Radiator and special vehicle

Abstract

The utility model provides a radiator and special vehicle. The radiator includes casing, thermoelectric conversion subassembly and waste heat recovery subassembly, and the inside of casing forms heat exchange area, and at least part structure of thermoelectric conversion subassembly is located in heat exchange area to convert the heat energy in heat exchange area into electric energy, and thermoelectric conversion subassembly has the power transmission end for being electrically connected with the energy storage device of vehicle, and the casing is connected with the air inlet pipe and the air outlet pipe, wherein, one end of air inlet pipe communicates with heat exchange area and the other end is used for communicating with the heat production area in vehicle, one end of air outlet pipe communicates with heat exchange area and the other end communicates with waste heat recovery subassembly, and waste heat recovery subassembly has the heat outlet end for being connected with the hot end of vehicle. In this way, the energy storage device of vehicle is supplemented with energy, and the burden of main energy system is reduced. The waste heat in the heat dissipation process is used twice, heat waste is avoided, a stable heat source is provided for the hot end of vehicle, and the energy utilization efficiency of special vehicle and the complex environment operation ability are significantly improved.

Description

Technical Field

[0001] This utility model relates to the field of heat dissipation technology for special vehicles, specifically to a radiator and a special vehicle. Background Technology

[0002] Special vehicles, as key equipment for performing special missions, are widely used in complex environments such as military operations, emergency rescue, and field exploration. In these complex environments, special vehicles face enormous challenges. Their operating environments often include extreme regions such as high-temperature deserts, frigid polar regions, and high-altitude areas.

[0003] Existing special vehicle radiators are mostly based on a radiator core, a fan, and coolant circulation pipes. They absorb heat from the equipment through coolant and then dissipate the heat to the outside through the radiator core and fan.

[0004] However, the primary function of such radiators on special vehicles is limited to dissipating the heat generated by the equipment to ensure its normal operating temperature. This leads to a waste of resources and affects the ability of special vehicles to operate continuously in extreme environments. Utility Model Content

[0005] To at least partially address the problems existing in the prior art, according to one aspect of the present invention, a radiator is provided. The radiator includes a housing, a thermoelectric conversion assembly, and a waste heat recovery assembly. A heat exchange region is formed inside the housing. At least a portion of the structure of the thermoelectric conversion assembly is located within the heat exchange region to convert thermal energy within the heat exchange region into electrical energy. The thermoelectric conversion assembly has a power transmission terminal for electrical connection with an on-board energy storage device. The housing is connected to an intake pipe and an exhaust pipe. One end of the intake pipe communicates with the heat exchange region, and the other end is for communication with a heat-generating area within the vehicle. One end of the exhaust pipe communicates with the heat exchange region, and the other end is for communication with the waste heat recovery assembly. The waste heat recovery assembly has a heat outlet for connection with a vehicle-mounted heat source.

[0006] For example, the heat exchange area includes a first exchange area and a second exchange area. The first exchange area has a first exchange channel and a second exchange channel connected in parallel. The second exchange area has a third exchange channel. The air inlet pipe includes a first air inlet pipe and a second air inlet pipe. The air outlet pipe includes a first air outlet pipe and a second air outlet pipe. One end of the first intake pipe is connected to both the first and second exchange channels, and the other end is used to connect to the high-heat area where the generator is located. One end of the first exhaust pipe is connected to both the first and second exchange channels, and the other end is connected to the waste heat recovery assembly. One end of the second intake pipe is connected to the third exchange channel, and the other end is used to connect to the heat generation zone where the transmission and transfer case are located. One end of the second exhaust pipe is connected to the third exchange channel, and the other end is connected to the waste heat recovery assembly.

[0007] For example, both the first and second exchange channels are connected to the main exhaust pipe, and the exhaust end of the main exhaust pipe is connected to an exhaust device, which is electrically connected to the on-board energy storage device.

[0008] For example, the thermoelectric conversion assembly includes a mounting plate and a thermoelectric module array connected to the mounting plate, the thermoelectric module array extending into the heat exchange area, the mounting plate being connected to and covering the housing, the mounting plate being located at the top of the housing, or the mounting plate being located on the side of the housing where an exhaust device is provided.

[0009] For example, a heat sink is provided in the heat exchange area, and the thermoelectric module array extends along the mounting plate toward the heat sink and contacts the heat sink.

[0010] For example, the waste heat recovery assembly includes a liquid heat storage tank, a heat exhaust pipe, a circulation pump, and a control valve. The liquid heat storage tank is located outside the shell and on the same side as the exhaust device. The heat exhaust pipe is connected to the heat storage tank, and the end of the heat exhaust pipe away from the heat storage tank forms a heat outlet end. The circulation pump and the control valve are disposed on the heat exhaust pipe.

[0011] For example, the heat exchange area further includes a third exchange area, within which a fourth exchange channel is provided. The fourth exchange channel is connected in series with the third exchange channel. The air inlet pipe includes a third air inlet pipe, and the air outlet pipe includes a third air outlet pipe. One end of the third air intake pipe is connected to the fourth exchange channel, and the other end is used to connect to the low-heat zone where the electronic equipment is located. One end of the third air outlet pipe is connected to the fourth exchange channel, and the other end is connected to the waste heat recovery component.

[0012] According to another aspect of this utility model, a special vehicle is also provided. The special vehicle includes any of the above-described radiators.

[0013] For example, the special vehicle includes a vehicle body, a shell disposed on the floor of the vehicle body, and a shock-absorbing pad disposed between the floor and the shell.

[0014] For example, the heat-consuming end of the special vehicle includes a cockpit heating system, a battery preheating system, and a window defrosting system. The heat-discharging end is connected to a first heating pipe, a second heating pipe, and a third heating pipe. The first heating pipe is connected to the cockpit heating system, the second heating pipe is connected to the battery preheating system, and the third heating pipe is connected to the window defrosting system. At least one of the first heating pipe, the second heating pipe, and the third heating pipe is provided with a backflow prevention control device.

[0015] The radiator provided in this application converts heat energy into electrical energy through a thermoelectric conversion component, supplementing the energy of the vehicle's energy storage device and reducing the burden on the main energy system. It is particularly suitable for the energy replenishment needs of special vehicles operating in the field. A waste heat recovery component repurposes the waste heat generated during the cooling process, avoiding direct heat waste and providing a stable heat source for the vehicle's hot-end components. This enhances the vehicle's adaptability to extreme environments such as frigid conditions. Furthermore, the entire radiator is integrated within the radiator housing, resulting in a compact structure that combines multiple functions such as heat dissipation, energy recovery, and waste heat reuse, significantly improving the energy efficiency and operational capabilities of special vehicles in complex environments.

[0016] This utility model description introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. This utility model description is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to limit the scope of protection of the claimed technical solution.

[0017] The advantages and features of this utility model will be described in detail below with reference to the accompanying drawings. Attached Figure Description

[0018] The following drawings, which are incorporated herein by reference as part of this invention, are provided for understanding the invention. The drawings illustrate embodiments of the invention and their descriptions, serving to explain the principles of the invention. In the drawings, Figure 1 This is a perspective view of a heat sink according to an exemplary embodiment of the present invention; Figure 2 This is a perspective view of a heat sink according to an exemplary embodiment of the present invention; Figure 3 This is a perspective view of a heat sink according to an exemplary embodiment of the present invention.

[0019] The above figures include the following reference numerals: 1. Housing; 101. First exchange area; 102. Second exchange area; 103. Third exchange area; 11. First air inlet pipe; 12. Second air inlet pipe; 13. Third air inlet pipe; 111. First air outlet pipe; 112. Second air outlet pipe; 113. Third air outlet pipe; 2. Thermoelectric conversion assembly; 3. Waste heat recovery assembly; 4. Liquid heat storage tank; 5. Exhaust device. Detailed Implementation

[0020] In the following description, numerous details are provided to enable a thorough understanding of the present invention. However, those skilled in the art will appreciate that the following description merely illustrates preferred embodiments of the present invention, which may be practiced without one or more of these details. Furthermore, to avoid confusion with the present invention, some technical features well-known in the art have not been described in detail.

[0021] This utility model provides a radiator. This radiator can be applied to special vehicles. (Refer to reference...) Figure 1 , Figure 2 and Figure 3 The radiator may include a housing 1, a thermoelectric conversion component 2, and a waste heat recovery component 3. A heat exchange region is formed inside the housing 1, and a heat exchange fluid may be disposed within the heat exchange region. At least a portion of the structure of the thermoelectric conversion component 2 is located within the heat exchange region to convert thermal energy within the heat exchange region into electrical energy. The thermoelectric conversion component 2 has a power transmission end for electrical connection to an on-board energy storage device; that is, the thermoelectric conversion component 2 can convert heat in the heat exchange region into electrical energy and supply the electrical energy to the on-board energy storage device. The housing 1 may be connected to an intake pipe and an exhaust pipe. One end of the intake pipe is connected to the heat exchange region, and the other end is used to connect to a heat-generating area inside the vehicle. One end of the exhaust pipe is connected to the heat exchange region, and the other end is connected to the waste heat recovery component 3. The waste heat recovery component 3 has a heat outlet end for connection to a vehicle heat-generating end. Heat generated by heat-generating areas such as the engine and transmission inside the vehicle enters the heat exchange region inside the housing 1 through the intake pipe. The thermoelectric conversion component 2, located within the heat exchange area, utilizes the temperature difference between the high-temperature environment within the area and the outside to convert heat energy into electrical energy, which is then transmitted to the on-board energy storage device for storage via the transmission end. After the initial heat exchange is completed, the airflow still carrying residual heat enters the waste heat recovery component 3 through the exhaust pipe. The waste heat recovery component 3 collects this residual heat and ultimately delivers it to vehicle heating applications such as cabin heating and battery preheating via the heat outlet end, achieving targeted utilization of waste heat.

[0022] The radiator provided in this application converts heat energy into electrical energy through a thermoelectric conversion component 2, supplementing the energy of the vehicle's energy storage device and reducing the burden on the main energy system. It is particularly suitable for the energy supply needs of special vehicles operating in the field. The waste heat recovery component 3 reuses the waste heat generated during the heat dissipation process, avoiding direct heat waste and providing a stable heat source for the vehicle's hot end, improving the vehicle's adaptability in extreme environments such as severe cold. Furthermore, the entire component is integrated into the radiator housing 1, resulting in a compact structure that combines multiple functions such as heat dissipation, energy recovery, and waste heat reuse, significantly improving the energy utilization efficiency and operational capabilities of special vehicles in complex environments.

[0023] For example, in conjunction with reference Figure 1 and Figure 2The heat exchange area includes a first exchange area 101 and a second exchange area 102. The first exchange area 101 and the second exchange area 102 can be arranged adjacent to each other. The volume of the first exchange area 101 can be larger than the volume of the second exchange area 102. The first exchange area 101 is provided with a first exchange channel and a second exchange channel connected in parallel. The second exchange area 102 is provided with a third exchange channel. The air intake pipe includes a first air intake pipe and a second air intake pipe. The air outlet pipe includes a first air outlet pipe and a second air outlet pipe. One end of the first air intake pipe is connected to both the first and second exchange channels, and the other end is used to connect to the high-heat area where the generator is located. One end of the first air outlet pipe is connected to both the first and second exchange channels, and the other end is connected to the waste heat recovery component 3. One end of the second air intake pipe is connected to the third exchange channel, and the other end is used to connect to the medium-heat area where the transmission and transfer case are located. One end of the second air outlet pipe is connected to the third exchange channel, and the other end is connected to the waste heat recovery component 3. This can be understood as follows: the interior of the housing 1 is partitioned. In an embodiment with a first exchange region 101, a second exchange region 102, and a third exchange region 103, these regions can be arranged sequentially. When the vehicle is running, the heat generated in the high-heat zone where the generator is located enters the first exchange region 101 via the first intake pipe, simultaneously entering the first and second exchange channels connected in parallel. After heat exchange is completed in the first and second exchange channels, the airflow carrying residual heat flows through the first exhaust pipe into the waste heat recovery assembly 3. The heat generated in the medium-heat zone where the transmission and transfer case are located enters the third exchange channel in the second exchange region 102 via the second intake pipe. After heat exchange is completed in the third exchange channel, the airflow carrying residual heat also flows through the second exhaust pipe into the waste heat recovery assembly 3. Finally, the waste heat recovery assembly 3 recovers and utilizes both portions of waste heat in a unified manner. The first and second exchange channels within the first exchange zone 101 are connected in parallel, and the first and second exchange channels, along with the third exchange channel within the second exchange zone 102, form independent heat dissipation paths. This allows the heat flow in the high-heat and medium-heat zones to flow independently without interference, preventing heat flows of different intensities from affecting each other's heat dissipation efficiency. The waste heat from both the first and second exchange zones 101 converges into the same waste heat recovery component 3, simplifying the waste heat recovery path and maximizing waste heat recovery. The first air intake pipe directs the heat flow to the first and second exchange channels, supplying air synchronously. This better adapts to the heat dissipation needs of the generator's high-heat zone, and the overall structure precisely matches the heat dissipation characteristics of different heat-generating zones, improving the overall efficiency of heat dissipation and waste heat recovery.

[0024] For example, in conjunction with reference Figure 2 and Figure 3The first and second exchange channels are both connected to the main exhaust pipe, and the exhaust end of the main exhaust pipe is connected to an exhaust device 5, which is electrically connected to the on-board energy storage device. The on-board energy storage device can supply power to the exhaust device 5. After heat exchange in the first and second exchange channels, part of the airflow carrying waste heat flows into the waste heat recovery component 3 through the first exhaust pipe, while part is discharged through the main exhaust pipe. The exhaust device 5 at the exhaust end of the main exhaust pipe is activated to accelerate the discharge of this part of the airflow. When the vehicle equipment is operating under high load and generates a large amount of heat, the exhaust device 5 can be activated to accelerate the discharge of heat flow in the first exchange area 101, ensuring the overall heat dissipation effect. The exhaust device 5 is electrically connected to the on-board energy storage device, which can utilize the electrical energy generated by the thermoelectric conversion component 2 to achieve rational energy utilization. The main exhaust pipe is only connected to the first and second exchange channels, which can ensure that heat can be quickly discharged when there is too much heat, avoiding high temperature accumulation. The heat in other exchange channels still flows to the waste heat recovery component 3, ensuring that most of the heat can be recovered and reused. It takes into account both active heat dissipation and waste heat recovery. The overall structure is adapted to the needs of different heat-generating areas, improving heat dissipation flexibility and energy utilization efficiency.

[0025] For example, in conjunction with reference Figure 1 , Figure 2 and Figure 3 The thermoelectric conversion assembly 2 includes a mounting plate and a thermoelectric module array connected to the mounting plate. The thermoelectric module array extends into the heat exchange area. The mounting plate is connected to and covers the housing 1. The mounting plate is located on the top of the housing 1, or on the side of the housing 1 where the exhaust device 5 is located. The mounting plate of the thermoelectric conversion assembly 2 is connected to and covers the housing 1. The mounting plate and the housing 1 can together form a relatively closed space to ensure the airtightness of the heat exchange area. The mounting plate can be installed on the top of the housing 1 or on the side of the housing 1 where the exhaust device 5 is located, depending on the usage requirements. The thermoelectric module array extends into the heat exchange area and can directly contact the high-temperature heat flow or heat sink in the area, efficiently capturing the thermal energy of the temperature difference and converting it into electrical energy. When the mounting plate is installed on the side of the exhaust device 5, the exhaust device 5 accelerates the airflow and further increases the temperature difference between the modules, improving the power generation efficiency. This configuration balances structural sealing and installation flexibility, while also improving thermoelectric conversion efficiency, supplementing the on-board energy storage device and reducing the burden on the main energy source.

[0026] For example, in conjunction with reference Figure 1 , Figure 2 and Figure 3A heat sink is installed within the heat exchange area, and the thermoelectric module array extends along the mounting plate towards and contacts the heat sink. This allows for full utilization of the heat absorbed by the heat sink within the heat exchange area. During heat exchange, the heat sink accumulates a large amount of heat, creating a significant temperature difference with the outside environment. The thermoelectric module array, in contact with this temperature difference, efficiently captures this thermal energy, converts it into electrical energy, and stores it in the onboard energy storage device, thus improving energy recovery efficiency.

[0027] For example, in conjunction with reference Figure 2 and Figure 3 The waste heat recovery assembly 3 includes a liquid heat storage tank 4, a heat exhaust pipe, a circulation pump, and a control valve. The liquid heat storage tank 4 is located outside the housing 1 and on the same side as the exhaust device 5. The heat exhaust pipe is connected to the heat storage tank, with the end of the heat exhaust pipe furthest from the heat storage tank forming the heat outlet. The circulation pump and control valve are mounted on the heat exhaust pipe. Airflow from each exchange area that is not discharged through the main exhaust pipe is collected and transferred to the liquid heat storage tank 4, where waste heat is stored. When energy needs to be supplied to the vehicle's heating end, the on-board energy storage device drives the circulation pump on the heat exhaust pipe to start. Simultaneously, the control valve adjusts its opening according to the heat demand. The medium storing waste heat in the liquid heat storage tank 4 flows along the heat exhaust pipe and is finally delivered to the vehicle's heating end through the heat exhaust pipe furthest from the heat storage tank. By placing the liquid heat storage tank 4 outside the housing 1 and on the same side as the exhaust device 5, the waste heat recovery assembly 3 can receive the waste heat airflow discharged from each exchange area nearby, reducing heat loss during waste heat transfer and resulting in a more rational structural design. The heat dissipation pipe, in conjunction with its circulating pump and control valve, can control the transfer of waste heat stored in the liquid heat storage tank 4 to the heat outlet end as needed, precisely adapting to the heating requirements of special vehicles and offering flexible regulation. For example, the liquid heat storage tank 4 is connected to a waste heat recovery pipeline, which is connected to the first, second, and third exhaust pipes respectively. The surface of the waste heat recovery pipeline is covered with an insulation layer; for example, the surface of the waste heat recovery pipeline can be covered with an aluminum silicate fiber insulation layer to reduce heat loss and improve waste heat recovery efficiency.

[0028] For example, in conjunction with reference Figure 1 and Figure 2The heat exchange area also includes a third exchange area 103, within which a fourth exchange channel is provided. The fourth exchange channel is connected in series with the third exchange channel. An air inlet pipe includes a third air inlet pipe, and an air outlet pipe includes a third air outlet pipe. One end of the third air inlet pipe is connected to the fourth exchange channel, and the other end is used to connect to the low-heat zone where the electronic device is located. One end of the third air outlet pipe is connected to the fourth exchange channel, and the other end is connected to the waste heat recovery component 3. During operation, the heat flow generated in the low-heat zone where the electronic device is located enters the fourth exchange channel of the third exchange area 103 through the third air inlet pipe. Because the fourth exchange channel is connected in series with the third exchange channel of the second exchange area 102, the heat flow first undergoes preliminary heat exchange in the fourth exchange channel, and then enters the third exchange channel to further exchange heat with the heat flow in the medium-heat zone. After heat exchange is completed, the heat flow in the low-heat zone flows into the waste heat recovery component 3 through the third air outlet pipe, where it is recovered and utilized along with the waste heat flow from the high and medium-heat zones. The fourth exchange channel provides a dedicated heat dissipation path for the low-heat zone of the electronic device, preventing interference between the heat flow in the low-heat zone and the heat flow in the high and medium-heat zones. The fourth exchange channel is connected in series with the third exchange channel, which allows the heat flow in the low-heat zone and the heat flow in the medium-heat zone to be exchanged step by step and fully. This not only meets the basic heat dissipation requirements of the low-heat zone, but also further improves the heat utilization rate by utilizing the residual heat after heat exchange in the medium-heat zone.

[0029] According to another aspect of this utility model, a special vehicle is also provided. This special vehicle may include any of the aforementioned radiators. Since this radiator adopts the technical solutions of any of the above embodiments, the special vehicle at least possesses the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated further here. For the engine, stable heat dissipation and waste heat control conditions, along with the radiator's design, can prevent problems such as accelerated wear of components and incomplete combustion caused by overheating, thereby extending the engine's service life. The transmission and transfer case, operating in a suitable temperature environment maintained by the waste heat system, can reduce gear wear and lubricant performance degradation, ensuring the stability of the transmission system. Electronic equipment operating within a stable temperature range can slow down component aging, reduce the probability of failure, and improve the reliability and service life of electronic equipment. Overall, this design, through precise temperature control of each device, enhances the stability and service life of the special vehicle's equipment, reduces maintenance costs, and further improves the overall performance of the vehicle.

[0030] For example, the special vehicle includes a vehicle body, with a housing 1 disposed on the floor plate of the vehicle body, and a shock-absorbing pad disposed between the floor plate and the housing 1. For example, the shock-absorbing pad can be a rubber pad. This arrangement reduces noise caused by friction and vibration between the radiator and the floor plate, and avoids resonance that may occur between the radiator and the vehicle structure. It also buffers vibrations during vehicle operation and the impact force transmitted from the floor plate to the housing 1, reducing wear or displacement of the housing 1 and its internal precision structures such as heat exchange channels and thermoelectric conversion components 2 caused by vibration, ensuring the stable operation of the heat exchange and energy recovery system, while reducing vibration damage to the connection parts of various components and extending the service life of the overall device.

[0031] For example, the heat-consuming end of the special vehicle includes a cockpit heating system, a battery preheating system, and a window defrosting system. The heat-dissipating end is connected to a first heating pipe, a second heating pipe, and a third heating pipe. The first heating pipe is connected to the cockpit heating system, the second heating pipe is connected to the battery preheating system, and the third heating pipe is connected to the window defrosting system. At least one of the first, second, and third heating pipes is equipped with a backflow preventer. Waste heat is supplied to the cockpit heating system, battery preheating system, and window defrosting system through the first, second, and third heating pipes, respectively. The battery preheating system maintains a suitable battery temperature in low-temperature environments, significantly improving battery performance. Low temperatures increase battery internal resistance and reduce charging and discharging efficiency. Preheating the battery with recovered waste heat effectively reduces battery internal resistance, improves charging and discharging efficiency, and extends battery life. The window defrosting system promptly removes frost from the windows, ensuring clear driver visibility and improving driving safety. In cold weather, frost easily forms on car windows, obstructing visibility. Utilizing waste heat for rapid defrosting can prevent safety hazards caused by obstructed vision. The cabin heating system creates a comfortable environment for passengers, improving driving comfort, reducing driver fatigue caused by cold conditions, and further ensuring driving safety. In this application, the recovered waste heat can be distributed to different heating scenarios as needed, improving waste heat utilization. Installing a backflow preventer on at least one heating pipe can prevent heat loss or system malfunctions caused by reverse flow of the heating medium, ensuring stable heating for each heating system.

[0032] Preferably, the first, second, and third heating pipes are all equipped with backflow prevention control components. For example, the backflow prevention control components may include a U-shaped bend and a one-way valve. The U-shaped bend utilizes the density difference of the heating medium under temperature variations to assist in forming a stable flow trend, while the one-way valve directly blocks the reverse flow of the medium. The two components work together to enhance the backflow prevention effect. The U-shaped bend requires no additional power and can also reduce energy consumption to a certain extent, better meeting the high-efficiency and energy-saving requirements of waste heat recovery systems for special vehicles.

[0033] For example, branch control valves are installed on the first, second, and third heating pipes, and these branch control valves are electrically connected to the on-board energy storage device. The electrical energy generated by the thermoelectric conversion component 2 is stored in the on-board energy storage device and can be used to control the branch control valves to regulate the heat supply of each system. This system integration and optimization reduces dependence on the main energy system, improves the autonomy and sustainability of energy utilization in complex environments for special vehicles, and enhances the overall performance of the vehicle. Specifically, in cold weather, if only the heating needs of the cockpit need to be met, the check valve of the corresponding branch can be controlled by the on-board energy storage device to open only the medium flow channel of the first heating pipe, so that the waste heat is only delivered to the cockpit heating system. This avoids unnecessary heat supply to the battery preheating system and window defrosting system connected to the second and third heating pipes, reducing energy loss from the perspective of precise heat-consuming control. When the special vehicle is parked in a low-temperature environment, the check valve of the second heating pipe can be activated separately, allowing the waste heat to flow only to the battery preheating system to maintain the battery's suitable operating temperature. This ensures the battery's charging and discharging efficiency and lifespan, while avoiding the delivery of useless heat to the window defrosting system, further enhancing the system's energy-saving effect. For example, the branch control valve is electrically connected to the on-board energy storage device, and the opening degree and operating status of the branch control valve are controlled by the on-board energy storage device through electrical signals. When the cabin temperature is low and heating needs to be activated, the onboard energy storage device sends a control signal to open a branch control valve on the first heating pipe, allowing hot water from the exhaust pipe to flow into the heat exchanger of the cabin heating system and release heat. Conversely, when the cabin temperature reaches the set value, the branch control valve adjusts its opening or closing appropriately based on the signal from the onboard energy storage device, achieving precise control of cabin heating. Similarly, for the battery preheating system connected to the second heating pipe and the window defrosting system connected to the third heating pipe, the branch control valves on the corresponding pipes can also flexibly adjust the heat supply and flow rate under the electrical signal control of the onboard energy storage device, based on actual scenarios such as battery temperature requirements and window defrosting needs. This ensures stable functioning at each heating end and further reduces energy waste.

[0034] In the description of this utility model, it should be understood that the directional terms such as "front", "rear", "up", "down", "left", "right", "horizontal", "vertical", "horizontal", "top", and "bottom" indicate the orientation or positional relationship, which are usually based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner and outer contours of each component itself.

[0035] For ease of description, relative terms such as "above," "over," "on the upper surface of," and "above" are used here to describe the regional positional relationship of one or more components or features shown in the figures to other components or features. It should be understood that relative terms include not only the orientation of the component as depicted in the figure but also different orientations during use or operation. For example, if the components in the figures are inverted as a whole, "above" or "above other components or features" will include cases where the component is "below" or "under" other components or features. Thus, the exemplary term "above" can include both "above" and "below." Furthermore, these components or features may also be positioned at other different angles (e.g., rotated 90 degrees or other angles), and this document intends to include all such cases.

[0036] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, parts, components, and / or combinations thereof.

[0037] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0038] This utility model has been described through the above embodiments. However, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit the utility model to the described embodiments. Furthermore, those skilled in the art will understand that this utility model is not limited to the above embodiments, and many more variations and modifications can be made based on the teachings of this utility model, all of which fall within the scope of protection claimed by this utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A radiator, characterized in that, The device includes a housing, a thermoelectric conversion assembly, and a waste heat recovery assembly. A heat exchange region is formed inside the housing. At least a portion of the structure of the thermoelectric conversion assembly is located within the heat exchange region to convert thermal energy within the heat exchange region into electrical energy. The thermoelectric conversion assembly has a power transmission terminal for electrical connection to an on-board energy storage device. The housing is connected to an air inlet pipe and an air outlet pipe. One end of the air inlet pipe communicates with the heat exchange region, and the other end is used to communicate with a heat-generating area within the vehicle. One end of the air outlet pipe communicates with the heat exchange region, and the other end is connected to the waste heat recovery assembly. The waste heat recovery assembly has a heat outlet for connection to a vehicle-mounted heat exchanger.

2. The radiator according to claim 1, characterized in that, The heat exchange area includes a first exchange area and a second exchange area. The first exchange area has a first exchange channel and a second exchange channel connected in parallel. The second exchange area has a third exchange channel. The air inlet pipe includes a first air inlet pipe and a second air inlet pipe. The air outlet pipe includes a first air outlet pipe and a second air outlet pipe. One end of the first intake pipe is connected to both the first and second exchange channels, and the other end is connected to the high-heat zone where the generator is located. One end of the first exhaust pipe is connected to both the first and second exchange channels, and the other end is connected to the waste heat recovery assembly. One end of the second intake pipe is connected to the third exchange channel, and the other end is used to connect to the heat generation zone where the transmission and transfer case are located. One end of the second exhaust pipe is connected to the third exchange channel, and the other end is connected to the waste heat recovery assembly.

3. The radiator according to claim 2, characterized in that, Both the first and second exchange channels are connected to the main exhaust pipe, and the exhaust end of the main exhaust pipe is connected to an exhaust device, which is electrically connected to the vehicle-mounted energy storage device.

4. The radiator according to claim 3, characterized in that, The thermoelectric conversion assembly includes a mounting plate and a thermoelectric module array connected to the mounting plate. The thermoelectric module array extends into the heat exchange area. The mounting plate is connected to the housing and covers the housing. The mounting plate is located at the top of the housing, or the mounting plate is located on the side of the housing where the exhaust device is provided.

5. The radiator according to claim 4, characterized in that, A heat sink is provided in the heat exchange area, and the thermoelectric module array extends along the mounting plate toward the heat sink and contacts the heat sink.

6. The radiator according to claim 4, characterized in that, The waste heat recovery assembly includes a liquid heat storage tank, a heat exhaust pipe, a circulation pump, and a control valve. The liquid heat storage tank is located outside the shell and on the same side as the exhaust device. The heat exhaust pipe is connected to the heat storage tank, and the end of the heat exhaust pipe away from the heat storage tank forms the heat outlet end. The circulation pump and the control valve are mounted on the heat exhaust pipe.

7. The radiator according to claim 2, characterized in that, The heat exchange area further includes a third exchange area, within which a fourth exchange channel is provided. The fourth exchange channel is connected in series with the third exchange channel. The air inlet pipe includes a third air inlet pipe, and the air outlet pipe includes a third air outlet pipe. One end of the third air inlet pipe is connected to the fourth exchange channel, and the other end is used to connect to the low-heat zone where the electronic device is located. One end of the third air outlet pipe is connected to the fourth exchange channel, and the other end is connected to the waste heat recovery component.

8. A special vehicle, characterized in that, Includes the heat sink as described in any one of claims 1 to 7.

9. The special vehicle according to claim 8, characterized in that, The special vehicle includes a vehicle body, the shell is disposed on the bottom plate of the vehicle body, and a shock-absorbing pad is disposed between the bottom plate and the shell.

10. The special vehicle according to claim 8, characterized in that, The heat-consuming end of the special vehicle includes a cockpit heating system, a battery preheating system, and a window defrosting system. The heat-discharging end is connected to a first heating pipe, a second heating pipe, and a third heating pipe. The first heating pipe is connected to the cockpit heating system, the second heating pipe is connected to the battery preheating system, and the third heating pipe is connected to the window defrosting system. At least one of the first heating pipe, the second heating pipe, and the third heating pipe is provided with a backflow prevention control device.

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