Heat dissipation structure and exhaust system of vehicle, and driving device and control method thereof
By designing a movable door structure and heat insulation ring in the exhaust system, the problem of heat dissipation of high-power engine exhaust gas was solved, achieving stable and efficient heat dissipation, reducing the risk of heat damage and energy consumption.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- GUANGDONG HUITIAN AEROSPACE TECH CO LTD
- Filing Date
- 2024-03-26
- Publication Date
- 2026-07-10
AI Technical Summary
Existing exhaust systems are ill-suited to the operating conditions of high-power engines, leading to heat damage, which in turn accelerates the aging of components and may cause safety accidents.
Design a heat dissipation structure including a shell structure, a heat sink, and a door structure. The door structure can be moved to switch between different air passages. The heat sink can dissipate heat from the exhaust gas at high power. Heat transfer can be reduced and stability can be improved by using a heat insulation ring.
It effectively reduces the heat of exhaust gas under high-power conditions, reduces the risk of component aging, improves heat dissipation stability, reduces energy consumption, and avoids safety accidents.
Smart Images
Figure CN118273787B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of transportation technology, and in particular to a vehicle heat dissipation structure and exhaust system, driving equipment and control method thereof. Background Technology
[0002] Conventional gasoline-powered vehicles or hybrid vehicles are typically equipped with an exhaust system. The functions of the exhaust system include purifying gaseous pollutants and particulate matter in the exhaust gases produced by the engine during operation, and reducing exhaust noise from the vehicle's exhaust pipes.
[0003] The amount of heat generated in the exhaust gas varies depending on the engine's power output. In related technologies, the power output of an engine is typically equivalent to a power generation capacity of 8 kilowatts or less; correspondingly, the exhaust systems in these technologies are less adaptable to higher-power engine operating conditions. If the engine is operating at a high output power, the exhaust system may struggle to reduce the heat of the exhaust gas to a low level, potentially causing heat damage.
[0004] Heat damage can accelerate the aging of chassis and underbody components of the vehicle, and in severe cases may lead to component failure or even cause a vehicle safety accident. Summary of the Invention
[0005] The main objective of this application is to propose a heat dissipation structure for vehicles that helps reduce the risk of heat-related problems.
[0006] To achieve the above objectives, the vehicle cooling structure proposed in this application includes a shell structure, a heat sink, and a door structure. The shell structure forms a first air passage and a second air passage arranged in parallel. At least a portion of the heat sink extends into the second air passage, and the heat sink is used to cool the engine exhaust gas in the second air passage. The door structure is movably connected to the shell structure, and the door structure is used to move between a position that blocks the first air passage and a position that blocks the second air passage.
[0007] Optionally, the door structure is at least partially disposed within the first airway, and the door structure is rotatably connected to the shell structure; the outlet of the second airway communicates with the first airway, and the door structure is used to rotate from the position of blocking the first airway to the position of blocking the outlet of the second airway.
[0008] Optionally, the heat dissipation structure further includes a first heat insulation ring, which is fixedly connected to the shell structure or the door structure. The first heat insulation ring is used to abut against the inner wall of the first air passage and the door structure. When the first heat insulation ring abuts against the inner wall of the first air passage and the door structure, the angle between the axial direction of the first heat insulation ring and the flow direction of the first air passage is less than 90 degrees.
[0009] Optionally, the heat dissipation structure further includes a second heat insulation ring, which is fixedly connected to the shell structure or the door structure. The second heat insulation ring is used to abut against the outlet of the second air passage and the door structure. When the second heat insulation ring abuts against the outlet of the second air passage and the door structure, the angle between the axial direction of the second heat insulation ring and the outlet flow direction of the second air passage is less than 90 degrees.
[0010] Optionally, the shell structure includes a first shell forming the first airway and a second shell forming the second airway, wherein at least a portion of the outer wall of the first shell facing the second shell is spaced apart from the outer wall of the second shell facing the first shell.
[0011] Optionally, the shell structure includes a first shell forming the first air passage and a second shell forming the second air passage. The first shell includes a first cover and a second cover, which are closed to form the first air passage. The arrangement direction of the first cover and the second cover intersects the flow direction of the first air passage. The second cover is disposed between the first cover and the second shell. The side of the second cover facing the second shell forms a flat surface, and the second shell is connected to the flat surface.
[0012] Optionally, a first groove is formed on the first cover, the first groove being recessed in a direction toward or away from the second cover; the extension direction of the first groove intersects the flow direction of the first air passage; and / or, a second groove is formed on the flat surface, the second groove being recessed in a direction away from or toward the second shell; and / or, a first opening is formed on the flat surface, the inlet of the second air passage is formed by the second shell and the inlet of the second air passage is connected to the first opening; and / or, a second opening is formed on the flat surface, the outlet of the second air passage is formed by the second shell and the outlet of the second air passage is connected to the second opening.
[0013] Optionally, the first cover includes a first vertical wall section, which is disposed on the side of the flow direction of the first air passage; the width direction of the first vertical wall section is arranged along the flow direction of the first air passage, and the width of the first vertical wall section decreases in the direction toward the second cover; the door structure is rotatably connected to one end of the first vertical wall section toward the second cover.
[0014] Optionally, the heat dissipation structure further includes a bearing structure, which connects the end of the first vertical wall section facing the second cover and the door structure respectively.
[0015] Optionally, the first cover further includes a bottom wall section connected to the first vertical wall section; the bottom wall section is arc-shaped, and the arc length direction of the bottom wall section intersects with the flow direction of the first air passage.
[0016] Optionally, the second cover includes a second vertical wall section disposed on the side of the first air passage in the direction of flow; the second vertical wall section has a notch on the side facing the first cover; the width direction of the notch is along the flow direction of the first air passage, the width of the notch increases in the direction towards the first cover, and the edge of the notch is connected to the edge of the first vertical wall section.
[0017] Optionally, the heat dissipation structure further includes a first heat insulation ring, which is fixedly connected to the first cover or the door structure. The first heat insulation ring is used to abut against the inner wall of the first cover and the door structure. When the first heat insulation ring abuts against the inner wall of the first cover and the door structure, the angle between the axial direction of the first heat insulation ring and the flow direction of the first air passage is less than 90 degrees.
[0018] Optionally, the heat dissipation structure further includes a bearing structure, which connects the first cover and the door structure respectively, and a portion of the bearing structure is fixedly connected to the first heat insulation ring; and / or, a second opening is provided on the flat surface, the outlet of the second air passage is formed by the second tube shell and the outlet of the second air passage is connected to the second opening; the heat dissipation structure further includes a third cover, which is disposed inside the second cover and covers the second opening; the third cover has a third opening on the side facing the first cover, and the door structure is disposed between the third cover and the first cover, and the door structure is used to move from the position of blocking the first air passage to the position of blocking the third opening.
[0019] This application also proposes a vehicle exhaust system, the exhaust system including a catalytic converter, a muffler, a connecting pipe and the aforementioned heat dissipation structure, wherein the catalytic converter, the heat dissipation structure and the muffler are respectively connected in series on the connecting pipe.
[0020] Optionally, the connecting pipeline includes a tailpipe, which is provided with a bypass interface; the exhaust system also includes a bypass pipe, which is connected to the bypass interface and is inclined toward the intake section of the tailpipe.
[0021] Optionally, the angle formed between the bypass pipe and the intake section of the tailpipe is greater than or equal to 30 degrees and less than or equal to 45 degrees; and / or, the end of the bypass pipe away from the tailpipe is provided with a flared section, the diameter of the flared section increasing in the direction away from the tailpipe; and / or, the end of the tailpipe is provided with a bent pipe section, the axial direction of the bent pipe section and the axial direction of the tailpipe forming a first virtual plane, the axial direction of the tailpipe and the axial direction of the bypass pipe forming a second virtual plane, and the angle formed between the first virtual plane and a portion of the second virtual plane is greater than 0 degrees and less than or equal to 90 degrees.
[0022] This application also proposes a driving device, which includes an engine and the aforementioned exhaust system.
[0023] Optionally, the heat dissipation structure further includes a driving device, the power output end of which is connected to the door structure, and the driving device is used to drive the door structure to move between the position of blocking the first air passage and the position of blocking the second air passage.
[0024] This application also proposes a driving device, which includes an engine and the above-mentioned exhaust system; the driving device further includes an airflow delivery device, the airflow output end of which is connected to the bypass pipe, and the airflow delivery device is used to deliver airflow to the bypass pipe.
[0025] This application also proposes a control method for a driving device, the control method being applied to the aforementioned driving device, the control method comprising the following steps:
[0026] Obtain the first preset signal;
[0027] According to the first preset signal, the door structure is moved between the position of blocking the first airway and the position of blocking the second airway.
[0028] The technical solution of this application configures a heat dissipation structure comprising a shell structure, a heat dissipation component, and a door structure. The shell structure forms a first and a second air passage arranged in parallel, with at least a portion of the heat dissipation component extending into the second air passage for cooling the engine exhaust gas within it. The door structure is movably connected to the shell structure and is used to move between a position blocking the first air passage and a position blocking the second air passage. When the engine operates at high output power, the movable door structure can be positioned to block the first air passage. At this point, the engine exhaust gas can be cooled by the heat dissipation component within the second air passage, which helps reduce the heat of the exhaust gas and mitigates the risk of thermal damage. Furthermore, the door structure provides high stability when blocking the first air passage, improving the heat dissipation stability of the heat dissipation structure even when the engine has high output power. Attached Figure Description
[0029] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.
[0030] Figure 1 This is a schematic diagram of an embodiment of an exhaust system in the related art.
[0031] Figure 2 This is a schematic diagram of the structure of an embodiment of the driving device of this application.
[0032] Figure 3 This is a schematic diagram of an embodiment of the exhaust system in this application.
[0033] Figure 4 This is a schematic diagram of one embodiment of the heat dissipation structure in this application.
[0034] Figure 5 This is a schematic diagram of one embodiment of the heat dissipation structure in this application under another usage state.
[0035] Figure 6 This is a perspective view of one embodiment of the heat dissipation structure in this application.
[0036] Figure 7 This is a perspective view of an embodiment of the second housing in this application.
[0037] Figure 8 This is a perspective view of another embodiment of the second housing in this application.
[0038] Figure 9 This is a connection diagram of an embodiment of the first housing in this application.
[0039] Figure 10 This is a schematic diagram showing the connection from another perspective of an embodiment of the first casing in this application.
[0040] Figure 11 This is a partial schematic diagram of an embodiment of the connecting pipeline in this application.
[0041] Figure 12 This is a partial schematic diagram of one embodiment of the connecting pipeline in this application under another usage state.
[0042] Explanation of icon numbers:
[0043]
[0044]
[0045] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation
[0046] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.
[0047] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.
[0048] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.
[0049] Conventional gasoline-powered vehicles or hybrid vehicles are typically equipped with an exhaust system. The functions of the exhaust system include purifying gaseous pollutants and particulate matter in the exhaust gases produced by the engine during operation, and reducing exhaust noise from the vehicle's exhaust pipes.
[0050] The amount of heat generated in the exhaust gas varies depending on the engine's power output. In related technologies, the power output of an engine is typically equivalent to a power generation capacity of 8 kilowatts or less; correspondingly, refer to... Figure 1 The exhaust system in this technology consists of a hot-end assembly and a cold-end assembly. The hot-end assembly includes components such as a catalytic converter, while the cold-end assembly includes components such as a muffler. This type of exhaust system is difficult to adapt to higher-power engine operating conditions. If the engine is operating at high power output, the exhaust system may struggle to reduce the heat of the exhaust gases to a low level, potentially causing heat damage.
[0051] Heat damage can accelerate the aging of chassis and underbody components of the vehicle, and in severe cases may lead to component failure or even cause a vehicle safety accident.
[0052] Reference Figure 2 In one embodiment of this application, the driving equipment includes a land vehicle 1000 and a flying vehicle 2000. The flying vehicle 2000 includes a battery assembly for providing flight power. The flying vehicle 2000 is detachably mounted on the land vehicle 1000. The flying vehicle 2000 may include a flight cabin, a foldable connecting arm, and a rotor assembly, etc. The rotor assembly is connected to the flight cabin through the foldable connecting arm. Figure 2 In the retracted state, the flying vehicle 2000 is housed on the land vehicle 1000 after its connecting arm is folded down. The flying vehicle 2000 is carried on the land vehicle 2000 and transported by it. When flight is required, the flying vehicle 2000 detaches from the land vehicle 2000, unfolds its connecting arm, and uses rotor components to provide lift for flight. Alternatively, the flying vehicle 2000 can be integrated with the land vehicle 1000. Furthermore, the propulsion system includes an engine and an exhaust system, which can be separately mounted on the land vehicle 1000. The engine is used to charge the battery pack.
[0053] Because the Flying Vehicle 2000 requires high flight power, the engines needed to charge the battery packs need to have high power output, for example, an engine power output of 35 kilowatts or more for charging the battery packs. Under this engine operating condition, the exhaust system in related technologies faces a significant risk of thermal damage.
[0054] Of course, in cases where the exhaust pipe outlet of the exhaust system is located between the front and rear rows of wheels along the direction of travel of the vehicle, the risk of heat damage to the exhaust system in the relevant technology is also relatively high.
[0055] Therefore, this application proposes a heat dissipation structure and exhaust system for a vehicle to help reduce the risk of heat-related problems. The heat dissipation structure can be applied to the exhaust system, and both the heat dissipation structure and the exhaust system can be applied to vehicles, such as the aforementioned land vehicle 1000 and flying vehicle 2000.
[0056] Reference Figure 3 The exhaust system proposed in this application includes a catalytic converter 1100, a muffler 1200, a connecting pipe 1400, and the aforementioned heat dissipation structure 1300. The catalytic converter 1100, the heat dissipation structure 1300, and the muffler 1200 are connected in series on the connecting pipe 1400. It can be understood that the catalytic converter 1100, the heat dissipation structure 1300, and the muffler 1200 are connected through the connecting pipe 1400, forming an exhaust gas emission channel. Furthermore, referring to... Figure 3 The catalytic converter 1100, the heat dissipation structure 1300 and the muffler 1200 can be connected in series on the connecting pipe 1400 so that the pipe of the heat dissipation structure 1300 can be installed on the land vehicle 1000.
[0057] Reference Figure 4 and Figure 5 In one embodiment of this application, the heat dissipation structure 1300 includes a shell structure, a heat dissipation component 1310, and a door structure 1320. The shell structure forms a first air passage 1301 and a second air passage 1302 arranged in parallel. At least a portion of the heat dissipation component 1310 extends into the second air passage 1302, and the heat dissipation component 1310 is used to dissipate heat from the engine exhaust gas in the second air passage 1302. The door structure 1320 is movably connected to the shell structure, and the door structure 1320 is used to move between a position blocking the first air passage 1301 and a position blocking the second air passage 1302.
[0058] The heat sink 1310 can be configured as heat sink fins or water cooling pipes of a water cooling device, etc., and this embodiment does not limit it.
[0059] Furthermore, the door structure 1320 can be connected to the shell structure by means of rotational connection, sliding connection, or other methods. The door structure 1320 can be moved manually by an operator, or it can be moved by a drive device such as a motor or cylinder; this embodiment does not impose any limitations on this.
[0060] When the heat dissipation structure described in the above embodiments is in use, the demand for heat dissipation of the engine exhaust is relatively small when the engine output power is low; refer to Figure 4 At this point, the door structure 1320 can be moved to the position of blocking the second air passage 1302, making it difficult for the exhaust gas to flow in the second air passage 1302, but instead it flows in the first air passage 1301, reducing unnecessary heat dissipation of the exhaust gas and reducing unnecessary energy consumption.
[0061] When the engine output power is high, the demand for heat dissipation from the engine exhaust is greater; refer to Figure 5 At this time, the door structure 1320 can be moved to the position of blocking the first air passage 1301. At this time, the exhaust gas is difficult to flow in the first air passage 1301, but flows in the second air passage 1302. Thus, the exhaust gas of the engine can be cooled by the heat dissipation component 1310 in the second air passage 1302.
[0062] Therefore, in this embodiment, when the engine operates at high output power, the movable door structure 1320 can be moved to block the first air passage 1301. At this time, the engine exhaust gas can be cooled by the heat sink 1310 in the second air passage 1302, which helps to reduce the heat of the exhaust gas and reduce the risk of thermal damage. On the other hand, compared with a solenoid valve, the door structure 1320 has higher structural strength and can be used for higher flow rates of high-temperature exhaust gas. In addition, the door structure 1320 has higher stability in blocking the first air passage 1301, which can improve the heat dissipation stability of the heat dissipation structure 1300 when the engine has high output power.
[0063] Reference Figure 4 and Figure 5 In some embodiments, the door structure 1320 is at least partially disposed within the first air passage 1301, including either the entire door structure 1320 being disposed within the first air passage 1301 or the door structure 1320 being partially disposed within the first air passage. The door structure 1320 is rotatably connected to the shell structure, which can be understood as the door structure 1320 being rotatable relative to the aforementioned shell structure. The outlet of the second air passage 1302 communicates with the first air passage 1301, and the door structure 1320 is used to block the first air passage 1301 from a position (see [reference]). Figure 5 Rotate to the position that blocks the outlet of the second airway 1302 (see [reference] for this position). Figure 4 ).
[0064] In this embodiment, the door structure 1320 is at least partially disposed within the first air passage 1301, which helps to reduce the space occupied by the heat dissipation structure 1300. The door structure 1320 is used to rotate from the position of blocking the first air passage 1301 to the position of blocking the outlet of the second air passage 1302, so that the door structure 1320 can simultaneously block the first air passage 1301 and the second air passage 1302, reducing the number of doors required and further reducing the space occupied by the heat dissipation structure 1300. That is, the heat dissipation structure 1300 and the corresponding exhaust system in this embodiment help to occupy less space at the bottom of the land vehicle 1000, which helps to improve the structural compactness of the land vehicle 1000.
[0065] Compared to a solenoid valve, the door structure 1320 typically has a larger contact area with engine exhaust gases, thus the risk of deformation of the door structure 1320 is relatively high.
[0066] To address the relatively high risk of deformation of the door structure 1320, in some embodiments, reference is made to... Figure 4 , Figure 5 and Figure 9 The heat dissipation structure 1300 also includes a first heat insulation ring 1331, which is fixedly connected to the shell structure, for example by welding, snap-fitting, or fastener connection. The first heat insulation ring 1331 is used to abut against the inner wall of the first air passage 1301 and the door structure 1320. When the first heat insulation ring 1331 abuts against the inner wall of the first air passage 1301 and the door structure 1320, the angle between the axial direction of the first heat insulation ring 1331 and the flow direction of the first air passage 1301 is less than 90 degrees; it can be understood that the engine exhaust gas can flow through the first heat insulation ring 1331 in the first air passage 1301, but the engine exhaust gas may then be blocked by the door structure 1320.
[0067] Of course, the first heat insulation ring 1331 can also be fixedly connected to the door structure 1320, for example by welding, snap-fitting, or fastener connection. This means the first heat insulation ring 1331 can move with the door structure 1320. The first heat insulation ring 1331 is used to abut against the inner wall of the first air passage 1301 and the door structure 1320. When the first heat insulation ring 1331 abuts against the inner wall of the first air passage 1301 and the door structure 1320, the angle between the axial direction of the first heat insulation ring 1331 and the flow direction of the first air passage 1301 is less than 90 degrees. This means that engine exhaust gas can flow through the first heat insulation ring 1331 within the first air passage 1301, but may subsequently be blocked by the door structure 1320.
[0068] In the above embodiment, the first heat insulation ring 1331 can reduce the heat transferred from the engine exhaust gas in the first air passage 1301 to the door structure 1320, which is beneficial to reduce the deformation of the door structure 1320, improve the stability of the door structure 1320 in blocking the first air passage 1301, improve the efficiency of heat dissipation of engine exhaust gas in the second air passage 1302, and further reduce the risk of thermal damage.
[0069] In some implementations, refer to Figure 4 and Figure 5 The heat dissipation structure 1300 also includes a second heat insulation ring 1332, which is fixedly connected to the casing structure, for example by welding, snap-fitting, or fastener connection. The second heat insulation ring 1332 is used to abut between the outlet of the second air passage 1302 and the door structure 1320. When the second heat insulation ring 1332 abuts between the outlet of the second air passage 1302 and the door structure 1320, the angle between the axial direction of the second heat insulation ring 1332 and the outlet flow direction of the second air passage 1302 is less than 90 degrees; it can be understood that the engine exhaust gas can flow through the second heat insulation ring 1332 in the second air passage 1302, but the engine exhaust gas may then be blocked by the door structure 1320.
[0070] Of course, the second heat insulation ring 1332 can also be fixedly connected to the door structure 1320, for example by welding, snap-fitting, or fastener connection. This means the second heat insulation ring 1332 can move with the door structure 1320. The second heat insulation ring 1332 is used to abut between the outlet of the second air passage 1302 and the door structure 1320. When the second heat insulation ring 1332 abuts between the outlet of the second air passage 1302 and the door structure 1320, the angle between the axial direction of the second heat insulation ring 1332 and the outlet flow direction of the second air passage 1302 is less than 90 degrees. This means that engine exhaust gas can flow through the second heat insulation ring 1332 within the second air passage 1302, but may subsequently be blocked by the door structure 1320.
[0071] In the above embodiment, the second heat insulation ring 1332 can reduce the heat transferred from the engine exhaust gas in the second air passage 1302 to the door structure 1320, which is beneficial to reduce the deformation of the door structure 1320, improve the stability of the door structure 1320 in blocking the second air passage 1302, reduce the energy consumed by the engine exhaust gas in the second air passage 1302 for unnecessary heat dissipation, and further reduce unnecessary energy consumption.
[0072] In some implementations, refer to Figure 4 , Figure 5 and Figure 6The shell structure includes a first shell 1340 forming a first air passage 1301 and a second shell 1360 forming a second air passage 1302. At least a portion of the outer wall of the first shell 1340 facing the second shell 1360 is spaced apart from the outer wall of the second shell 1360 facing the first shell 1340. For example, in the embodiment shown in the drawings, the upper outer wall of the first shell 1340 is spaced apart from the lower outer wall of the second shell 1360. The resulting spacing can be referred to... Figure 4 The dimension h is shown in the figure. The first housing 1340 and the aforementioned heat sink 1310 can together form part of the cooling device. For example, the first housing 1340 can be configured as at least part of the outer shell of the cooling device, and the aforementioned heat sink 1310 can be configured as a part of the cooling device that has a heat dissipation function.
[0073] In this embodiment, when the engine output power is low, the need for heat dissipation of the engine exhaust is small; at least a portion of the outer wall of the first housing 1340 facing the second housing 1360 is spaced apart from the outer wall of the second housing 1360 facing the first housing 1340, which can reduce the energy consumed by the cooling device when the engine exhaust in the first air passage 1301 is unnecessarily cooled through the second air passage 1302, which is beneficial to further reduce unnecessary energy consumption.
[0074] In some implementations, refer to Figure 6 , Figure 7 , Figure 9 and Figure 10 The first housing 1340 includes a first cover 1341 and a second cover 1345. The first cover 1341 and the second cover 1345 are fitted together to form a first air passage 1301. The arrangement direction of the first cover 1341 and the second cover 1345 intersects the flow direction of the first air passage 1301. For example, in the embodiment shown in the attached drawings, the arrangement direction of the first cover 1341 and the second cover 1345 is set along the Z direction, and the flow direction of the first air passage 1301 is set along the X direction. That is, the arrangement direction of the first cover 1341 and the second cover 1345 can be set perpendicular to the flow direction of the first air passage 1301. (Refer to...) Figure 6 The second cover 1345 is disposed between the first cover 1341 and the second shell 1360. This can be understood as the second shell 1360, the second cover 1345, and the first cover 1341 being arranged sequentially. The side of the second cover 1345 facing the second shell 1360 forms a flat surface 1346, and the second shell 1360 is connected to the flat surface 1346. It can be understood that the flat surface 1346 refers to a surface that is relatively flatter than a curved surface such as a round tube.
[0075] In this embodiment, since cooling devices such as water-cooled and air-cooled devices are typically flat, the side of the second cover 1345 facing the second housing 1360 forms a flat surface 1346, which is beneficial to the installation stability of the second housing 1360 when it forms part of the cooling device. The second housing 1360 can be connected to the flat surface 1346 by welding methods such as laser welding or fasteners such as screws. Furthermore, the first housing 1340 includes a first cover 1341 and a second cover 1345. The first cover 1341 and the second cover 1345 cover each other to form a first air passage 1301, facilitating the separate manufacturing of the first cover 1341 and the second cover 1345, which improves the overall manufacturing efficiency of the heat dissipation structure 1300.
[0076] In some embodiments, a first groove 1342 is formed on the first cover 1341. The first groove 1342 is recessed in a direction toward or away from the second cover 1345 to improve the structural strength of the first cover 1341, thereby improving the heat resistance of the first cover 1341. For example, Figure 4 The first groove 1342 is recessed in the direction toward the second cover 1345.
[0077] Furthermore, the extending direction of the first groove 1342 can be configured to intersect with the flow direction of the first air passage 1301; for example, referring to... Figure 9 The first groove 1342 extends along the U direction in the figure, and the first air passage 1301 flows along the X direction in the figure. The extension direction of the first groove 1342 is set to intersect with the flow direction of the first air passage 1301, which is beneficial to further improve the structural strength of the first cover 1341, thereby further improving the heat resistance of the first cover 1341.
[0078] In some implementations, refer to Figure 5 , Figure 7 and Figure 8 The flat surface 1346 forms a second groove 1347, which is recessed in a direction opposite to or towards the second housing 1360. This improves the structural strength of the flat surface 1346, thereby enhancing the installation stability of the second housing 1360 when it forms part of the cooling equipment. For example, Figure 5 The second groove 1347 is recessed in the direction opposite to the second tube shell 1360.
[0079] In some implementations, refer to Figure 5 and Figure 7 A first opening 1348 is formed on the flat surface 1346. The inlet of the second air passage 1302 is formed by the second shell 1360 and the inlet of the second air passage 1302 is connected to the first opening 1348, so as to improve the structural compactness of the second shell 1360 mounted on the second cover 1345.
[0080] In some embodiments, a second opening 1349 is formed on the flat surface 1346, and the outlet of the second air passage 1302 is formed by the second housing 1360 and the outlet of the second air passage 1302 is connected to the second opening 1349, so as to improve the structural compactness of the second housing 1360 mounted on the second cover 1345.
[0081] In some implementations, refer to Figure 6 , Figure 9 and Figure 10 The first cover 1341 includes a first vertical wall section 1343, which is disposed beside the flow direction of the first air passage 1301, and the width direction of the first vertical wall section 1343 is arranged along the flow direction of the first air passage 1301. (Refer to...) Figure 9 and Figure 10 The flow direction of the first air passage 1301 can be set along the X direction in the figure, and the width direction of the first vertical wall section 1343 is set along the X direction in the figure. The width W1 of the first vertical wall section 1343 decreases in the direction toward the second cover 1345. For example, the width W1 of the first vertical wall section 1343 decreases in the upward direction along the Z axis in the figure. For example, the first vertical wall section 1343 can be set to be triangular, trapezoidal, or semi-circular in shape. The door structure 1320 is rotatably connected to the end of the first vertical wall section 1343 toward the second cover 1345, including the door structure 1320 being directly rotatably connected to the first vertical wall section 1343, and the door structure 1320 being indirectly rotatably connected to the first vertical wall section 1343 through an intermediate structure.
[0082] In this embodiment, the width of the first vertical wall section 1343 decreases in the direction toward the second cover 1345, and its own structure is relatively stable, which is beneficial to improving the support strength of the door structure 1320 and improving the stability of the rotational connection between the door structure 1320 and the first vertical wall section 1343.
[0083] In some implementations, refer to Figure 9 and Figure 10 The heat dissipation structure 1300 also includes a bearing structure 1370, which connects the end of the first vertical wall section 1343 facing the second cover 1345 and the door structure 1320. For example, the bearing structure 1370 can be configured to include an outer ring and an inner ring. The outer ring can be connected to the first vertical wall section 1343, for example, by snap-fitting or welding; the inner ring can be connected to the door structure 1320, for example, by plugging in. It is understood that in this embodiment, the door structure 1320 is indirectly rotatably connected to the first vertical wall section 1343 through the bearing structure 1370.
[0084] In this embodiment, the bearing structure 1370 can be stably supported by the first vertical wall section 1343, which helps the bearing structure 1370 improve the smoothness and durability of the rotation of the door structure 1320.
[0085] In some implementations, refer to Figure 9 and Figure 10 The first cover 1341 also includes a bottom wall section 1344, which is connected to the first vertical wall section 1343. The bottom wall section 1344 is arc-shaped, and the arc length direction of the bottom wall section 1344 intersects the flow direction of the first air passage 1301, for example... Figure 9 In this embodiment, the arc length of the bottom wall section 1344 is arranged along the U direction, and the flow direction of the first air passage 1301 is arranged along the X direction. In this embodiment, the arc length of the bottom wall section 1344 intersects with the flow direction of the first air passage 1301, which is beneficial to improving the structural strength of the first cover 1341 and the stability of the rotational connection between the door structure 1320 and the first vertical wall section 1343.
[0086] In some implementations, refer to Figure 6 , Figure 7 and Figure 8 The second cover 1345 includes a second vertical wall section 1350, which is disposed on the side of the first air passage 1301 in the flow direction. The second vertical wall section 1350 has a notch 1351 on the side facing the first cover 1341, and the width of the notch 1351 is along the flow direction of the first air passage 1301. For example, see reference... Figure 7 and Figure 8 The first air passage 1301 is oriented along the X-direction, and the width of the notch 1351 is also oriented along the X-direction. The width W2 of the notch 1351 increases in the direction toward the first cover 1341, for example, the width W2 of the notch 1351 increases downward along the Z-axis in the diagram. The edge of the notch 1351 connects with the edge of the first vertical wall section 1343 to improve the connection stability between the second cover 1345 and the first cover 1341. The edge of the notch 1351 can be configured to overlap the edge of the first vertical wall section 1343 to improve connection stability. The edges of the notch 1351 and the first vertical wall section 1343 are then fixed by welding, riveting, or other methods.
[0087] The first heat insulation ring 1331 can be fixedly connected to the first cover 1341. The first heat insulation ring 1331 is used to abut against the inner wall of the first cover 1341 and the door structure 1320. When the first heat insulation ring 1331 abuts against the inner wall of the first cover 1341 and the door structure 1320, the angle between the axial direction of the first heat insulation ring 1331 and the flow direction of the first air passage 1301 is less than 90 degrees.
[0088] In some embodiments, for the bearing structure 1370 described above, a portion of the bearing structure 1370 may be fixedly connected to the first heat insulation ring 1331, thereby improving the support stability of the bearing structure 1370. For example, the outer ring of the bearing structure 1370 may be fixedly connected to the first heat insulation ring 1331.
[0089] In some implementations, refer to Figure 4 , Figure 5 , Figure 7 and Figure 8 The heat dissipation structure 1300 also includes a third cover 1380, which is disposed inside the second cover 1345 and covers the second opening 1349. The third cover 1380 has a third opening 1381 on the side facing the first cover 1341. A door structure 1320 is disposed between the third cover 1380 and the first cover 1341 and is used to move from the position of blocking the first air passage 1301 to the position of blocking the third opening 1381.
[0090] In this embodiment, since cooling devices such as water-cooled and air-cooled devices are typically relatively flat, when the second housing 1360 forms part of the cooling device, the height of the first air passage 1301 is higher than the height of the second air passage 1302. By providing the aforementioned third cover 1380, the height of the third cover 1380 helps to keep the door structure 1320 sealing the third opening 1381 in a horizontal position, thereby improving the sealing degree of the door structure 1320 sealing the third opening 1381. Furthermore, the third cover 1380 helps to improve the structural strength of the second cover 1345 and the first housing 1340, and helps to improve the heat resistance of the heat dissipation structure 1300.
[0091] In some implementations, refer to Figure 3 , Figure 11 and Figure 12 The connecting pipe 1400 may also include a tailpipe 1410, which has a bypass interface; the exhaust system also includes a bypass pipe 1420, which is connected to the bypass interface and is inclined toward the intake section of the tailpipe 1410. For example, refer to Figure 11 The intake section of the tailpipe 1410 is located on the left side, and the bypass pipe 1420 is inclined to the left.
[0092] In this embodiment, the bypass pipe 1420 can mix in cold air, thereby further reducing the temperature of the engine exhaust gas in the tailpipe 1410. In addition, the bypass pipe 1420 is inclined toward the air intake section of the tailpipe 1410, which helps to avoid the risk of engine exhaust gas in the tailpipe 1410 being blown out through the bypass pipe 1420, and helps to reduce the risk of engine exhaust gas injuring pedestrians.
[0093] In some embodiments, the angle formed between the bypass pipe 1420 and the intake section of the tailpipe 1410 is greater than or equal to 30 degrees and less than or equal to 45 degrees, thereby further improving the mixing effect of cold air and engine exhaust gas in the tailpipe 1410.
[0094] In some implementations, refer to Figure 11 The bypass pipe 1420 has a flared section 1421 at the end away from the tailpipe 1410. The diameter of the flared section 1421 increases in the direction away from the tailpipe 1410, thereby further improving the mixing effect of cold air and engine exhaust gas in the tailpipe 1410.
[0095] In some embodiments, the tailpipe 1410 has a bent section at its end. The axial direction of the bent section and the axial direction of the tailpipe 1410 form a first virtual plane, and the axial direction of the tailpipe 1410 and the axial direction of the bypass pipe 1420 form a second virtual plane. The angle formed between the first virtual plane and a portion of the second virtual plane is greater than 0 degrees and less than or equal to 90 degrees, thereby further improving the mixing effect of cold air and engine exhaust gas in the tailpipe 1410. For example, in Figure 11 and Figure 12 In this case, the first virtual plane is parallel to the XZ plane, and the second virtual plane is parallel to the XY plane. That is, the first virtual plane can be set to be perpendicular to a part of the second virtual plane.
[0096] This application also proposes a driving device that includes an engine and the aforementioned exhaust system. This driving device can be configured as a land vehicle 1000, a flying vehicle 2000, or other similar vehicles.
[0097] Among them, reference Figure 6 The heat dissipation structure 1300 may also include a drive device 1390, which may be configured as a drive motor or a drive cylinder, etc. The power output end of the drive device 1390 is connected to the door structure 1320. The drive device 1390 is used to drive the door structure 1320 to move between the position of blocking the first air passage 1301 and the position of blocking the second air passage 1302, thereby improving the smoothness of the movement of the door structure 1320.
[0098] In addition, the driving equipment may also include an airflow delivery device, which may be configured as a blower or fan, for example, the airflow delivery device may be configured as a low-pressure axial flow blower; the airflow output end of the airflow delivery device is connected to the bypass pipe 1420, and the airflow delivery device is used to deliver airflow to the bypass pipe 1420, thereby increasing the flow rate of the cold air mixed with the engine exhaust gas in the tailpipe 1410.
[0099] Furthermore, this application also proposes a control method for a driving device, which is applied to the aforementioned driving device and includes the following steps:
[0100] Obtain the first preset signal;
[0101] According to the first preset signal, the door structure 1320 is moved between the position of blocking the first air passage 1301 and the position of blocking the second air passage 1302. Specifically, the door structure 1320 can be moved by the aforementioned driving device 1390.
[0102] The first preset signal can be set as a switching signal between lower and higher engine output power; for example, the above-mentioned driving equipment can be set to a normal driving mode (lower engine output power) and a charging mode (higher engine output power) for charging the battery pack of the flying vehicle 2000, and the first preset signal can be set as a switching signal between the normal driving mode and the charging mode.
[0103] When the first preset signal indicates that the driving device is switching from the normal driving mode to the charging mode, the door structure 1320 moves to the position of blocking the first air passage 1301, thereby dissipating heat from the engine exhaust through the heat sink 1310 in the second air passage 1302. When the first preset signal indicates that the driving device is switching from the charging mode to the normal driving mode, the door structure 1320 moves to the position of blocking the second air passage 1302, thereby reducing unnecessary heat dissipation of exhaust gas and reducing unnecessary energy consumption.
[0104] In this embodiment, the control method is advantageous in increasing the degree of automation while reducing the risk of thermal damage.
[0105] In some embodiments, the first preset signal includes the engine's power generation; the step of moving the door structure 1320 between the position blocking the first air passage 1301 and the position blocking the second air passage 1302 according to the first preset signal includes:
[0106] When the engine's power generation is greater than or equal to the preset power, the door structure 1320 blocks the first air passage 1301.
[0107] When the engine's power generation is less than the preset power, the door structure 1320 blocks the second air passage 1302.
[0108] In this embodiment, the door structure 1320 is used to block the first air passage 1301 or the second air passage 1302 by the power generated by the engine, which helps to improve the accuracy of the judgment that the door structure 1320 should be moved to block it.
[0109] In some implementations, the preset power is greater than or equal to 35 kilowatts, for example, the preset power can be set to 35 kilowatts, 38 kilowatts, 40 kilowatts, 42 kilowatts, 45 kilowatts or 50 kilowatts, etc.
[0110] This application also proposes a control method for a traveling device, which is applied to the aforementioned traveling device and includes the following steps:
[0111] Obtain the second preset signal;
[0112] According to the second preset signal, the airflow delivery device is made to deliver airflow to the bypass pipe 1420, for example, by delivering airflow to the bypass pipe 1420 through the aforementioned airflow delivery device.
[0113] In this embodiment, the control method is advantageous in increasing the degree of automation while reducing the risk of thermal damage.
[0114] In some implementations, the control method further includes the following steps:
[0115] Acquire airflow information within the engine or exhaust system, which may include air pressure information, flow rate information, and flow velocity information, etc.
[0116] Based on the airflow information, the airflow rate delivered by the airflow delivery device to the bypass pipe 1420 is changed.
[0117] In this embodiment, it is beneficial to deliver a suitable air flow rate to the bypass pipe 1420, and to reduce the energy consumption of making cold air flow to the bypass pipe 1420.
[0118] It is understood that the exhaust system, driving equipment and control method of the driving equipment described above adopt all the technical solutions of all the above embodiments, and therefore have at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.
[0119] The above description is merely a preferred embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the technical concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.
Claims
1. A driving device, characterized in that, The driving device includes an engine and an exhaust system. The driving device is equipped with: a normal driving mode with a low output power of the engine and a charging mode with a high output power of the engine. The power generation of the engine charging the battery pack is greater than or equal to 35 kilowatts. The exhaust system includes a heat dissipation structure, which includes a drive device, a shell structure, a heat dissipation component, and a door structure. The shell structure forms a first air passage and a second air passage arranged in parallel. At least part of the heat dissipation component extends into the second air passage, and the heat dissipation component is used to dissipate heat from the engine exhaust gas in the second air passage. The door structure is movably connected to the shell structure. The door structure is used to move between the position of blocking the first air passage and the position of blocking the second air passage. The power output end of the drive device is connected to the door structure. The drive device is used to move the door structure between a position blocking the first air passage and a position blocking the second air passage according to a first preset signal. The first preset signal is set as a switching signal between lower and higher output power of the engine. When the first preset signal indicates that the driving device switches from a normal driving mode with lower output power to a charging mode with higher output power, the drive device moves the door structure to the position blocking the first air passage. When the first preset signal indicates that the driving device switches from a charging mode with higher output power to a normal driving mode with lower output power, the drive device moves the door structure to the position blocking the second air passage.
2. The driving device as described in claim 1, characterized in that, The door structure is at least partially disposed within the first air passage, and the door structure is rotatably connected to the shell structure; the outlet of the second air passage is connected to the first air passage, and the door structure is used to rotate from the position of blocking the first air passage to the position of blocking the outlet of the second air passage.
3. The driving device as described in claim 2, characterized in that, The heat dissipation structure further includes a first heat insulation ring, which is fixedly connected to the shell structure or the door structure. The first heat insulation ring is used to abut against the inner wall of the first air passage and the door structure. When the first heat insulation ring abuts against the inner wall of the first air passage and the door structure, the angle between the axial direction of the first heat insulation ring and the flow direction of the first air passage is less than 90 degrees.
4. The driving device as described in claim 2, characterized in that, The heat dissipation structure further includes a second heat insulation ring, which is fixedly connected to the shell structure or the door structure, and is used to abut against the outlet of the second air passage and the door structure. When the second heat insulation ring abuts between the outlet of the second air passage and the door structure, the angle between the axial direction of the second heat insulation ring and the outlet flow direction of the second air passage is less than 90 degrees.
5. The driving device according to any one of claims 1 to 4, characterized in that, The shell structure includes a first shell forming the first airway and a second shell forming the second airway, wherein at least a portion of the outer wall of the first shell facing the second shell is spaced apart from the outer wall of the second shell facing the first shell.
6. The driving device according to any one of claims 1 to 4, characterized in that, The tubular structure includes a first tubular shell forming the first air passage and a second tubular shell forming the second air passage. The first tubular shell includes a first cover and a second cover. The first cover and the second cover are closed to form the first air passage. The arrangement direction of the first cover and the second cover intersects the flow direction of the first air passage. The second cover is disposed between the first cover and the second tubular shell. The second cover forms a flat surface on the side facing the second tube shell, and the second tube shell is connected to the flat surface.
7. The driving device as described in claim 6, characterized in that, A first groove is formed on the first cover, and the first groove is recessed in a direction toward or away from the second cover; the extending direction of the first groove intersects with the flow direction of the first air passage; And / or, The flat surface forms a second groove, which is recessed in a direction away from or towards the second tube shell. And / or, A first opening is formed on the flat surface, and the inlet of the second air passage is formed by the second shell and the inlet of the second air passage is connected to the first opening. And / or, A second opening is formed on the flat surface, and the outlet of the second air passage is formed by the second shell and the outlet of the second air passage is connected to the second opening.
8. The driving device as described in claim 6, characterized in that, The first cover includes a first vertical wall section, which is disposed on the side of the first air passage in the direction of flow; the width of the first vertical wall section is arranged along the direction of flow of the first air passage, and the width of the first vertical wall section decreases in the direction toward the second cover; the door structure is rotatably connected to the end of the first vertical wall section toward the second cover.
9. The driving device as described in claim 8, characterized in that, The heat dissipation structure also includes a bearing structure, which connects the end of the first vertical wall section facing the second cover and the door structure.
10. The driving device as described in claim 8, characterized in that, The first cover also includes a bottom wall section, which is connected to the first vertical wall section; the bottom wall section is arc-shaped, and the arc length direction of the bottom wall section intersects with the flow direction of the first air passage.
11. The driving device as claimed in claim 8, characterized in that, The second cover includes a second vertical wall section, which is disposed on the side of the first air passage in the direction of flow; the second vertical wall section has a notch on the side facing the first cover; the width of the notch is arranged along the flow direction of the first air passage, the width of the notch increases in the direction towards the first cover, and the edge of the notch is connected to the edge of the first vertical wall section.
12. The driving device as claimed in claim 6, characterized in that, The heat dissipation structure further includes a bearing structure, which connects the first cover and the door structure respectively, and a portion of the bearing structure is fixedly connected to the first heat insulation ring of the heat dissipation structure; and / or The flat surface is provided with a second opening, the outlet of the second air passage is formed by the second shell and the outlet of the second air passage is connected to the second opening; the heat dissipation structure also includes a third cover, the third cover is disposed inside the second cover and covers the second opening; the third cover is provided with a third opening on the side facing the first cover, and the door structure is disposed between the third cover and the first cover, the door structure is used to move from the position of blocking the first air passage to the position of blocking the third opening.
13. The driving device according to any one of claims 1 to 4, characterized in that, The exhaust system also includes a catalytic converter, a muffler, and connecting pipes, wherein the catalytic converter, the heat dissipation structure, and the muffler are respectively connected in series on the connecting pipes.
14. The driving device as described in claim 13, characterized in that, The connecting pipeline includes a tailpipe, which is provided with a bypass interface; the exhaust system also includes a bypass pipe, which is connected to the bypass interface and is inclined toward the intake section of the tailpipe.
15. The driving device as claimed in claim 14, characterized in that, The angle formed between the bypass pipe and the intake section of the tailpipe is greater than or equal to 30 degrees and less than or equal to 45 degrees; and / or, The bypass pipe has a flared section at the end away from the tailpipe, and the diameter of the flared section increases in the direction away from the tailpipe; and / or, The tailpipe has a bent section at its end. The axial direction of the bent section and the axial direction of the tailpipe form a first virtual plane. The axial direction of the tailpipe and the axial direction of the bypass pipe form a second virtual plane. The angle between the first virtual plane and a portion of the second virtual plane is greater than 0 degrees and less than or equal to 90 degrees.
16. The driving device as described in claim 14 or 15, characterized in that, The driving device also includes an airflow delivery device, the airflow output end of which is connected to the bypass pipe, and the airflow delivery device is used to deliver airflow to the bypass pipe.
17. A control method for a traveling device, characterized in that, The control method is applied to a driving device as described in any one of claims 1 to 4, and the control method includes the following steps: Obtain the first preset signal; According to the first preset signal, the door structure is moved between the position of blocking the first air passage and the position of blocking the second air passage; when the first preset signal indicates that the driving device switches from the normal driving mode with lower output power to the charging mode with higher output power, the door structure is moved to the position of blocking the first air passage; when the first preset signal indicates that the driving device switches from the charging mode with higher output power to the normal driving mode with lower output power, the door structure is moved to the position of blocking the second air passage.