Vaporizer thermal management system and vehicle

Abstract

The utility model provides a vaporizer thermal management system and a vehicle. The vaporizer heat management system comprises a first heat circulation system used for exchanging heat with a first driving module of the vehicle; the second heat circulation system is used for exchanging heat with a vaporizer of the vehicle, and a first heater capable of generating heat after being electrified is arranged in the second heat circulation system; the first heat circulation system is selectively communicated with the second heat circulation system. The starting safety and reliability of the second driving mode can be improved, and then the safety and reliability of the vehicle can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a carburetor thermal management system and a vehicle. Background Art

[0002] In the related art, in hybrid vehicles using batteries and liquid fuel, when the gas engine is not in operation, the vaporization of the liquid fuel is not sufficient, thereby affecting the normal starting and operation of the vehicle in a non-pure electric mode. Utility Model Content

[0003] The present application provides a carburetor thermal management system and a vehicle to improve the problem of insufficient vaporization of liquid fuel affecting the normal starting and operation of the vehicle in a non-pure electric mode.

[0004] In a first aspect, the present application proposes a carburetor thermal management system, which includes: a first heat circulation system for performing heat exchange with a first drive module of a vehicle; a second heat circulation system for performing heat exchange with a carburetor of the vehicle, wherein the second heat circulation system is provided with a first heater that can generate heat when powered on; wherein the first heat circulation system can selectively connect to the second heat circulation system.

[0005] In the vaporizer thermal management system of the present application, the vaporizer is connected to the second thermal cycle system, and the second thermal cycle system is selectively connected to the first thermal cycle system. When the second thermal cycle system and the first thermal cycle system are connected, the first thermal cycle system is also used to exchange heat with the vaporizer, or the first thermal cycle system and the first heater are used together to exchange heat with the vaporizer. When the second thermal cycle system and the first thermal cycle system are isolated, the first heater in the second thermal cycle system can perform heat exchange with the vaporizer alone. In this way, when the driving energy of the first drive module is insufficient and the second drive module needs to be started, the vaporizer can ensure that the vaporization amount and intake temperature of the fuel gas meet the requirements when the second drive module is started under the heating action of the first thermal cycle system and the first heater, so that the second drive module can start and operate normally. This is conducive to improving the safety and reliability of starting the second drive mode, and thus helps to improve the safety and reliability of the vehicle.

[0006] In some embodiments, a first temperature sensor is provided in the first thermal circulation system, and a second temperature sensor is provided in the second thermal circulation system; the vaporizer thermal management system also includes a controller, which is respectively connected to the first temperature sensor, the second temperature sensor, the first heater and the vehicle's battery management system.

[0007] In some embodiments, the first driving module includes a battery and / or a driving motor electrically connected to the battery; and the first thermal circulation system is used to perform heat exchange with the battery and / or the driving motor.

[0008] In some embodiments, the air inlet of the vaporizer is used to connect to the fuel storage tank through a first control valve, and the air outlet of the vaporizer is used to connect to the engine; the first control valve is also connected to the first heat circulation system, and the first heat circulation system is also used to perform heat exchange with the first control valve.

[0009] In some embodiments, the first driving module includes a driving motor, the first thermal circulation system includes a first pump and a first pipe connected to the first pump, the first pipe is connected to the heat exchange port of the driving motor; the second thermal circulation system includes a second pump and a second pipe connected to the first heater and the second pump, the second pipe is connected to the heat exchange port of the vaporizer; the vaporizer thermal management system includes a second control valve, the first pipe is connected to the second pipe through the second control valve, and the second control valve is used to control the selective connection between the first thermal circulation system and the second thermal circulation system.

[0010] In some embodiments, the second heat circulation system further includes a third control valve and a third piping, the first end and the second end of the third control valve are connected to the second piping, one end of the third piping is connected to the third end of the third control valve, and the other end is connected to the second piping; the second heat circulation system has a first circulation loop and a second circulation loop, when the first end and the second end are connected, the second control valve, the vaporizer, the third control valve, the first heater, the second pump and the second piping form the first circulation loop, when the first end and the third end are connected, the second control valve, the vaporizer, the third control valve, the third piping and part of the second piping form the second circulation loop.

[0011] In some embodiments, the second heat circulation system further includes a fourth control valve and a fourth pipe, the fourth control valve is connected to the fourth pipe, both ends of the fourth pipe are respectively connected to the second pipe, the second pipe is provided with a fifth control valve between the third pipe and the fourth pipe, and the second heat circulation system also has a third circulation loop; when the first end and the third end are connected, the fifth control valve is closed and the fourth control valve is opened, the first heater, the second pump, part of the second pipe, the fourth pipe and the fourth control valve constitute the third circulation loop.

[0012] In some embodiments, the second heat circulation system further includes a fifth pipe, a sixth control valve and a cab heat exchanger, the sixth control valve and the cab heat exchanger are both connected to the fifth pipe, both ends of the fifth pipe are connected to the second pipe, and the cab heat exchanger is used to supply heat to the cab.

[0013] In some embodiments, the first heat circulation system further includes a first radiator, and the first radiator is connected to the first pipe.

[0014] In some embodiments, the second heat circulation system further includes a second radiator, and the second radiator is connected to the second pipe.

[0015] In a second aspect, the present application provides a vehicle comprising the carburetor thermal management system described in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic structural diagram of a vehicle provided in one embodiment of the present application;

[0017] Figure 2 A schematic structural diagram of a carburetor thermal management system provided in one embodiment of the present application;

[0018] Figure 3 A schematic structural diagram of another carburetor thermal management system provided in one embodiment of the present application;

[0019] Figure 4 A schematic structural diagram of another carburetor thermal management system provided in one embodiment of the present application;

[0020] Figure 5 for Figure 2 Schematic diagram of the structure of the partition between the first thermal circulation system and the second thermal circulation system.

[0021] The description of the reference numerals in the figures is as follows:

[0022] 1- Vehicle;

[0023] 10-Carburettor thermal management system;

[0024] 100 - first heat circulation system, 110 - first pump, 120 - first pipe, 130 - first radiator, 140 - first water tank, 200 - second heat circulation system, 200a - first circulation loop, 200b - second circulation loop, 200c - third circulation loop, 210 - second pump, 220 - second pipe, 230 - third control valve, 240 - third pipe, 250 - second radiator, 260 - second water tank, 270 - fourth control valve, 280 - fourth pipe, 290 - fifth control valve, 291 - fifth pipe, 292 - sixth control valve, 293 - cab heat exchanger, 300 - first heater, 400 - carburetor, 500 - first temperature sensor, 600 - second temperature sensor, 700 - first control valve, 800 - second control valve, 900 - controller;

[0025] 20-first drive module, 21-battery, 22-drive motor;

[0026] 30 - second drive module, 31 - fuel storage tank, 32 - engine. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0028] In the description of this application, it should be understood that if the terms "up", "down", "left", "right", etc. indicate an orientation or position relationship based on the orientation or position relationship shown in the drawings, it is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the position relationship in the drawings are only used for illustrative purposes and cannot be understood as a limitation on this patent. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0029] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0030] In the description of this application, unless otherwise expressly specified or limited, terms such as "installed," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components, unless otherwise expressly limited. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0031] In a first aspect, the present application provides a carburetor thermal management system 10 for a vehicle 1. Figure 1 As shown, the vehicle 1 of the present application can be a hybrid vehicle 1, that is, a vehicle 1 provided with two or more power sources. Specifically, the vehicle 1 includes a first drive module 20 and a second drive module 30, the first drive module 20 can be an electric drive module, and the second drive module 30 can be a gas engine drive module. When the power is sufficient, the first drive module 20 drives the vehicle 1 to move through the drive motor 22, and this mode is the first drive mode; when the power is insufficient, the second drive module 30 converts mechanical energy into electrical energy and supplies it to the drive motor 22 of the first drive module 20, and the drive motor 22 then drives the vehicle 1 to move, or the engine 32 of the second drive module 30 directly drives the vehicle 1 to move, or the engine 32 and the drive motor 22 jointly drive the vehicle 1 to move, and this mode is recorded as the second drive mode.

[0032] like Figure 2 As shown, the carburetor thermal management system 10 includes a first thermal cycle system 100, a second thermal cycle system 200, a first heater 300, and a carburetor 400. The first thermal cycle system 100 is used to exchange heat with the first drive module 20 of the vehicle 1; the second thermal cycle system 200 is used to exchange heat with the carburetor 400 of the vehicle 1, and the carburetor 400 is used to supply air to the engine 32 of the second drive module 30. The first heater 300 is disposed in the second thermal cycle system 200 and generates heat when powered. The first thermal cycle system 100 can selectively communicate with the second thermal cycle system 200.

[0033] In the present application, the first thermal cycle system 100 can perform heat exchange with the first drive module 20. For example, the first thermal cycle system 100 can be a battery cooling circuit or a drive motor cooling circuit. The second thermal cycle system 200 can perform heat exchange with the vaporizer 400. Optionally, the second thermal cycle system 200 can be a separately provided thermal cycle system for performing heat exchange with the vaporizer 400; or, the second thermal cycle system 200 can be an engine cooling cycle system for performing heat exchange with the engine, and the vaporizer 400 is connected to the engine cooling cycle system. For example, the second thermal cycle system 200 can be a natural gas engine cooling cycle system, a hydrogen fuel engine cooling cycle system, etc., and this application does not limit this.

[0034] The first heater 300 may be, for example, a PTC (Positive Temperature Coefficient) heater, which may generate heat under the action of electrical energy, thereby adjusting the temperature of the coolant in the second thermal cycle system 200 .

[0035] The vaporizer 400 is used to vaporize liquid fuel into a gaseous state. Taking natural gas as an example, natural gas is usually stored in liquid form at low temperatures (less than 162°C). It must be heated and vaporized before it can be used normally. The function of the vaporizer 400 is to heat the liquid natural gas until it is vaporized. When the natural gas vaporization effect is poor, it can lead to problems such as low natural gas temperature and insufficient natural gas flow, which can cause various faults such as engine 32 failure, frostbite on component sealing rubber rings, and even the inability of vehicle 1 to start.

[0036] In the vaporizer thermal management system 10 of the present application, the first heater 300 and the vaporizer 400 are both connected to the second thermal cycle system 200, and the second thermal cycle system 200 can be selectively connected to the first thermal cycle system 100. The following is a detailed description:

[0037] When the first thermal cycle system 100 and the second thermal cycle system 200 are electrically connected, the first thermal cycle system 100 also exchanges heat with the carburetor 400. Alternatively, the first thermal cycle system 100 and the first heater 300 may be used together to exchange heat with the carburetor 400. For example, when the vehicle 1's first driving mode is about to run out of power and the second driving mode needs to be activated, the first thermal cycle system 100 may use the heat obtained by the first driving module 20 to heat the carburetor 400, thereby preheating the carburetor 400. After preheating, the second driving module 30 may be activated, thereby enabling the first thermal cycle system 100 to heat the carburetor 400 alone. Alternatively, the first thermal cycle system 100 may use the heat obtained by the first driving module 20 to heat the carburetor 400, while the first heater 300 of the second thermal cycle system 200, powered by electrical energy, simultaneously heats the carburetor 400, thereby enabling the first thermal cycle system 100 and the first heater 300 to heat the carburetor 400 together.

[0038] When the first thermal cycle system 100 and the second thermal cycle system 200 are isolated, the first heater 300 in the second thermal cycle system 200 independently exchanges heat with the vaporizer 400. Specifically, when the first thermal cycle system 100 and the second thermal cycle system 200 are isolated, the coolant in the first thermal cycle system 100 and the coolant in the second thermal cycle system 200 cannot flow between them. In this case, the first thermal cycle system 100 only exchanges heat with the components of the first driver module 20, while the first heater 300 in the second thermal cycle system 200 heats the vaporizer 400.

[0039] In this way, when the first drive module 20's driving energy is insufficient and the second drive module 30 needs to be activated, or when the vehicle is cold-started, the vaporizer 400, heated by the first thermal cycle system 100 and the first heater 300, can ensure that the fuel gas vaporization amount and intake air temperature meet the requirements when the second drive module 30 is activated, thereby allowing the second drive module 30 to start normally. This helps improve the safety and reliability of starting in the second drive mode, and thus the safety and reliability of the vehicle 1. Furthermore, since the waste heat of the first thermal cycle system 100 can be used to heat the vaporizer 400, it also helps save energy.

[0040] It is easy to understand that when the first thermal cycle system 100 and the second thermal cycle system 200 are turned on, the first thermal cycle system 100 and the first heater 300 can flexibly choose whether to heat the vaporizer 400 according to actual conditions. For example, in some embodiments, Figure 3As shown, when vehicle 1 is cold-started using first drive module 20, first thermal cycle system 100 and second thermal cycle system 200 are connected, and first heater 300 is adjusted to maximum heating power, allowing first thermal cycle system 100 and first heater 300 to jointly heat carburetor 400. This allows second drive module 30 to quickly reach an operational state after vehicle 1 is started, thereby improving the timeliness of initiating the second drive mode.

[0041] For example, in other embodiments, Figure 3 or Figure 4 As shown, assuming that the switching power limit of the battery 21 set when the vehicle 1 switches from the first driving mode to the second driving mode is less than or equal to 20%, the switching power limit refers to the power value of the battery 21 when the vehicle 1 switches from the first driving mode to the second driving mode. When the power of the battery 21 is equal to the switching power limit, the vehicle 1 switches from the first driving mode to the second driving mode. If the power of the battery 21 of the first driving module 20 is slightly greater than 20%, such as 23%, 25%, 28%, etc., that is, the difference between the power of the battery 21 of the first driving module 20 and the switching power limit is greater than the first value (for example, 3%) and less than or equal to the second value (for example, 8%), the first heat circulation system 100 and the second heat circulation system 200 are connected, and the first heat circulation system 100 heats the vaporizer 400 alone. At this time, the first heater 300 does not work (such as Figure 3 ), or, the first heater 300 does not participate in the cycle (such as Figure 4 When the battery 21 of the first drive module 20 is depleted to 20%, the vaporizer 400 is preheated, and the second drive mode can be immediately activated. In this case, the first thermal cycle system 100 preheats the vaporizer 400 using the residual heat of the first drive module 20, eliminating the need to activate the first heater 300. This saves energy and improves the timeliness of the activation of the second drive module 30.

[0042] It will be readily understood that when the first thermal cycle system 100 and the second thermal cycle system 200 are disconnected, the first heater 300 can flexibly select the heating state for the carburetor 400 based on actual conditions. For example, if the vehicle 1 is operating stably in the second driving mode, the first thermal cycle system 100 and the second thermal cycle system 200 can be disconnected, while the first heater 300 of the second thermal cycle system 200 can continue to heat the carburetor 400. This allows the coolant temperature in the second thermal cycle system 200 to stabilize within a target range, such as between 80° and 90°, thereby improving the stability of operation in the second driving mode. For another example, if the coolant temperature in the second thermal cycle system 200 is detected to exceed a limit, such as greater than or equal to 90°, the first heater 300 can adjust its operating voltage to reduce the coolant temperature, returning the coolant temperature in the second thermal cycle system 200 to the target range. This prevents excessively high coolant temperature from reheating the vaporized natural gas and causing problems such as abnormal combustion in the engine 32 cylinders. For another example, if the vehicle 1 operates stably in the first driving mode and does not need to switch to the second driving mode, the second driving module 30 does not operate. At this time, the first thermal circulation system 100 and the second thermal circulation system 200 are isolated, and the first heater 300 of the second thermal circulation system 200 stops heating.

[0043] In addition, it should be noted that when the second heat circulation system 200 is connected to the engine cooling circulation system; or when the second heat circulation system 200 is the engine cooling circulation system, the second heat circulation system 200 can also exchange the waste heat of the engine 32 with the vaporizer 400, thereby realizing the recovery and utilization of the engine waste heat, which is beneficial to energy saving.

[0044] In some embodiments, as Figures 2 to 5 As shown, the first thermal cycle system 100 is provided with a first temperature sensor 500, and the second thermal cycle system 200 is provided with a second temperature sensor 600. The first temperature sensor 500 is used to detect a first temperature of the first thermal cycle system 100, and the second temperature sensor 600 is used to detect a second temperature of the second thermal cycle system 200. The vaporizer thermal management system 10 is also electrically connected to the battery management system of the vehicle 1, which is used to detect a first charge level of the first drive module 20. Furthermore, the vaporizer thermal management system 10 also includes a controller 900, which is connected to the first temperature sensor 500, the second temperature sensor 600, the first heater 300, and the vehicle's battery management system.

[0045] In this way, by combining the control mode of the controller with the temperature of the coolant of the carburetor thermal management system 10 and the power of the battery 21 of the vehicle 1, heating control of the carburetor 400 is achieved, which is beneficial to the accuracy and intelligence of the control of the carburetor thermal management system 10.

[0046] Specifically, when the first power level is greater than the set switching power limit and the difference between the two is greater than a second value (e.g., 8%), and the first temperature of the first cycle switching circuit 100 is greater than the second temperature of the second heat cycle system 200 and the difference is greater than a third value (e.g., 3°), it indicates that the vehicle 1 can continue to operate under the drive of the first drive module 20, and the second drive module 30 can be kept inactive. Figure 5 As shown, the controller sets the first thermal cycle system 100 and the second thermal cycle system 200 to an isolated state, and the first thermal cycle system 100 cools the first driving module 20 alone.

[0047] When the first power level is greater than the set switching power level limit and the difference between the two is greater than a first value (e.g., 3%) and less than or equal to a second value (e.g., 8%), and the first temperature of the first heat exchange circuit 100 is greater than the second temperature of the second heat cycle system 200 and the difference is greater than a third value (e.g., 3°), it indicates that the vehicle 1 can be driven by the first drive module 20 for a period of time and then needs to switch to the second drive mode. At this time, the second drive module 30 has not yet started. Therefore, if Figure 3 or Figure 4 As shown, the controller turns on the first and second thermal circulation systems 100 and 200, enabling the first thermal circulation system 100 to utilize the residual heat from the first driver module 20 to preheat the vaporizer 400, thereby completing the preheating process. This allows the second driver module 30 to activate promptly when the power consumption of the first driver module 20 reaches the power switching limit. This improves the timeliness and reliability of activating the second drive mode. Furthermore, since the first heater 300 is not activated, energy can be saved.

[0048] When the first temperature is greater than the second temperature and the difference is less than or equal to a third value (e.g., 3°), or when the first temperature is less than or equal to the second temperature, it indicates that the coolant temperature of the second thermal cycle system 200 of the vehicle 1 meets the standard and the carburetor 400 can be heated; or it indicates that the second driving module 30 has been started and is in working state. Figure 5 As shown, the controller sets the first thermal cycle system 100 and the second thermal cycle system 200 to an isolated state, so that the first heater 300 of the second thermal cycle system 200 heats the vaporizer 400 alone, and the first driving module 20 can be in an operating or non-operating state.

[0049] Moreover, in the above situation, the first thermal circulation system 100 and the second thermal circulation system 200 are isolated. In this way, the coolant of the second thermal circulation system 200 will not flow back into the first thermal circulation system 100, which can avoid the coolant of the second thermal circulation system 200 affecting the cooling of the first drive module 20, thereby helping to further improve the reliability and stability of the operation of the vehicle 1.

[0050] It should be noted that in the above embodiment, the first value and the second value refer to the preset values of the difference between the actual power of the battery 21 and the preset switching power limit. For example, the first value can be 2%, 3%, etc., the second value can be 8%, 10%, etc., and the switching power limit can be 20%. Similarly, the third value refers to the preset value of the temperature difference between the first temperature and the second temperature, for example, it can be 3°, 5°, 8°, etc. The specific values ​​above can be flexibly designed according to actual conditions.

[0051] The above embodiment illustrates the on-off conditions of the first thermal cycle system 100 and the second thermal cycle system 200 when the vehicle 1 operates in the first driving mode, switches from the first driving mode to the second driving mode, and operates in the second driving mode. It is easy to understand that the on-off conditions of the first thermal cycle system 100 and the second thermal cycle system 200 can also be limited when the vehicle 1 is cold-started by the first driving module 20. Specifically, when the vehicle 1 is cold-started by the first driving module 20, the second driving module 30 is not started. Under the heating of the first driving module 20, the first temperature of the first circulation circuit 100 will be greater than the second temperature of the second thermal cycle system 200 and the difference will exceed the third value. At this time, as Figure 3 As shown, without considering the charge level of battery 21, the controller directly connects first thermal cycle system 100 and second thermal cycle system 200, and activates first heater 300, so that first thermal cycle system 100 and first heater 300 jointly heat carburetor 400. This allows vehicle 1 to switch to the second drive mode immediately if needed after a cold start, thereby ensuring timely use of second drive module 30.

[0052] In addition, it is easy to understand that there are many ways to electrically connect the controller 900 to the first heater 300. For example, the controller 900 is directly electrically connected to the first heater 300 to control the working state of the first heater 300; or the first heater 300 is electrically connected to the battery 21 through a control switch, and the controller 900 is electrically connected to the control switch, thereby realizing an indirect connection between the controller 900 and the first heater 300. This application does not impose any restrictions on this.

[0053] In some embodiments, as Figures 2 to 5As shown, the first driving module 20 includes a battery 21 and / or a driving motor 22 electrically connected to the battery 21 , and the first thermal cycle system 100 is used to perform heat exchange with the battery 21 and / or the driving motor 22 .

[0054] In this embodiment, the first thermal circulation system 100 is used to exchange heat with at least one of the battery 21 and the drive motor 22. That is, the first thermal circulation system 100 can be a battery cooling circuit, a drive motor cooling circuit, or a cooling circuit that cools both the battery 21 and the drive motor 22. In this way, the waste heat of the battery 21 and / or the drive motor 22 can be recycled, which is beneficial to saving energy.

[0055] In some embodiments, as Figures 2 to 5 As shown, the second drive module 30 includes a fuel storage tank 31 and an engine 32. The air inlet of the vaporizer 400 is used to connect to the fuel storage tank 31 through the first control valve 700, and the air outlet of the vaporizer 400 is used to connect to the engine 32. The heat exchange port of the first control valve 700 is also connected to the first heat circulation system 100, and the first heat circulation system 100 is also used to perform heat exchange with the first control valve 700.

[0056] In this embodiment, the first control valve 700 can be, for example, a solenoid-controlled valve that controls the flow of fuel between the fuel tank 31 and the vaporizer 400. Because the first control valve 700 is close to the fuel tank 31, it must be continuously heated to prevent frostbite. Therefore, the heat exchange port of the first control valve 700 is connected to the first thermal cycle system 100, allowing the first thermal cycle system 100 to utilize waste heat to heat the first control valve 700, thereby improving the reliability and lifespan of the first control valve 700.

[0057] It should be noted that the heat exchange port of the first control valve 700 is connected to the first heat circulation system 100, which means that the first control valve 700 includes a valve body and a water exchange water jacket arranged inside or outside the valve body, and the water exchange water jacket of the first control valve 700 is connected to the pipeline of the first heat circulation system 100; or, the first control valve 700 includes a valve housing with an integrated water flow channel, and the water flow channel of the first control valve 700 is connected to the pipeline of the first heat circulation system 100. This application does not impose any restrictions on this.

[0058] In some embodiments, as Figures 2 to 5As shown, the first driving module 20 includes a driving motor 22, the first thermal circulation system 100 includes a first pump 110 and a first pipe 120 connected to the first pump 110, the first pipe 120 is connected to the heat exchange port of the driving motor 22, the second thermal circulation system 200 includes a second pump 210 and a second pipe 220 connected to the first heater 300 and the second pump 210, the second pipe 220 is connected to the heat exchange port of the vaporizer 400, the vaporizer thermal management system 10 includes a second control valve 800, the first pipe 120 is connected to the second pipe 220 through the second control valve 800, and the second control valve 800 is used to control the first thermal circulation system 100 and the second thermal circulation system 200 to be selectively connected.

[0059] In this embodiment, the first thermal cycle system 100 is a drive motor cooling system, and the second thermal cycle system 200 is a water circulation system that independently heats the carburetor 400. Furthermore, the second control valve 800 may be an electrically controlled four-way valve. Thus, the second control valve 800 can control the connection and disconnection between the second thermal cycle system 200 and the first thermal cycle system 100, thereby enabling selection of the heating source for the carburetor 400 based on the operating conditions of the vehicle 1.

[0060] It should be noted that the first pipe 120 is connected to the heat exchange port of the drive motor 22, which means that the drive motor 22 includes a motor body and a water exchange water jacket arranged inside or outside the motor body, and the water exchange water jacket of the drive motor 22 is connected to the first pipe 120 of the first heat circulation system 100; or, the drive motor 22 includes a motor housing integrated with a water flow channel, and the water flow channel of the drive motor 22 is connected to the first pipe 120 of the first heat circulation system 100. This application does not impose any restrictions on this.

[0061] Similarly, the second piping 220 is connected to the heat exchange port of the vaporizer 400, which means that the vaporizer 400 includes a vaporizer body and a water exchange water jacket arranged inside or outside the vaporizer body, and the water exchange water jacket of the vaporizer 400 is connected to the second piping 220 of the second heat circulation system 200; or, the vaporizer 400 includes a vaporizer shell with an integrated water flow channel, and the water flow channel of the vaporizer 400 is connected to the second piping 220 of the second heat circulation system 200. This application does not impose any restrictions on this.

[0062] In some embodiments, the first heat cycle system 100 further includes a first radiator 130 and a first water tank 140 disposed in the first pipe 120. Thus, the heat dissipation of the first heat cycle system 100 can be precisely controlled.

[0063] In some embodiments, as Figure 4As shown, the second thermal cycle system 200 further includes a third control valve 230 and a third pipe 240. The first and second ends of the third control valve 230 are connected to the second pipe 220. One end of the third pipe 240 is connected to the third end of the third control valve 230, and the other end is connected to the second pipe 220. The second thermal cycle system 200 has a first circulation loop 200a and a second circulation loop 200b. Figure 4 Shown and referenced Figure 3 When the first end and the second end of the third control valve 230 are connected, the second control valve 800, the vaporizer 400, the third control valve 230, the first heater 300, the second pump 210 and the second pipe 220 form a first circulation loop 200a. Figure 4 As shown, when the first end and the third end of the third control valve 230 are connected, the second control valve 800, the vaporizer 400, the third control valve 230, the third pipe 240 and a portion of the second pipe 220 form a second circulation loop 200b.

[0064] This embodiment provides one specific structure of the second thermal cycle system 200. The second thermal cycle system 200 also includes a third control valve 230 and a third pipe 240. The third control valve 230 can be an electrically controlled three-way valve. Under the action of the third control valve 230 and the third pipe 240, the second thermal cycle system 200 can form two circulation loops. Specifically, when the first end and the second end of the third control valve 230 are connected, the second control valve 800, the vaporizer 400, the third control valve 230, the first heater 300, the second pump 210, and the second pipe 220 form a first circulation loop 200a. In this way, the first heater 300 in the first circulation loop 200a can choose whether to heat the coolant in the first circulation loop 200a according to actual conditions.

[0065] In addition, it can be understood that when the vehicle 1 is cold-started by the first drive module 20, the first thermal circulation system 100 can be connected to the first circulation loop 200a of the second thermal circulation system 200, so that the first thermal circulation system 100 and the first heater 300 simultaneously preheat the engine 32 and the vaporizer 400, thereby improving the timeliness of starting the second drive module 30.

[0066] When the first and third ends of third control valve 230 are connected, second control valve 800, carburetor 400, third control valve 230, third piping 240, and a portion of second piping 220 form second circulation loop 200b. In this case, second circulation loop 200b includes only carburetor 400. When the power level of vehicle 1 is greater than the switching power level limit, and the difference is greater than a first value and less than or equal to a second value, first thermal cycle system 100 can be connected to second circulation loop 200b of second thermal cycle system 200, allowing first thermal cycle system 100 to preheat carburetor 400 solely through second circulation loop 200b.

[0067] It should be noted that in Figure 3 In the embodiment, the second thermal cycle system 200 has only the first cycle loop 200a, and in Figure 4 In the second heat cycle system 200, two circulation loops are formed by the third control valve 230 and the third pipe 240, namely the first circulation loop 200a (with Figure 3 Same) and the second circulation loop 200b. It can be understood that although Figure 3 and Figure 4 Both can realize the heating of the vaporizer 200 by the first heat cycle system 100 alone, but Figure 4 Compared to Figure 3 As far as the second circulation loop 200b is concerned, since the water does not flow through the first heater 300, the second pump 210 and other components, the pipeline of the second circulation loop 200b becomes shorter and the water resistance becomes smaller, thereby improving the preheating effect of the first heat circulation system 100 on the vaporizer 400, thereby further improving the safety and reliability of the operation of the vehicle 1.

[0068] Optionally, in some embodiments, the second piping 220 of the first circulation loop 200a further includes a second radiator 250 and a second water tank 260. This allows for further precise control of the heat dissipation within the second thermal cycle system 200, thereby ensuring that the coolant in the second thermal cycle system 200 does not overheat. For example, when the second thermal cycle system 200 operates in the first circulation loop 200a, the controller monitors the coolant temperature in the first circulation loop 200a in real time and controls the heating voltage of the first heater 300, thereby achieving closed-loop control of the PTC voltage. The coolant temperature in the first circulation loop 200a is preset within a range of, for example, 80°C to 90°C. When the coolant temperature fluctuates, the heating voltage of the first heater 300 and the heat dissipation of the second radiator 250 are adjusted based on the fluctuation. This ensures that the coolant temperature flowing through the vaporizer 400 remains within the range of 80°C to 90°C while ensuring coordinated control of the second radiator 250 and the first heater 300, preventing overheating. When the coolant temperature exceeds an upper limit, for example, 90°, the controller controls the first heater 300 to stop heating and adjusts the heat dissipation of the second radiator 250 to a maximum to prevent the coolant temperature from being too high.

[0069] In some embodiments, both the first pump 110 and the second pump 210 can be electronic water pumps. Thus, when certain drive modules are not operating, the first pump 110 and the second pump 210 can be automatically operated through electronic control, thereby circulating the coolant. This can improve the automation and intelligence of the operation of the carburetor thermal management system 10.

[0070] In some embodiments, as Figure 1 and Figure 5 As shown, the second thermal cycle system 200 further includes a fourth control valve 270 and a fourth pipe 280. The fourth control valve 270 is connected to the fourth pipe 280. The fourth pipe 280 is connected to the second pipe 220 at both ends. A fifth control valve 290 is provided between the third pipe 240 and the fourth pipe 280 in the second pipe 220. The second thermal cycle system 200 also has a third circulation loop 200c. When the first and third ends of the third control valve 230 are connected, the fifth control valve 290 is closed, and the fourth control valve 270 is open, the first heater 300, the second pump 210, a portion of the second pipe 220, the fourth pipe 280, and the fourth control valve 270 form the third circulation loop 200c.

[0071] In this embodiment, the second thermal cycle system 200 further includes a fourth control valve 270 and a fourth pipe 280. Under the action of the fourth control valve 270 and the fourth pipe 280, the second thermal cycle system 200 also forms a third circulation loop 200c. Thus, when the first and third ends of the third control valve 230 are connected, the first thermal cycle system 100 preheats the carburetor 400 solely through the second circulation loop 200b. Furthermore, because the second circulation loop 200b does not flow through components such as the engine 32, the first heater 300, and the second pump 210, the pipe is shortened and the water resistance is reduced, thereby improving the preheating effect of the first thermal cycle system 100 on the carburetor 400.

[0072] At the same time, the fourth control valve 270 can be opened, the fifth control valve 290 can be closed, and the second pump 210 can be activated. This allows the coolant in the third circulation loop 200c to circulate. Then, the first heater 300 is activated to heat the coolant in the third circulation loop 200c, rapidly raising its temperature. It will be readily understood that the second temperature sensor 600 can be disposed on the second piping 220 and within the third circulation loop 200c. When the second temperature sensor 600 detects that the coolant in the third circulation loop 200c has reached a temperature suitable for heating the vaporizer 400, the fifth control valve 290 is opened, the fourth control valve 270 is closed, and the first and second ends of the third control valve 230 are connected. Furthermore, the second control valve 800 is switched to isolate the first thermal cycle system 100 from the second thermal cycle system 200, preventing the coolant in the second thermal cycle system 200 from flowing back into the first thermal cycle system 100. In this way, the first circulation loop 200a of the second heat circulation system 200 is connected, and the first heater 300 of the first circulation loop 200a heats the vaporizer 400. In this way, the heating source of the vaporizer 400 can be flexibly switched.

[0073] Based on the above description, it can be seen that in this embodiment, while the first thermal cycle system 100 independently heats the vaporizer 400 via the second circulation loop 200b, the first heater 300 can simultaneously heat the coolant in the second thermal cycle system 200 via the third circulation loop 200c. This allows for rapid temperature increase of the coolant in the second thermal cycle system 200, thereby smoothly and quickly switching the heating source for the vaporizer 400 from the first driver module 20 in the first thermal cycle system 100 to the second heater 300 in the second thermal cycle system 200. This, on the one hand, reduces the preheating time required by the first thermal cycle system 100 for the vaporizer 400, preventing damage to the first driver module 20 and the first thermal cycle system 100 caused by prolonged heating of the vaporizer 400. On the other hand, it allows the second thermal cycle system 200 to quickly begin heating the vaporizer 400, thereby reducing the risk of component damage in the second driver module 20 due to low temperatures and ensuring normal startup of the second driver module 20.

[0074] In some embodiments, the second heat circulation system 200 further includes a fifth pipe 291, a sixth control valve 292, and a cab heat exchanger 293. The sixth control valve 292 and cab heat exchanger 293 are connected to the fifth pipe 291, and both ends of the fifth pipe 291 are connected to the second pipe 220. The cab heat exchanger 293 is used to supply heat to the cab. The cab heat exchanger 293 can be, for example, a heater. When the vehicle 1 requires heating, if the vehicle 1 is operating in the first driving mode, the battery 21 can power the cab heat exchanger 293, causing it to emit hot air. When the vehicle 1 is operating in the second driving mode, the high-temperature coolant in the first circulation loop 200a can serve as a heat source to exchange heat with the cab heat exchanger 293, causing it to emit hot air. This improves the convenience of heating and allows waste heat from the engine in the first circulation loop 200a to be recovered, thereby saving energy.

[0075] In a second aspect, this application proposes a vehicle 1, which can be a natural gas-battery hybrid vehicle. Vehicle 1 includes the vaporizer thermal management system 10 described in the first aspect. When the driving energy of the first drive module 20 is insufficient and the second drive module 30 needs to be activated, the vaporizer 400, heated by the first thermal cycle system 100 and the first heater 300, ensures that the fuel gas vaporization volume and intake air temperature meet the requirements when the second drive module 30 is activated, thereby enabling the second drive module 30 to start normally. This improves the safety and reliability of activation in the second drive mode, and thereby enhances the safety and reliability of the vehicle 1.

[0076] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A carburetor thermal management system, characterized in that: include: a first heat circulation system for performing heat exchange with a first drive module of the vehicle; a second heat circulation system for exchanging heat with a carburetor of the vehicle, wherein the second heat circulation system is provided with a first heater capable of generating heat when powered on; Wherein, the first thermal circulation system can be selectively connected to the second thermal circulation system.

2. The carburetor thermal management system according to claim 1, characterized in that: A first temperature sensor is provided in the first thermal cycle system, and a second temperature sensor is provided in the second thermal cycle system; The carburetor thermal management system further includes a controller, which is respectively connected to the first temperature sensor, the second temperature sensor, the first heater, and a battery management system of the vehicle.

3. The carburetor thermal management system according to claim 1, characterized in that: The first driving module includes a battery and / or a driving motor electrically connected to the battery; The first thermal circulation system is used for performing heat exchange with the battery and / or the drive motor.

4. The carburetor thermal management system according to claim 3, characterized in that: The air inlet of the vaporizer is used to connect to the fuel storage tank through a first control valve, and the air outlet of the vaporizer is used to connect to the engine; The heat exchange port of the first control valve is also connected to the first heat circulation system, and the first heat circulation system is also used for heat exchange with the first control valve.

5. The carburetor thermal management system according to claim 1, characterized in that: The first driving module includes a driving motor, the first heat circulation system includes a first pump and a first pipe connected to the first pump, and the first pipe is connected to the heat exchange port of the driving motor; The second heat circulation system includes a second pump and a second pipe connecting the first heater and the second pump, wherein the second pipe is connected to the heat exchange port of the vaporizer; The carburetor thermal management system includes a second control valve, the first pipe is connected to the second pipe through the second control valve, and the second control valve is used to control the first heat cycle system and the second heat cycle system to be selectively connected.

6. The carburetor thermal management system according to claim 5, characterized in that: The second heat cycle system further includes a third control valve and a third pipe, wherein the first end and the second end of the third control valve are connected to the second pipe, and one end of the third pipe is connected to the third end of the third control valve and the other end is connected to the second pipe; The second heat circulation system has a first circulation loop and a second circulation loop. When the first end and the second end are connected, the second control valve, the vaporizer, the third control valve, the first heater, the second pump and the second pipe form the first circulation loop. When the first end and the third end are connected, the second control valve, the vaporizer, the third control valve, the third pipe and part of the second pipe form the second circulation loop.

7. The carburetor thermal management system according to claim 6, characterized in that: The second thermal cycle system further includes a fourth control valve and a fourth pipe, the fourth control valve being connected to the fourth pipe, both ends of the fourth pipe being connected to the second pipe, a fifth control valve being provided between the third pipe and the fourth pipe, and the second thermal cycle system further having a third circulation loop; When the first end and the third end are in communication, the fifth control valve is closed, and the fourth control valve is opened, the first heater, the second pump, a portion of the second pipe, the fourth pipe, and the fourth control valve form the third circulation loop.

8. The carburetor thermal management system according to claim 6, characterized in that: The second heat circulation system also includes a fifth pipe, a sixth control valve and a cab heat exchanger. The sixth control valve and the cab heat exchanger are both connected to the fifth pipe. Both ends of the fifth pipe are connected to the second pipe. The cab heat exchanger is used to supply heat to the cab.

9. The carburetor thermal management system according to claim 6, characterized in that: The first heat circulation system further includes a first radiator, and the first radiator is connected to the first pipe; And / or, the second heat circulation system further includes a second radiator, and the second radiator is connected to the second pipe.

10. A vehicle, characterized in that: The invention comprises a carburetor thermal management system according to any one of claims 1 to 9.

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