Energy recovery device of hybrid electric vehicle

Abstract

The utility model provides a hybrid electric vehicle energy recovery device which comprises a heat dissipation assembly, and the heat dissipation assembly comprises a radiator, a liquid outlet pipe, a circulating pump, a liquid conveying pipe, battery cooling fins, motor cooling fins, a flowing pipeline, a liquid inlet pipe, cooling fins, a cooling fan and a controller. And the lower part of one side of the radiator is communicated with two liquid outlet pipes. According to the utility model, through automobile braking or deceleration, the generator can respond quickly and convert mechanical energy into electric energy to be stored in the battery pack, so that the energy recovery efficiency is improved, the improvement of the fuel economy of the hybrid electric vehicle is facilitated, and the heat dissipation efficiency of the hybrid electric vehicle is improved through the combination of cooling liquid circulation and fan heat dissipation. Therefore, heat generated by the generator and the battery pack is effectively dissipated, normal working temperature is guaranteed, performance reduction and service life shortening of equipment are avoided, connection of the generator is disconnected through control of the electromagnetic clutch when electric quantity of the battery pack reaches a certain level, and safety problems caused by overcharge of the battery are avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of hybrid power vehicles, in particular to an energy recovery device for a hybrid power vehicle. Background Art

[0002] A hybrid vehicle is a type of vehicle that combines traditional fuel vehicles with pure electric vehicle technology. It is equipped with two power sources at the same time: a thermal power source (usually generated by a traditional gasoline engine or diesel engine) and an electric power source (composed of batteries and electric motors). Hybrid vehicles combine the advantages of traditional fuel engines and electric motors, which can provide sufficient power when needed and recover energy and save energy through electric motors at appropriate times. A large amount of heat will be generated during the energy recovery process of hybrid vehicles, especially in the generator and battery pack. If this heat cannot be dissipated in a timely and effective manner, it will have a negative impact on the performance and life of the equipment, and may even cause safety issues;

[0003] Existing hybrid vehicle energy recovery devices usually rely on natural wind convection to dissipate heat from the generator and battery pack. However, in high-load or closed environments, this heat dissipation method often cannot meet the heat dissipation requirements of the generator and battery pack, resulting in an increase in the temperature of the generator and battery pack, which in turn affects their working efficiency and life, and may even cause safety issues. We are considering improving and optimizing measures from the following aspects:

[0004] Active Cooling System:

[0005] Design and integrate active cooling systems, such as fans, liquid cooling systems, etc., to enhance the heat dissipation capacity of the generator and battery pack.

[0006] The working mode of the cooling system is automatically adjusted according to the working status of the generator and battery pack and the ambient temperature to ensure that it can provide sufficient cooling effect when needed.

[0007] Efficient thermal management system:

[0008] Develop efficient thermal management technologies, such as heat pipes and thermoelectric couplers, to optimize heat distribution and conduction in generators and battery packs.

[0009] The heat dissipation efficiency of the generator and battery pack can be improved by optimizing the heat conduction path, reducing thermal resistance, etc.

[0010] Material Innovation:

[0011] Materials with low thermal resistance and high temperature resistance, such as high thermal conductivity metals and ceramic composite materials, are used to manufacture the heat dissipation structure of generators and battery packs.

[0012] Through material innovation, the thermal stability and heat dissipation performance of the generator and battery pack can be improved.

[0013] Intelligent temperature monitoring and control system:

[0014] Integrated temperature sensors and intelligent control systems to monitor the temperature status of the generator and battery pack in real time.

[0015] Based on the temperature data, the intelligent control system can adjust the working mode of the cooling system to avoid overheating.

[0016] Environmental adaptability design:

[0017] For high loads and closed environments, a more adaptable heat dissipation structure is designed, such as increasing the heat dissipation area, optimizing the heat dissipation channel, etc.

[0018] Environmental adaptability design ensures that the generator and battery pack can maintain stable heat dissipation performance in various harsh environments.

[0019] Modular heat dissipation design:

[0020] The generator and battery pack are designed as a modular structure, and each module has an independent cooling system.

[0021] Modular heat dissipation design can improve the flexibility and scalability of the heat dissipation system and facilitate subsequent maintenance and upgrades.

[0022] Preventive maintenance strategies:

[0023] Develop a preventive maintenance strategy to regularly check and maintain the cooling performance of the generator and battery pack.

[0024] Through preventive maintenance, the heat dissipation problem can be discovered and solved in time to avoid the generator and battery pack from being damaged due to overheating. To this end, a hybrid electric vehicle energy recovery device is proposed. Utility Model Content

[0025] In view of this, the present invention hopes to provide a hybrid electric vehicle energy recovery device to solve or alleviate the technical problems existing in the prior art and at least provide a beneficial option.

[0026] The technical solution of the embodiment of the utility model is implemented as follows: a hybrid electric vehicle energy recovery device includes a heat dissipation component, the heat dissipation component includes a radiator, a liquid outlet pipe, a circulation pump, a liquid infusion pipe, a battery heat sink, a motor heat sink, a flow pipeline, a liquid inlet pipe, a heat dissipation fin, a heat dissipation fan and a controller;

[0027] The lower part of one side of the radiator is connected to two liquid outlet pipes, and the liquid outlet ends of the two liquid outlet pipes are both installed with circulation pumps, and the liquid outlet ends of the two circulating pumps are both connected to infusion pipes. The battery heat sink and the motor heat sink are both cut with flow pipes, and the liquid outlet ends of the infusion pipes are connected to the liquid inlet ends of the flow pipes. The lower part of the other side of the radiator is connected to two liquid inlet pipes, and the liquid inlet ends of the liquid inlet pipes are connected to the liquid outlet ends of the flow pipes. The outer side walls of the battery heat sink and the bottom of the motor heat sink are both welded with multiple cooling fins. Two cooling fans are fixedly connected to the front surface of the radiator, and a controller is arranged in the middle of the upper surface of the radiator. The input ends of the circulation pump and the cooling fan are both electrically connected to the output ends of the controller.

[0028] Further preferably, a heat-conducting frame is fixedly connected to the outer side of the upper surface of the battery heat sink, a battery pack is fixedly connected to the inner wall of the heat-conducting frame, the lower surface of the battery pack is fitly connected to the upper surface of the battery heat sink, both sides of the front surface and both sides of the rear surface of the heat-conducting frame are fixedly connected to L-shaped brackets, and the lower surfaces of the four L-shaped brackets are fixedly connected to cooling fans by screws, and the input end of the cooling fan is electrically connected to the output end of the controller.

[0029] Further preferably, a generator is fixedly connected to the inner wall of the motor heat sink, and a temperature sensor is provided at the center of the front surface of the generator and the center of the upper surface of the battery pack, and the output end of the temperature sensor is electrically connected to the input end of the controller.

[0030] Further preferably, a connection box is provided on the upper front surface of the generator, an output end of the connection box is electrically connected to a rectifier via a wire, and an output end of the rectifier is electrically connected to an input end of the battery pack.

[0031] Further preferably, the output end of the generator is fixedly connected to a rotating shaft, an electromagnetic clutch is installed at the rear of the outer side wall of the rotating shaft, the input end of the electromagnetic clutch is fixedly connected to a connecting shaft, and a connecting gear is fixedly connected to the rear of the outer side wall of the connecting shaft.

[0032] Further preferably, a mounting seat is fixedly connected to the bottom of the outer side wall of the motor heat sink.

[0033] Further preferably, mounting blocks are welded to the front and rear portions of both sides of the heat conducting frame.

[0034] Further preferably, mounting holes are provided on both sides of the upper surface of the mounting seat and in the middle of the upper surface of the mounting block.

[0035] The embodiment of the utility model has the following advantages due to the adoption of the above technical solution:

[0036] The utility model can quickly respond to the vehicle braking or deceleration, and convert mechanical energy into electrical energy and store it in the battery pack, thereby improving the efficiency of energy recovery and helping to improve the fuel economy of hybrid vehicles. Through the coordinated use of temperature sensors and controllers, the heat dissipation process can be intelligently adjusted according to the real-time temperatures of the generator and the battery pack, thereby improving the accuracy and efficiency of heat dissipation. Through the combination of coolant circulation and fan heat dissipation, the heat generated by the generator and the battery pack can be effectively dissipated to ensure their normal operating temperature, avoid equipment performance degradation and shortened life, and disconnect the generator when the battery pack power reaches a certain level through the control of the electromagnetic clutch, thereby avoiding safety problems caused by battery overcharging.

[0037] The above summary is for the purpose of description only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments and features described above, further aspects, embodiments and features of the utility model will be readily apparent by reference to the accompanying drawings and the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or technical descriptions will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0039] Figure 1 This is a structural diagram from one perspective of the utility model;

[0040] Figure 2 This is another perspective structural diagram of the utility model;

[0041] Figure 3 This is a cross-sectional structural diagram of a battery heat sink of the utility model;

[0042] Figure 4 This is a cross-sectional structural diagram of the motor heat sink of the utility model.

[0043] Figure numerals: 1, heat dissipation assembly; 11, radiator; 12, liquid outlet pipe; 13, circulation pump; 14, infusion tube; 15, battery heat sink; 16, motor heat sink; 17, flow pipeline; 18, liquid inlet pipe; 19, heat dissipation fin; 20, cooling fan; 21, controller; 22, heat conduction frame; 23, battery pack; 24, L-shaped bracket; 25, screw; 26, cooling fan; 27, generator; 28, temperature sensor; 29, connection box; 30, wire; 31, rectifier; 32, rotating shaft; 33, electromagnetic clutch; 34, connecting shaft; 35, connecting gear; 36, mounting seat; 37, mounting block; 38, mounting hole. DETAILED DESCRIPTION

[0044] In the following, only some exemplary embodiments are briefly described. As those skilled in the art will appreciate, the described embodiments may be modified in various ways without departing from the spirit or scope of the present invention. Therefore, the drawings and descriptions are considered to be exemplary and non-restrictive in nature.

[0045] The embodiments of the present utility model are described in detail below with reference to the accompanying drawings.

[0046] like Figure 1-4 As shown, the embodiment of the utility model provides a hybrid electric vehicle energy recovery device, including a heat dissipation component 1, the heat dissipation component 1 includes a radiator 11, a liquid outlet pipe 12, a circulation pump 13, a liquid infusion pipe 14, a battery heat sink 15, a motor heat sink 16, a flow pipe 17, a liquid inlet pipe 18, a heat dissipation fin 19, a heat dissipation fan 20 and a controller 21;

[0047] Two liquid outlet pipes 12 are connected to the lower part of one side of the radiator 11, and circulating pumps 13 are installed at the liquid outlet ends of the two liquid outlet pipes 12. The liquid outlet ends of the two circulating pumps 13 are connected to the infusion pipes 14. The battery heat sink 15 and the motor heat sink 16 are both cut with flow pipes 17. The liquid outlet end of the infusion pipe 14 is connected to the liquid inlet end of the flow pipe 17. Two liquid inlet pipes 18 are connected to the lower part of the other side of the radiator 11. The liquid inlet end of the liquid inlet pipe 18 is connected to the liquid outlet end of the flow pipe 17. Multiple cooling fins 19 are welded to the outer wall of the battery heat sink 15 and the bottom of the motor heat sink 16. Two cooling fans 20 are fixedly connected to the front surface of the radiator 11. A controller 21 is arranged in the middle of the upper surface of the radiator 11. The input ends of the circulating pump 13 and the cooling fan 20 are electrically connected to the output end of the controller 21.

[0048] In one embodiment, specifically: a heat-conducting frame 22 is fixedly connected to the outer side of the upper surface of the battery heat sink 15, a battery pack 23 is fixedly connected to the inner wall of the heat-conducting frame 22, the lower surface of the battery pack 23 is fitted and connected to the upper surface of the battery heat sink 15, both sides of the front surface and both sides of the rear surface of the heat-conducting frame 22 are fixedly connected to L-shaped brackets 24, and the lower surfaces of the four L-shaped brackets 24 are fixedly connected to cooling fans 26 by screws 25, and the input end of the cooling fan 26 is electrically connected to the output end of the controller 21, and the battery pack 23 is directly cooled by air through the cooling fan 26, thereby accelerating the heat dissipation and cooling of the battery pack 23.

[0049] In one embodiment, specifically: a generator 27 is fixedly connected to the inner wall of the motor heat sink 16, a temperature sensor 28 is provided at the center of the front surface of the generator 27 and the center of the upper surface of the battery pack 23, and the output end of the temperature sensor 28 is electrically connected to the input end of the controller 21. The temperature sensor 28 is used to facilitate real-time monitoring of the real-time temperature of the generator 27 and the battery pack 23, thereby avoiding damage caused by excessive temperature of the generator 27 and the battery pack 23.

[0050] In one embodiment, specifically: a connection box 29 is provided on the upper front surface of the generator 27, the output end of the connection box 29 is electrically connected to a rectifier 31 through a wire 30, the output end of the rectifier 31 is electrically connected to the input end of the battery pack 23, and the alternating current output by the generator 27 is converted into direct current through the rectifier 31, so as to facilitate the storage of electrical energy into the battery pack 23.

[0051] In one embodiment, specifically: the output end of the generator 27 is fixedly connected to the rotating shaft 32, the rear part of the outer wall of the rotating shaft 32 is installed with an electromagnetic clutch 33, the input end of the electromagnetic clutch 33 is fixedly connected to the connecting shaft 34, the rear part of the outer wall of the connecting shaft 34 is fixedly connected to the connecting gear 35, and the electromagnetic force is utilized by the electromagnetic clutch 33 to control the engagement and disengagement of the clutch. When the electromagnetic clutch 33 is energized, the electromagnetic force attracts the clutch plate to connect with the drive shaft; when the electromagnetic clutch 33 is de-energized, the clutch plate is separated, thereby disconnecting the generator 27 from the drive shaft.

[0052] In one embodiment, specifically: a mounting seat 36 is fixedly connected to the bottom of the outer side wall of the motor heat sink 16 , and the mounting seat 36 is used to facilitate fixing the motor heat sink 16 and the generator 27 .

[0053] In one embodiment, specifically: mounting blocks 37 are welded to the front and rear of both sides of the heat-conducting frame 22 , and the mounting blocks 37 are used to fix the heat-conducting frame 22 and the internal battery pack 23 .

[0054] In one embodiment, specifically: mounting holes 38 are provided on both sides of the upper surface of the mounting seat 36 and in the middle of the upper surface of the mounting block 37, so that the mounting holes 38 on the mounting seat 36 and the mounting block 37 can be easily fixed by bolts.

[0055] The utility model is in operation: when the vehicle brakes or decelerates, the generator 27 is driven to rotate through the connection between the rotating shaft 32 and the electromagnetic clutch 33, thereby generating electric energy, which is transmitted to the rectifier 31 through the wire 30, and the alternating current is converted into direct current by the rectifier 31 and stored in the battery pack 23. When the power of the battery pack 23 reaches a certain level, the controller 21 can control the electromagnetic clutch 33 to disconnect, thereby stopping the operation of the generator 27 to avoid overcharging of the battery. The temperature sensor 28 monitors the temperature of the generator 27 and the battery pack 23 in real time, and transmits the temperature signal to the controller 21. When the temperature is higher than the preset value, the controller 21 automatically circulates the pump 13, the cooling fan 20 and the cooling fan 26. During the startup operation, the coolant in the radiator 11, driven by the circulation pump 13, enters the flow pipe 17 through the liquid outlet pipe 12 and the liquid infusion pipe 14, thereby taking away the heat transferred from the generator 27 and the battery pack 23 to the motor heat sink 16 and the battery heat sink 15, and turns into hot coolant after absorbing the heat, and then flows back to the radiator 11 through the liquid inlet pipe 18 for heat dissipation. In addition, the outer wall of the battery heat sink 15 and the bottom of the motor heat sink 16 are welded with multiple heat dissipation fins 19, which increase the heat dissipation area and improve the heat dissipation efficiency. At the same time, the cooling fan 26 also works under the control of the controller 21 to directly cool the battery pack 23 by air, thereby further accelerating the heat dissipation speed of the battery pack 23.

[0056] The above is only a specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any technician familiar with the technical field can easily think of various changes or substitutions within the technical scope disclosed by the utility model, which should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims

1. A hybrid electric vehicle energy recovery device, characterized in that: The heat dissipation component (1) comprises a radiator (11), a liquid outlet pipe (12), a circulation pump (13), a liquid infusion pipe (14), a battery heat sink (15), a motor heat sink (16), a flow pipe (17), a liquid inlet pipe (18), heat dissipation fins (19), a heat dissipation fan (20) and a controller (21); The lower portion of one side of the radiator (11) is connected to two liquid outlet pipes (12), the liquid outlet ends of the two liquid outlet pipes (12) are both installed with circulation pumps (13), the liquid outlet ends of the two circulation pumps (13) are both connected to liquid infusion pipes (14), the battery heat sink (15) and the motor heat sink (16) are both internally cut with flow pipes (17), the liquid outlet end of the liquid infusion pipe (14) is connected to the liquid inlet end of the flow pipe (17), and the lower portion of the other side of the radiator (11) is connected to two liquid inlet pipes. (18), the liquid inlet end of the liquid inlet pipe (18) is connected to the liquid outlet end of the flow pipe (17), the outer wall of the battery heat sink (15) and the bottom of the motor heat sink (16) are welded with a plurality of heat dissipation fins (19), the front surface of the radiator (11) is fixedly connected to two heat dissipation fans (20), a controller (21) is provided in the middle of the upper surface of the radiator (11), and the input ends of the circulation pump (13) and the heat dissipation fan (20) are electrically connected to the output end of the controller (21).

2. The hybrid vehicle energy recovery device according to claim 1, characterized in that: A heat-conducting frame (22) is fixedly connected to the outer side of the upper surface of the battery heat sink (15); a battery pack (23) is fixedly connected to the inner wall of the heat-conducting frame (22); the lower surface of the battery pack (23) is fitted and connected to the upper surface of the battery heat sink (15); both sides of the front surface and both sides of the rear surface of the heat-conducting frame (22) are fixedly connected to L-shaped brackets (24); the lower surfaces of four L-shaped brackets (24) are fixedly connected to cooling fans (26) via screws (25); and the input end of the cooling fan (26) is electrically connected to the output end of the controller (21).

3. The hybrid vehicle energy recovery device according to claim 1, characterized in that: A generator (27) is fixedly connected to the inner side wall of the motor heat sink (16), and a temperature sensor (28) is provided at the center of the front surface of the generator (27) and the center of the upper surface of the battery pack (23), and the output end of the temperature sensor (28) is electrically connected to the input end of the controller (21).

4. The hybrid vehicle energy recovery device according to claim 3, characterized in that: A connection box (29) is provided on the upper portion of the front surface of the generator (27); an output end of the connection box (29) is electrically connected to a rectifier (31) via a wire (30); and an output end of the rectifier (31) is electrically connected to an input end of the battery pack (23).

5. The hybrid vehicle energy recovery device according to claim 3, characterized in that: The output end of the generator (27) is fixedly connected to a rotating shaft (32), an electromagnetic clutch (33) is installed at the rear of the outer wall of the rotating shaft (32), the input end of the electromagnetic clutch (33) is fixedly connected to a connecting shaft (34), and a connecting gear (35) is fixedly connected to the rear of the outer wall of the connecting shaft (34).

6. The hybrid vehicle energy recovery device according to claim 2, characterized in that: A mounting seat (36) is fixedly connected to the bottom of the outer side wall of the motor cooling fin (16).

7. The hybrid vehicle energy recovery device according to claim 6, characterized in that: Mounting blocks (37) are welded to the front and rear portions of both sides of the heat-conducting frame (22).

8. The hybrid vehicle energy recovery device according to claim 7, characterized in that: Mounting holes (38) are provided on both sides of the upper surface of the mounting seat (36) and in the middle of the upper surface of the mounting block (37).

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