Thermal management system of vehicle, frame structure and vehicle

Abstract

The utility model relates to a heat management system of a vehicle, a vehicle frame structure and the vehicle, the heat management system of the vehicle comprises a first heat exchange component and the vehicle frame structure, the vehicle frame structure is provided with a cavity, the cavity communicates with the first heat exchange component, and the cavity is suitable for containing a heat exchange medium exchanging heat with the first heat exchange component; according to the heat management system, the occupied space of the vehicle frame can be reduced under the condition that the heat exchange effect of the heat exchange component of the vehicle is kept, and the miniaturization and integration of the vehicle are further improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle parts technology, specifically to a vehicle thermal management system, a frame structure, and a vehicle. Background Technology

[0002] Vehicle components such as engines, motors, and generators typically require a cooling medium (such as coolant oil) for heat exchange. The relevant technology usually involves storing the cooling medium in an external oil tank attached to the vehicle and connecting it to the oil tank via pipelines. This allows the cooling medium to be continuously supplied through the pipelines during vehicle operation to circulate and cool the heat exchange components. However, external oil tanks occupy vehicle frame space and are relatively inconvenient to install. Utility Model Content

[0003] The purpose of this disclosure is to provide a vehicle thermal management system, chassis structure, and vehicle that can reduce space occupation while maintaining the heat exchange effect of the vehicle's heat exchange components, further improve the vehicle's lightweight and integration, and reduce costs, so as to at least partially solve the above-mentioned technical problems.

[0004] To achieve the above objectives, a first aspect of this disclosure provides a thermal management system including a first heat exchange component; and a frame structure having a chamber connected to the first heat exchange component, the chamber being adapted to contain a heat exchange medium that exchanges heat with the first heat exchange component.

[0005] Optionally, the first heat exchange component includes at least one of an engine, an electric motor, and a generator.

[0006] Optionally, at least two of the engine, the motor, and the generator have heat exchange paths suitable for the flow of the heat exchange medium connected in parallel; or, the heat exchange paths of the engine, the motor, and the generator are connected in series.

[0007] Optionally, the heat exchange flow paths of the engine, the motor, and the generator, adapted for the flow of the heat exchange medium, are connected in parallel, and the outlet of each heat exchange flow path is connected to an oil receiving pan, which is connected to the chamber.

[0008] Optionally, the thermal management system further includes a second heat exchange component, which is connected to the first heat exchange component and the chamber.

[0009] Optionally, the second heat exchange component includes an oil cooler.

[0010] Optionally, the thermal management system includes a liquid supply path and a liquid return path, wherein the liquid supply path is connected between the first heat exchange component and the outlet of the chamber, and the liquid return path is connected between the first heat exchange component and the inlet of the chamber.

[0011] Optionally, the thermal management system further includes a filtration device, which is provided on the liquid supply path and / or the liquid return path.

[0012] Optionally, the thermal management system further includes a pump, which is provided on the liquid supply path and / or the liquid return path.

[0013] A second aspect of this disclosure provides a chassis structure that employs the chassis structure in the vehicle thermal management system described in any of the above-mentioned alternative embodiments.

[0014] Optionally, the frame structure includes: a frame body, the chamber being formed within the frame body, the frame body having at least one inlet communicating with the chamber and the first heat exchange component; and a pipeline, at least partially disposed within the chamber, the pipeline having an outlet communicating with the first heat exchange component and at least one first connection port communicating with the chamber.

[0015] Optionally, the outlet of the pipeline is connected to the first heat exchange component via a pump body located outside the main body of the vehicle frame.

[0016] Optionally, the frame body includes multiple beam structures, and at least one of the beam structures has the cavity inside.

[0017] Optionally, the pipeline further includes a first pipe section disposed within the cavity, the first pipe section extending along the length direction of the beam structure, and the first connecting port disposed on the first pipe section.

[0018] Optionally, a plurality of the first connecting ports are arranged at intervals along the circumference of the first pipe segment and / or the extension direction of the first pipe segment.

[0019] Optionally, the first pipe section is attached to the inner bottom wall of the chamber.

[0020] Optionally, at least two baffles are arranged at intervals along the length of the beam structure, and any two adjacent baffles and the inner sidewall of the beam structure form the cavity.

[0021] Optionally, the end of the first pipe segment along the length of the beam structure has a gap with the adjacent baffle.

[0022] Optionally, the pipeline further includes a second pipe section connected at an angle to the first pipe section, the second pipe section and the first pipe section forming a tee structure, and the outlet is formed on the second pipe section.

[0023] Optionally, the beam structure is provided with a second communication port, the second pipe section is located in the cavity, and the outlet is connected to the second communication port; or, the second pipe section passes through and is sealed to the second communication port, and the outlet is located outside the beam structure.

[0024] Optionally, the second connection is located on the side wall of the beam structure, and / or the inlet is located on the top wall of the beam structure.

[0025] Optionally, the main body of the frame includes a front subframe, and the chamber is disposed on the front subframe.

[0026] Optionally, the multiple beam structure of the front subframe includes two longitudinal beams extending side by side along the length direction of the vehicle, and a front crossbeam and a rear crossbeam extending along the width direction of the vehicle, the front crossbeam and the rear crossbeam being connected between the two longitudinal beams, and the chamber being disposed within the front crossbeam.

[0027] Optionally, the bottom of the frame body is provided with an oil drain port that communicates with the chamber.

[0028] A third aspect of this disclosure provides a vehicle comprising the thermal management system described in any of the above alternatives and / or the frame structure described in any of the alternatives.

[0029] The vehicle thermal management system provided in this disclosure utilizes the existing vacant areas (chambers) of the vehicle frame structure to store the heat exchange medium (e.g., cooling oil) when exchanging heat with the first heat exchange component (e.g., engine, motor, or generator) through the thermal pipeline system. This eliminates the problem of having to externally mount an oil tank on the vehicle frame, which occupies a lot of frame space, as required in related technologies. It has a high degree of integration and can reduce the overall vehicle weight, achieving lightweighting. In addition, it can save on related components such as external oil tanks, reducing costs.

[0030] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0031] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0032] Figure 1 This is a schematic diagram of the heat exchange cycle of the vehicle thermal management system provided in an exemplary embodiment of this disclosure;

[0033] Figure 2 This is a top view of the frame structure provided in an exemplary embodiment of this disclosure;

[0034] Figure 3 This is a schematic diagram of the internal structure of the vehicle frame structure provided in the exemplary embodiments of this disclosure from a downward viewing angle;

[0035] Figure 4 This is a three-dimensional schematic diagram of the front crossbeam structure provided in an exemplary embodiment of this disclosure;

[0036] Figure 5 This is a front view of the front crossbeam portion structure provided in an exemplary embodiment of this disclosure;

[0037] Figure 6 This is a bottom view of the front crossbeam portion structure provided in an exemplary embodiment of this disclosure;

[0038] Figure 7 This is a schematic diagram of the pipeline structure provided in an exemplary embodiment of this disclosure;

[0039] Figure 8 This is a three-dimensional structural diagram of the baffle provided in an exemplary embodiment of this disclosure;

[0040] Figure 9 This is a front view of the baffle provided in an exemplary embodiment of this disclosure.

[0041] Explanation of reference numerals in the attached figures

[0042] 1-First heat exchange component; 102-Supply flow path; 103-Return flow path; 110-Engine; 120-Motor; 130-Generator; 2-Frame structure; 210-Cavity; 220-Frame body; 221-Inlet; 222-Beam structure; 2221-Baffle; 2222-Second connecting port; 2223-Longitudinal beam; 2224-Front crossbeam; 2225-Rear crossbeam; 223-Drain port; 230-Pipeline; 231-Outlet; 232-First connecting port; 233-First pipe section; 234-Second pipe section; 3-Second heat exchange component; 4-Filter device; 5-Pump. Detailed Implementation

[0043] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0044] In this disclosure, unless otherwise stated, directional terms such as "inner" and "outer" refer to the inner and outer contours of the component or structure itself; "first" and "second" are used to distinguish one element from another and do not have sequentiality or importance; furthermore, the same reference numerals in different reference drawings denote the same element.

[0045] A first aspect of this disclosure is to provide a thermal management system for a vehicle, with reference to... Figure 1 As shown, the vehicle's thermal management system includes a first heat exchange component 1 and a frame structure 2, wherein the frame structure 2 has a chamber 210, which is connected to the first heat exchange component 1 and is adapted to contain a heat exchange medium that exchanges heat with the first heat exchange component 1.

[0046] In this way, the vehicle thermal management system provided in this disclosure can fully utilize the existing vacant area (chamber 210) of the frame structure 2 to store the heat exchange medium (e.g., cooling oil) when exchanging heat with the first heat exchange component 1 of the vehicle (e.g., an engine, motor, or generator) through the thermal pipeline system. This eliminates the problem in related technologies where a separate external oil tank needs to be mounted on the vehicle frame, which occupies a lot of frame space. It has a high degree of integration and can reduce the weight of the entire vehicle, achieving lightweighting. In addition, it can save on related components such as external oil tanks, reducing costs.

[0047] It should be noted that the frame structure 2 in the above-described specific embodiments is both a structural component and a functional component in this disclosure. That is, the frame structure 2 itself can both serve as a structural support for the vehicle and function as a storage medium for heat exchange through the internally formed chamber 210. Furthermore, the chamber 210, located within the frame structure 2, fully utilizes the space of the frame structure 2 without occupying the space of other parts that need to be installed on the frame. This solves the layout problem and frees up more volume for other parts. In addition, the internal size of the chamber 210 can be selected according to the actual heat exchange requirements to store an appropriate amount of heat exchange medium. Moreover, storing the heat exchange medium within the chamber of the frame structure facilitates heat dissipation, especially during vehicle operation, where the flowing air can enhance the cooling / heat dissipation effect on the heat exchange medium.

[0048] In addition, the heat exchange medium mentioned in the above embodiments can be any medium capable of cooling the first heat exchange component 1, such as an engine, motor or generator. For example, the heat exchange medium can be a liquid medium such as cooling water or cooling oil. The liquid medium can be directly transported through a device such as a heat exchange pipe to circulate inside the vehicle, thereby circulating and cooling at least one of the vehicle's engine, motor or generator when the vehicle is in the starting state.

[0049] In some implementations, reference Figure 1As shown, the first heat exchange component 1 includes at least one of an engine 110, a motor 120, and a generator 130. In this way, the heat exchange medium stored in the chamber 210 can exchange heat with any one, any two, or all three of the engine 110, motor 120, and generator 130, thereby improving the operating efficiency of the engine 110, motor 120, and generator 130. Furthermore, the flow paths connecting the engine 110, motor 120, and generator 130 to the chamber 210 can be any suitable type, such as parallel or series connections. The specific arrangement of the heat exchange flow paths will be detailed below, and will not be elaborated further here.

[0050] In some implementations, reference Figure 1 As shown, at least two of the engine 110, motor 120, and generator 130 have heat exchange paths suitable for the flow of heat exchange medium connected in parallel; or, the heat exchange paths suitable for the flow of heat exchange medium of the engine 110, motor 120, and generator 130 are connected in series. In this way, the problem of needing to use different types of heat exchange medium for the engine 110, motor 120, and generator 130 can be reduced. That is, whether connected in parallel or series, the engine 110, motor 120, and generator 130 can all use the same heat exchange medium. This means that the effect of heat exchange and cooling for the engine 110, motor 120, and generator 130 can be achieved by arranging only a minimum of one chamber 210, which further saves internal space in the frame structure 2, improves integration, and... Figure 1In the example, the heat exchange paths of the engine 110, motor 120, and generator 130 suitable for the flow of heat exchange medium are arranged in parallel. This can be understood as follows: when the heat exchange medium in chamber 210 cools the engine 110, motor 120, and generator 130 respectively, the heat exchange medium can be divided into three streams, flowing through the engine 110, motor 120, and generator 130 respectively to exchange heat with them. After heat exchange, they merge into a single heat exchange medium and enter chamber 210 to complete one heat exchange cycle. Alternatively, in an embodiment not shown in the figure, the heat exchange paths of the engine 110, motor 120, and generator 130 suitable for the flow of heat exchange medium are arranged in parallel. The heat exchange flow path can also be connected in series. That is, when the heat exchange medium is discharged from the chamber 210 and enters the first heat exchange component 1, it can flow through the engine 110, the motor 120 and the generator 130 in sequence (the flow order can also be changed among the engine 110, the motor 120 and the generator 130, and is not limited to this embodiment). Then it is discharged back into the chamber 210 through the heat exchange flow path to complete one heat exchange cycle. In the above parallel and series cycles, the same heat exchange medium can be used for the engine 110, the motor 120 and the generator 130. When the heat exchange medium needs to be replaced after a long period of use, the same heat exchange medium can also be convenient for management and maintenance.

[0051] In some implementations, reference Figure 1 As shown, the heat exchange flow paths of the engine 110, motor 120, and generator 130, suitable for the flow of heat exchange medium, are connected in parallel. The outlet of each heat exchange flow path is connected to an oil receiving pan (not shown in the figure), which is connected to the chamber 210. With this arrangement, the engine 110, motor 120, and generator 130 can share the same heat exchange medium. Furthermore, by adding an oil receiving pan, the space originally used for storing the heat exchange medium inside the engine 110, motor 120, and generator 130 can be eliminated. The heat exchange medium temporarily stored in the oil receiving pan can be extracted by the pump 5 (described in detail below) for circulating heat exchange. This arrangement further reduces the height of the vehicle frame structure 2, resulting in a lower center of gravity and improved driving stability. The oil receiving pan can be located at the bottom of the engine 110, motor 120, and generator 130 to facilitate the carrying and flow of the heat exchange medium from these components. The structure of the oil receiving pan can be constructed in any suitable manner with reference to relevant technologies, and this disclosure does not impose any specific limitations on it.

[0052] In some implementations, reference Figure 1As shown, the thermal management system also includes a second heat exchange component 3, which is connected to both the first heat exchange component 1 and the chamber 210. In this way, the thermal management system can also exchange heat with the second heat exchange component 3 through the heat exchange medium within the chamber 210, i.e., as... Figure 1 As shown, after the heat exchange medium in the chamber 210 undergoes heat exchange with the first heat exchange component 1, it can continue to pass through the second heat exchange component 3, exchange heat with the second heat exchange component 3, and then flow back into the chamber 210. By sequentially exchanging heat with the first heat exchange component 1 and the second heat exchange component 3 through the heat exchange medium, the number of pipes in the thermal management system can be reduced, the internal space of the thermal management system can be improved, the number of parts can be simplified, and the overall weight of the thermal management system can be reduced, achieving lightweighting and playing a role in cost reduction and efficiency improvement. In this disclosure, the second heat exchange component 3 can include any component inside the vehicle that has heat exchange requirements. For example, the second heat exchange component 3 can include, for example, an oil cooler, an air conditioning condenser, an air conditioning evaporator, etc. That is, the second heat exchange component 3 can be used to cool down the flowing heat exchange medium or to heat up the flowing heat exchange medium. This disclosure is not limited to this.

[0053] In some implementations, reference Figure 1 As shown, the second heat exchange component 3 includes an oil cooler. In this way, the oil cooler can cool the heat exchange medium after it has been heated by the first heat exchange component 1, thereby preventing the temperature of the heat exchange medium from rising after heat exchange and causing a deterioration in the subsequent heat exchange effect. Figure 1 In this process, after the heat exchange medium is discharged from chamber 210, it first exchanges heat with the first heat exchange component 1. After the heat exchange, the temperature of the first heat exchange component 1 decreases, while the temperature of the heat exchange medium increases. The heat exchange medium can then enter the oil cooler for further heat exchange and cooling. After its temperature decreases, it can flow back into chamber 210. Through this heat exchange cycle, the heat exchange medium can be kept at a low temperature during the cooling process and before entering the first heat exchange component 1. This ensures a good heat exchange effect for components such as the engine 110, motor 120, and generator 130 in the first heat exchange component 1, improving the stability of the vehicle during operation. Furthermore, during vehicle operation, the flowing air can increase the cooling effect on the heat exchange medium, thereby reducing the load on the second heat exchange component 3.

[0054] In some implementations, reference Figure 1As shown, the thermal management system includes a liquid supply path 102 and a liquid return path 103. The liquid supply path 102 connects the outlet of the first heat exchange component 1 and the chamber 210, and the liquid return path 103 connects the inlet of the first heat exchange component 1 and the chamber 210. In this way, the liquid supply path 102 can guide the heat exchange medium discharged from the chamber 210 to the first heat exchange component 1, so that the heat exchange medium can exchange heat with the first heat exchange component 1. After heat exchange, the heat exchange medium can flow back into the chamber 210 through the liquid return path 103 to complete one heat exchange cycle. That is to say, the chamber 210 and the first heat exchange component 1 are formed by the liquid supply path 102 and the liquid return path 103. The heat exchange cycle is formed by the flow of the heat exchange medium in the chamber 210, the liquid supply path 102, the first heat exchange component 1 and the liquid return path 103, so that the first heat exchange component 1 can be continuously heated during vehicle operation, thereby improving the heat exchange effect and enabling the vehicle to run smoothly.

[0055] In some implementations, reference Figure 1 As shown, the thermal management system also includes a filter device 4, which is installed on the liquid supply path 102 and / or the liquid return path 103. In this way, the filter device 4 can filter and screen the heat exchange medium discharged from the chamber 210 to the first heat exchange component 1 (i.e., through the liquid supply path 102) and / or the heat exchange medium discharged from the first heat exchange component 1 to the chamber 210 (i.e., through the liquid return path 103), so as to filter out impurities (such as waste residue or dust) carried by the heat exchange medium during the heat exchange cycle, so that the heat exchange medium in the thermal management system can always maintain a high purity during the heat exchange cycle, thereby reducing the occurrence of excessive impurities affecting the heat exchange effect. In this disclosure, the filter device 4 can be any structure with filtration function that can be applied to a vehicle, for example, the filter device 4 can be a filter.

[0056] In some implementations, reference Figure 1 As shown, the thermal management system also includes a pump 5, which is installed on the supply flow path 102 and / or return flow path 103. In this way, the pump 5 can more quickly pump the heat exchange medium discharged from the chamber 210 to the first heat exchange component 1, and can also more quickly pump the heat exchange medium after heat exchange in the first heat exchange component 1 back to the chamber 210, thereby improving the efficiency of the heat exchange cycle. Figure 1In the example, there are two pumps 5, one of which is located on the liquid supply path 102 and the other on the liquid return path 103. In this arrangement, the pump 5 located on the liquid supply path 102 can more quickly pump the heat exchange medium stored in the chamber 210 to the first heat exchange component 1 for heat exchange, thereby improving the heat exchange effect on components such as the engine 110, motor 120, and generator 130 in the first heat exchange component 1. The pump 5 located on the liquid return path 103 can quickly draw the heat exchange medium after heat exchange with the engine 110, motor 120, and generator 130 into the chamber 210. It can also draw air and oil from the thermal management system from the first heat exchange component 1, keeping the engine 110 under negative pressure and preventing the engine 110 from becoming too high. In this arrangement, the existing ventilation system inside the engine 110 can be simplified or eliminated, thereby reducing the complexity of the internal structure of the engine 110 and the risk of engine 110 failure.

[0057] A second aspect of this disclosure provides a frame structure 2, with reference to... Figures 2 to 9 As shown, the frame structure 2 can be the frame structure 2 in the vehicle thermal management system mentioned in the above specific embodiments. Moreover, the frame structure 2 has all the beneficial effects of the above specific embodiments. By arranging the frame structure 2 in the thermal management system, the chamber 210 can be directly set in the internal space of the frame structure 2 to store the heat exchange medium. This eliminates the problem of external oil tanks occupying a lot of frame space, and can further improve the lightweight and integration of the frame, i.e., the vehicle.

[0058] In some implementations, reference Figures 2 to 9 As shown, the frame structure 2 includes a frame body 220 and a pipe 230. A chamber 210 is formed within the frame body 220, and the frame body 220 has at least one inlet 221 communicating with the chamber 210 and the first heat exchange component 1. The pipe 230 is at least partially disposed within the chamber 210, and the pipe 230 has an outlet 231 communicating with the first heat exchange component 1 and at least one first connection port 232 communicating with the chamber 210.

[0059] Through the above-described technical solution, namely the frame structure 2 provided in this disclosure, the heat exchange medium can be stored in the chamber 210 formed within the frame body 220. Compared with the method of selecting an external fuel tank on the outside of the frame body 220 in related technologies, this method can reduce the space occupied by the frame body 220, improve the utilization rate of the internal space of the frame body 220, and the frame body 220 itself also has good structural strength and safety indicators. Its internal chamber 210 can stably and safely store the heat exchange medium. When it is necessary to exchange heat with the heat exchange components of the vehicle (such as the engine 110, motor 120 and generator 130 mentioned above) through the heat exchange medium, the heat exchange medium can be discharged through the outlet 231 provided on the pipe 230 and enter the pipe inside the heat exchange component for heat exchange. After heat exchange, the heat exchange medium will enter the chamber 210 from the inlet 221 connected to the chamber 210 for storage. Furthermore, the heat exchange medium stored in the chamber 210 is also transported through the first connecting port 232 on the pipe 230, which is at least partially located in the chamber 210, during the heat exchange process of the vehicle's heat exchange components. That is to say, in the process of the heat exchange medium flowing from the chamber 210 to the outlet 231, it first enters the pipe 230 through the first connecting port 232 on the pipe 230, and then the heat exchange medium is drawn from the pipe 230 to the outlet 231 by an external suction device (such as the pump 5 mentioned above). By setting up the pipe 230, the heat exchange medium can be drawn even when the vehicle is in some extreme working conditions, such as climbing, descending, or tilting left and right, so as to ensure that the vehicle can exchange heat through the heat exchange medium under different working conditions. The detailed structure of the pipe 230 and its specific application scenarios will be explained in detail below, and will not be elaborated on here.

[0060] In some implementations, reference Figures 1 to 9 As shown, the outlet 231 of the pipeline 230 is connected to the first heat exchange component 1 via a pump body located outside the frame body 220. By placing the pump body outside the frame body 220 in this way, the space utilization rate inside the frame body 220 can be further improved. That is, the chamber 210 inside the frame body 220 only has the function of storing the heat exchange medium, and can store more heat exchange medium. During the heat exchange process, more heat exchange medium can be pumped to the first heat exchange component 1 by the pump body to exchange heat with the first heat exchange component 1, thereby improving the heat exchange effect. The pump body can be the pump 5 described above, and the pump 5 can be connected to the outlet 231 via the liquid supply flow path 102.

[0061] In some implementations, reference Figures 2 to 9As shown, the frame body 220 includes multiple beam structures 222, and at least one beam structure 222 has a chamber 210. In this way, the chamber 210 for storing the heat exchange medium can be set in the beam structure 222 of the frame body 220, which can further improve the utilization rate of the empty space in the beam structure 222, so as to store more heat exchange medium through the set chamber 210. The beam structure 222 can be any suitable beam on the frame body 220. For example, the chamber 210 can be set in the crossbeam or longitudinal beam of the frame body 220. The number of chambers 210 can also be any suitable. When multiple chambers 210 are arranged, the multiple chambers 210 can be isolated from each other or connected to each other. This disclosure is not limited to this.

[0062] In some implementations, reference Figures 1 to 9 As shown, the pipeline 230 also includes a first pipe section 233 disposed within the chamber 210. The first pipe section 233 extends along the length of the beam structure 222, and a first connecting port 232 is disposed on the first pipe section 233. With this arrangement, the first pipe section 233, when arranged along the length of the beam structure 222, can deliver the heat exchange medium to the outlet 231 and into the first heat exchange component 1 through the first connecting port 232 even if the vehicle frame body 220 tilts to the left or right during vehicle operation, thus ensuring heat exchange efficiency. Figure 3 As shown, Figure 3 The left and right sides of the diagram can represent the left and right sides of the frame body 220, respectively. When the frame body 220 tilts to the left, the heat exchange medium can be transported through the first connecting port 232 on the left side of the first pipe section 233. Conversely, when the frame body 220 tilts to the right, the heat exchange medium can be transported through the first connecting port 232 on the right side of the first pipe section 233. With this arrangement, the heat exchange medium can be transported even when the vehicle turns and the frame body 220 tilts to the side, so as to more stably exchange heat with components such as the engine 110, motor 120 and generator 130 in the first heat exchange component 1, thereby improving the smooth operation of the vehicle.

[0063] In some implementations, reference Figures 1 to 9 As shown, multiple first connecting ports 232 are arranged at intervals along the circumference and / or the extension direction of the first pipe segment 233. With this arrangement, the multiple first connecting ports 232 can deliver heat exchange medium through the first connecting ports 232 even under extreme operating conditions such as tilting, climbing, or descending of the vehicle frame body 220. (Refer to...) Figure 3As shown, the multiple first connecting ports 232 arranged circumferentially along the first pipe section 233 allow the heat exchange medium to be transported through the corresponding first connecting ports 232 when the liquid level of the heat exchange medium in the chamber 210 is at different heights, such as when climbing or descending a slope, which affects the change of the liquid level height of the heat exchange medium in the chamber 210. The multiple first connecting ports 232 arranged along the extension direction of the first pipe section 233 allow the heat exchange medium to be transported through the corresponding first connecting ports 232 when the frame body 220 is tilted to the left or right.

[0064] In some implementations, reference Figures 3 to 7 As shown, the first pipe section 233 is attached to the inner bottom wall of the chamber 210. With this arrangement, when the vehicle experiences extreme conditions such as climbing or descending slopes, causing the frame body 220 to tilt and the liquid level of the heat exchange medium in the chamber 210 to change, the first pipe section 233 remains attached to the inner bottom wall of the chamber 210. That is, the first pipe section 233 is always located at the lowest liquid level in the chamber 210, so as to be able to transport the heat exchange medium in the chamber 210.

[0065] In some implementations, reference Figures 2 to 9 As shown, at least two baffles 2221 are arranged at intervals along the length of the beam structure 222, and any two adjacent baffles 2221 and the inner wall of the beam structure 222 form a chamber 210. In this way, the baffles 2221 and the beam structure 222 can together form a chamber 210 for storing the heat exchange medium, and, as... Figure 3 as well as Figure 8 and Figure 9 As shown, the two baffles 2221 can be designed to conform to the shape of the beam structure 222, and the two baffles 2221 can be placed in any suitable position inside the beam structure 222. The distance between the two baffles 2221 can also be selected according to the amount of heat exchange medium to be stored. In order to ensure the overall structural strength of the chamber 210, the two baffles 2221 can be made of the same material as the beam structure 222. Furthermore, the connection method between the two baffles 2221 and the inner wall of the beam structure 222 can also be any suitable method. For example, the outer periphery of the baffles 2221 can be welded to the inner wall of the beam structure 222 to form a closed space. By setting the baffles 2221 on the inner wall of the beam structure 222, the internal space of the beam structure 222 can be fully utilized without adding other structural components or changing the structural shape of the beam structure 222. This is not a limitation for the frame body 220 corresponding to compact vehicle models.

[0066] It should be noted that the number of baffles 2221 mentioned in the above embodiments is exemplary. In embodiments not shown in the drawings, the number of baffles 2221 may also be two, three or more. Multiple baffles 2221 may be arranged at intervals along the length of the beam structure 222 to form more chambers 210. Multiple chambers 210 may also store the same or different types of heat exchange medium to heat exchange various components inside the vehicle that have heat exchange requirements. This disclosure is not limited thereto.

[0067] In some implementations, reference Figure 3 , Figure 8 and Figure 9 As shown, there is a gap between the end of the first pipe section 233 along the length of the beam structure 222 and the adjacent baffle 2221. With this arrangement, the gap between the first pipe section 233 and the baffle 2221 can absorb the tolerance when the first pipe section 233 is assembled in the chamber 210, so that the first pipe section 233 has sufficient assembly space in the chamber 210. It also makes it easy to adjust the position of the first pipe section 233 in the chamber 210. Furthermore, the size of the gap can be adjusted according to the actual situation. Moreover, the gaps between the two ends of the first pipe section 233 and the two baffles 2221 can be different or the same. When the gaps are the same, when the vehicle tilts to the left or right at the same angle, the amount of heat exchange medium transported by the multiple first connecting ports 232 in contact with the heat exchange medium on one side of the chamber 210 is also the same. That is to say, when the vehicle tilts to the left and right at the same angle, since the gaps between the first pipe section 233 and the two baffles 2221 are the same, the heat exchange effect of the vehicle is the same when tilting to the left and right at the same angle. It has a good degree of stability in the coordination of heat exchange effect affected by the left and right tilt of the vehicle.

[0068] In some implementations, reference Figures 2 to 9 As shown, the pipeline 230 also includes a second pipeline 234 connected at an angle to the first pipeline 233. The second pipeline 234 and the first pipeline 233 form a T-junction structure, and the outlet 231 is formed on the second pipeline 234. In this way, the T-junction can still transport the heat exchange medium through multiple first connecting ports 232 on the first pipeline 233 when the vehicle tilts left or right, causing the angle of the frame body 220 to change. This improves the stability of the pipeline 230 in transporting the heat exchange medium. Figure 3 and Figure 7As shown, regardless of whether the vehicle tilts to the left or right, the multiple first connecting ports 232 located at different positions on the first pipe section 233 are at least partially in contact with the heat exchange medium in the chamber 210. The heat exchange medium can enter the first pipe section 233 through the corresponding first connecting port 232. Under the suction of the external pump, the heat exchange medium is pumped from the first pipe section 233 to the second pipe section 234, and finally discharged from the outlet 231. It can then enter the first heat exchange component 1 through the liquid supply flow path 102 for heat exchange, so that the vehicle can stably exchange heat with components such as the engine 110, motor 120, and generator 130 through the heat exchange medium under both left and right tilting conditions. Furthermore, the connection position between the second pipe section 234 and the first pipe section 233 can be arbitrarily suitable as long as a three-way connection is satisfied. For example, the second pipe section 234 can be connected to different positions along the length of the first pipe section 233, and the angle between the second pipe section 234 and the first pipe section 233 can also be arbitrarily suitable. This disclosure does not impose specific limitations on this. For example, in Figure 7 In the illustrated embodiment, the second pipe segment 234 can be connected to the middle of the first pipe segment 233 along its length, and the angle between the second pipe segment 234 and the first pipe segment 233 can be 90°.

[0069] In some implementations, reference Figures 2 to 9 As shown, a second connecting port 2222 is provided on the beam structure 222, the second pipe section 234 is located in the chamber 210, and the outlet 231 is connected to the second connecting port 2222; or, the second pipe section 234 passes through and is sealed to the second connecting port 2222, and the outlet 231 is located outside the beam structure 222. In this way, the second connecting port 2222 provided on the beam structure 222 can be connected to the second pipe section 234. The second pipe section 234 can be completely located inside the chamber 210 or partially extended outside the chamber 210. When the second pipe section 234 is completely located inside the chamber 210, the outlet 231 of the second pipe section 234 is connected to the second connecting port 2222, and the second connecting port 2222 can be connected to the liquid supply path 102 mentioned in the above embodiment. When the second pipe section 234 is partially extended outside the chamber 210, the second pipe section 234 passes through the second connecting port 2222, and the outlet 231 is located outside the beam structure 222. It should be noted that, under the premise of minimizing the pipe length within the frame body 220, the arrangement of the second pipe section 234 can be selected from either of the above two methods according to the space of the frame body 220 itself, so as to maximize the utilization rate of the space of the frame body 220. This disclosure does not make specific limitations in this regard.

[0070] In some implementations, reference Figures 2 to 9As shown, the second connecting port 2222 is located on the side wall of the beam structure 222, and / or the inlet 221 is located on the top wall of the beam structure 222. With this arrangement, the inlet 221, located on the top wall of the beam structure 222, can be connected to the return flow path 103 in the above embodiment. Furthermore, the heat exchange medium can be quickly transported to the chamber 210 by the fluid characteristics of the heat exchange medium itself under gravity. The second connecting port 2222, located on the side wall of the beam structure 222, can be located at the lowest liquid level of the heat exchange medium in the chamber 210 when connected to the second pipe section 234 and the second pipe section 234 is attached to the inner bottom wall of the chamber 210. This allows the heat exchange medium to be extracted even under extreme conditions such as the vehicle tilting to the left, tilting backward, climbing uphill, or going downhill.

[0071] In some implementations, reference Figure 2 As shown, the main frame 220 includes a front subframe, and a chamber 210 is disposed on the front subframe. In this way, the front subframe has more usable space, and the chamber 210 disposed on the front subframe can store more heat exchange medium. Furthermore, the chamber 210 disposed on the front subframe is also closer to the engine 110, motor 120, and generator 130 of the front-wheel drive vehicle, which can reduce energy loss of the heat exchange medium during the flow process, thereby improving the heat exchange effect on the engine 110, motor 120, and generator 130.

[0072] It should be noted that the above-described arrangement of chamber 210 on the front subframe is exemplary, and this disclosure is not limited thereto. For example, chamber 210 can also be arranged on the rear subframe. In the heat exchange scenario of the engine 110, motor 120 and generator 130 of a rear-wheel drive vehicle, the chamber 210 arranged on the rear subframe can also be closer to the engine 110, motor 120 and generator 130 of the rear-wheel drive vehicle, which can also reduce the energy loss of the heat exchange medium during the flow process and improve the heat exchange effect.

[0073] In some implementations, reference Figures 2 to 9 As shown, the multiple beam structures 222 of the front subframe include two longitudinal beams 2223 extending side-by-side along the length of the vehicle, and a front crossbeam 2224 and a rear crossbeam 2225 extending along the width of the vehicle. The front crossbeam 2224 and the rear crossbeam 2225 are connected between the two longitudinal beams 2223, and a chamber 210 is disposed within the front crossbeam 2224. In this way, the front crossbeam 2224 of the front subframe has more space, and the chamber 210 disposed within the front crossbeam 2224 can store more heat exchange medium to improve the heat exchange effect on the engine 110, the motor 120, and the generator 130.

[0074] It should be noted that the above-mentioned setting of the cavity 210 in the front crossbeam 2224 of the front subframe is exemplary. When the two longitudinal beams 2223 and the rear crossbeam 2225 of the front subframe also have a large space, the cavity 210 can also be set in the two longitudinal beams 2223 or the rear crossbeam 2225 of the front subframe. This disclosure is not limited thereto.

[0075] In some implementations, reference Figure 5 and Figure 6 As shown, the bottom of the frame body 220 is provided with an oil drain port 223 that communicates with the chamber 210. With this arrangement, the oil drain port 223 allows the heat exchange medium inside the chamber 210 to be drained during later maintenance of the frame structure 2, and as... Figure 5 and Figure 6 As shown, the drain port 223 is located at the lowest point in the height direction of the frame body 220, so that the heat exchange medium can be completely discharged from the chamber 210 during the external discharge of the medium. When storing the heat exchange medium in daily life, the drain port 223 can also be sealed by any suitable sealing method. For example, the drain port 223 can be sealed by threading the drain bolt to the drain port 223.

[0076] A third aspect of this disclosure is to provide a vehicle that includes the thermal management system mentioned in the above-described specific embodiments and / or the frame structure mentioned in the above-described specific embodiments, and has all the beneficial effects of the above-described embodiments. The vehicle may be a plug-in hybrid vehicle, a pure electric vehicle, or a range-extended vehicle in the field of new energy vehicles, or a gasoline vehicle or a diesel vehicle in the field of fuel vehicles, etc. This disclosure does not specifically limit it.

[0077] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0078] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0079] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A thermal management system of a vehicle, characterized by, The heat management system comprises: a first heat exchange component; and a vehicle frame structure having a chamber, the chamber being in communication with the first heat exchange component, the chamber being adapted to accommodate a heat exchange medium for heat exchange with the first heat exchange component. The first heat exchange component comprises at least one of an engine, an electric motor and a generator.

2. The thermal management system of a vehicle according to claim 1, characterized by, Parallel heat exchange flow paths adapted for the heat exchange medium to flow through at least two of the engine, the electric motor and the generator; or, 3. The thermal management system of a vehicle according to claim 2, characterized by, The heat exchange flow paths adapted for the heat exchange medium to flow through the engine, the electric motor and the generator are in series. Parallel heat exchange flow paths adapted for the heat exchange medium to flow through the engine, the electric motor and the generator, the outlets of each of the heat exchange flow paths being in communication with an oil pan, the oil pan being in communication with the chamber.

4. The thermal management system of a vehicle according to claim 2, characterized by, The heat management system further comprises a second heat exchange component, the second heat exchange component being in communication with the first heat exchange component and the chamber respectively.

5. The thermal management system of a vehicle according to any one of claims 1 to 4, characterized in that, The second heat exchange component comprises an oil cooler.

6. The thermal management system of a vehicle according to claim 5, characterized by The heat management system comprises a liquid supply flow path and a liquid return flow path, the liquid supply flow path being in communication between the first heat exchange component and an outlet of the chamber, the liquid return flow path being in communication between the first heat exchange component and an inlet of the chamber.

7. The thermal management system of a vehicle according to claim 1, characterized by, The heat management system further comprises a filter device, the filter device being provided on the liquid supply flow path and / or the liquid return flow path.

8. The thermal management system of a vehicle according to claim 7, characterized by The heat management system further comprises a pump, the pump being provided on the liquid supply flow path and / or the liquid return flow path.

9. The thermal management system of a vehicle according to claim 7, characterized by, The vehicle frame structure adopts the vehicle frame structure in the heat management system of any one of claims 1-9.

10. A vehicle frame structure characterized by comprising: The vehicle frame structure comprises:

11. The frame structure according to claim 10, characterized in that, a vehicle frame body, the chamber being formed in the vehicle frame body, the vehicle frame body having at least one inlet in communication with the chamber and the first heat exchange component; and a pipeline, at least partially provided in the chamber, the pipeline having an outlet in communication with the first heat exchange component and at least one first communication port in communication with the chamber. The outlet of the pipeline is in communication with the first heat exchange component through a pump body provided outside the vehicle frame body.

12. The frame structure of claim 11, wherein The vehicle frame body comprises a plurality of beam structures, at least one of the beam structures having the chamber provided therein.

13. The frame structure of claim 11, wherein The pipeline further comprises a first pipe segment provided in the chamber, the first pipe segment extending along a length direction of the beam structure, the first communication port being provided on the first pipe segment.

14. The frame structure of claim 13, wherein A plurality of the first communication ports are arranged in a circumferential direction of the first pipe segment and / or an extension direction of the first pipe segment.

15. The frame structure of claim 14, wherein The first pipe segment is attached to an inner bottom wall of the chamber.

16. The frame structure of claim 14, wherein The beam structure has at least two baffles arranged in the length direction of the beam structure, any two adjacent baffles and an inner side wall of the beam structure forming the chamber.

17. The frame structure of claim 14, wherein An end portion of the first pipe segment in the length direction of the beam structure has a gap with the adjacent baffle.

18. The frame structure of claim 17, wherein The pipeline further comprises a second pipe segment angularly connected with the first pipe segment, the second pipe segment and the first pipe segment forming a tee structure, the outlet being formed on the second pipe segment.

19. The frame structure of claim 14, wherein The beam structure has a second communication port, 20. The frame structure of claim 19, wherein The second pipe segment is located in the chamber, the outlet being in abutment with the second communication port; or, ​ The second pipe section penetrates and is sealingly connected to the second communication port, and the outlet is located outside the beam structure.

21. The frame structure of claim 20, wherein The second communication port is located on a side wall of the beam structure, and / or the inlet is located on a top wall of the beam structure.

22. The frame structure of claim 13, wherein The vehicle frame body includes a front sub-frame, and the chamber is arranged on the front sub-frame.

23. The frame structure of claim 22, wherein, The plurality of beam structures of the front sub-frame include two longitudinal beams extending side by side along a length direction of the vehicle, and a front cross beam and a rear cross beam extending along a width direction of the vehicle, the front cross beam and the rear cross beam being connected between the two longitudinal beams, and the chamber being arranged in the front cross beam.

24. The frame structure of claim 11, wherein, A bottom of the vehicle frame body is provided with a drain port in communication with the chamber.

25. A vehicle characterized by The vehicle includes the heat management system according to any one of claims 1-9 and / or the vehicle frame structure according to any one of claims 10-24.

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