Heating unit, heating system and vehicle

Abstract

The utility model provides a heating unit, a heating system and a vehicle, and belongs to the technical field of automobiles, the heating unit is applied to a clutch hydraulic system of the vehicle, the clutch hydraulic system comprises a hydraulic pipe, brake fluid flows through the hydraulic pipe, the heating unit comprises a heat conduction layer, a heating layer and a heating layer, the heat conduction layer is used for transferring heat, and the hydraulic pipe is sleeved with the heat conduction layer; the heat insulation layer is used for insulating heat, and the heat conduction layer is sleeved with the heat insulation layer; and the heating layer is used for heating the brake fluid and is arranged between the heat conduction layer and the heat insulation layer. According to the embodiment of the utility model, the heating unit is arranged on the hydraulic pipe, so that the brake fluid in the hydraulic pipe can be heated through the heating layer in the heating unit when a vehicle is in a low-temperature environment, the kinematic viscosity of the brake fluid is reduced, the damping of a hydraulic system is prevented from being increased, and the clutch pedal can normally return; and normal driving of the vehicle is ensured.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, and in particular to a heating unit, a heating system and a vehicle. Background Art

[0002] At present, the kinematic viscosity of the brake fluid used in the vehicle hydraulic system increases with decreasing temperature. This means that when the vehicle is in a low temperature environment, the kinematic viscosity of the brake fluid is relatively large, which leads to increased damping of the entire hydraulic system, causing the clutch pedal to return more slowly or even not return, affecting normal vehicle driving. Utility Model Content

[0003] In view of this, the utility model provides a heating unit, a heating system and a vehicle, which are intended to heat brake fluid to reduce the kinematic viscosity of the brake fluid.

[0004] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0005] A heating unit is applied to a clutch hydraulic system of a vehicle, wherein the clutch hydraulic system comprises a hydraulic pipe, wherein brake fluid flows through the hydraulic pipe, and the heating unit comprises:

[0006] A heat-conducting layer for transferring heat, wherein the heat-conducting layer is sleeved on the hydraulic pipe;

[0007] A heat-insulating layer for isolating heat, wherein the heat-insulating layer is sleeved on the heat-conducting layer;

[0008] A heating layer for heating the brake fluid, wherein the heating layer is arranged between the heat-conducting layer and the heat-insulating layer.

[0009] Furthermore, the heating unit further comprises: a heating circuit and a regulating mechanism;

[0010] The heating layer is configured as a heating tube, the heating tube is sleeved outside the heat-conducting layer, and the tube wall of the heating tube and the outer wall of the heat-conducting layer form a heating channel;

[0011] The heating circuit is connected to the heating channel, wherein a hot fluid flows through the heating circuit, and the heating circuit is configured to transport the hot fluid to the heating channel to heat the brake fluid in the hydraulic pipe;

[0012] The regulating mechanism is located between the heating circuit and the heating channel, and is configured to regulate the flow rate of the hot fluid delivered to the heating channel.

[0013] Further, the thermal fluid includes a coolant flowing out of the engine of the vehicle, the heating circuit includes a coolant circuit, the coolant circuit includes an input end and an output end, the input end is connected to the engine, and the output end is connected to the heating channel;

[0014] The coolant circuit is configured to transport the coolant to the heating channel to heat the brake fluid.

[0015] Further, the thermal fluid includes hot air, and the heating circuit includes an air conditioning warm air circuit connected to the heating channel;

[0016] The air conditioning heating circuit is configured to transport the hot air to the heating channel to heat the brake fluid.

[0017] Further, the regulating mechanism includes a regulating valve;

[0018] The heat-conducting layer is configured as a heat-conducting pipe, and the heat-conducting pipe has an interference fit with the hydraulic pipe and a clearance fit with the heating pipe;

[0019] The heat insulation layer is configured as a heat insulation tube, and the heat insulation tube is clearance-fitted with the heat conduction tube and interference-fitted with the heating tube.

[0020] Furthermore, the heating layer is configured as a resistance wire, the resistance wire is evenly laid on the heat conductive layer, the resistance wire is electrically connected to a power source of the vehicle via a switch device, and the switch device is electrically connected to a controller of the vehicle.

[0021] Compared with the prior art, the heating unit described in the utility model has the following advantages:

[0022] The utility model provides a heating unit, which is applied to a clutch hydraulic system of a vehicle. The clutch hydraulic system comprises a hydraulic pipe, brake fluid flows through the hydraulic pipe, and the heating unit comprises: a heat-conducting layer for transferring heat, the heat-conducting layer is sleeved on the hydraulic pipe; a heat-insulating layer for isolating heat, the heat-insulating layer is sleeved on the heat-conducting layer; and a heating layer for heating the brake fluid, the heating layer being arranged between the heat-conducting layer and the heat-insulating layer.

[0023] Therefore, the utility model sets a heat-conducting layer on the hydraulic pipe, sets a heat-insulating layer on the heat-conducting layer, and sets a heating layer between the heat-conducting layer and the heat-insulating layer, generates heat through the heating layer, and blocks the heat generated by the heating layer from the external environment through the heat-insulating layer to avoid heat loss, and then the heat generated by the heating layer is quickly transferred to the hydraulic pipe through the heat-conducting layer, thereby heating the brake fluid in the hydraulic pipe and reducing the kinematic viscosity of the brake fluid. In this way, when the vehicle is started in a low-temperature environment, the brake fluid can be heated in time to reduce the kinematic viscosity of the brake fluid, avoid the increase of the damping of the hydraulic system, ensure that the clutch pedal can return to its position normally, and ensure the normal driving of the vehicle.

[0024] Another object of the utility model is to provide a heating system, which is intended to heat brake fluid to reduce the kinematic viscosity of the brake fluid.

[0025] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0026] A heating system is applied to a clutch hydraulic system of a vehicle, wherein the clutch hydraulic system comprises a hydraulic pipeline, wherein brake fluid flows through the hydraulic pipeline, and the heating system comprises: the above-mentioned heating unit, a collection unit, and a control unit respectively connected to the heating unit and the collection unit; wherein:

[0027] The collecting unit is configured to collect the temperature of the brake fluid and output a heating signal to the control unit when the collected temperature is lower than a preset temperature;

[0028] The control unit is configured to drive the heating layer in the heating unit to heat the brake fluid in response to the heating signal.

[0029] Furthermore, it also includes a display unit connected to the control unit;

[0030] The control unit is further configured to output an indication signal to the display unit in response to the heating signal;

[0031] The display unit is configured to display indication information in response to the indication signal;

[0032] The indication information includes indication information indicating that the vehicle cannot be started at the current moment, and / or temperature information of the brake fluid.

[0033] Furthermore, it also includes a gear locking unit connected to the control unit;

[0034] The control unit is further configured to output a locking signal to the gear locking unit in response to the heating signal;

[0035] The gear locking unit is configured to lock the gear of the vehicle in response to the locking signal to prohibit the vehicle from starting.

[0036] The advantages of the heating system and the above-mentioned heating unit over the prior art are the same, which will not be described in detail here.

[0037] Another object of the utility model is to provide a vehicle, which is intended to heat brake fluid to reduce the kinematic viscosity of the brake fluid.

[0038] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0039] A vehicle comprises the above-mentioned heating unit, or comprises the above-mentioned heating system.

[0040] The advantages of the vehicle and the above-mentioned heating unit over the prior art are the same and will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0042] Figure 1 is a graph showing the kinematic viscosity of a brake fluid as a function of temperature;

[0043] Figure 2 This is a schematic diagram of a radial cross-sectional structure of a heating unit according to an embodiment of the utility model;

[0044] Figure 3 This is a schematic diagram of the axial cross-sectional structure of a heating unit according to an embodiment of the utility model;

[0045] Figure 4 This is an exploded schematic diagram of a heating unit according to an embodiment of the utility model;

[0046] Figure 5 A schematic diagram of a heating system according to an embodiment of the utility model;

[0047] Figure 6 A schematic diagram of another heating system according to an embodiment of the present utility model;

[0048] Figure 7 This is a schematic diagram of a process of an embodiment of the utility model that does not require heating of brake fluid;

[0049] Figure 8 The present invention is a schematic diagram of a process for heating brake fluid according to an embodiment of the present invention.

[0050] Figure numerals: 1. Heating unit; 100. Heat conducting layer; 101. Hydraulic pipe; 102. Heat insulating layer; 103. Heating layer; 104. Power supply; 2. Collection unit; 3. Control unit; 4. Trigger unit; 5. Detection unit; 6. Display unit; 7. Gear locking unit. DETAILED DESCRIPTION

[0051] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0052] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0053] In the related art, refer to Figure 1 , Figure 1 A graph showing the kinematic viscosity of a brake fluid as a function of temperature is shown. Figure 1 As shown in the figure, the kinematic viscosity of the brake fluid increases with the decrease of temperature, especially when the temperature is below 0℃, the kinematic viscosity of the brake fluid increases sharply. When the temperature drops to 40℃, the kinematic viscosity of the brake fluid can reach 1020mm 2 / s. The increase in the kinematic viscosity of the brake fluid will lead to an increase in the damping of the entire hydraulic system, causing the clutch pedal to return more slowly or even not return, affecting the normal driving of the vehicle.

[0054] In view of this, the embodiment of the utility model proposes a heating unit to heat the brake fluid in the clutch hydraulic system of the vehicle, reduce the kinematic viscosity of the brake fluid, avoid the increase of the damping of the hydraulic system, ensure that the clutch pedal can return to its position normally, thereby ensuring the normal driving of the vehicle, especially the normal driving of vehicles in high-altitude cold regions such as Russia, Eurasia, etc. Among them, the heating unit is applied to the clutch hydraulic system of the vehicle, the clutch hydraulic system includes a hydraulic pipe, and the brake fluid flows through the hydraulic pipe. The structure of the heating unit can refer to Figure 2 , Figure 2 A schematic diagram of the radial cross-sectional structure of a heating unit according to an embodiment of the utility model is shown. Figure 2 As shown, the heating unit comprises:

[0055] A heat-conducting layer 100 for transferring heat, wherein the heat-conducting layer 100 is sleeved on the hydraulic pipe 101;

[0056] A heat insulating layer 102 for isolating heat, wherein the heat insulating layer 102 is sleeved on the heat conducting layer 100;

[0057] A heating layer 103 is used for heating the brake fluid, and the heating layer 103 is arranged between the heat-conducting layer 100 and the heat-insulating layer 102 .

[0058] The heating layer 103 is used to generate heat to heat the brake fluid in the hydraulic pipe 101. In one example, the heating layer 103 can be a heating element, such as a resistance wire, a heating wire, and a conductive material, so that the heating element can be energized to generate heat, thereby heating the brake fluid.

[0059] In one example, the heating layer 103 may also be a heating tube, which is sleeved outside the hydraulic tube 101 and has a gap with the hydraulic tube 101. Thus, a hot fluid, such as heated liquid or air, may be introduced into the gap between the heating tube and the hydraulic tube 101. The heated liquid or air has a higher temperature, thereby heating the brake fluid in the hydraulic tube 101.

[0060] In order to avoid direct heating of the hydraulic pipe 101 and thus damaging the hydraulic pipe 101, a heat-conducting layer 100 may be provided between the heating layer 103 and the hydraulic pipe 101. The heat-conducting layer 100 may be sleeved on the hydraulic pipe 101 to isolate the heating layer 103 from the hydraulic pipe 101. In this way, the heat generated by the heating layer 103 (the heat generated by the heating element or the heat of the hot fluid) may be transferred to the hydraulic pipe 101 through the heat-conducting layer 100, thereby heating the brake fluid in the hydraulic pipe 101.

[0061] The heat-conducting layer 100 can be made of a heat-conducting insulating material, which can be a material with good insulation and thermal conductivity, such as silicone. In this way, the heating layer 103 can be blocked from the hydraulic pipe 101, and the heat generated by the heating layer 103 can be quickly transferred to the hydraulic pipe 101.

[0062] In addition, in order to avoid heat loss, a heat insulating layer 102 can be mounted on the heat conductive layer 100. Specifically, the heat insulating layer 102 is arranged on the side of the heating layer 103 away from the hydraulic pipe 101. The heat insulating layer 102 can be made of a heat insulating material, which can be a material with good insulation, high temperature resistance and waterproof performance, such as silicone rubber and other materials. Therefore, through the barrier of the heat insulating material, on the one hand, heat loss can be prevented, so as to achieve the purpose of rapidly heating the brake fluid, thereby saving the resources of the whole vehicle; on the other hand, the heat insulating layer 102 can also be waterproof and insulated, so as to isolate the heating layer 103 from the external environment and protect the heating layer.

[0063] Therefore, in the embodiment of the utility model, a heat-conducting layer 100 is mounted on the hydraulic pipe 101, a heat-insulating layer 102 is mounted on the heat-conducting layer 100, and a heating layer 103 is arranged between the heat-conducting layer 100 and the heat-insulating layer 102. Heat is generated by the heating layer 103, and the heat generated by the heating layer 103 is blocked from the external environment by the heat-insulating layer 102 to avoid heat loss. Then, the heat generated by the heating layer 103 is quickly transferred to the hydraulic pipe 101 through the heat-conducting layer 100, thereby heating the brake fluid in the hydraulic pipe 101, reducing the kinematic viscosity of the brake fluid, avoiding an increase in the damping of the hydraulic system, ensuring that the clutch pedal can return to its position normally, ensuring the normal driving of the vehicle in a low temperature environment, and eliminating user complaints.

[0064] In an optional embodiment, the heating unit further comprises: a heating circuit and a regulating mechanism;

[0065] The heating layer 103 is configured as a heating tube, which is sleeved outside the heat-conducting layer 100, and the tube wall of the heating tube and the outer wall of the heat-conducting layer 100 form a heating channel;

[0066] The heating circuit is connected to the heating channel, wherein a hot fluid flows through the heating circuit, and the heating circuit is configured to transport the hot fluid to the heating channel to heat the brake fluid in the hydraulic pipe 101;

[0067] The regulating mechanism is located between the heating circuit and the heating channel, and is configured to regulate the flow rate of the hot fluid delivered to the heating channel.

[0068] The hot fluid may be a heated liquid or air, which has a relatively high temperature. Correspondingly, the heating circuit may be a pipeline through which a liquid or air having a relatively high temperature flows. Thus, in a specific implementation, the heating circuit may be connected to the heating pipe, specifically, to the heating channel formed by the pipe wall of the heating pipe and the outer wall of the heat-conducting layer 100. Thus, the heating circuit may transport the hot fluid flowing therethrough to the heating channel, so that the heat of the hot fluid may be transferred to the hydraulic pipe 101 through the heat-conducting layer 100, and the brake fluid in the hydraulic pipe 101 may be heated.

[0069] Among them, the heating tube can be made of thermal insulation material, and the thermal insulation material can be a material with good insulation, high temperature resistance and waterproof performance, such as silicone rubber and other materials. Therefore, when the hot fluid in the heating circuit is transported to the heating tube, specifically, when it is transported to the heating channel formed by the tube wall of the heating tube and the outer wall of the heat-conducting layer 100, the tube wall of the heating tube can withstand the erosion of the hot fluid (with a higher temperature), and has a longer service life in actual use. Moreover, when the hot fluid is a heated liquid, the hot fluid will not leak from the tube wall of the heating tube. In addition, since the heating tube can be made of thermal insulation material, the heating tube itself can also prevent the heat loss of the hot fluid, so that the hot fluid can quickly heat the brake fluid in the hydraulic pipe 101, further saving the resources of the whole vehicle.

[0070] In addition, if Figure 1 As shown in the figure, only when the brake fluid temperature is low, especially when its temperature is below 0℃, the dynamic viscosity of the brake fluid increases sharply, causing the damping of the vehicle hydraulic system to increase, which in turn causes the clutch pedal to return slowly or even not return, affecting the normal driving of the vehicle. In other words, when the brake fluid temperature is below 0℃, the brake fluid can be heated.

[0071] Therefore, in the embodiment of the utility model, a regulating mechanism can be provided between the heating circuit and the heating channel, and the flow rate of the hot fluid delivered to the heating channel can be adjusted by the regulating mechanism. For example, when the brake fluid needs to be heated, the opening of the regulating mechanism can be adjusted to be greater than 0, so that the heating circuit is connected to the heating channel, so that the hot fluid in the heating circuit is delivered to the heating channel. Correspondingly, if the brake fluid does not need to be heated, or the brake fluid temperature is greater than or equal to 0°C after being heated by the heating unit, the opening of the regulating mechanism can be adjusted to 0, so that the connected heating circuit and the heating channel are cut off, and the delivery of hot fluid to the heating channel is stopped, thereby stopping the heating of the brake fluid.

[0072] In one example, the opening of the regulating mechanism can also be adjusted to a target opening according to the temperature of the brake fluid. For example, when the temperature of the brake fluid is not lower than 0°C, the target opening can be set to 0; when the temperature of the brake fluid is lower than 0°C and not lower than -20°C, the target opening can be set to a smaller opening, such as 10% to 30%, and a smaller flow of hot fluid is input into the heating channel to heat the brake fluid in the hydraulic pipe 101; when the temperature of the brake fluid is lower than -20°C, the target opening can be set to a larger opening, such as 30% to 90%, and a larger flow of hot fluid is input into the heating channel to heat the brake fluid in the hydraulic pipe 101. In this way, the waste of hot fluid is avoided and the resources of the whole vehicle are further saved.

[0073] The regulating mechanism may include a regulating valve, and the regulating valve may be an electric regulating valve.

[0074] Therefore, in one example, the vehicle controller can be connected to the regulating valve, and the controller outputs an opening signal to the regulating valve, thereby controlling the regulating valve to operate at different openings, thereby adjusting the flow of the hot fluid delivered to the heating channel, and achieving heating of the brake fluid in the hydraulic pipe. The controller can be the vehicle's ECU (Electronic Control Unit).

[0075] In an optional embodiment, the heat-conducting layer 100 is configured as a heat-conducting pipe, and the heat-conducting pipe has an interference fit with the hydraulic pipe 101 and has a clearance fit with the heating pipe;

[0076] The heat insulation layer 102 is configured as a heat insulation tube, and the heat insulation tube is clearance-fitted with the heat conducting tube and interference-fitted with the heating tube.

[0077] In order to achieve the purpose of rapidly heating the brake fluid in the hydraulic pipe 101, the heat-conducting layer can be set as a heat-conducting pipe, and the heat-conducting pipe and the hydraulic pipe 101 have an interference fit, and the heat-conducting pipe and the heating pipe have a clearance fit; and the heat-insulating layer 102 can be set as a heat-insulating pipe, and the heat-insulating pipe and the heat-conducting pipe have a clearance fit, and the heat-insulating pipe and the heating pipe have an interference fit. In this way, a heating pipe can be set between the heat-conducting pipe and the heat-insulating pipe, and the pipe wall of the heating pipe can form a heating channel with the outer wall of the heat-conducting pipe, and the heat-conducting pipe and the hydraulic pipe 101 are tightly fitted, and the heat-insulating pipe and the heating pipe are tightly fitted. Therefore, the heating circuit connected to the heating channel can transport the hot fluid flowing therein to the heating channel. After the hot fluid enters the heating channel, its heat is blocked by the heat-insulating pipe in the heating channel, and is transferred to the hydraulic pipe 101 through the heat-conducting pipe, thereby heating the brake fluid in the hydraulic pipe 101.

[0078] In an optional embodiment, the thermal fluid includes a coolant flowing out of an engine of the vehicle, the heating circuit includes a coolant circuit, the coolant circuit includes an input end and an output end, the input end is connected to the engine, and the output end is connected to the heating channel;

[0079] The coolant circuit is configured to transport the coolant to the heating channel to heat the brake fluid.

[0080] In an embodiment of the utility model, the thermal fluid may be a heated liquid, specifically, the coolant flowing out of the engine of the vehicle. At this time, the coolant has a relatively high temperature. The coolant is transported to the heating channel through the coolant circuit to heat the brake fluid in the hydraulic pipeline 200.

[0081] The coolant circuit includes an input end and an output end. The input end of the coolant circuit is connected to the engine, specifically, to the coolant output end of the engine; the output end of the coolant circuit is connected to the heating channel. In this way, the coolant with a higher temperature flowing out of the engine can enter the coolant circuit through the input end of the coolant circuit, and then flow out from the output end of the coolant circuit and enter the heating channel, thereby heating the brake fluid in the hydraulic pipeline 200.

[0082] In specific implementation, the coolant circuit of the engine can also be adjusted to the coolant circuit of the embodiment of the utility model, thereby achieving the purpose of using coolant to heat the brake fluid without affecting the original layout of the engine and reducing the cost of laying pipelines.

[0083] In an optional embodiment, the thermal fluid includes hot air, and the heating circuit includes an air conditioning warm air circuit connected to the heating channel;

[0084] The air conditioning heating circuit is configured to transport the hot air to the heating channel to heat the brake fluid.

[0085] In an embodiment of the utility model, the thermal fluid may be heated air, specifically, the hot air in the vehicle's air conditioning heating circuit. The hot air is transported to the heating channel through the heating circuit to heat the brake fluid in the hydraulic pipeline 200.

[0086] Among them, the heating circuit can be an air-conditioning heating circuit. In this way, the vehicle's original air-conditioning heating circuit is used to transport the hot air therein to the heating channel, saving pipeline layout space and pipeline laying costs.

[0087] In an optional embodiment, referring to Figure 3 , Figure 3 FIG. 1 shows a schematic diagram of an axial cross-sectional structure of a heating unit according to an embodiment of the utility model, such as Figure 3 As shown, the heating layer 103 is configured as a resistance wire, and the resistance wire is evenly laid on the heat conductive layer 100, and the resistance wire is electrically connected to the power supply 104 of the vehicle through a switching device (not shown in the figure), and the switching device is electrically connected to the controller of the vehicle (not shown in the figure).

[0088] The heating layer 103 may be a heating element, specifically, a resistance wire. The resistance wire is evenly laid on the heat-conducting layer 100 and is electrically connected to the power supply 104 of the vehicle through a switch device. In this way, when the brake fluid needs to be heated, for example, when the brake fluid temperature is lower than 0°C, the switch device can be driven to close, thereby conducting the circuit between the power supply 104 and the heating layer 103, that is, the resistance wire, so that the resistance wire is in an energized state, so that the resistance wire generates heat, and then the heat generated by the resistance wire is transferred to the hydraulic pipe 101 through the heat-conducting layer 100 to heat the brake fluid in the hydraulic pipe 101.

[0089] The switch device can be electrically connected to the controller of the vehicle, so that when the brake fluid needs to be heated, the controller can send a first level signal to the switch device, thereby driving the switch device to close, thereby conducting the circuit between the power supply 104 and the resistance wire, so that the resistance wire is in a powered state. The first level signal can be a high level signal or a low level signal.

[0090] In one example, when the brake fluid does not need to be heated, for example, after the vehicle is started and the temperature of the brake fluid is not lower than 0°C, the controller may not send the first level signal to the switching device, so that the switching device remains in the disconnected state, even if the resistance wire is in an unpowered state, thereby avoiding energy waste of the entire vehicle.

[0091] In another example, when the temperature of the brake fluid is greater than or equal to 0°C after being heated by the heating unit, the controller may send a second level signal to the switch device to drive the switch device to disconnect, thereby disconnecting the circuit between the power supply 104 and the resistance wire, so that the resistance wire is in a non-powered state. The second level signal may be a high level signal or a low level signal.

[0092] It should be noted that when the first level signal is a high level signal, the second level signal is a low level signal; when the second level signal is a low level signal, the second level signal is a high level signal. Thus, different types of level signals are input to the switch device through the controller to close or open the switch device, so that the resistance wire is in an energized state or an unenergized state, thereby effectively controlling whether the brake fluid is heated or not.

[0093] The controller may be an ECU of the vehicle; the switch device may be a relay or an electronic switch.

[0094] In one embodiment, referring to Figure 4 , Figure 4 FIG. 1 shows an exploded schematic diagram of a heating unit according to an embodiment of the utility model, such as Figure 4 As shown, in order to allow the hydraulic pipe 101 to be heated evenly over a large area, the resistance wire is spirally wound around the hydraulic pipe 101.

[0095] The pitch of the resistance wire is 5mm-8mm. In this pitch range, the heat generated by the resistance wire can quickly heat up the brake fluid in the hydraulic pipe 101. If the pitch of the resistance wire is smaller than this pitch range, it will not only reduce the heating efficiency, but also increase the design difficulty of the heating wire.

[0096] In an optional implementation, in order to allow the hydraulic pipe 101 to be heated evenly over a large area, the resistance wire may be configured as a heating net, which is attached to the hydraulic pipe 101 in a cylindrical shape.

[0097] Therefore, in the embodiment of the utility model, a heating unit is arranged outside the hydraulic pipe 101 within a limited layout space to heat the brake fluid in the hydraulic pipe 101, thereby effectively improving the problem of slow return or even non-return of the clutch pedal caused by the high viscosity of the brake fluid at low temperatures.

[0098] Based on the same inventive concept, the utility model embodiment also proposes a heating system, which is applied to a clutch hydraulic system of a vehicle, wherein the clutch hydraulic system includes a hydraulic pipe, and brake fluid flows through the hydraulic pipe. Figure 5 , Figure 5 A schematic diagram of a heating system according to an embodiment of the utility model is shown. Figure 5 As shown, the heating system includes: Figure 2-Figure 4 The heating unit 1, the collection unit 2, and the control unit 3 connected to the heating unit 1 and the collection unit 2 respectively; wherein:

[0099] The collection unit 2 is configured to collect the temperature of the brake fluid and output a heating signal to the control unit 3 when the collected temperature is lower than a preset temperature;

[0100] The control unit 3 is configured to drive the heating layer in the heating unit 1 to heat the brake fluid in response to the heating signal.

[0101] The heating layer in the heating unit 1 can be configured as a heating tube or a resistance wire.

[0102] When the heating layer is a heating pipe, the control unit 3 is connected to the regulating mechanism in the heating unit 1. In this way, if the temperature of the brake fluid collected by the collection unit 2 is lower than the preset temperature, it indicates that the current temperature of the brake fluid is low and the kinematic viscosity is large. At this time, when the collection unit 2 can output a heating signal to the control unit 3, the control unit 3 responds to the heating signal and outputs a first opening signal to the regulating mechanism, thereby controlling the opening of the regulating mechanism to be the target opening, so that the heating circuit in the heating unit 1 is connected to the heating channel, and the flow rate of the hot fluid delivered to the heating channel is adjusted to achieve the heating of the brake fluid. For example, when the temperature of the brake fluid is lower than 0°C and not lower than -20°C, the target opening can be set to a smaller opening, such as 10% to 30%, and a smaller flow of hot fluid is input to the heating channel to heat the brake fluid in the hydraulic pipe 101; when the temperature of the brake fluid is lower than -20°C, the target opening can be set to a larger opening, such as 30% to 90%, and a larger flow of hot fluid is input to the heating channel to heat the brake fluid in the hydraulic pipe. In this way, the waste of hot fluid is avoided and the resources of the whole vehicle are further saved.

[0103] In one example, if the temperature of the brake fluid collected by the collection unit 2 is not lower than the preset temperature, in this case, the kinematic viscosity of the brake fluid will not affect the damping of the entire hydraulic system, that is, the brake fluid does not need to be heated. At this time, the collection unit 2 can send a temperature signal representing the collected brake fluid temperature to the control unit 3. After the control unit 3 receives the temperature signal and determines that the brake fluid does not need to be heated at the current moment, it can output a second opening signal to the regulating mechanism. The second opening signal can be 0, thereby disconnecting the heating circuit from the heating channel through the regulating mechanism, that is, not delivering hot fluid to the heating channel, further saving vehicle resources.

[0104] In another example, if the temperature collected by the collection unit 2 is not lower than the preset temperature, no signal may be sent to the control unit 3, thereby reducing signal transmission and further saving vehicle resources.

[0105] Therefore, the control unit 3 outputs different opening signals to the regulating mechanism to control the regulating mechanism to operate at different openings, thereby adjusting the flow of the hot fluid delivered to the heating channel to achieve heating of the brake fluid in the hydraulic pipe.

[0106] When the heating layer is a resistance wire, the control unit 3 is connected to the switch device in the heating unit 1. In this way, if the temperature of the brake fluid collected by the collection unit 2 is lower than the preset temperature, it indicates that the current temperature of the brake fluid is low and the kinematic viscosity is large. At this time, when the collection unit 2 can output a heating signal to the control unit 3, the control unit 3 responds to the heating signal and outputs a first level signal to the switch device, thereby driving the switch device to close, thereby conducting the circuit between the power supply of the vehicle and the resistance wire, so that the resistance wire is in an energized state, so that the resistance wire generates heat, and then heats the brake fluid in the hydraulic pipe. Among them, the first level signal can be a high level signal or a low level signal.

[0107] In one example, if the temperature of the brake fluid collected by the collection unit 2 is not lower than the preset temperature, in this case, the kinematic viscosity of the brake fluid will not affect the damping of the entire hydraulic system, that is, the brake fluid does not need to be heated. At this time, the collection unit 2 can send a temperature signal representing the collected brake fluid temperature to the control unit 3. After the control unit 3 receives the temperature signal and determines that the brake fluid does not need to be heated at the current moment, it can output a second level signal to the switch device to drive the switch device to disconnect, thereby disconnecting the circuit between the power supply and the resistance wire, so that the resistance wire is in a non-powered state. Among them, the second level signal can be a high level signal or a low level signal.

[0108] It should be noted that when the first level signal is a high level signal, the second level signal is a low level signal; when the second level signal is a low level signal, the second level signal is a high level signal.

[0109] Therefore, different types of level signals are input to the switch device through the control unit 3 to close or open the switch device, so that the resistance wire is in a powered state or a non-powered state, thereby effectively controlling whether the brake fluid is heated or not.

[0110] The acquisition unit 2 can be a temperature sensor of various types; the preset temperature can be 0°C. When the brake fluid temperature is lower than 0°C, the kinematic viscosity of the brake fluid is relatively large, higher than 34 mm 2 / s(such as Figure 1 ), will affect the return speed of the clutch pedal.

[0111] The control unit 3 may be an ECU of the vehicle.

[0112] It should be noted that the collection unit 2 can collect the temperature of the brake fluid in real time. In this way, when the brake fluid is heated by the heating unit 1, the temperature rises and reaches the preset temperature, the collection unit 2 can output a stop heating signal to the control unit 3. The control unit 3 responds to the stop heating signal and stops driving the heating unit 1, so that the heating layer stops heating the brake fluid, thereby avoiding waste of vehicle resources.

[0113] The control unit 3 stopping driving the heating unit 1 may include the following process:

[0114] When the heating layer is a heating tube, the control unit 3 responds to the stop heating signal and outputs a second opening signal to the regulating mechanism. The second opening signal can be 0, thereby disconnecting the heating circuit from the heating channel through the regulating mechanism, stopping the supply of hot fluid to the heating channel, that is, stopping the heating of the brake fluid.

[0115] When the heating layer is a resistance wire, the control unit 3 responds to the stop heating signal and outputs a second level signal to the switch device, thereby disconnecting the heating circuit from the heating channel through the adjustment mechanism, stopping the supply of hot fluid to the heating channel, that is, stopping the heating of the brake fluid.

[0116] The acquisition unit 2 can convert the collected temperature into a corresponding electrical signal, and the acquisition unit 2 can also have a built-in comparison unit, such as a comparator, one input end of the comparison unit is used to input the converted electrical signal, and the other input end is connected to a preset circuit. The point signal output by the preset circuit is called a preset electrical signal, and the temperature corresponding to the preset electrical signal is the preset temperature. Therefore, after the acquisition unit 2 collects the temperature of the brake fluid, it can compare the size between the converted electrical signal and the preset electrical signal through the comparison unit, and then output different signals to the control unit 3 to drive, or not drive, or stop driving the heating unit 1 to heat the brake fluid.

[0117] Specifically, when the electrical signal is less than the preset electrical signal, it indicates that the brake fluid temperature collected by the acquisition unit 2 at the current moment is lower than the preset temperature, that is, the brake fluid temperature is low and needs to be heated, and the acquisition unit 2 outputs a heating signal to the control unit 3, thereby driving the heating unit to heat the brake fluid. When the electrical signal is equal to or greater than the preset electrical signal, it indicates that the brake fluid temperature at the current moment does not need to be heated, and the acquisition unit 2 outputs a stop heating signal or a temperature signal to the control unit 3.

[0118] In addition, in actual situations, abnormal return of the clutch pedal usually occurs when the vehicle is just started. This is because in a low temperature environment, if the vehicle has not been started for a long time, the brake fluid temperature in the clutch hydraulic system is basically the same as the ambient temperature. For example, if the current ambient temperature of the vehicle is -20°C, then the brake fluid temperature is usually around -20°C. At this time, the kinematic viscosity of the brake fluid is relatively large, and the damping of the entire hydraulic system is also relatively large. The clutch pedal can easily return slowly or even not return, affecting the normal driving of the vehicle.

[0119] Based on this, in order to ensure that the vehicle can be driven normally after starting, the brake fluid can be heated after the vehicle is started. The vehicle starting refers to the starting of the vehicle engine.

[0120] Therefore, refer to Figure 6 , Figure 6 A schematic diagram of another heating system according to an embodiment of the present utility model is shown. Figure 6 As shown, a trigger unit 4 connected to the engine can be provided in the heating system, and whether the engine is started can be detected by the trigger unit 4. The trigger unit 4 can detect the start signal of the engine. If the trigger unit 4 detects the start signal of the engine, it indicates that the engine has just started. If the trigger unit 4 does not detect the start signal of the engine, it indicates that the engine has not started.

[0121] The trigger unit 4 may be a vehicle controller of the vehicle. In a specific implementation, the user may trigger the "one-button start" button in PEPS (Passive Entry Passive Start), so that PEPS sends a signal to start the engine to the trigger unit 4, i.e., the vehicle controller. The vehicle controller starts the engine in response to the signal. After the engine starts, the vehicle controller feeds back a "started" start signal to the vehicle controller, whereby the vehicle controller determines that the engine has started, i.e., the trigger unit 4 detects the engine start signal.

[0122] When the engine is started, the trigger unit 4 can detect the engine start signal. When the trigger unit 4 detects the start signal, it can send a trigger signal to the detection unit 5 connected to the trigger unit 4. After receiving the trigger signal, the detection unit 5 can respond to the trigger signal and drive the collection unit 2 connected to the detection unit 5 to collect the temperature of the brake fluid in the hydraulic pipe. In this way, the collection unit 2 can collect the temperature of the brake fluid in the hydraulic pipe after the engine is started, so that the temperature of the brake fluid can be determined in time.

[0123] After the collection unit 2 collects the temperature of the brake fluid, if the collected temperature is lower than the preset temperature, the collection unit 2 can output a heating signal to the control unit 3. After receiving the heating signal, the control unit 3 can drive the heating unit 1, so that the heating unit 1 heats the brake fluid in the hydraulic pipe to increase the temperature of the brake fluid, thereby reducing the kinematic viscosity of the brake fluid, avoiding an increase in the damping of the hydraulic system, and ensuring that the clutch pedal can return to its position normally, thereby ensuring normal driving of the vehicle.

[0124] In an optional embodiment, if Figure 6 As shown, the heating system further includes a display unit 6 connected to the control unit 3;

[0125] The control unit 3 is further configured to output an indication signal to the display unit 6 in response to the heating signal;

[0126] The display unit 6 is configured to display indication information in response to the indication signal;

[0127] The indication information includes indication information indicating that the vehicle cannot be started at the current moment, and / or temperature information of the brake fluid.

[0128] After the vehicle starts, if the temperature collected by the collection unit 2 is lower than the preset temperature, a heating signal is output to the control unit 3. When the control unit 3 receives the heating signal, it indicates that at the current moment, the temperature of the brake fluid is low and needs to be heated. That is to say, at the current moment, the clutch pedal has the problem of slow return or even no return, and the vehicle cannot be driven normally and cannot start.

[0129] Therefore, a display unit 6 connected to the control unit 3 may be provided, so that after receiving the heating signal, the control unit 3 may output an indication signal to the display unit 6, and the display unit 6 may respond to the indication signal and display indication information, which may include indication information indicating that the vehicle cannot be started at the current moment. Specifically, it may be indication information of "the vehicle is being preheated, please start later", thereby instructing the user to wait until the vehicle is preheated, that is, the brake fluid temperature in the hydraulic system rises before starting, to ensure that the vehicle can be driven normally after starting.

[0130] In one example, the indication information may also include brake fluid temperature information, i.e., the temperature of the brake fluid collected by the collection unit 2, such as the indication information displaying "brake fluid temperature is -10°C". In this way, the user can obtain the brake fluid temperature information from the display unit 6, thereby improving the user experience.

[0131] In another example, the indication information may also include indication information indicating that the vehicle cannot be started at the current moment, and the temperature information of the brake fluid. In this way, not only can the user be reminded that the vehicle cannot be started at the current moment and be instructed to wait, but the user can also obtain the temperature information of the brake fluid, which greatly improves the user experience.

[0132] After the vehicle is preheated, that is, the brake fluid is heated by the heating unit 1, the temperature rises, and reaches the preset temperature, the acquisition unit 2 outputs a stop heating signal to the control unit 3, and the control unit 3 responds to the stop heating signal and outputs a first start signal to the display unit 6. After receiving the first start signal, the display unit 6 displays the indication information indicating that the vehicle can be started at the current moment. Specifically, it can be the indication information of "Warm-up is completed, and the vehicle can be started", thereby prompting the user to start normally.

[0133] In one example, after receiving the first starting signal, the display unit 6 can also display the temperature information of the brake fluid, that is, the temperature of the brake fluid collected by the collection unit 2, such as displaying the indication information of "the brake fluid temperature is 0°C". In this way, the user can obtain the temperature information of the brake fluid from the display unit 6, thereby improving the user experience.

[0134] In another example, after receiving the first start signal, the display unit 6 can also display information including indication that the vehicle can be started at the current moment and the temperature information of the brake fluid. In this way, not only can the user be prompted to start normally, but the user can also obtain the temperature information of the brake fluid from the display unit 6, which greatly improves the user experience.

[0135] In addition, when the vehicle is started, if the temperature collected by the collection unit 2 is greater than or equal to the preset temperature, a temperature signal is output to the control unit 3. When the control unit 3 receives the temperature signal, it indicates that at the current moment, the brake fluid does not need to be heated, that is, at the current moment, the clutch pedal can return to its position normally, the vehicle can also be driven normally, and can start.

[0136] At this time, the control unit 3 can output a second start signal to the display unit 6. After receiving the second start signal, the display unit 6 displays indication information indicating that the vehicle can be started at the current moment. Specifically, it can be indication information of "no need to warm up, can start", thereby prompting the user to start normally.

[0137] In one example, after receiving the second starting signal, the display unit 6 can also display the temperature information of the brake fluid, that is, the temperature of the brake fluid collected by the collection unit 2, such as displaying the indication information "the brake fluid temperature is 10°C". In this way, the user can obtain the temperature information of the brake fluid from the display unit 6, thereby improving the user experience.

[0138] In another example, after receiving the second start signal, the display unit 6 can also display indication information indicating that the vehicle can be started at the current moment, and the temperature information of the brake fluid. In this way, not only can the user be prompted to start normally, but the user can also obtain the temperature information of the brake fluid from the display unit 6, which greatly improves the user experience.

[0139] In addition, if Figure 6 As shown, the display unit 6 can also be connected to the collection unit 2, so that after collecting the temperature of the brake fluid, the collection unit 2 can output the temperature information of the brake fluid to the display unit 6 in real time. In this way, the user can obtain the temperature change of the brake fluid from the display unit, further improving the user experience.

[0140] The display unit 6 may be a vehicle instrument. When the user triggers the "one-touch start" button, the instrument is powered on and starts to work, thereby displaying various indication information and brake fluid temperature information.

[0141] Therefore, the embodiment of the utility model can not only prompt the user whether the vehicle can start, but also display the temperature of the brake fluid in real time by setting the display unit 6, thereby improving the user experience.

[0142] In an optional embodiment, if Figure 6 As shown, the heating system further includes a gear locking unit 7 connected to the control unit 3;

[0143] The control unit 3 is further configured to output a locking signal to the gear locking unit 7 in response to the heating signal;

[0144] The gear locking unit 7 is configured to lock the gear of the vehicle in response to the locking signal to prohibit the vehicle from starting.

[0145] In order to further ensure that the vehicle can be driven normally after starting, a gear locking unit 7 can be set in the heating system, and the gear locking unit 7 can be used to lock the gear of the vehicle and prohibit the vehicle from starting. Specifically, the gear locking unit 7 is connected to the control unit 3. After receiving the heating signal output by the acquisition unit, the control unit 3 outputs a locking signal to the gear locking unit 7. Therefore, the gear locking unit 7 can lock the gear of the vehicle in response to the locking signal to prevent the vehicle from starting when the brake fluid temperature is low.

[0146] After the heating unit 1 heats the brake fluid to increase the temperature of the brake fluid and the temperature of the brake fluid reaches the preset temperature, the collection unit 2 can output a stop heating signal to the control unit 3. In response to the stop heating signal, the control unit 3 outputs an unlocking signal to the gear locking unit 7. The gear locking unit 7 responds to the unlocking signal to unlock the vehicle gear. In this way, the user can start the vehicle and drive the vehicle normally after the brake fluid temperature rises, that is, when the clutch pedal can return to its position normally.

[0147] Therefore, the embodiment of the utility model sets the gear locking unit 7 to lock the gear of the vehicle when the brake fluid temperature is low, prohibiting the vehicle from starting, thereby avoiding the problem that the clutch pedal cannot return to its original position after starting; at the same time, after the brake fluid temperature rises, the gear lock of the vehicle is released, so that the vehicle can start normally.

[0148] Therefore, the embodiment of the utility model detects the start signal of the engine through the trigger unit 4, and when the start signal is detected, the trigger signal is output to the detection unit 5, so that the detection unit 5 can drive the collection unit 2, so that the collection unit 2 collects the temperature of the brake fluid in the hydraulic system. Then, when the collected temperature is lower than the preset temperature, for example, when the collected temperature is the temperature corresponding to the larger kinematic viscosity of the brake fluid, the collection unit 2 can output a heating signal to the control unit 3, and the control unit 3 responds to the heating signal and drives the heating unit 1 to heat the brake fluid in the hydraulic pipe. When the temperature of the brake fluid reaches the preset temperature, the collection unit 2 can output a stop heating signal to the control unit 3, and the control unit 3 responds to the stop heating signal and stops driving the heating unit 1, so that the heating unit 1 stops heating the brake fluid. In this way, when the vehicle is started in a low temperature environment, the brake fluid can be heated in time to reduce the kinematic viscosity of the brake fluid, avoid the increase of the damping of the hydraulic system, ensure that the clutch pedal can return normally, ensure the normal driving of the vehicle, and eliminate user complaints. In addition, the heating of the brake fluid can be stopped after the temperature of the brake fluid rises to avoid the waste of vehicle resources.

[0149] Below, a specific example is provided to illustrate the heating system described in the embodiment of the utility model:

[0150] like Figure 6 As shown, the heating system includes a trigger unit 4 connected to the engine of the vehicle, a detection unit 5 connected to the trigger unit 4, a collection unit 2 connected to the detection unit 5, a control unit 3 connected to the collection unit 2, a heating unit 1 connected to the control unit 3, a display unit 6, and a gear locking unit 7.

[0151] Among them, Figure 2As shown, the heating unit 1 comprises: a heat-conducting layer 100 sleeved on a hydraulic pipe 101 , a heat-insulating layer 102 sleeved on the heat-conducting layer 100 , and a heating layer 103 arranged between the heat-conducting layer 100 and the heat-insulating layer 102 .

[0152] The heating layer 103 can be set as a heating tube. In the case where the heating layer 103 is a heating tube, the heating unit 1 further includes a heating circuit and an adjustment mechanism, wherein the heating tube is sleeved outside the heat-conducting layer 100, and the tube wall of the heating tube and the outer wall of the heat-conducting layer form a heating channel; the heating circuit is connected to the heating channel, and a hot fluid flows through the heating circuit; the adjustment mechanism is connected to the control unit 3 and is located between the heating circuit and the heating channel.

[0153] The heating layer 103 may also be configured as a resistance wire, which is evenly laid on the heat-conducting layer 100 , and the resistance wire is electrically connected to the power supply of the vehicle and to the control unit 3 through a switch device.

[0154] Next, with respect to the above-mentioned heating system, the application scenarios of the embodiments of the present utility model are described through specific examples:

[0155] ① Situations where the brake fluid does not need to be heated:

[0156] Reference Figure 7 , Figure 7 A schematic diagram of a process flow of the utility model embodiment without heating the brake fluid is shown, such as Figure 7 As shown, the user triggers the "one-button start" button in the PEPS, and the display unit 6 is powered on and enters the working state. At the same time, the PEPS sends a signal to start the engine to the trigger unit 4, and the trigger unit 4 responds to the signal to start the engine. The engine feeds back a start signal of "started" to the trigger unit 4. After receiving the start signal fed back by the engine, the trigger unit 4 sends a trigger signal to the detection unit 5. The detection unit 5 responds to the trigger signal and drives the collection unit 2 to collect the temperature of the brake fluid in the hydraulic system. The collected temperature is 10°C, which is greater than the preset temperature of 0°C.

[0157] Next, the acquisition unit 2 outputs a temperature signal to the control unit 3. In response to the temperature signal, the control unit 3 outputs a second start signal to the display unit 6. In response to the second start signal, the display unit 6 displays the indication information "No need to warm up, can start" indicating that the vehicle can start at the current moment, and the brake fluid temperature information "Brake fluid temperature is 10°C". Thus, the user is prompted to start the vehicle.

[0158] ② Situations where the brake fluid needs to be heated:

[0159] Reference Figure 8 , Figure 8A schematic diagram of a process for heating brake fluid according to an embodiment of the utility model is shown, such as Figure 8 As shown, the user triggers the "one-button start" button in the PEPS, and the display unit 6 is powered on and enters the working state. At the same time, the PEPS sends a signal to start the engine to the trigger unit 4, and the trigger unit 4 responds to the signal to start the engine. The engine feeds back a start signal of "started" to the trigger unit 4. After receiving the start signal fed back by the engine, the trigger unit 4 sends a trigger signal to the detection unit 5. The detection unit 5 responds to the trigger signal and drives the collection unit 2 to collect the temperature of the brake fluid in the hydraulic system. The collected temperature is -10°C, which is lower than the preset temperature of 0°C.

[0160] Next, the acquisition unit 2 outputs a heating signal to the control unit 3. In response to the heating signal, the control unit 3 outputs an indication signal to the display unit 6. In response to the indication signal, the display unit 6 displays indication information indicating that the vehicle cannot be started at the current moment, "The vehicle is being preheated. Please start later", and brake fluid temperature information, "Brake fluid temperature is -10°C". Thus, the user is prompted to wait and start later.

[0161] At the same time, the control unit 3 also outputs a locking signal to the gear locking unit 7. In response to the locking signal, the gear locking unit 7 locks the gear of the vehicle and prohibits the vehicle from starting.

[0162] At the same time, the control unit 3 drives the heating unit 1 (outputs a first opening signal to the regulating mechanism, or sends a first level signal to the switching device) in response to the heating signal, so that the heating layer 103 in the heating unit 1 heats the brake fluid.

[0163] During the heating process, the collection unit 2 collects the temperature of the brake fluid in real time. When the collected temperature reaches 0°C, the collection unit 2 outputs a stop heating signal to the control unit 3. In response to the stop heating signal, the control unit 3 stops driving the heating unit 1 (outputs a second opening signal to the regulating mechanism, or sends a second level signal to the switching device), so that the heating layer 40 in the heating unit 1 stops heating the brake fluid.

[0164] At the same time, the control unit 3 also outputs an unlocking signal to the gear locking unit 7 in response to the heating stop signal, and the gear locking unit 7 releases the vehicle gear in response to the unlocking signal.

[0165] At the same time, the control unit 3 also outputs a first start signal to the display unit 6 in response to the stop heating signal. In response to the first start signal, the display unit 6 displays the indication information "Warm-up completed, ready to start" indicating that the vehicle can be started at the current moment, and the brake fluid temperature information "Brake fluid temperature is 0°C". Thus, the user is prompted to perform the starting operation on the vehicle.

[0166] Based on the same inventive concept, an embodiment of the present utility model further provides a vehicle, which includes the above-mentioned heating unit, or includes the above-mentioned heating system.

[0167] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0168] Although the preferred embodiments of the utility model embodiments have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the utility model embodiments.

[0169] It should also be noted that, in this article, the orientation or position relationship indicated by the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. is based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model. In addition, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations, nor can they be understood as indicating or implying relative importance. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. Without more restrictions, an element defined by the phrase "comprising a ..." does not exclude the existence of other identical elements in the process, method, article or terminal device comprising the element.

[0170] The technical solution provided by the utility model is described in detail above. The principle and implementation method of the utility model are described in this article using specific examples. The description of the above embodiments is only used to help understand the utility model, and the content of this specification should not be understood as limiting the utility model. At the same time, for those skilled in the art, according to the utility model, there will be different forms of changes in the specific implementation methods and application scopes. It is not necessary and impossible to list all the implementation methods here, and the obvious changes or modifications derived from them are still within the protection scope of the utility model.

Claims

1. A heating unit, characterized in that: A clutch hydraulic system applied to a vehicle, the clutch hydraulic system comprising a hydraulic pipe, brake fluid flows through the hydraulic pipe, and the heating unit comprises: A heat-conducting layer for transferring heat, wherein the heat-conducting layer is sleeved on the hydraulic pipe; A heat-insulating layer for isolating heat, wherein the heat-insulating layer is sleeved on the heat-conducting layer; A heating layer for heating the brake fluid, wherein the heating layer is arranged between the heat-conducting layer and the heat-insulating layer.

2. The heating unit according to claim 1, characterized in that The heating unit further comprises: a heating circuit and a regulating mechanism; The heating layer is configured as a heating tube, the heating tube is sleeved outside the heat-conducting layer, and the tube wall of the heating tube and the outer wall of the heat-conducting layer form a heating channel; The heating circuit is connected to the heating channel, wherein a hot fluid flows through the heating circuit, and the heating circuit is configured to transport the hot fluid to the heating channel to heat the brake fluid in the hydraulic pipe; The regulating mechanism is located between the heating circuit and the heating channel, and is configured to regulate the flow rate of the hot fluid delivered to the heating channel.

3. The heating unit according to claim 2, characterized in that: The thermal fluid includes a coolant flowing out of the engine of the vehicle, the heating circuit includes a coolant circuit, the coolant circuit includes an input end and an output end, the input end is connected to the engine, and the output end is connected to the heating channel; The coolant circuit is configured to transport the coolant to the heating channel to heat the brake fluid.

4. The heating unit according to claim 2, characterized in that: The thermal fluid includes hot air, and the heating circuit includes an air conditioning warm air circuit connected to the heating channel; The air conditioning heating circuit is configured to transport the hot air to the heating channel to heat the brake fluid.

5. The heating unit according to claim 2, characterized in that: The regulating mechanism includes a regulating valve; The heat-conducting layer is configured as a heat-conducting pipe, and the heat-conducting pipe has an interference fit with the hydraulic pipe and a clearance fit with the heating pipe; The heat insulation layer is configured as a heat insulation tube, and the heat insulation tube is clearance-fitted with the heat conduction tube and interference-fitted with the heating tube.

6. The heating unit according to claim 1, characterized in that: The heating layer is configured as a resistance wire, the resistance wire is evenly laid on the heat-conducting layer, the resistance wire is electrically connected to a power source of the vehicle via a switch device, and the switch device is electrically connected to a controller of the vehicle.

7. A heating system, characterized in that: A clutch hydraulic system applied to a vehicle, the clutch hydraulic system comprising a hydraulic pipeline, brake fluid flowing through the hydraulic pipeline, the heating system comprising: a heating unit according to any one of claims 1 to 6, a collection unit, and a control unit respectively connected to the heating unit and the collection unit; wherein: The collecting unit is configured to collect the temperature of the brake fluid and output a heating signal to the control unit when the collected temperature is lower than a preset temperature; The control unit is configured to drive the heating layer in the heating unit to heat the brake fluid in response to the heating signal.

8. The heating system according to claim 7, characterized in that Also includes a display unit connected to the control unit; The control unit is further configured to output an indication signal to the display unit in response to the heating signal; The display unit is configured to display indication information in response to the indication signal; The indication information includes indication information indicating that the vehicle cannot be started at the current moment, and / or temperature information of the brake fluid.

9. The heating system according to claim 7, characterized in that: Also includes a gear locking unit connected to the control unit; The control unit is further configured to output a locking signal to the gear locking unit in response to the heating signal; The gear locking unit is configured to lock the gear of the vehicle in response to the locking signal to prohibit the vehicle from starting.

10. A vehicle, characterized in that: The vehicle comprises a heating unit as claimed in any one of claims 1-6, or comprises a heating system as claimed in any one of claims 7-9.

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