circulation pipeline 44, and are located between the engine 100 and the second water tank 41. The two ends of the cold bypass pipeline 45 are respectively connected to the cold end second water outlet 46c of the third solenoid valve 46 and the cold end third water inlet 47c of the fourth solenoid valve 47.

[0093] When it is determined that the engine 100 has a heating requirement, the hot end first water inlet 36a is communicated with the hot end first water outlet 36b. The hot end first water outlet 36b, the water channel 101 in the engine 100, and the hot end second water inlet 37a are communicated through the hot circulation pipeline 34, and the hot end second water inlet 37a is communicated with the hot end third water outlet 37b. When it is determined that the engine 100 has a refrigeration requirement, the hot end first water inlet 36a is communicated with the hot end second water outlet 36c. The hot end second water outlet 36c is communicated with the hot end third water inlet 37c through the hot bypass pipeline 35, and the hot end third water outlet 37b is communicated with the hot end third water inlet 37c.

[0094] As Figure 1 and Figure 2 shown, to increase the kinetic energy of the exhaust gas discharged from the engine 100, the temperature regulation system further includes a de Laval nozzle 6 for accelerating and depressurizing the exhaust gas. The two ends of the de Laval nozzle 6 are respectively connected to the first exhaust gas port 1b and the impeller 25. When the exhaust gas passes through the de Laval nozzle 6, the exhaust gas will have a higher kinetic energy, thereby increasing the driving force on the impeller 25.

[0095] As Figure 8As shown in the figure, the Laval nozzle 6 includes a front half 61, a narrow throat 62, and a rear half 63. The front half 61 gradually narrows in the direction approaching the narrow throat 62, and the rear half 63 gradually widens in the direction away from the narrow throat 62. The exhaust gas solenoid valve 1 introduces exhaust gas into the front half 61 of the Laval nozzle 6, and the exhaust gas escapes from the rear half 63 after passing through the narrow throat 62. The flow rate of the exhaust gas in the Laval nozzle 6 changes with the change of the nozzle cross-sectional area. When the exhaust gas is in the front half 61, it follows the principle that "the flow rate is large at a small cross-section and small at a large cross-section", so the gas flow is continuously accelerated. When reaching the narrow throat 62, the flow rate has exceeded the speed of sound. However, the supersonic exhaust gas no longer follows the principle that "the flow rate is large at a small cross-section and small at a large cross-section" during movement, but follows the principle that "the flow rate is small at a small cross-section and large at a large cross-section". Therefore, the exhaust gas is continuously accelerated in the Laval nozzle 6, and the flow rate can increase from subsonic to sonic and then to supersonic, thereby increasing the kinetic energy of the exhaust gas, so that the kinetic energy of the exhaust gas after passing through the Laval nozzle 6 is sufficient to drive the impeller 25 to rotate.

[0096] In some examples, as Figure 1 shown, the control unit 5 includes a temperature sensor 51 and a vehicle computer 52. The temperature sensor 51 is connected to the engine 100 and is used to detect the temperature of the engine 100.

[0097] Among them, the vehicle computer 52 can also be called an ECU (Electronic Control Unit), and can also be called an on-vehicle computer.

[0098] The vehicle computer 52 can control the on-off of each port of the exhaust gas solenoid valve 1:

[0099] When it is determined that the engine 100 has no heating and cooling requirements, the vehicle computer 52 controls the first air outlet port 1b to close and the second air outlet port 1c to open, so that the exhaust gas discharged from the engine 100 is directly discharged to the atmosphere through the exhaust gas solenoid valve 1.

[0100] When it is determined that the engine 100 has a heating requirement, the vehicle computer 52 controls the first air outlet port 1b to open, so that the exhaust gas discharged from the engine 100 blows to the impeller 25 and makes the impeller rotate after passing through the exhaust gas solenoid valve 1 and the Laval nozzle 6. At this time, the Stirling engine 2 starts to work, and then the vehicle computer 52 controls the first hot-end water inlet 36a to communicate with the first hot-end water outlet 36b, the second hot-end water inlet 37a to communicate with the third hot-end water outlet 37b, and the second cold-end water outlet 46c to communicate with the third cold-end water inlet 47c.

[0101] When it is determined that the engine 100 has a refrigeration requirement, the vehicle computer 52 controls the opening of the first air outlet port 1b, so that the exhaust gas discharged from the engine 100 passes through the exhaust gas solenoid valve 1 and the Laval nozzle 6 and then blows towards the impeller 25 to rotate the impeller. At this time, the Stirling engine 2 starts to work, and then the vehicle computer 52 controls the cold end first water inlet 46a to communicate with the cold end first water outlet 46b, the cold end second water inlet 47a to communicate with the cold end third water outlet 47b, and the hot end second water outlet 36c to communicate with the hot end third water inlet 37c.

[0102] In some examples, the cold circulation pipeline 44 may have multiple branches for cooling and lowering the temperature of multiple components. Exemplarily, the branch of the hot and cold circulation pipeline 44 may be connected to the oil pan of the transmission. When the ambient temperature is high, the oil pan can be cooled, thereby effectively reducing the temperature of the engine oil inside the oil pan and reducing the possibility of engine damage caused by excessive engine oil temperature. Therefore, the transmission oil cooler can also be cancelled, thereby reducing the overall weight of the vehicle and reducing costs.

[0103] In some examples, the hot circulation pipeline 34 may have multiple branches for delivering high-temperature gas to multiple components. Exemplarily, the branch of the hot circulation pipeline 34 may be connected to the oil pan of the transmission. When the ambient temperature is low, the oil pan can be heated, thereby reducing the viscosity of the engine oil in the oil pan and improving the lubrication effect of the engine oil.

[0104] The embodiment of the present disclosure also provides a vehicle, as Figure 1 shown, the vehicle includes an engine 100 and the above temperature regulation system 200, and the temperature regulation system 200 is connected to the engine 100.

[0105] The technical solution provided by the embodiment of the present disclosure realizes the utilization of the exhaust gas of the engine 100 by applying the temperature regulation system 200 in the vehicle. The temperature regulation system is connected to the exhaust port of the engine 100. The exhaust gas of the engine 100 drives the Stirling engine 2 in the temperature regulation system, and the heat transfer component 3 or the cold quantity transfer component 4 can transfer the heat or cold quantity output by the Stirling engine 2 to the engine 100 to heat or cool the engine 100, thereby realizing the full utilization of the exhaust gas.

[0106] In some examples, as Figure 1 shown, the vehicle further includes a three-way catalytic converter 300. The two ends of the three-way catalytic converter 300 are respectively connected to the engine 100 and the intake port la of the exhaust gas solenoid valve 1. The three-way catalytic converter 300 can convert harmful gases such as CO, HC, and NO x discharged from the automobile exhaust gas into harmless carbon dioxide, water, and nitrogen through oxidation and reduction reactions, thereby reducing the pollution of the automobile exhaust gas to the air.

[0107] In some examples, when the vehicle is a hybrid electric vehicle, the heat transfer component 3 and the cold quantity transfer component 4 of the temperature regulation system 200 can be connected to the cooling system of the battery. When the battery starts at a low temperature, the battery can be preheated to make the battery at a normal operating temperature, reducing the damage to the battery caused by low temperature. When the battery temperature is too high, the cold quantity can be conducted to the vicinity of the battery to cool the battery, making the battery at a normal operating temperature, improving the operating efficiency of the battery and extending the service life of the battery.

[0108] The above are only optional embodiments of the present disclosure and are not intended to limit the present disclosure. Any modifications, equivalent replacements, improvements, etc. made within the principles of the present disclosure shall be included within the protection scope of the present disclosure.

Claims

1. A temperature regulation system, characterized in that, The temperature regulation system includes an exhaust gas solenoid valve (1), a Stirling engine (2), a heat transfer component (3), a cold quantity transfer component (4), and a control unit (5); The exhaust gas solenoid valve (1) includes an intake port (1a), a first outlet port (1b), and a second outlet port (1c). The intake port (1a) is communicated with the exhaust port (100a) of the vehicle's engine (100). The first outlet port (1b) is communicated with the Stirling engine (2). When the first outlet port (1b) is opened, the exhaust gas discharged from the first outlet port (1b) drives the Stirling engine (2) to operate. The second outlet port (1c) is communicated with the atmosphere; The Stirling engine (2) has a compression chamber (2a) and an expansion chamber (2b). When the Stirling engine (2) operates, the compression chamber (2a) generates heat, and the expansion chamber (2b) generates cold; The heat transfer component (3) is thermally connected to the compression chamber (2a) and the engine (100) respectively. The cold quantity transfer component (4) is thermally connected to the expansion chamber (2b) and the engine (100) respectively; The control unit (5) is configured to: When it is determined that the engine (100) has no heating and cooling requirements, control the first outlet port (1b) to close and the second outlet port (1c) to open; When it is determined that the engine (100) has a heating requirement, control the first outlet port (1b) to open, and control the heat transfer component (3) to transfer the heat generated by the compression chamber (2a) to the engine (100); When it is determined that the engine (100) has a cooling requirement, control the first outlet port (1b) to open, and control the cold quantity transfer component (4) to transfer the cold generated by the expansion chamber (2b) to the engine (100).

2. The temperature regulation system according to claim 1, wherein The Stirling engine (2) includes a power piston (21), a gas distribution piston (22), a regenerator (23), a cavity (24), and an impeller (25); The impeller (25) is arranged opposite to the first outlet port (1b); The power piston (21), the gas distribution piston (22), and the regenerator (23) are all located inside the cavity (24). A compression chamber (2a) is formed between the power piston (21) and the regenerator (23), and an expansion chamber (2b) is formed between the gas distribution piston (22) and the regenerator (23); The impeller (25) is connected to the power piston (21) and is used to drive the power piston (21) to reciprocate.

3. The temperature regulation system according to claim 1, characterized in that The heat transfer component (3) includes a first water tank (31), a first water pump (32), a hot end heat exchanger (33), and a heat circulation pipeline (34); The hot end heat exchanger (33) is thermally connected to the compression chamber (2a); The first water tank (31), the first water pump (32), the hot end heat exchanger (33), and the water channel (101) in the engine (100) are sequentially communicated through the heat circulation pipeline (34).

4. The temperature regulation system according to claim 3, characterized in that, The heat transfer component (3) further includes a heat bypass pipeline (35), a first solenoid valve (36), and a second solenoid valve (37); The first water inlet (36a) and the first water outlet (36b) at the hot end of the first solenoid valve (36) are located on the heat circulation pipeline (34) and between the engine (100) and the hot end heat exchanger (33); The second water inlet (37a) and the third water outlet (37b) at the hot end of the second solenoid valve (37) are located on the heat circulation pipeline (34) and between the engine (100) and the first water tank (31); Both ends of the heat bypass pipeline (35) are respectively connected to the second water outlet (36c) at the hot end of the first solenoid valve (36) and the third water inlet (37c) at the hot end of the second solenoid valve (37); When it is determined that the engine (100) has a heating requirement, the first water inlet (36a) at the hot end is communicated with the first water outlet (36b) at the hot end, the first water outlet (36b) at the hot end, the water channel (101) in the engine (100), and the second water inlet (37a) at the hot end are communicated through the heat circulation pipeline (34), and the second water inlet (37a) at the hot end is communicated with the third water outlet (37b) at the hot end; When it is determined that the engine (100) has a refrigeration requirement, the first water inlet (36a) at the hot end is communicated with the second water outlet (36c) at the hot end, the second water outlet (36c) at the hot end is communicated with the third water inlet (37c) at the hot end through the heat bypass pipeline (35), and the third water outlet (37b) at the hot end is communicated with the third water inlet (37c) at the hot end.

5. The temperature regulation system according to claim 1, wherein The cold transfer component (4) includes a second water tank (41), a second water pump (42), a cold end heat exchanger (43), and a cold circulation pipeline (44); The cold end heat exchanger (43) is thermally connected to the expansion chamber (2b); The second water tank (41), the second water pump (42), the cold end heat exchanger (43), and the water channel (101) in the engine (100) are sequentially communicated through the cold circulation pipeline (44).

6. The temperature regulation system according to claim 5, wherein, The cold transfer component (4) further includes a cold bypass pipeline (45), a third solenoid valve (46), and a fourth solenoid valve (47); The first water inlet (46a) and the first water outlet (46b) at the cold end of the third solenoid valve (46) are located on the cold circulation pipeline (44) and between the engine (100) and the cold end heat exchanger (43), the second water inlet (47a) and the third water outlet (47b) at the cold end of the fourth solenoid valve (47) are located on the cold circulation pipeline (44) and between the engine (100) and the second water tank (41), and both ends of the cold bypass pipeline (45) are respectively connected to the second water outlet (46c) at the cold end of the third solenoid valve (46) and the third water inlet (47c) at the cold end of the fourth solenoid valve (47); When it is determined that the engine (100) has a heating requirement, the first cold-end water inlet (46a) communicates with the second cold-end water outlet (46c), the second cold-end water outlet (46c) communicates with the third cold-end water inlet (47c) through the cold bypass pipeline (45), and the third cold-end water inlet (47c) communicates with the first cold-end water outlet (46b); When it is determined that the engine (100) has a refrigeration requirement, the first cold-end water inlet (46a) communicates with the first cold-end water outlet (46b), the first cold-end water outlet (46b), the water channel (101) in the engine (100) and the second cold-end water inlet (47a) are communicated through the cold circulation pipeline (44), and the second cold-end water inlet (47a) communicates with the third cold-end water outlet (47b).

7. The temperature regulation system according to claim 2, characterized in that, The temperature regulation system further includes a Laval nozzle (6), and the Laval nozzle (6) is used for accelerating and depressurizing the exhaust gas; Both ends of the Laval nozzle (6) are respectively communicated with the first gas outlet port (1b) and the impeller (25).

8. The temperature regulation system according to any one of claims 1-7, characterized in that, The control unit (5) includes a temperature sensor (51) and a vehicle computer (52); The temperature sensor (51) is used for detecting the temperature of the engine (100).

9. A vehicle, characterized in that, The vehicle has the temperature regulation system (200) according to any one of claims 1-8.

10. The vehicle according to claim 9, characterized in that, The vehicle further includes a three-way catalytic converter (300), and both ends of the three-way catalytic converter (300) are respectively communicated with the exhaust port (100a) of the engine (100) and the intake port (1a) of the exhaust gas solenoid valve (1).

Images