Exhaust heat recovery system of vehicle and vehicle

Abstract

The utility model discloses a kind of exhaust waste heat recovery system of vehicle and vehicle, it is related to waste heat recovery technical field, the exhaust waste heat recovery system of vehicle includes: exhaust mechanism, threshold beam, A column, first air intake component and second air intake component, threshold beam is formed with first air passage, second air passage is formed in A column and is communicated with first air passage, threshold beam is also formed with the first air hole communicated with first air passage, first air intake component defines third air passage, second air intake component defines first air outlet passage, first air outlet passage is communicated with third air passage, second air passage is communicated with first air outlet passage and first air passage, and first air outlet passage is used to be communicated with the passenger cabin of vehicle. According to the exhaust waste heat recovery system of the present application, it is favorable to realize the recycling of the heat of high-temperature exhaust waste gas, and it is favorable to reduce the space occupation of the exhaust waste heat recovery system, and it is favorable to improve the integration of the exhaust waste heat recovery system.

Description

Technical Field

[0001] This utility model relates to the field of waste heat recovery technology, and in particular to a vehicle exhaust waste heat recovery system and a vehicle having the exhaust waste heat recovery system. Background Technology

[0002] In related technologies, the utilization rate of high-temperature exhaust gas in existing vehicle exhaust systems is low, and the heat loss of high-temperature exhaust gas is relatively large, which affects the vehicle's economy. Utility Model Content

[0003] This utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this utility model is to provide a vehicle exhaust waste heat recovery system that facilitates the recovery and utilization of heat from high-temperature exhaust gases, improves vehicle economy, reduces the space occupied by the exhaust waste heat recovery system, and enhances the integration of the exhaust waste heat recovery system.

[0004] This utility model also proposes a vehicle using the above-mentioned exhaust waste heat recovery system.

[0005] A vehicle exhaust waste heat recovery system according to a first aspect embodiment of the present invention includes: an exhaust mechanism, a door sill beam, an A-pillar, a first air intake assembly, and a second air intake assembly. At least a portion of the door sill beam is opposite to the exhaust mechanism along a first direction. The door sill beam forms a first air intake channel. A second air intake channel communicating with the first air intake channel is formed in the A-pillar. The door sill beam also forms a first air intake hole communicating with the first air intake channel. The first air intake hole is located on the side of the door sill beam facing the exhaust mechanism. The first air intake assembly defines a third air intake channel communicating with the atmospheric environment. The second air intake assembly defines a first air outlet channel communicating with the third air intake channel. The second air intake channel communicates with the first air outlet channel and the first air intake channel, and the first air outlet channel is used to communicate with the passenger compartment of the vehicle.

[0006] According to the vehicle exhaust waste heat recovery system of this application embodiment, the high-temperature exhaust gas in the exhaust mechanism can dissipate heat to the outside, thereby raising the temperature of the gas between the sill beam and the exhaust mechanism. The high-temperature gas can enter the first intake channel and mix with cold air in the first exhaust channel to form a suitable temperature mixture. This suitable temperature mixture can be introduced into the vehicle's passenger compartment, which is beneficial for achieving the effect of introducing warm air into the passenger compartment, realizing the recovery and utilization of heat from the high-temperature exhaust gas, and improving the vehicle's fuel economy. Furthermore, by setting the high-temperature gas to flow within the sill beam and A-pillar, the number of components in the exhaust waste heat recovery system is reduced, the space occupied by the exhaust waste heat recovery system is reduced, and the integration of the exhaust waste heat recovery system is improved.

[0007] According to some embodiments of the present invention, the first air inlet and the exhaust mechanism are opposite to each other along the first direction.

[0008] According to some embodiments of the present invention, the first air intake channel and the exhaust mechanism both extend along the second direction, there are multiple first air intake holes, and the multiple first air intake holes form multiple sets of air intake hole groups, and the multiple sets of air intake hole groups are arranged along the second direction, with the first direction and the second direction being perpendicular.

[0009] According to some embodiments of the present invention, the second air intake channel extends in a third direction.

[0010] According to some embodiments of the present invention, the exhaust waste heat recovery system further includes: a first control valve and a control unit. The first control valve is disposed in the second air intake channel. The first control valve and the control unit are communicatively connected. The control unit controls the first control valve to open or close, so that the second air intake channel selectively connects the first air outlet channel and the first air intake channel.

[0011] According to some embodiments of the present invention, the exhaust waste heat recovery system further includes: a first temperature sensor, the first temperature sensor being disposed in the second air intake channel, the first temperature sensor being communicatively connected to the control unit, and the control unit being configured to adjust the opening degree of the first control valve according to the temperature information detected by the first temperature sensor.

[0012] According to some embodiments of the present invention, the exhaust waste heat recovery system further includes: a flow control valve and a control unit, wherein the flow control valve is disposed in the third air intake channel, the flow control valve and the control unit are communicatively connected, and the control unit is configured to control the opening degree of the flow control valve.

[0013] According to some embodiments of the present invention, the exhaust waste heat recovery system further includes: a second temperature sensor and a control unit. The second temperature sensor is disposed in the first exhaust channel to detect the gas temperature in the first exhaust channel. The second temperature sensor and the control unit are communicatively connected. The control unit is configured to control the exhaust waste heat recovery system to work according to the temperature information detected by the second temperature sensor, so that the gas temperature in the first exhaust channel reaches a preset temperature value.

[0014] According to some embodiments of the present invention, the exhaust waste heat recovery system further includes: a drive pump, which is used to drive the gas in the first intake channel, the second intake channel and the third intake channel into the first exhaust channel.

[0015] The vehicle according to a second aspect of the present invention includes the exhaust waste heat recovery system of the vehicle described in the above embodiments.

[0016] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a waste heat recovery system for vehicle exhaust according to an embodiment of this application.

[0018] Figure label: Exhaust waste heat recovery system 1, Exhaust mechanism 10, Threshold beam 20, first air intake channel 21, first air intake hole 22, first baffle 23. A-pillar 30, second air intake channel 31. First air intake assembly 40, Second air intake assembly 50, first air outlet channel 51 Flow control valve 60, Drive pump 70. Detailed Implementation

[0019] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0020] The following is for reference. Figure 1Description of a vehicle exhaust waste heat recovery system 1 according to an embodiment of the present utility model.

[0021] According to the first aspect embodiment of the present invention, a vehicle exhaust waste heat recovery system 1, such as Figure 1 As shown, the vehicle's exhaust waste heat recovery system 1 may include: an exhaust mechanism 10, a door sill beam 20, an A-pillar 30, a first air intake assembly 40, and a second air intake assembly 50. At least a portion of the door sill beam 20 is opposite to the exhaust mechanism 10 along a first direction. The door sill beam 20 forms a first air intake channel 21. A second air intake channel 31 communicating with the first air intake channel 21 is formed in the A-pillar 30. The door sill beam 20 also forms a first air intake hole 22 communicating with the first air intake channel 21. The first air intake hole 22 is located on the side of the door sill beam 20 facing the exhaust mechanism 10. The first air intake assembly 40 defines a third air intake channel that communicates with the atmospheric environment. The second air intake assembly 50 defines a first air outlet channel 51 that communicates with the third air intake channel. The second air intake channel 31 connects the first air outlet channel 51 and the first air intake channel 21, and the first air outlet channel 51 is used to communicate with the vehicle's passenger compartment.

[0022] It should be noted that the utilization rate of high-temperature exhaust gases in existing vehicle exhaust systems is low, and the heat loss of high-temperature exhaust gases is relatively large, which affects the vehicle's economy.

[0023] Based on this, this application proposes a vehicle exhaust waste heat recovery system 1. At least a portion of the door sill beam 20 can be opposite to the exhaust mechanism 10 along a first direction. A portion of the structure of the door sill beam 20 can be opposite to the exhaust mechanism 10 along the first direction, or the entire structure of the door sill beam 20 can be opposite to the exhaust mechanism 10 along the first direction. This application embodiment uses the example of a portion of the door sill beam 20 being opposite to the exhaust mechanism 10 along the first direction for illustration. When the exhaust waste heat recovery system 1... Figure 1 When setting the direction, the first direction can be... Figure 1 In the Y direction, the first direction can be parallel to the width direction of the vehicle. The exhaust mechanism 10 can be an exhaust pipe or a muffler, etc. High-temperature exhaust gas can flow inside the exhaust mechanism 10. The high-temperature exhaust gas can dissipate heat to the outside, thereby raising the temperature of the air around the exhaust mechanism 10. That is, the exhaust mechanism 10 can be used to heat the gas located between the exhaust mechanism 10 and the door sill beam 20.

[0024] The sill beam 20 and A-pillar 30 can be connected by welding, bolting, or other methods. The sill beam 20 can form a first air intake channel 21, and the A-pillar 30 can form a second air intake channel 31, which can communicate with the first air intake channel 21. The sill beam 20 can also form a first air intake hole 22 that communicates with the first air intake channel 21. The first air intake hole 22 can be located on the side of the sill beam 20 facing the exhaust mechanism 10 along a first direction. The first air intake hole 22 can be located on the side wall of the sill beam 20 facing the exhaust mechanism 10 and can penetrate the corresponding side wall along the first direction, so that the high-temperature gas located between the exhaust mechanism 10 and the sill beam 20 can flow into the first air intake channel 21 through the first air intake hole 22, and the high-temperature gas in the first air intake channel 21 can flow into the second air intake channel 31.

[0025] The first intake assembly 40 can define a third intake channel, which can communicate with the atmospheric environment, allowing cold air from the atmosphere to flow into the third intake channel. The first intake assembly 40 and the second intake assembly 50 can be connected by welding, snap-fitting, or other methods. The second intake assembly 50 can define a first exhaust channel 51, which can communicate with the third intake channel, allowing gas from the third intake channel to flow into the first exhaust channel 51. The first intake assembly 40 can also be connected to the A-pillar 30. The second intake channel 31 can connect the first exhaust channel 51 and the first intake channel 21. High-temperature gas from the first intake channel 21 can flow into the first exhaust channel 51 through the second intake channel 31. In other words, both high-temperature gas and cold air can flow into the first exhaust channel 51, where they can mix to form a mixture at a suitable temperature. The first air outlet passage 51 can be connected to the passenger compartment of the vehicle. The mixed gas with a suitable temperature in the first air outlet passage 51 can be introduced into the passenger compartment of the vehicle, thereby achieving the effect of introducing warm air into the passenger compartment.

[0026] In this embodiment, the high-temperature exhaust gas within the exhaust mechanism 10 can dissipate heat to the outside, thereby raising the temperature of the gas between the sill beam 20 and the exhaust mechanism 10. The high-temperature gas can enter the first intake channel 21 and mix with cold air in the first exhaust channel 51 to form a suitable temperature mixture. This suitable temperature mixture can be introduced into the vehicle's passenger compartment, which is beneficial for achieving the effect of introducing warm air into the passenger compartment, recovering and utilizing the heat from the high-temperature exhaust gas, and improving the vehicle's fuel economy. Furthermore, by setting the high-temperature gas to flow within the sill beam 20 and the A-pillar 30, the number of components in the exhaust waste heat recovery system 1 is reduced, the space occupied by the exhaust waste heat recovery system 1 is reduced, and the integration of the exhaust waste heat recovery system 1 is improved.

[0027] As an example, a first baffle 23 can be provided inside the sill beam 20. The first baffle 23 can be connected to the sill beam 20 by welding, snap-fitting, or other means. The first baffle 23 and part of the structure of the sill beam 20 can jointly define a first air intake channel 21. The first air intake channel 21 can be located on the side of the sill beam 20 near the A-pillar 30. The first air intake channel 21 can be arranged opposite to the exhaust mechanism 10 in a first direction. Along the extension direction of the first air intake channel 21, the first baffle 23 can be provided on the side of the first air intake channel 21 away from the second air intake channel 31. The first baffle 23 can be arranged adjacent to the first air intake hole 22, which helps to reduce the distance between the first baffle 23 and the first air intake hole 22. This helps to reduce the probability that high-temperature gas flows into the first air intake channel 21 through the first air intake hole 22 and then flows towards the end away from the second air intake channel 31, which helps to improve the working efficiency of the exhaust waste heat recovery system 1.

[0028] As an example, a second baffle can be provided inside the A-pillar 30. The second baffle can be connected to the A-pillar 30 by welding, snap-fitting, or other methods. The second baffle, together with part of the structure of the A-pillar 30, can define a second air intake channel 31. The second air intake channel 31 can be located on the side of the A-pillar 30 near the sill beam 20. Along the extension direction of the second air intake channel 31, the second baffle can be located on the side away from the first air intake channel 21 at the connection between the second air intake channel 31 and the first air outlet channel 51. The second baffle can be arranged adjacent to the connection between the second air intake channel 31 and the first air outlet channel 51, which helps to reduce the distance between the second baffle and the connection between the second air intake channel 31 and the first air outlet channel 51. This helps to reduce the probability that high-temperature gas flows to the connection between the second air intake channel 31 and the first air outlet channel 51 and continues to flow towards the end of the second air intake channel 31 away from the first air intake channel 21, which helps to further improve the working efficiency of the exhaust waste heat recovery system 1.

[0029] In some embodiments of this utility model, such as Figure 1 As shown, the first air intake 22 and the exhaust mechanism 10 are opposite each other along the first direction.

[0030] The heat from the high-temperature exhaust gas in the exhaust system 10 can raise the temperature of the gas located between the first air intake 22 and the exhaust system 10. The high-temperature gas between the first air intake 22 and the exhaust system 10 can flow towards the first air intake 22. The high-temperature gas can flow into the first air intake channel 21 through the first air intake 22. The first air intake 22 can be arranged opposite to the exhaust system 10 in a first direction, which helps to shorten the path of the high-temperature gas flowing into the first air intake 22, reduces the heat loss of the high-temperature gas, improves the utilization rate of the heat from the high-temperature exhaust gas in the exhaust system 10, and further improves the vehicle's economy.

[0031] In some embodiments of this utility model, such as Figure 1 As shown, the first air intake channel 21 and the exhaust mechanism 10 both extend along the second direction. There are multiple first air intake holes 22, which form multiple sets of air intake hole groups. The multiple sets of air intake hole groups are arranged along the second direction, and the first direction and the second direction are perpendicular.

[0032] Both the first intake channel 21 and the exhaust mechanism 10 can extend along the second direction. The first intake channel 21 and the exhaust mechanism 10 are arranged opposite each other along the first direction, allowing the heat from the high-temperature exhaust gas in the exhaust mechanism 10 to be evenly transferred to the gas between the first intake channel 21 and the exhaust mechanism 10, which helps improve the uniformity of the gas temperature rise between the first intake channel 21 and the exhaust mechanism 10. When the exhaust waste heat recovery system 1... Figure 1 When setting the direction, the second direction can be... Figure 1 In the X direction, the first direction and the second direction are perpendicular, and the second direction can be parallel to the length direction of the vehicle. There can be multiple first air intake holes 22, and multiple first air intake holes 22 can form multiple groups of air intake holes. The multiple groups of air intake holes can be arranged along the second direction, and the interval between any two adjacent groups of air intake holes can be equal. The multiple groups of air intake holes can be evenly distributed along the second direction.

[0033] As an example, each group of air inlets may include multiple rows of air inlets, which may be arranged along a third direction, and may be positioned opposite each other and spaced apart along the third direction. The spacing between any two adjacent rows of air inlets may be the same. When the exhaust waste heat recovery system 1 is as follows... Figure 1 When setting the direction, the third direction can be... Figure 1 In the Z-direction, the first direction, the second direction, and the third direction can be perpendicular to each other, and the third direction can be parallel to the height direction of the vehicle. Each row of air intake holes can include multiple first air intake holes 22, which can be arranged along the second direction, and can be arranged opposite to each other and spaced apart along the second direction. The interval between any two adjacent first air intake holes 22 in each row of air intake holes can be equal.

[0034] The first air inlet 22 can be constructed as a small-area hole, so that multiple first air inlets 22 can form an air inlet group on the sill beam 20. By setting multiple groups of air inlets arranged along the second direction, it is beneficial to reduce the probability of dust, mud and other impurities entering the first air intake channel 21 through the first air inlet 22, and to improve the purity of the gas flowing into the crew compartment.

[0035] In some embodiments of this utility model, such as Figure 1 As shown, the second air intake passage 31 extends in the third direction.

[0036] As a structural component of the vehicle body, the A-pillar 30 can extend partially along a third direction. The A-pillar 30 itself has a certain internal cavity, allowing the second air intake channel 31 to extend along a third direction. The second air intake channel 31 can be located inside the A-pillar 30, which helps reduce the space occupied by the passenger compartment. Furthermore, the second air intake channel 31 extending along a third direction (the vehicle's height direction) can flexibly adapt to the different body heights of various vehicle models such as sedans and SUVs, thus improving the practicality of the exhaust waste heat recovery system 1.

[0037] In some embodiments of this utility model, the exhaust waste heat recovery system 1 may further include: a first control valve and a control unit. The first control valve is located in the second air intake channel 31. The first control valve and the control unit are communicatively connected. The control unit controls the first control valve to open or close, so that the second air intake channel 31 selectively connects the first air outlet channel 51 and the first air intake channel 21.

[0038] The first control valve can be located in the second air intake channel 31. The first control valve can communicate with the control unit, which can control the first control valve to open or close, thus allowing the second air intake channel 31 to selectively connect to the first air outlet channel 51 and the first air intake channel 21. The first control valve is initially closed; it opens when passengers require warm air. When the control unit controls the first control valve to open, the second air intake channel 31 can connect to the first air outlet channel 51 and the first air intake channel 21, allowing high-temperature gas in the first air intake channel 21 to flow into the first air outlet channel 51 through the second air intake channel 31. When the control unit controls the first control valve to close, the second air intake channel 31 is not connected to the first air outlet channel 51 and the first air intake channel 21, and the exhaust waste heat recovery system 1 does not operate.

[0039] In some embodiments of this utility model, the exhaust waste heat recovery system 1 may further include: a first temperature sensor, which is disposed in the second air intake channel 31, and is communicatively connected to the control unit. The control unit is configured to adjust the opening of the first control valve according to the temperature information detected by the first temperature sensor.

[0040] A first temperature sensor can be installed inside the second intake channel 31. This sensor detects the temperature of the high-temperature gas within the intake channel 31. The first temperature sensor can communicate with a control unit, transmitting the detected temperature information to the control unit. The control unit can then adjust the opening of the first control valve based on this information. When the first temperature sensor detects a high gas temperature in the second intake channel 31, the control unit can decrease the opening of the first control valve. Conversely, when the first temperature sensor detects a low gas temperature, the control unit can increase the opening of the first control valve. This helps control the flow rate of the high-temperature gas into the first outlet channel 51, thus regulating the temperature of the mixed gas within the outlet channel 51 and ensuring a suitable temperature for the mixed gas.

[0041] In some embodiments of this utility model, such as Figure 1 As shown, the exhaust waste heat recovery system 1 may further include: a flow control valve 60 and a control unit. The flow control valve 60 is located in the third intake channel. The flow control valve 60 and the control unit are communicatively connected. The control unit is configured to control the opening degree of the flow control valve 60.

[0042] The flow control valve 60 can be located in the third air intake channel, specifically at the inlet of the third air intake channel. The flow control valve 60 can regulate the flow rate of cold air flowing into the third air intake channel. The flow control valve 60 can communicate with a control unit, which can control the opening degree of the flow control valve 60. When a larger flow rate of cold air is needed, the control unit can increase the opening degree of the flow control valve 60; when a smaller flow rate of cold air is needed, the control unit can decrease the opening degree of the flow control valve 60. By controlling the opening degree of the flow control valve 60, it is beneficial to control the flow rate of cold air flowing into the first air outlet channel 51, which in turn helps to further regulate the temperature of the mixed gas in the first air outlet channel 51, thus ensuring a suitable temperature for the mixed gas.

[0043] As an example, when passengers do not need heating, the flow control valve 60 closes, and cold air no longer flows into the third air intake channel.

[0044] In some embodiments of this utility model, the exhaust waste heat recovery system 1 may further include: a second temperature sensor and a control unit. The second temperature sensor is disposed in the first exhaust channel 51 to detect the gas temperature in the first exhaust channel 51. The second temperature sensor and the control unit are communicatively connected. The control unit is configured to control the exhaust waste heat recovery system 1 to work according to the temperature information detected by the second temperature sensor, so that the gas temperature in the first exhaust channel 51 reaches a preset temperature value.

[0045] The second temperature sensor can be located within the first exhaust channel 51, or at the outlet of the first exhaust channel 51. The second temperature sensor can detect the temperature of the gas within the first exhaust channel 51. The second temperature sensor can communicate with the control unit, transmitting the temperature information detected by the second temperature sensor to the control unit. The control unit can then control the operation of the exhaust waste heat recovery system 1 based on the temperature information detected by the second temperature sensor. The control unit can also control the opening of the first control valve and the flow control valve 60 based on the temperature information detected by the second temperature sensor, thereby ensuring that the gas temperature within the first exhaust channel 51 reaches a preset temperature value. This facilitates adjustable heating temperature and ensures a suitable temperature for the mixed gas within the first exhaust channel 51, thus improving passenger comfort in the passenger compartment.

[0046] As an example, when the second temperature sensor detects that the gas temperature in the first outlet channel 51 is too high, the flow rate of the high-temperature gas flowing into the first outlet channel 51 can be reduced while the flow rate of the cold air flowing into the first outlet channel 51 can be increased. That is, the control unit can control the opening of the first control valve to decrease while controlling the opening of the flow control valve 60 to increase.

[0047] As another example, when the second temperature sensor detects that the gas temperature in the first outlet channel 51 is too low, the flow rate of the high-temperature gas flowing into the first outlet channel 51 can be increased while the flow rate of the cold air flowing into the first outlet channel 51 can be reduced. That is, the control unit can control the opening of the first control valve to increase while controlling the opening of the flow control valve 60 to decrease.

[0048] In some embodiments of this utility model, the exhaust waste heat recovery system 1 may further include: a drive pump 70, which is used to drive the gas in the first intake channel 21, the second intake channel 31 and the third intake channel into the first exhaust channel 51.

[0049] The drive pump 70 can be located at the intersection of the second intake channel 31, the third intake channel and the first exhaust channel 51. The drive pump 70 can be used to drive the gas in the first intake channel 21, the second intake channel 31 and the third intake channel into the first exhaust channel 51. High temperature gas and cold air can flow into the first exhaust channel 51 under the action of the drive pump 70. High temperature gas and cold air can mix in the first exhaust channel 51, which is beneficial to further improve the working efficiency of the exhaust waste heat recovery system 1.

[0050] The vehicle according to the second aspect of the present invention includes the exhaust waste heat recovery system 1 of the vehicle in the above embodiment.

[0051] According to the embodiments of this application, the use of the exhaust waste heat recovery system 1 of the vehicle in the above embodiments is beneficial to improving the exhaust waste heat recovery rate of the vehicle, reducing the energy consumption of the vehicle, and improving the economy of the vehicle.

[0052] As an example, when passengers require warm air, the control unit controls the opening of the first control valve and the flow control valve 60, driving the pump 70 to work. The high-temperature gas between the exhaust mechanism 10 and the sill beam 20 can flow through the first intake channel 21 and the second intake channel 31 and into the first exhaust channel 51. The cold air from the atmospheric environment flows through the third intake channel and into the first exhaust channel 51. The high-temperature gas and the cold air mix in the first exhaust channel 51. The control unit adjusts the opening of the first control valve and the flow control valve 60 according to the temperature information from the first temperature sensor and the information from the second temperature sensor, so that the gas temperature in the first exhaust channel 51 reaches the preset temperature value, thereby achieving the effect of delivering warm air to the passenger compartment.

[0053] The exhaust waste heat recovery system 1 and other components and operations of the vehicle according to the embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0054] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0055] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle exhaust waste heat recovery system, characterized in that, include: Exhaust mechanism (10); A sill beam (20) and an A-pillar (30), at least a portion of the sill beam (20) and the exhaust mechanism (10) are opposite each other in a first direction, the sill beam (20) forms a first air intake channel (21), the A-pillar (30) forms a second air intake channel (31) communicating with the first air intake channel (21), the sill beam (20) also forms a first air intake hole (22) communicating with the first air intake channel (21), the first air intake hole (22) is located on the side of the sill beam (20) facing the exhaust mechanism (10); A first air intake assembly (40) and a second air intake assembly (50), wherein the first air intake assembly (40) defines a third air intake passage that is in communication with the atmospheric environment, and the second air intake assembly (50) defines a first air outlet passage (51) that is in communication with the third air intake passage, the second air intake passage (31) connecting the first air outlet passage (51) and the first air intake passage (21), and the first air outlet passage (51) being used to communicate with the passenger compartment of the vehicle.

2. The exhaust waste heat recovery system for a vehicle according to claim 1, characterized in that, The first air inlet (22) and the exhaust mechanism (10) are opposite each other along the first direction.

3. The vehicle exhaust waste heat recovery system according to claim 1, characterized in that, The first air intake channel (21) and the exhaust mechanism (10) both extend along the second direction. There are multiple first air intake holes (22), and the multiple first air intake holes (22) form multiple sets of air intake hole groups. The multiple sets of air intake hole groups are arranged along the second direction, and the first direction and the second direction are perpendicular.

4. The exhaust waste heat recovery system for vehicles according to claim 3, characterized in that, The second air intake passage (31) extends in the third direction.

5. The exhaust waste heat recovery system for a vehicle according to claim 1, characterized in that, The exhaust waste heat recovery system (1) further includes: a first control valve and a control unit. The first control valve is located in the second air intake channel (31). The first control valve and the control unit are communicatively connected. The control unit controls the first control valve to open or close, so that the second air intake channel (31) selectively connects the first air outlet channel (51) and the first air intake channel (21).

6. The exhaust waste heat recovery system for a vehicle according to claim 5, characterized in that, The exhaust waste heat recovery system (1) further includes: a first temperature sensor, which is located in the second air intake channel (31), and is communicatively connected to the control unit. The control unit is configured to adjust the opening of the first control valve according to the temperature information detected by the first temperature sensor.

7. The exhaust waste heat recovery system for a vehicle according to claim 1, characterized in that, The exhaust waste heat recovery system (1) further includes a flow control valve (60) and a control unit. The flow control valve (60) is located in the third air intake channel. The flow control valve (60) and the control unit are communicatively connected. The control unit is configured to control the opening degree of the flow control valve (60).

8. The exhaust waste heat recovery system for a vehicle according to claim 1, characterized in that, The exhaust waste heat recovery system (1) further includes: a second temperature sensor and a control unit. The second temperature sensor is located in the first exhaust channel (51) to detect the gas temperature in the first exhaust channel (51). The second temperature sensor and the control unit are communicatively connected. The control unit is configured to control the exhaust waste heat recovery system (1) to work according to the temperature information detected by the second temperature sensor, so that the gas temperature in the first exhaust channel (51) reaches a preset temperature value.

9. The exhaust waste heat recovery system for a vehicle according to any one of claims 1-8, characterized in that, The exhaust waste heat recovery system (1) further includes a drive pump (70), which is used to drive the gas in the first intake channel (21), the second intake channel (31) and the third intake channel into the first exhaust channel (51).

10. A vehicle, characterized in that, Includes the exhaust waste heat recovery system (1) according to any one of claims 1-9.

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