Thermal management device of hybrid power system

Abstract

The invention discloses a hybrid power system thermal management device, and belongs to the technical field of hybrid power thermal management, the thermal management device comprises a casing arranged on the outer side of an engine, a protective shell arranged on the outer side of a battery, and a heat transfer structure arranged between the casing and the protective shell; the heat conveying structure comprises a heat conduction channel which is fixedly arranged on one side of the machine shell and communicates with the protection shell, a first temperature response assembly which is arranged at the end, close to the interior of the machine shell, of the heat conduction channel, and a second temperature response assembly which is arranged at the end, close to the interior of the protection shell, of the heat conduction channel. According to the heat management device of the hybrid power system, through the synergistic effect of the heat conduction channel, the first temperature response assembly, the second temperature response assembly, the heat dissipation channel and the plugging assembly, heat supply of engine heat energy is achieved when a battery is low in temperature so as to improve endurance, blocking and heat dissipation are achieved when the battery is high in temperature, and meanwhile reasonable heat distribution management is achieved through opening and closing of the heat dissipation channel.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of hybrid power thermal management, in particular to a hybrid power system thermal management device. BACKGROUND

[0002] With the rapid development of hybrid electric vehicle technology, the requirement for vehicle energy efficiency is increasing, especially the battery performance and endurance problem in low temperature environment is increasingly prominent. The battery as the core component of the hybrid power system, its working temperature directly affects the performance and service life.

[0003] In the current hybrid electric vehicle thermal management system, the engine will produce a large amount of hot gas during operation, however, the existing thermal management system mostly adopts a simple and direct processing method to discharge these hot gases to the outside environment, which reduces the energy utilization efficiency of the vehicle, in addition, some existing hybrid electric vehicle thermal management systems use the heat generated by the engine to heat the battery to improve the battery performance in low temperature environment, but it adjusts the battery temperature through a single heating method, as the engine continues to run, the temperature of the exhaust gas will continue to rise, so the heat will be too much to be transferred to the battery, which will cause the battery temperature to be too high, and the high temperature will accelerate the chemical reaction inside the battery, thereby affecting the battery performance.

[0004] Therefore, the present application provides a hybrid power system thermal management device to solve the above problems. SUMMARY

[0005] The present application provides a hybrid power system thermal management device, which aims to solve the problems of the existing hybrid electric vehicle thermal management system in the background art, such as the direct discharge of hot gas generated by engine operation leading to low energy utilization efficiency, or using the heat to heat the battery but the single temperature control method makes the hot gas temperature too high when the engine continues to run, which causes the battery to overheat and affects the performance.

[0006] To achieve the above purpose, the present application provides the following technical solution: a hybrid power system thermal management device, comprising a casing arranged outside the engine, a protective shell arranged outside the battery, and a heat transfer structure arranged between the casing and the protective shell. The heat transfer structure includes a heat-conducting channel fixedly disposed on one side of the housing and communicating with the protective shell; a first temperature response component disposed at one end of the heat-conducting channel near the inside of the housing for conducting heat from inside the housing to inside the protective shell through thermal deformation when the initial operating temperature of the engine is reached; a second temperature response component disposed at one end of the heat-conducting channel near the inside of the protective shell for blocking heat from entering the protective shell through thermal expansion when the engine operating temperature is too high; and a heat dissipation channel disposed on the heat transfer structure and located between the first and second temperature response components for blocking the heat-conducting channel and conducting heat to the external environment. The heat dissipation channel is equipped with a sealing component that switches the opening and closing of the heat dissipation channel according to the opening and closing of the heat conduction channel. Through the combined design of the heat conduction channel and the first temperature response component, the heat energy initially generated by the engine can be used to warm the battery, solving the battery's range problem in low-temperature environments and improving the battery's performance in low-temperature environments. At the same time, through the design of the second temperature response component and the heat dissipation channel, when the engine's continuous operating temperature is too high, heat in the heat conduction channel can be blocked from entering the protective shell and discharged. This not only prevents the battery from being heated too high and affecting its performance, but also avoids heat accumulation in the system, ensuring the normal operation of the entire thermal management device. Furthermore, through the design of the sealing component, when the heat conduction channel is open, the sealing component closes the heat dissipation channel, so that the heat is preferentially used to warm the battery. When the heat conduction channel is blocked, the sealing component opens the heat dissipation channel to discharge excess heat in time, ensuring the use of the heat dissipation channel and achieving reasonable distribution and effective management of heat.

[0007] Preferably, in order to achieve heat transfer, the heat conduction channel includes a connecting pipe fixedly disposed on one side of the housing and communicating with the inside of the housing, and a conveying pipe fixedly connected to the end of the connecting pipe away from the housing and communicating with the inside of the protective shell; with this design, when the connecting pipe introduces heat from the engine, the conveying pipe can transport the heat from the connecting pipe to the inside of the battery protective shell, so that the heat can reach the area where the battery is located and achieve heating of the battery.

[0008] Preferably, in order to open the heat conduction channel to heat the battery when the engine reaches a suitable initial operating temperature, the first temperature response component includes a fixed pipe fixedly disposed inside the connecting pipe and the delivery pipe and communicating with the connecting pipe, slots formed on the surface of the fixed pipe in a ring-shaped distribution for communicating with the delivery pipe, and a thermistor fixedly disposed in the slot for opening or closing the slot by springing open when heated or springing back when cooled. With this design, when the engine temperature rises to a certain value, the thermistor springs open when heated, opening the slot, and the hot air generated by the engine enters the delivery pipe through the slot, thereby heating the battery. When the engine cools down, the thermistor springs back when cooled, closing the slot, thus providing heat to the battery when the engine temperature is suitable, improving the battery performance in low-temperature environments. Moreover, the automatic response mechanism of the thermistor is simple and reliable, requiring no additional energy to drive it.

[0009] Preferably, to facilitate the blocking of heat transfer to the battery when the engine operates at excessively high temperatures for an extended period, the second temperature response component includes an annular airbag disposed within the delivery pipe and located at the end of the fixed pipe away from the connecting pipe. This airbag is designed to expand when heated or contract when cooled to block or open the delivery pipe. The outer side of the annular airbag is fixedly connected to the inner wall of the delivery pipe. With this design, when the engine exhaust gas temperature rises, the annular airbag expands due to heat, gradually blocking the delivery pipe and preventing hot gas from continuing to be transported into the battery protective casing. When the engine temperature decreases, the annular airbag contracts due to cooling, opening the delivery pipe. This effectively prevents the impact of high temperatures on battery performance and lifespan, ensuring the safe operation of the battery.

[0010] Preferably, to facilitate the timely dissipation of excess heat when the engine temperature is too high and heat transfer to the battery is blocked, the heat dissipation channel includes a branch pipe fixedly installed on the delivery pipe and located between the annular airbag and the delivery pipe, an exhaust port opened on the side of the branch pipe near the delivery pipe, and an exhaust pipe fixedly installed on the branch pipe at the position corresponding to the exhaust port. With this design, when the delivery pipe is blocked by the annular airbag, hot air can enter the exhaust port through the branch pipe and then be discharged to the external environment through the exhaust pipe, thereby providing an effective heat dissipation path for the system, ensuring stable operation of the system under high-temperature conditions, and preventing system failures and damage caused by heat accumulation.

[0011] Preferably, to facilitate the opening and closing of the heat dissipation channel according to the openness or closedness of the heat conduction channel, the sealing assembly includes a float disposed inside the branch pipe for sealing the vent hole when the heat conduction channel is open and for opening the vent hole as the air pressure increases when the heat conduction channel is blocked, and a guide rod slidably connected to the top end inside the branch pipe and fixedly connected to the float. With this design, when the heat conduction channel is open, the air pressure inside the delivery pipe is normal, and the float blocks the vent hole under the action of gravity, preventing hot air from escaping. When the heat conduction channel is blocked, the air pressure on the side of the delivery pipe near the engine increases, pushing the float up and opening the vent hole, allowing hot air to be discharged through the heat dissipation channel, thereby achieving reasonable heat distribution.

[0012] Preferably, to ensure the movement of the float, a guide groove is provided in the branch pipe for the guide rod to slide. A limit block is fixedly provided at the end of the guide rod away from the float. A limiting groove is provided on the side of the branch pipe corresponding to the guide groove for the limiting block to be limited and slide. With this design, when the heat conduction channel is opened or closed, causing the air pressure change in the delivery pipe to push the float to move, the guide rod can slide in the guide groove, while the limiting block moves synchronously in the limiting groove. The limiting groove restricts the movement range of the limiting block, thereby ensuring that the guide rod and the float move stably along a predetermined trajectory, preventing the guide rod and the float from deviating or falling out during the movement, thus ensuring the accuracy and reliability of the sealing component and improving the stability of the entire thermal management device.

[0013] Preferably, to enhance the heat dissipation effect when the engine temperature is too high and heat dissipation is required, the thermal management device further includes a cooling fan fixedly installed inside the end of the exhaust pipe away from the exhaust port, and a triggering structure installed in the guide rod and guide groove for activating the cooling fan when the float opens the exhaust port as the air pressure rises; the combined design of the cooling fan and the triggering structure allows the guide rod to slide in the guide groove to trigger the triggering structure when the engine temperature is too high and the heat conduction channel is blocked, causing the air pressure in the delivery pipe to rise and open the exhaust port. This triggers the cooling fan, thereby accelerating the discharge speed of hot air in the exhaust pipe, enhancing the heat dissipation effect, reducing the system temperature more quickly, effectively protecting the engine from high-temperature damage, and improving the performance of the thermal management device.

[0014] Preferably, the triggering structure includes a limit switch fixedly disposed at the top of the guide groove for turning on the cooling fan, and a travel plate fixedly installed inside the guide rod near the limiting block for contact sensing with the limit switch. When the float moves upward due to the increase in air pressure, causing the guide rod to slide until the travel plate contacts the limit switch, the cooling fan can be turned on. This design utilizes a mechanical contact triggering method, which is simple and reliable in structure, and can start the cooling fan in a timely manner according to the opening and closing of the heat conduction channel and changes in air pressure, thereby enhancing the heat dissipation effect and effectively protecting system components.

[0015] The hybrid power system's thermal management device, through a combination of heat conduction channels and a first temperature response component, can use the initial heat energy generated by the engine to warm the battery, solving the battery's range problem in low-temperature environments and improving the battery's performance in low-temperature environments. The thermal management device of this hybrid power system, through the design of the second temperature response component and heat dissipation channel, can block the heat in the heat conduction channel from entering the protective shell and dissipate it when the engine continuously operates at an excessively high temperature. This not only prevents the battery from being heated to an excessively high temperature, thus affecting battery performance, but also avoids the accumulation of heat in the system, ensuring the normal operation of the entire thermal management device. The thermal management device of this hybrid power system uses a blocking component design. When the heat conduction channel is open, the blocking component closes the heat dissipation channel, allowing the heat to be used primarily for heating the battery. When the heat conduction channel is blocked, the blocking component opens the heat dissipation channel to promptly dissipate excess heat, ensuring the use of the heat dissipation channel and achieving reasonable distribution and effective management of heat. The thermal management device of this hybrid power system uses a combination design of a cooling fan and a triggering structure. When the engine temperature is too high and the heat conduction channel is blocked, the air pressure in the delivery pipe increases and pushes the float to rise and open the exhaust port. The guide rod can slide in the guide groove to trigger the triggering structure, thereby starting the cooling fan to accelerate the discharge speed of hot air in the exhaust pipe, enhance the heat dissipation effect, reduce the system temperature more quickly, effectively protect the engine from high temperature damage, and improve the performance of the thermal management device. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of a thermal management device for a hybrid power system; Figure 2 A cross-sectional schematic diagram of a thermal management device for a hybrid power system; Figure 3 This is a cross-sectional schematic diagram of a heat conduction channel in a thermal management device for a hybrid power system. Figure 4 This is a cross-sectional schematic diagram of a heat dissipation channel in a thermal management device for a hybrid power system. Figure 5 This is an exploded structural diagram of the first temperature response component in a thermal management device for a hybrid power system. Figure 6 This is a schematic diagram of the sealing component and triggering structure in a thermal management device for a hybrid power system.

[0017] In the picture: 1. Housing; 2. Protective casing; 3. Heat transfer structure; 31. Heat conduction channel; 311. Connecting pipe; 312. Conveying pipe; 32. First temperature response component; 321. Fixing pipe; 322. Groove; 323. Thermistor heat sink; 33. Second temperature response component; 331. Annular airbag; 34. Heat dissipation channel; 341. Branch pipe; 3411. Guide groove; 3412. Limiting groove; 342. Exhaust hole; 343. Discharge pipe; 4. Blocking assembly; 41. Float; 42. Guide rod; 421. Limit block; 5. Cooling fan; 6. Triggering structure; 61. Stroke plate; 62. Limit switch. Detailed Implementation

[0018] 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 some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] First embodiment, This embodiment provides a thermal management device for a hybrid power system, such as... Figures 1-6 As shown, the thermal management device of the hybrid power system includes a housing 1 disposed on the outside of the engine, a protective shell 2 disposed on the outside of the battery, and a heat transfer structure 3 disposed between the housing 1 and the protective shell 2. The heat transfer structure 3 includes a heat conduction channel 31 fixedly disposed on one side of the housing 1 and communicating with the protective shell 2; a first temperature response component 32 disposed at one end of the heat conduction channel 31 near the inside of the housing 1 for conducting heat from the housing 1 to the protective shell 2 through thermal deformation when the initial operating temperature of the engine is reached; a second temperature response component 33 disposed at one end of the heat conduction channel 31 near the inside of the protective shell 2 for blocking heat from entering the protective shell 2 through thermal expansion when the continuous operating temperature of the engine is too high; and a heat dissipation channel 34 disposed on the heat transfer structure 3 and located between the first temperature response component 32 and the second temperature response component 33 for blocking the heat conduction channel 31 and conducting heat to the external environment. A sealing component 4 is disposed in the heat dissipation channel 34 for switching the opening and closing of the heat dissipation channel 34 as the heat conduction channel 31 is opened and closed.

[0020] During use, when the engine starts and initially runs, the heat generated gradually accumulates inside the housing 1. At this time, the first temperature response component 32, located near the inner end of the heat conduction channel 31 of the heat transfer structure 3, undergoes thermal deformation due to the set temperature reached during the initial engine operation. This causes the originally blocked heat conduction channel 31 to become open. Subsequently, the heat accumulated inside the housing 1 can be conducted along the heat conduction channel 31 to the protective shell 2 outside the battery, providing initial heating for the battery and ensuring that the battery starts working at a suitable temperature. Afterward, as the engine continues to run under high load, the temperature inside the housing 1 continues to rise. When the temperature becomes too high, the second temperature response component 33 undergoes thermal expansion due to the high temperature, gradually expanding until it completely blocks the heat conduction channel. The heat conduction channel 31 blocks the continued transfer of heat from the housing 1 to the protective housing 2, preventing the battery from degrading or being damaged due to overheating. At the same time, because the second temperature response component 33 blocks the heat conduction channel 31, heat accumulates on the side of the heat conduction channel 31 near the housing 1, and the air pressure increases. Driven by the air pressure, the blocking component 4 rises, and the hot air is discharged to the external environment through the heat dissipation channel 34, realizing the heat dissipation function. When the engine temperature drops and the heat conduction channel 31 is reopened, the air pressure in the delivery pipe 312 returns to normal, and the blocking component 4 falls under the action of gravity, re-blocking the heat dissipation channel 34 so that heat can be transferred to the protective housing 2 through the heat conduction channel 31 again, thereby realizing the dynamic adjustment and effective management of the engine and battery temperatures.

[0021] Specifically, the heat conduction channel 31 includes a connecting pipe 311 fixedly disposed on one side of the housing 1 and communicating with the inside of the housing 1, and a conveying pipe 312 fixedly connected to the end of the connecting pipe 311 away from the housing 1 and communicating with the inside of the protective shell 2. The first temperature response component 32 includes a fixed pipe 321 fixedly disposed in the connecting pipe 311 and the conveying pipe 312 and communicating with the connecting pipe 311, a slot 322 opened on the surface of the fixed pipe 321 and distributed in a ring for communicating with the conveying pipe 312, and a heat-sensitive heat sink 323 fixedly disposed in the slot 322 for opening or closing the slot 322 due to heat-induced spring-opening or cooling-induced spring-opening. When the engine is initially started and the set value is not reached, the thermistor 323 is in its initial state, blocking the slot 322, preventing heat from entering the delivery pipe 312 through the slot 322. At this time, the heat mainly accumulates inside the housing 1. As the engine continues to run, the temperature inside the housing 1 continues to rise. When the set temperature of the first temperature response component 32 is reached, the thermistor 323 is heated and deformed, and the originally blocked slot 322 is opened. The heat accumulated inside the housing 1 can then enter the fixed pipe 321 through the connecting pipe 311, and then flow into the delivery pipe 312 through the opened slot 322, and finally be conducted into the protective shell 2 to provide initial heating for the battery and ensure that the battery starts working at a suitable temperature. When the engine temperature drops or stops running and cools down, the thermistor 323 cools and rebounds, re-blocking the slot 322, blocking heat transfer, and preparing for heat transfer when the engine starts again.

[0022] Furthermore, the second temperature response component 33 includes an annular airbag 331 disposed inside the delivery pipe 312 and located at the end of the fixed pipe 321 away from the connecting pipe 311, for use in expanding when heated or contracting when cooled to block or open the delivery pipe 312. The outer side of the annular airbag 331 is fixedly connected to the inner wall of the delivery pipe 312. When heat is transferred from the housing 1 to the protective housing 2 via the connecting pipe 311, the fixing pipe 321, and the conveying pipe 312, the heat generated by the engine is not excessive, and the annular airbag 331 is in a contracted state, which will not block the passage of the conveying pipe 312, ensuring that heat can smoothly enter the protective housing 2 through the conveying pipe 312 to provide the necessary thermal support for the battery. However, as the engine continues to operate under high load, the temperature inside the housing 1 continues to rise, and heat is continuously conducted towards the protective housing 2 through the heat conduction channel 31. When the temperature on the side of the conveying pipe 312 near the engine reaches the trigger temperature of the annular airbag 331, the annular airbag 331 begins to expand due to heat. Because its outer side is in contact with the inner wall of the conveying pipe 312... With a fixed connection, the expanded annular airbag 331 gradually extends towards the center of the delivery pipe 312 until it completely blocks the channel of the delivery pipe 312. At this time, heat can no longer enter the protective shell 2 through the delivery pipe 312, preventing the battery from experiencing performance degradation, shortened lifespan, or even damage due to overheating. Subsequently, when the engine temperature decreases or stops running and cools down, the temperature inside the delivery pipe 312 decreases accordingly, and the annular airbag 331 cools and contracts, gradually returning to its initial state, reopening the channel of the delivery pipe 312, so that heat can be transferred through the heat conduction channel 31 again, preparing for the next engine operation and battery operation, thereby ensuring the temperature stability of the engine and battery under different operating conditions.

[0023] Furthermore, the heat dissipation channel 34 includes a branch pipe 341 fixedly disposed on the delivery pipe 312 and located between the annular airbag 331 and the delivery pipe 312, an exhaust hole 342 opened on the side of the branch pipe 341 near the delivery pipe 312, and an exhaust pipe 343 fixedly disposed at the position of the exhaust hole 342 on the branch pipe 341; the sealing assembly 4 includes a float 41 disposed in the branch pipe 341 for sealing the exhaust hole 342 when the heat conduction channel 31 is open and for opening the exhaust hole 342 as the air pressure increases when the heat conduction channel 31 is blocked, and a guide rod 42 slidably connected to the top end inside the branch pipe 341 and fixedly connected to the float 41; When the engine is initially running and the temperature is within the normal range, heat is transferred from the engine housing 1 to the protective housing 2 through the connecting pipe 311, fixed pipe 321, and conveying pipe 312 of the heat conduction channel 31. Since the branch pipe 341 of the heat dissipation channel 34 is fixedly installed on the conveying pipe 312 and located between the annular airbag 331 and the conveying pipe 312, the float 41 of the sealing assembly 4 inside the branch pipe 341 sinks due to gravity and tightly seals the exhaust port 342 on the side of the branch pipe 341 near the conveying pipe 312. At the same time, the float 41 is slidably connected to the top of the inside of the branch pipe 341 through the guide rod 42, and the guide rod 42 ensures the stability of the movement of the float 41. At this time, the heat dissipation channel 34 is in a closed state, and heat is conducted to the protective housing 2 through the conveying pipe 312. As the engine continues to run at high load, the temperature inside the engine housing 1 rises sharply, and the annular airbag 331 expands due to heat and seals the conveying pipe 312, cutting off the heat transfer to the protective housing 2. During the process, heat accumulates on the side of the delivery pipe 312 near the housing 1, causing the air pressure in that area to rise. Driven by the air pressure, the float 41 begins to rise. The guide rod 42 slides at the top of the branch pipe 341, providing guidance for the rise of the float 41. When the float 41 rises to a certain height, the exhaust port 342 is opened, and the hot air accumulated in the delivery pipe 312 enters the branch pipe 341 through the exhaust port 342, and is then discharged to the external environment through the exhaust pipe 343 at the position of the exhaust port 342 on the branch pipe 341, thus achieving the heat dissipation function. Afterwards, when the engine temperature drops, the annular airbag 331 cools and contracts, reopening the delivery pipe 312. The air pressure in the delivery pipe 312 returns to normal, and the float 41 descends under the action of gravity, sealing the exhaust port 342 again. The heat dissipation channel 34 is closed, and the heat is transferred to the protective shell 2 again through the heat conduction channel 31. This cycle is repeated, achieving dynamic adjustment and effective management of the engine and battery temperatures.

[0024] To ensure the movement of the float 41, a guide groove 3411 for sliding the guide rod 42 is provided in the branch pipe 341. A limit block 421 is fixedly provided at the end of the guide rod 42 away from the float 41. A limit groove 3412 for limiting and sliding the limit block 421 is provided on the side of the branch pipe 341 corresponding to the guide groove 3411. With this design, when the heat conduction channel 31 is opened or closed, the air pressure change in the delivery pipe 312 pushes the float 41 to move. The guide rod 42 can slide in the guide groove 3411, while the limit block 421 moves synchronously in the limit groove 3412. The limit groove 3412 restricts the movement range of the limit block 421, thereby ensuring that the guide rod 42 and the float 41 move stably along a predetermined trajectory, preventing the guide rod 42 and the float 41 from deviating or falling out during the movement, thus ensuring the accuracy and reliability of the sealing component 4 and improving the stability of the entire thermal management device.

[0025] It should be noted that the heat sink 323 is made of nickel-titanium alloy, which has high shape memory effect and fast thermal response characteristics. This material can quickly undergo thermal deformation when the engine reaches the set temperature during initial operation, opening the slot 322 to conduct the heat conduction channel 31. After the temperature drops, it can completely return to its initial shape, ensuring reliable cut-off of heat transfer. At the same time, it has good corrosion resistance and long service life, ensuring the long-term stable operation of the thermal management system. The annular airbag 331 is made of highly elastic, high-temperature resistant silicone rubber. This material can not only expand rapidly under the high temperature generated by the continuous high load operation of the engine to seal the delivery pipe 312 and prevent overheating heat from entering the protective shell 2 and damaging the battery, but also quickly contract to return to the initial state after the temperature drops, reopening the heat conduction channel 31. At the same time, the silicone rubber has excellent aging resistance, ensuring that the annular airbag 331 maintains stable expansion and contraction performance during long-term use, improving the reliability and durability of the thermal management system.

[0026] Second embodiment, Unlike Example 1, as Figure 4 and Figure 6 As shown, in order to enhance the heat dissipation effect when the engine temperature is too high and heat dissipation is required, the thermal management device also includes a cooling fan 5 fixedly installed inside the end of the exhaust pipe 343 away from the exhaust port 342, and a triggering structure 6 installed in the guide rod 42 and the guide groove 3411 for starting the cooling fan 5 when the float 41 opens the exhaust port 342 as the air pressure rises. The triggering structure 6 includes a limit switch 62 fixedly installed at the top of the guide groove 3411 for turning on the cooling fan 5, and a travel plate 61 fixedly installed inside the end of the guide rod 42 near the limit block 421 for contact sensing with the limit switch 62. When the engine operates under continuous high load, causing the temperature inside the delivery pipe 312 to become excessively high, the annular airbag 331 expands and seals the delivery pipe 312. The increased air pressure inside the delivery pipe 312 pushes the float 41 upwards. The float 41 drives the guide rod 42 to slide within the guide groove 3411 of the branch pipe 341. As the float 41 rises, it opens the exhaust port 342. The travel plate 61 inside the end of the guide rod 42 near the limit block 421 also moves upwards. When the float 41 rises to a certain position, the travel plate 61 contacts the limit switch 62 at the top of the guide groove 3411, triggering the limit switch 62 to open. At this time, the position... The cooling fan 5 inside the end of the exhaust pipe 343 away from the exhaust port 342 starts to operate, accelerating the flow of hot air from the exhaust port 342 into the branch pipe 341 and out through the exhaust pipe 343, thus enhancing the heat dissipation effect. When the engine temperature drops, the annular airbag 331 cools and contracts, the air pressure in the delivery pipe 312 returns to normal, the float 41 descends under the action of gravity, the guide rod 42 drives the stroke plate 61 to move downward and separate from the limit switch 62, the limit switch 62 closes, and the cooling fan 5 stops operating. This realizes the start and stop control of the cooling fan 5, further optimizing the heat dissipation performance of the thermal management device.

[0027] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in this application, based on the technical solution and concept of this application, should be included within the scope of protection of this application.

Claims

1. A thermal management device for a hybrid power system, comprising a housing (1) disposed outside the engine, a protective shell (2) disposed outside the battery, and a heat transfer structure (3) disposed between the housing (1) and the protective shell (2). Its features are: The heat transfer structure (3) includes a heat-conducting channel (31) fixedly disposed on one side of the housing (1) and connected to the protective shell (2); a first temperature response component (32) disposed at one end of the heat-conducting channel (31) near the inside of the housing (1) for conducting heat from the housing (1) to the protective shell (2) through thermal deformation when the initial operating temperature of the engine is reached; a second temperature response component (33) disposed at one end of the heat-conducting channel (31) near the inside of the protective shell (2) for blocking heat from entering the protective shell (2) through thermal expansion when the engine operating temperature is too high; and a heat dissipation channel (34) disposed on the heat transfer structure (3) and located between the first temperature response component (32) and the second temperature response component (33) for blocking the heat-conducting channel (31) and conducting heat to the external environment. The heat dissipation channel (34) is provided with a sealing component (4) for switching the opening and closing of the heat dissipation channel (34) as the heat conduction channel (31) is opened and closed.

2. The thermal management device for a hybrid power system according to claim 1, characterized in that: The heat conduction channel (31) includes a connecting pipe (311) fixedly disposed on one side of the housing (1) and communicating with the interior of the housing (1), and a delivery pipe (312) fixedly connected to the end of the connecting pipe (311) away from the housing (1) and communicating with the interior of the protective shell (2).

3. The thermal management device for a hybrid power system according to claim 2, characterized in that: The first temperature response component (32) includes a fixed pipe (321) fixedly disposed in the connecting pipe (311) and the delivery pipe (312) and communicating with the connecting pipe (311), a slot (322) formed on the surface of the fixed pipe (321) and distributed in a ring for communicating with the delivery pipe (312), and a heat-sensitive heat sink (323) fixedly disposed in the slot (322) for opening or closing the slot (322) by being heated or cooled and rebounding.

4. The thermal management device for a hybrid power system according to claim 3, characterized in that: The second temperature response component (33) includes an annular airbag (331) disposed inside the delivery pipe (312) and located at the end of the fixed pipe (321) away from the connecting pipe (311) for heating expansion or cooling contraction to block or open the delivery pipe (312). The outer side of the annular airbag (331) is fixedly connected to the inner wall of the delivery pipe (312).

5. The thermal management device for a hybrid power system according to claim 4, characterized in that: The heat dissipation channel (34) includes a branch pipe (341) fixedly disposed on the delivery pipe (312) and located between the annular airbag (331) and the delivery pipe (312), an exhaust hole (342) opened on the side of the branch pipe (341) near the end of the delivery pipe (312), and an exhaust pipe (343) fixedly disposed on the branch pipe (341) at the position corresponding to the exhaust hole (342).

6. The thermal management device for a hybrid power system according to claim 5, characterized in that: The sealing assembly (4) includes a float (41) disposed in the branch pipe (341) to block the exhaust hole (342) when the heat conduction channel (31) is open and to open the exhaust hole (342) when the heat conduction channel (31) is blocked as the air pressure increases, and a guide rod (42) slidably connected to the top of the branch pipe (341) and fixedly connected to the float (41).

7. The thermal management device for a hybrid power system according to claim 6, characterized in that: The branch pipe (341) has a guide groove (3411) for sliding the guide rod (42). A limit block (421) is fixedly provided at one end of the guide rod (42) away from the float (41). A limit groove (3412) is provided on one side of the branch pipe (341) corresponding to the guide groove (3411) for limiting and sliding the limit block (421).

8. The thermal management device for a hybrid power system according to claim 7, characterized in that: The thermal management device also includes a cooling fan (5) fixedly installed inside the end of the discharge pipe (343) away from the exhaust port (342) and a triggering structure (6) installed in the guide rod (42) and guide groove (3411) for starting the cooling fan (5) when the float (41) opens the exhaust port (342) as the air pressure rises.

9. The thermal management device for a hybrid power system according to claim 8, characterized in that: The triggering structure (6) includes a limit switch (62) fixedly installed at the top of the inside of the guide groove (3411) for turning on the cooling fan (5) and a travel plate (61) fixedly installed inside the guide rod (42) near the end of the limit block (421) for contact sensing with the limit switch (62).

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