Whole vehicle thermal management control system for pure electric engineering vehicle

Abstract

The invention discloses a whole vehicle thermal management control system for a pure electric engineering vehicle, and belongs to the technical field of vehicle thermal management. The system comprises a first expansion water tank, a radiator (comprising a first radiating core body, a second radiating core body and a third radiating core body which are independently arranged), three heat exchange branches, a temperature detection assembly and a controller, the first expansion water tank is connected with the radiator and provides circulating liquid for the system; in the heat dissipation process, the three heat exchange branches communicate with the three heat dissipation core bodies correspondingly. The temperature detection assembly is electrically connected with the controller and is responsible for detecting the temperature of the cold source body or the heat source body in each branch and transmitting a signal to the controller; the controller intelligently regulates and controls the heat exchange branches according to the received temperature signals and preset heat balance rules, and heat balance of the cold source bodies or the heat source bodies in the branches is ensured. By means of the integrated heat management strategy, accurate and intelligent control over the heat exchange branch of the whole vehicle is achieved, and the performance and efficiency of the vehicle heat management system are effectively improved.

Description

Technical Field

[0001] The invention relates to a whole vehicle thermal management control system for a pure electric engineering vehicle, belonging to the technical field of vehicle thermal management. Background Art

[0002] In the application of engineering vehicles, in addition to the basic driving function, its operating function is also very important, which leads to the need for the vehicle to be equipped with a large number of power transmission components, which in turn generates large heat losses, making the thermal management of the vehicle a rather complex task. As new energy technologies gradually penetrate into the field of engineering machinery, not only the three-electric system is introduced, but also more stringent requirements are put forward for the thermal management standards of the three-electric components, especially the power battery, which undoubtedly further increases the challenge of the design and control of the thermal management architecture of the vehicle.

[0003] As far as pure electric-driven engineering vehicles are concerned, in order to ensure performance in various operating environments, most models still retain hydraulic systems as auxiliary. Based on this powertrain configuration, pure electric engineering machinery at the current stage is generally equipped with an independent power battery thermal management system, and the motor and hydraulic system share an integrated radiator. Inside this radiator, the thermal fluids are water and hydraulic medium respectively. It is worth noting that there are two independent air cooling systems under this configuration, and there is a lack of interaction mechanism between them, resulting in low overall energy efficiency, and there is room for improvement through optimization. Therefore, it is urgent to provide an innovative vehicle thermal management control system for engineering vehicles to specifically address the relevant technical defects faced by the existing technology. Summary of the invention

[0004] The purpose of the present invention is to provide a vehicle thermal management control system for a pure electric engineering vehicle, which aims to effectively improve the thermal management performance of the vehicle through precise temperature monitoring and intelligent thermal balance control, thereby providing a strong guarantee for the stable operation of the pure electric engineering vehicle.

[0005] In order to achieve the above objectives / solve the above technical problems, the present invention is implemented by adopting the following technical solutions.

[0006] The present invention provides a vehicle thermal management control system for a pure electric engineering vehicle, which comprises: a first expansion water tank, a radiator, a first heat exchange branch, a second heat exchange branch, a third heat exchange branch, a temperature detection component and a controller; The first expansion water tank is connected to the radiator for supplying circulating liquid; the radiator comprises a first heat dissipation core, a second heat dissipation core and a third heat dissipation core which are independently arranged; in the heat dissipation state, the relevant water circulation loop in the first heat exchange branch is connected to the first heat dissipation core; the second heat exchange branch and the third heat exchange branch are respectively connected to the second heat dissipation core and the third heat dissipation core; The signal output end of the temperature detection component is electrically connected to the controller, and is used to detect the temperature of the cold source or the hot source in the first heat exchange branch, the second heat exchange branch, and the third heat exchange branch, respectively, and output the corresponding detected temperature signal to the controller; The controller is used to control the first heat exchange branch, the second heat exchange branch and the third heat exchange branch to achieve thermal balance for the corresponding cold source or hot source in each branch according to the temperature signal and a preset thermal balance rule.

[0007] Optionally, the temperature detection component includes: a first temperature sensor for detecting the temperature of the power battery system in the first branch of the heat exchange, a second temperature sensor for detecting the temperature of the hydraulic system in the second branch of the heat exchange, and a third temperature sensor for detecting the temperature of the motor electronic control system in the third branch of the heat exchange.

[0008] Optionally, the signal output ends of the first temperature sensor, the second temperature sensor and the third temperature sensor are electrically connected to the controller respectively.

[0009] Optionally, the first heat exchange branch includes: a first water circulation loop, a second water circulation loop, a third water circulation loop, a fourth water circulation loop and a fifth refrigerant circulation loop.

[0010] Optionally, the first water circulation loop includes: a second expansion water tank for supplying circulating liquid, and a power battery system, a first water pump, a first solenoid valve, a first heat exchanger and a PTC heater which are sequentially connected.

[0011] Optionally, the second water circulation loop includes: a second expansion water tank, a power battery system, a first water pump, a second solenoid valve, a radiator and a third solenoid valve which are sequentially connected.

[0012] Optionally, the third water circulation loop is connected in parallel with the third branch of the heat exchange, and includes: a first expansion water tank, and a fifth solenoid valve, a second expansion water tank, a power battery system, a first water pump, and a fourth solenoid valve which are sequentially connected.

[0013] Optionally, the fourth water circulation loop includes: a first expansion water tank, and a second heat exchanger, a second water pump and a radiator which are sequentially connected.

[0014] Optionally, the fifth refrigerant circulation loop includes: a compressor, a second heat exchanger, a liquid storage tank, an expansion valve and a first heat exchanger which are sequentially connected.

[0015] Optionally, the control ends of the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve and the fifth solenoid valve are electrically connected to the controller respectively; the controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source or heat source in the loop.

[0016] Optionally, the controller can only control one of the first water circulation loop, the second water circulation loop and the third water circulation loop to be in working state alone.

[0017] Optionally, if the first water circulation loop is in a working state, the fourth water circulation loop and the fifth refrigerant circulation loop are both in a non-working state or both in a working state.

[0018] Optionally, if the first water circulation loop is in a non-operating state, the fourth water circulation loop and the fifth refrigerant circulation loop are both in a non-operating state.

[0019] Optionally, the fourth water circulation loop and the fifth refrigerant circulation loop need to be in a working state or a non-working state at the same time.

[0020] Optionally, the second heat exchange branch includes: a sixth oil circulation loop and a seventh water circulation loop; The sixth oil circulation loop includes: a hydraulic system and a third heat exchanger which are connected in sequence; the seventh water circulation loop includes: a first water expansion tank, and a radiator, a sixth solenoid valve, a third water pump, a third heat exchanger and a seventh solenoid valve which are connected in sequence; the third heat exchanger is used to realize heat exchange between the hydraulic oil and the circulating fluid, and to replace the heat of the hydraulic oil with the circulating fluid.

[0021] Optionally, the third heat exchange branch includes: a first water expansion tank, and a radiator, a tenth solenoid valve, a fourth water pump, a motor electronic control system and an eleventh solenoid valve which are sequentially connected.

[0022] Optionally, the fluid compositions of the first heat exchange branch, the second heat exchange branch and the third heat exchange branch passing through the radiator are consistent.

[0023] Optionally, the control ends of the sixth solenoid valve, the seventh solenoid valve, the tenth solenoid valve and the eleventh solenoid valve are electrically connected to the controller respectively; the controller controls the conduction or shutoff of the sixth solenoid valve and the seventh solenoid valve according to the temperature signal output by the second temperature sensor, and controls the conduction or shutoff of the tenth solenoid valve and the eleventh solenoid valve according to the temperature signal output by the third temperature sensor, thereby achieving thermal balance of the corresponding heat source bodies in the branch.

[0024] Optionally, the controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source body in the loop, including: If the real-time temperature value corresponding to the temperature signal output by the first temperature sensor is lower than the preset first temperature value, only the first water circulation loop is controlled to enter the working state; In this state, the controller controls the second solenoid valve, the third solenoid valve, the fourth solenoid valve and the fifth solenoid valve to be closed, and controls the first solenoid valve to be turned on; the PTC heater heats the fluid in the circuit, and the first water pump is started to make the heated hot fluid circulate in the circuit until the power battery system is heated to its corresponding preset target temperature value.

[0025] Optionally, the controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source body in the loop, and further includes: If the real-time temperature value corresponding to the temperature signal output by the first temperature sensor is between the preset first temperature value and the preset target temperature value, only the third water circulation loop is controlled to enter the working state; In this state, the controller controls the first solenoid valve, the second solenoid valve and the third solenoid valve to be turned off, and controls the fourth solenoid valve and the fifth solenoid valve to be turned on; the motor electronic control system in the third branch of the heat exchange generates heat, and the first water pump and the fourth water pump are started, so that the heat generated by the motor electronic control system circulates in the loop until the power battery system is heated to its corresponding preset target temperature value.

[0026] Optionally, the controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source body in the loop, and further includes: If the real-time temperature value corresponding to the temperature signal output by the first temperature sensor is between the preset target temperature value and the preset second temperature value, only the second water circulation loop is controlled to enter the working state; In this state, the controller controls the first solenoid valve, the fourth solenoid valve and the fifth solenoid valve to be turned off, and controls the second solenoid valve and the third solenoid valve to be turned on; the fluid in the first heat dissipation core cooling circuit in the radiator, the first water pump is started, so that the cooled cold fluid circulates in the circuit until the power battery system is cooled to its corresponding preset target temperature value.

[0027] Optionally, the controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source body in the loop, and further includes: If the real-time temperature value corresponding to the temperature signal output by the first temperature sensor is higher than the preset second temperature value, the first water circulation loop, the fourth water circulation loop and the fifth refrigerant circulation loop are controlled to enter the working state; In this state, the controller controls the second solenoid valve, the third solenoid valve, the fourth solenoid valve and the fifth solenoid valve to be turned off, controls the first solenoid valve to be turned on, and controls the PTC heater to enter a non-working state, and the expansion valve to enter a working state; the compressor is used to compress the low-temperature and low-pressure first refrigerant into a high-temperature and high-pressure second refrigerant, the second refrigerant is processed by the second heat exchanger to generate a medium-temperature and medium-pressure third refrigerant, the liquid refrigerant in the third refrigerant remains in the liquid storage tank, the gaseous refrigerant in the third refrigerant is processed by the expansion valve to generate a low-temperature and low-pressure fourth refrigerant, the fourth refrigerant enters the first heat exchanger, the fluid in the first heat dissipation core cooling circuit in the radiator, the first water pump and the second water pump are started to circulate the cooled cold fluid in the circuit until the power battery system is cooled to its corresponding preset target temperature value.

[0028] Optionally, the temperature values ​​corresponding to the preset first temperature value, the preset target temperature value and the preset second temperature value increase sequentially.

[0029] Optionally, the vehicle thermal management control system for the pure electric engineering vehicle further includes an eighth solenoid valve and a ninth solenoid valve; the second branch of the heat exchange is connected to the third branch of the heat exchange through the eighth solenoid valve and the ninth solenoid valve.

[0030] Optionally, if the real-time temperature value corresponding to the temperature signal output by the third temperature sensor is lower than the preset heat dissipation temperature value set for the motor electronic control system, the controller controls the tenth solenoid valve and the eleventh solenoid valve to be turned off, and controls the sixth solenoid valve, the seventh solenoid valve, the eighth solenoid valve and the ninth solenoid valve to be turned on; the second heat dissipation core and the third heat dissipation core in the radiator cool the fluid in the circuit at the same time, and the third water pump is turned on to allow the cooled cold fluid to circulate in the circuit until the hydraulic system is cooled to the preset heat dissipation temperature value set for it.

[0031] Optionally, if the real-time temperature value corresponding to the temperature signal output by the second temperature sensor is lower than the preset heat dissipation temperature value set for the hydraulic system, the controller controls the sixth solenoid valve and the seventh solenoid valve to be turned off, and controls the eighth solenoid valve, the ninth solenoid valve, the tenth solenoid valve and the eleventh solenoid valve to be turned on; the second heat dissipation core and the third heat dissipation core in the radiator cool the fluid in the circuit at the same time, and the fourth water pump is turned on to allow the cooled cold fluid to circulate in the circuit until the motor electronic control system is cooled to the preset heat dissipation temperature value set for it.

[0032] Compared with the prior art, the present invention has the following beneficial effects: (1) The present invention integrates the thermal management architecture of the whole vehicle through an integrated design, so that the thermal management of the whole vehicle shares a set of air cooling system and a water replenishment system, thereby realizing accurate thermal management of multiple key components such as the power battery system, hydraulic system, and motor and electronic control system. The temperature detection component monitors the temperature of each component in real time, and the controller intelligently adjusts the working state of each heat exchange branch according to the preset thermal balance rules to ensure that each component always operates within the optimal operating temperature range, thereby improving the thermal management efficiency of the whole vehicle; (2) The present invention adopts a controller that can automatically adjust the on or off state of each solenoid valve according to the real-time temperature signal provided by the temperature detection component, thereby controlling the working state of the relevant circulation loop. This intelligent control method not only improves the response speed of the system, but also reduces the need for manual intervention, making thermal management more convenient and efficient; (3) The present invention designs multiple heat exchange branches, including a water circulation loop, an oil circulation loop, and a refrigerant circulation loop, etc., and can flexibly select the most suitable heat exchange method according to the heat dissipation requirements of different components. At the same time, through different connection methods such as parallel and series connection, there is heat interaction between the heat exchange branches, which realizes efficient transfer and utilization of heat and improves the overall heat exchange efficiency of the system; (4) The present invention can avoid unnecessary energy loss and reduce the energy consumption of the entire vehicle through precise temperature control and intelligent thermal management strategies. In particular, in low or high temperature environments, the system can automatically adjust the working mode to ensure that each component operates in the best condition, thereby extending the battery life and improving the endurance of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 The figure is a schematic structural diagram of an embodiment of a vehicle thermal management control system for a pure electric engineering vehicle of the present invention; Figure 2 It is a schematic structural diagram of another embodiment of the thermal management control system for a pure electric engineering vehicle of the present invention; Figure 3The figure shows a schematic diagram of the structure of the first circulation branch of heat exchange in another embodiment of the thermal management control system for a pure electric engineering vehicle of the present invention; Figure 4 The figure shows the operation schematic diagram of the first water circulation loop in the first circulation branch of the heat exchange of the whole vehicle thermal management control system for the pure electric engineering vehicle of the present invention; Figure 5 The figure shows the operation schematic diagram of the second water circulation loop in the first circulation branch of the heat exchange of the thermal management control system for the pure electric engineering vehicle of the present invention; Figure 6 The diagram shows the operation of the third water circulation loop in the first circulation branch of the heat exchange of the thermal management control system for the pure electric engineering vehicle of the present invention; Figure 7 The figure shows the operation schematic diagram of the coordinated operation of the first water circulation loop, the fourth water circulation loop and the fifth water circulation loop in the first circulation branch of the heat exchange of the whole vehicle thermal management control system for the pure electric engineering vehicle of the present invention; Figure 8 The figure shows a schematic diagram of the working structure of the second branch of the heat exchange in another embodiment of the whole vehicle thermal management control system for a pure electric engineering vehicle of the present invention; Fig. 9 The figure shows a schematic diagram of the working structure of the third branch of the heat exchange in another embodiment of the whole vehicle thermal management control system for a pure electric engineering vehicle of the present invention; In the figure: 001-radiator; 002-fan; 003-first expansion water tank; 110-power battery system; 111-first water pump; 112-first solenoid valve; 113-first heat exchanger; 114-PTC heater; 115-second expansion water tank; 121-second solenoid valve; 122-third solenoid valve; 131-fourth solenoid valve; 132-fifth solenoid valve; 141-second water pump; 142-second heat exchanger; 151-compressor; 152-liquid storage tank; 153-expansion valve; 200-hydraulic system; 201-third heat exchanger; 202-third water pump; 203-sixth solenoid valve; 204-seventh solenoid valve; 205-eighth solenoid valve; 206-ninth solenoid valve; 300-motor electronic control system; 301-fourth water pump; 302-tenth solenoid valve; 303-eleventh solenoid valve. DETAILED DESCRIPTION

[0034] The technical solution of the present invention is described in detail below through the accompanying drawings and specific embodiments. It should be understood that the embodiments of the present invention and the specific features in the embodiments are detailed descriptions of the technical solution of the present invention, rather than limitations on the technical solution of the present invention. The embodiments of the present invention and the technical features in the embodiments may be combined with each other unless there is a conflict.

[0035] The term "and / or" is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " generally indicates that the associated objects are in an "or" relationship.

[0036] Example 1 refer to Figure 1 , this embodiment introduces a vehicle thermal management control system for a pure electric engineering vehicle, which includes: a first expansion water tank 003, a radiator 001, a first heat exchange branch, a second heat exchange branch, a third heat exchange branch, a temperature detection component and a controller; The first expansion water tank 003 is connected to the radiator 001 for supplying circulating fluid; the radiator 001 comprises: a first heat dissipation core, a second heat dissipation core and a third heat dissipation core which are independently arranged and are respectively connected to the first heat exchange branch, the second heat exchange branch and the third heat exchange branch; The signal output end of the temperature detection component is electrically connected to the controller, and is used to detect the temperature of the first heat exchange branch, the second heat exchange branch, and the third heat exchange branch, and output the temperature detection data corresponding to each heat exchange branch to the controller; The first heat exchange branch, the second heat exchange branch and the third heat exchange branch are each provided with a corresponding solenoid valve; the controller is electrically connected to the control end of the solenoid valve, and is used to control the on or off of each solenoid valve according to the temperature detection data corresponding to each heat exchange branch and the preset temperature control rules, so as to achieve thermal balance control of the temperature of at least one of the first heat exchange branch, the second heat exchange branch and the third heat exchange branch.

[0037] In the actual application of this embodiment, when the pure electric engineering vehicle is started, the thermal management control system is also started. At the same time, the controller is initialized and ready to receive temperature detection data. Then, the temperature detection component starts to work, detects the temperature of each heat exchange branch in real time, and sends the detected temperature data to the controller through the signal output end. Furthermore, after receiving the temperature data, the controller analyzes it according to the preset temperature control rules. If the temperature of a heat exchange branch exceeds or falls below the set threshold, the controller will adopt a corresponding control strategy. Furthermore, according to the control strategy, the controller sends a control signal to the corresponding solenoid valve, and the relevant solenoid valve is turned on or off according to the control signal, and the temperature balance of each heat exchange branch is achieved by adjusting the flow path of the circulating fluid.

[0038] In general, this embodiment achieves effective management and control of the vehicle heat exchange system through precise temperature detection, flexible solenoid valve control and dynamic strategy adjustment, so that the relevant control system can ensure that the pure electric engineering vehicle can maintain a stable temperature state under various operating conditions, thereby improving the performance and reliability of the vehicle.

[0039] Example 2 This embodiment will introduce the specific implementation process of three heat exchange branches participating in thermal balance regulation in a vehicle thermal management control system for pure electric engineering vehicles.

[0040] refer to Figure 2 The vehicle thermal management control system in this embodiment includes: a first expansion water tank 003, a first heat exchange branch, a second heat exchange branch, a third heat exchange branch, an integrated radiator 001, a fan 002, a temperature detection component and a controller.

[0041] The first expansion water tank 003 is connected to the radiator 001 for supplying circulating fluid; the radiator 001 includes a first heat dissipation core, a second heat dissipation core and a third heat dissipation core which are independently arranged. In the heat dissipation state, the relevant water circulation loop in the first heat exchange branch is connected to the first heat dissipation core; the second heat exchange branch and the third heat exchange branch are connected to the second heat dissipation core and the third heat dissipation core respectively. The fan 002 is used to provide cooling fluid and perform heat exchange with the integrated radiator 001.

[0042] The first heat exchange branch, the second heat exchange branch and the third heat exchange branch are respectively used to provide heat dissipation circulation loops for the power battery system 110, the hydraulic system 200 and the motor electronic control system 300 in the control system. The first expansion water tank 003 is used to simultaneously replenish water to the first heat exchange branch, the second heat exchange branch and the third heat exchange branch.

[0043] The temperature detection assembly includes: a first temperature sensor for detecting the temperature of the power battery system 110 in the first branch of the heat exchange, a second temperature sensor for detecting the temperature of the hydraulic system 200 in the second branch of the heat exchange, and a third temperature sensor for detecting the temperature of the motor electronic control system 300 in the third branch of the heat exchange. The signal output ends of the first temperature sensor, the second temperature sensor and the third temperature sensor are electrically connected to the controller respectively.

[0044] The controller is used to control the first heat exchange branch, the second heat exchange branch and the third heat exchange branch to achieve thermal balance of the corresponding cold source or heat source in each branch according to the temperature signal and the preset thermal balance rule. The cold source and the heat source are explained according to whether the branch needs to be heated or cooled.

[0045] 1. Thermal balance control of power battery system This embodiment takes into account the operating temperature characteristics of the power battery in the power battery system 110, and thereby adopts a variety of cooling and heating strategies, switches different circuits according to actual needs, so as to achieve precise control of the power battery temperature, so that the power battery can not only continuously maintain an optimal operating temperature range of about more than 20 degrees (the preset target temperature value corresponding to the power battery system 110), but also take into account energy saving needs. The specific implementation process is described as follows.

[0046] Since the implementation of the above cooling and heating strategies requires switching of different circuits of the first heat exchange branch, it is necessary to first introduce the division and composition of each circuit in the first heat exchange branch. Figure 3 The first heat exchange branch includes: a first water circulation loop, a second water circulation loop, a third water circulation loop, a fourth water circulation loop and a fifth refrigerant circulation loop.

[0047] The first water circulation loop includes: a second expansion water tank 114 for supplying circulating liquid, and a power battery system 110, a first water pump 111, a first solenoid valve 112, a first heat exchanger 113 and a PTC heater 114 which are sequentially connected.

[0048] The second water circulation loop includes: a second expansion water tank 115, a power battery system 110, a first water pump 111, a second solenoid valve 112, a radiator 001 and a third solenoid valve 122 which are sequentially connected.

[0049] The third water circulation loop is connected in parallel with the third branch of the heat exchange, and includes: a first expansion water tank 003, and a fifth solenoid valve 132, a second expansion water tank 115, a power battery system 110, a first water pump 111, and a fourth solenoid valve 131 which are sequentially connected.

[0050] The fourth water circulation loop includes: a first expansion water tank 003, and a second heat exchanger 142, a second water pump 141 and a radiator 001 which are sequentially connected.

[0051] The fifth refrigerant circulation loop includes: a compressor 151, a second heat exchanger 142, a liquid storage tank 152, an expansion valve 153 and a first heat exchanger 113 which are sequentially connected.

[0052] The control ends of the first solenoid valve 112, the second solenoid valve 121, the third solenoid valve 122, the fourth solenoid valve 131 and the fifth solenoid valve 132 are electrically connected to the controller respectively. The controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source or heat source in the loop.

[0053] It is worth noting that, in actual application, the first water circulation loop, the second water circulation loop and the third water circulation loop can only be in working state individually, and two or more loops cannot be in working state at the same time. When the first water circulation loop is working, the fourth water circulation loop and the fifth refrigerant circulation loop can be in non-working state or in working state. When the first water circulation loop is not working, the fourth water circulation loop and the fifth refrigerant circulation loop are in non-working state. The fourth water circulation loop and the fifth refrigerant circulation loop must be in working state or non-working state at the same time. Based on the above description of the status of each loop, the following situations need special introduction.

[0054] Case 1: Reference Figure 4 When the power battery system 110 is in a low temperature state, the chemical reaction speed inside it will slow down, resulting in a decrease in the current output capacity. At the same time, low temperature may also affect the charging and discharging efficiency and service life of the battery. Therefore, it is necessary to take corresponding measures to increase the temperature of the power battery, that is, at this time, the first water circulation loop can be operated alone.

[0055] Specifically, when the first temperature sensor detects that the real-time temperature value of the power battery system 110 is lower than the preset first temperature value, it means that the power battery system 110 needs to be heated at this time, and the first temperature sensor will output the corresponding temperature detection data to the controller. Then, the controller will control the first solenoid valve 112 in the first water circulation loop to be in the on state, and control the second solenoid valve 121, the third solenoid valve 122, the fourth solenoid valve 131 and the fifth solenoid valve 132 to be in the off state.

[0056] When the power battery system 110 needs to be heated, the PTC heater 114 starts working to heat the fluid in the pipeline. The first water pump 111 starts to provide circulation power so that the heated hot fluid circulates in the pipeline. Since the first solenoid valve 112 is in the on state, and the second solenoid valve 121, the third solenoid valve 122, the fourth solenoid valve 131 and the fifth solenoid valve 132 are in the off state, the hot fluid can only circulate in the closed first water circulation loop, thereby effectively transferring heat to the power battery system 110. As the temperature of the fluid increases, the temperature of the power battery system 110 also gradually increases until it reaches a suitable operating temperature.

[0057] Scenario 2: When the ambient temperature is lower than the target temperature of the power battery system 110, the heat inside the power battery system 110 needs to be removed by the radiator 001, that is, the second water circulation loop can be operated independently at this time.

[0058] Specifically, when the first temperature sensor detects that the temperature of the power battery system 110 is between the preset target temperature value and the preset second temperature value, it means that the power battery system 110 needs to dissipate heat at this time, and the first temperature sensor will output the corresponding temperature detection data to the controller. Then, the controller will control the second solenoid valve 121 and the third solenoid valve 122 in the second water circulation loop to be in the on state, and at the same time control the fourth solenoid valve 131, the fifth solenoid valve 132 and the first solenoid valve 112 to be in the off state. The second water circulation loop can complete the heat dissipation of the power battery system 110 without activating the compressor 151. This measure can effectively improve the energy utilization rate of the entire vehicle system.

[0059] When the power battery system 110 needs to dissipate heat, the radiator 001 starts working to cool the fluid in the pipe. The first water pump 111 starts to provide circulation power so that the cooled cold fluid circulates in the pipe. Since the second solenoid valve 121 and the third solenoid valve 122 are in the on state, and the fourth solenoid valve 131, the fifth solenoid valve 132 and the first solenoid valve 112 are in the off state, the cold fluid can only circulate in the closed second water circulation loop, thereby effectively taking away the heat in the power battery system 110. As the temperature of the fluid decreases, the temperature of the power battery system 110 also gradually decreases until it reaches a suitable operating temperature.

[0060] Scenario 3: When the temperature of the power battery system 110 is lower than the optimal operating temperature, the power battery system 110 needs to be heated. However, the current output of the power battery system 110 does not affect the actual operating needs. In other words, the power battery system 110 can be heated without relying on the PTC heater 114. Instead, part of the heat from the third heat exchange branch is introduced into the second water circulation loop. This measure can realize heat interaction between different heat exchange branches and ensure that energy can be saved and utilized to the greatest extent. That is, only the third water circulation loop can be operated alone at this time.

[0061] Specifically, when the temperature of the power battery system detected by the first temperature sensor is between a preset first temperature value and a preset target temperature value, the power battery system 110 needs to be heated, and the first temperature sensor will output the corresponding temperature detection data to the controller. Then, the controller will control the fourth solenoid valve 131 and the fifth solenoid valve 132 in the third water circulation loop to be in an on state, and at the same time control the second solenoid valve 121, the third solenoid valve 122 and the first solenoid valve 112 to be in an off state. The third water cycle can heat the power battery without relying on the PTC heater 114, but only realizes heat interaction with the third branch of the heat exchange through the fourth solenoid valve 131 and the fifth solenoid valve 132, thereby maximizing energy utilization.

[0062] Since the fourth solenoid valve 131 and the fifth solenoid valve 132 are in the conducting state, and the second solenoid valve 121, the third solenoid valve 122 and the first solenoid valve 112 are in the off state, the third branch of the heat exchange will form a closed loop with the power battery system 110 through the fourth solenoid valve 131 and the fifth solenoid valve 132. When the power battery system 110 needs to be heated, the motor electronic control system 300 of the third branch of the heat exchange generates heat, and the fluid circulates in the third water circulation loop and the third branch of the heat exchange, thereby effectively heating the power battery system 110. As the temperature of the fluid increases, the temperature of the power battery system 110 gradually increases until it reaches a suitable working temperature.

[0063] Scenario 4: When the temperature of the power battery system 110 is high, the power battery system 110 cannot reach the preset target temperature value by relying on the relevant heat dissipation methods in the above-mentioned scenarios. At this time, the compressor 151 and the refrigerant are required to reduce the temperature of the power battery system 110, that is, the first water circulation loop, the fourth water circulation loop and the fifth water circulation loop can work at the same time. It is worth noting that the PTC heater 114 in the first water circulation loop is not used in this case, and can be controlled to stop working separately by the controller.

[0064] Specifically, when the temperature of the power battery system 110 detected by the first temperature sensor is higher than the preset second temperature, the power battery system 110 needs to be cooled down quickly, and the first temperature sensor will output the corresponding temperature detection data to the controller. Then, the controller will control the first solenoid valve 112 and the expansion valve 153 to be in the conducting state, and control the second solenoid valve 121, the third solenoid valve 122, the fourth solenoid valve 131 and the fifth solenoid valve 132 to be in the closed state.

[0065] When the power battery system 110 needs to be cooled down quickly, the compressor 151 is used to compress the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure state. After heat exchange through the second heat exchanger 142, the heat of the high-temperature and high-pressure refrigerant is taken away by the water fluid and becomes a medium-temperature and medium-pressure refrigerant, wherein the liquid refrigerant remains in the liquid storage tank 152, and the gaseous refrigerant becomes a low-temperature and low-pressure gas after passing through the expansion valve 153, enters the first heat exchanger 113, absorbs the temperature of the water fluid, and reduces the temperature of the water fluid. At this time, the first water pump 111 drives the water fluid with the reduced temperature to flow through the power battery system 110 until it reaches the appropriate working temperature of the power battery system 110. The high-temperature refrigerant passes through the second heat exchanger 142 to transfer the high temperature to the low-temperature water fluid to turn it into high temperature. The second water pump 141 drives the high-temperature water fluid through the radiator 001, and uses the fan 002 and the cold side air volume to take away the heat of the high-temperature water, thereby entering the next heat exchange.

[0066] 2. Thermal balance control of hydraulic system and motor electronic control system The second heat exchange branch includes: a sixth oil circulation loop and a seventh water circulation loop.

[0067] The sixth oil circulation loop includes: a hydraulic system 200 and a third heat exchanger 201 connected in sequence. The seventh water circulation loop includes: a first water expansion tank 003, and a radiator 001, a sixth solenoid valve 203, a third water pump 202, a third heat exchanger 201 and a seventh solenoid valve 204 connected in sequence.

[0068] The third heat exchanger 201 can realize heat exchange between hydraulic oil and water fluid. The hydraulic oil is the object to be cooled, and its heat is transferred to the water fluid. Since the specific heat capacity of water is much greater than that of hydraulic oil, it means that water can absorb or release more heat with less temperature change. This characteristic makes it possible to use water as a cooling medium to more effectively transfer and disperse heat. Secondly, due to the large specific heat capacity of water, using water as a cooling medium can also reduce the required heat dissipation area, thereby reducing the core volume of the radiator 001. This design is particularly important for space-constrained application scenarios, which can save installation space and reduce costs.

[0069] Therefore, the second heat exchange branch realizes efficient cooling of the hydraulic oil and reduces the core volume of the radiator 001 by utilizing the specific heat capacity advantage of water. This design not only improves the heat exchange efficiency, but also optimizes the overall performance and space utilization of the system.

[0070] The third branch of the heat exchange includes: a first water expansion tank 003, and a radiator 001, a tenth solenoid valve 302, a fourth water pump 301, a motor electronic control system 300 and an eleventh solenoid valve 303 which are sequentially connected. The fourth water pump 301 drives the water fluid to continuously circulate between the radiator 001 and the motor electronic control system 300 to take away the heat in the motor electronic control system 300.

[0071] It is worth noting that the fluid compositions of the first heat exchange branch, the second heat exchange branch and the third heat exchange branch passing through the radiator 001 are consistent.

[0072] The control ends of the sixth solenoid valve 203 , the seventh solenoid valve 204 , the tenth solenoid valve 302 and the eleventh solenoid valve 303 are electrically connected to the controller respectively.

[0073] The controller controls the on or off of the sixth solenoid valve 203 and the seventh solenoid valve 204 according to the temperature signal output by the second temperature sensor, and controls the on or off of the tenth solenoid valve 302 and the eleventh solenoid valve 303 according to the temperature signal output by the third temperature sensor, thereby ensuring that the operating temperature of the hydraulic system and the motor electronic control system on the branch line is appropriate.

[0074] Example 3 On the basis of Example 2, this example further includes an eighth solenoid valve 205 and a ninth solenoid valve 206. The second heat exchange branch is connected to the third heat exchange branch through the eighth solenoid valve 205 and the ninth solenoid valve 206.

[0075] refer to Figure 8 When the motor electronic control system 300 is in a state where heat dissipation is not required, the third heat dissipation core in the radiator 001 for dissipating heat for the third branch of the heat exchange can be merged into the second branch of the heat exchange. This design can increase the heat dissipation area of ​​the second branch of the heat exchange to improve the overall heat dissipation efficiency.

[0076] Specifically, if the real-time temperature value corresponding to the temperature signal output by the third temperature sensor is lower than the preset heat dissipation temperature value corresponding to the motor electronic control system 300, the controller controls the tenth solenoid valve 302 and the eleventh solenoid valve 303 to be turned off, and controls the sixth solenoid valve 203, the seventh solenoid valve 204, the eighth solenoid valve 205 and the ninth solenoid valve 206 to be turned on; the second heat dissipation core and the third heat dissipation core in the radiator 001 cool the fluid in the circuit at the same time, and the third water pump 202 is turned on to allow the cooled cold fluid to circulate in the circuit until the hydraulic system 200 is cooled to the preset heat dissipation temperature value corresponding to it.

[0077] refer to Fig. 9 When the hydraulic system 200 is in a state where heat dissipation is not required, the second heat dissipation core in the radiator 001 used to dissipate heat for the second branch of the heat exchange can be merged into the third branch of the heat exchange. This design can increase the heat dissipation area of ​​the third branch of the heat exchange, and also significantly improve the overall heat dissipation efficiency.

[0078] Specifically, if the real-time temperature value corresponding to the temperature signal output by the second temperature sensor is lower than the preset heat dissipation temperature value set corresponding to the hydraulic system 200, the controller controls the sixth solenoid valve 203 and the seventh solenoid valve 204 to be turned off, and controls the eighth solenoid valve 205, the ninth solenoid valve 206, the tenth solenoid valve 302 and the eleventh solenoid valve 303 to be turned on; the second heat dissipation core and the third heat dissipation core in the radiator 001 cool the fluid in the circuit at the same time, and the fourth water pump 301 is turned on to allow the cooled cold fluid to circulate in the circuit until the motor electronic control system 300 is cooled to the preset heat dissipation temperature value set corresponding to it.

[0079] Those skilled in the art should understand that the above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A vehicle thermal management control system for a pure electric engineering vehicle, characterized in that: include: A first expansion water tank (003), a radiator (001), a first heat exchange branch, a second heat exchange branch, a third heat exchange branch, a temperature detection component and a controller; The first expansion water tank (003) is connected to the radiator (001) for supplying circulating fluid; the radiator (001) comprises a first heat dissipation core, a second heat dissipation core and a third heat dissipation core which are independently arranged; in the heat dissipation state, the relevant water circulation loop in the first heat exchange branch is connected to the first heat dissipation core; the second heat exchange branch and the third heat exchange branch are respectively connected to the second heat dissipation core and the third heat dissipation core; The signal output end of the temperature detection component is electrically connected to the controller, and is used to detect the temperature of the cold source or the hot source in the first heat exchange branch, the second heat exchange branch, and the third heat exchange branch, respectively, and output the corresponding detected temperature signal to the controller; The controller is used to control the first heat exchange branch, the second heat exchange branch and the third heat exchange branch to achieve thermal balance for the corresponding cold source or hot source in each branch according to the temperature signal and a preset thermal balance rule.

2. The vehicle thermal management control system for a pure electric engineering vehicle according to claim 1, characterized in that: The temperature detection component comprises: a first temperature sensor for detecting the temperature of the power battery system (110) in the first branch of the heat exchange, a second temperature sensor for detecting the temperature of the hydraulic system (200) in the second branch of the heat exchange, and a third temperature sensor for detecting the temperature of the motor electronic control system (300) in the third branch of the heat exchange; Wherein, the signal output ends of the first temperature sensor, the second temperature sensor and the third temperature sensor are electrically connected to the controller respectively.

3. The vehicle thermal management control system for a pure electric engineering vehicle according to claim 2, characterized in that: The first heat exchange branch includes: a first water circulation loop, a second water circulation loop, a third water circulation loop, a fourth water circulation loop and a fifth refrigerant circulation loop; The first water circulation loop comprises: a second expansion water tank (114) for supplying circulating liquid, and a power battery system (110), a first water pump (111), a first solenoid valve (112), a first heat exchanger (113) and a PTC heater (114) which are sequentially connected; The second water circulation loop comprises: a second expansion water tank (115), a power battery system (110), a first water pump (111), a second solenoid valve (112), a radiator (001) and a third solenoid valve (122) which are sequentially connected; The third water circulation loop is connected in parallel with the third heat exchange branch, and comprises: a first expansion water tank (003), and a fifth solenoid valve (132), a second expansion water tank (115), a power battery system (110), a first water pump (111), and a fourth solenoid valve (131) which are sequentially connected; The fourth water circulation loop comprises: a first expansion water tank (003), and a second heat exchanger (142), a second water pump (141) and a radiator (001) which are sequentially connected; The fifth refrigerant circulation loop comprises: a compressor (151), a second heat exchanger (142), a liquid storage tank (152), an expansion valve (153), and a first heat exchanger (113) which are sequentially connected; The control ends of the first solenoid valve (112), the second solenoid valve (121), the third solenoid valve (122), the fourth solenoid valve (131) and the fifth solenoid valve (132) are respectively electrically connected to the controller; the controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source body or heat source body in the loop.

4. The vehicle thermal management control system for a pure electric engineering vehicle according to claim 3, characterized in that: The controller can only control one of the first water circulation loop, the second water circulation loop and the third water circulation loop to be in working state alone; If the first water circulation loop is in working state, the fourth water circulation loop and the fifth refrigerant circulation loop are both in non-working state or both in working state; If the first water circulation loop is in a non-operating state, the fourth water circulation loop and the fifth refrigerant circulation loop are both in a non-operating state; The fourth water circulation loop and the fifth refrigerant circulation loop need to be in a working state or a non-working state at the same time.

5. The vehicle thermal management control system for a pure electric engineering vehicle according to claim 4, characterized in that: The second heat exchange branch includes: a sixth oil circulation loop and a seventh water circulation loop; The sixth oil circulation loop comprises: a hydraulic system (200) and a third heat exchanger (201) which are connected in sequence; the seventh water circulation loop comprises: a first water expansion tank (003), and a radiator (001), a sixth solenoid valve (203), a third water pump (202), a third heat exchanger (201) and a seventh solenoid valve (204) which are connected in sequence; the third heat exchanger (201) is used to achieve heat exchange between hydraulic oil and circulating fluid, and to displace heat from the hydraulic oil to the circulating fluid; The third heat exchange branch comprises: a first water expansion tank (003), and a radiator (001), a tenth solenoid valve (302), a fourth water pump (301), a motor electronic control system (300) and an eleventh solenoid valve (303) which are sequentially connected; Wherein, the fluid compositions of the first heat exchange branch, the second heat exchange branch and the third heat exchange branch passing through the radiator (001) are consistent; The control ends of the sixth solenoid valve (203), the seventh solenoid valve (204), the tenth solenoid valve (302) and the eleventh solenoid valve (303) are electrically connected to the controller respectively; the controller controls the conduction or shutoff of the sixth solenoid valve (203) and the seventh solenoid valve (204) according to the temperature signal output by the second temperature sensor, and controls the conduction or shutoff of the tenth solenoid valve (302) and the eleventh solenoid valve (303) according to the temperature signal output by the third temperature sensor, thereby achieving thermal balance of the corresponding heat source in the branch.

6. The vehicle thermal management control system for a pure electric engineering vehicle according to claim 5, characterized in that: The controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source body in the loop, including: If the real-time temperature value corresponding to the temperature signal output by the first temperature sensor is lower than the preset first temperature value, only the first water circulation loop is controlled to enter the working state; In this state, the controller controls the second solenoid valve (121), the third solenoid valve (122), the fourth solenoid valve (131) and the fifth solenoid valve (132) to be turned off, and controls the first solenoid valve (121) to be turned on; the PTC heater (114) heats the fluid in the circuit, and the first water pump (111) is started, so that the heated hot fluid circulates in the circuit until the power battery system (110) is heated to its corresponding preset target temperature value.

7. The vehicle thermal management control system for a pure electric engineering vehicle according to claim 5, characterized in that: The controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source body in the loop, and further includes: If the real-time temperature value corresponding to the temperature signal output by the first temperature sensor is between the preset first temperature value and the preset target temperature value, only the third water circulation loop is controlled to enter the working state; In this state, the controller controls the first solenoid valve (112), the second solenoid valve (121) and the third solenoid valve (122) to be turned off, and controls the fourth solenoid valve (131) and the fifth solenoid valve (132) to be turned on; the motor electronic control system in the third branch of the heat exchange generates heat, and the first water pump (111) and the fourth water pump (301) are started, so that the heat generated by the motor electronic control system (300) circulates in the loop until the power battery system (300) is heated to its corresponding preset target temperature value.

8. The vehicle thermal management control system for a pure electric engineering vehicle according to claim 5, characterized in that: The controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source body in the loop, and further includes: If the real-time temperature value corresponding to the temperature signal output by the first temperature sensor is between the preset target temperature value and the preset second temperature value, only the second water circulation loop is controlled to enter the working state; In this state, the controller controls the first solenoid valve (112), the fourth solenoid valve (131) and the fifth solenoid valve (132) to be turned off, and controls the second solenoid valve (121) and the third solenoid valve (122) to be turned on; the first heat dissipation core in the radiator (001) cools the fluid in the circuit, and the first water pump (111) is started, so that the cooled cold fluid circulates in the circuit until the power battery system (110) is cooled to its corresponding preset target temperature value.

9. The vehicle thermal management control system for a pure electric engineering vehicle according to claim 5, characterized in that: The controller controls the on or off of each solenoid valve according to the temperature signal output by the first temperature sensor, so that the relevant circulation loop is in a working state or a non-working state, thereby achieving thermal balance of the corresponding cold source body in the loop, and further includes: If the real-time temperature value corresponding to the temperature signal output by the first temperature sensor is higher than the preset second temperature value, the first water circulation loop, the fourth water circulation loop and the fifth refrigerant circulation loop are controlled to enter a working state; In this state, the controller controls the second solenoid valve (121), the third solenoid valve (122), the fourth solenoid valve (131) and the fifth solenoid valve (132) to be turned off, controls the first solenoid valve (112) to be turned on, and controls the PTC heater (114) to enter a non-working state, and the expansion valve (153) to enter a working state; the compressor (151) is used to compress the low-temperature and low-pressure first refrigerant into a high-temperature and high-pressure second refrigerant, and the second refrigerant is processed by the second heat exchanger (142) to generate a medium-temperature and medium-pressure third refrigerant , the liquid refrigerant in the third refrigerant remains in the liquid storage tank (152), the gaseous refrigerant in the third refrigerant is processed by the expansion valve (153) to generate a low-temperature and low-pressure fourth refrigerant, the fourth refrigerant enters the first heat exchanger (113), the fluid in the first heat dissipation core cooling circuit in the radiator (001), the first water pump (111) and the second water pump (141) are started, so that the cooled cold fluid circulates in the circuit until the power battery system (110) is cooled to its corresponding preset target temperature value; Among them, the temperature values ​​corresponding to the preset first temperature value, the preset target temperature value and the preset second temperature value increase in sequence.

10. The vehicle thermal management control system for a pure electric engineering vehicle according to claim 5, characterized in that: It also includes an eighth solenoid valve (205) and a ninth solenoid valve (206); the second heat exchange branch is connected to the third heat exchange branch through the eighth solenoid valve (205) and the ninth solenoid valve (206); If the real-time temperature value corresponding to the temperature signal output by the third temperature sensor is lower than the preset heat dissipation temperature value corresponding to the motor electronic control system, the controller controls the tenth solenoid valve (302) and the eleventh solenoid valve (303) to be turned off, and controls the sixth solenoid valve (203), the seventh solenoid valve (204), the eighth solenoid valve (205) and the ninth solenoid valve (206) to be turned on; the second heat dissipation core and the third heat dissipation core in the radiator (001) cool the fluid in the circuit at the same time, and the third water pump (202) is turned on to allow the cooled cold fluid to circulate in the circuit until the hydraulic system (200) is cooled to the preset heat dissipation temperature value corresponding to the hydraulic system (200); If the real-time temperature value corresponding to the temperature signal output by the second temperature sensor is lower than the preset heat dissipation temperature value corresponding to the hydraulic system, the controller controls the sixth solenoid valve (203) and the seventh solenoid valve (204) to be turned off, and controls the eighth solenoid valve (205), the ninth solenoid valve (206), the tenth solenoid valve (302) and the eleventh solenoid valve (303) to be turned on; the second heat dissipation core and the third heat dissipation core in the radiator (001) cool the fluid in the circuit at the same time, and the fourth water pump (301) is turned on to allow the cooled cold fluid to circulate in the circuit until the motor electronic control system (300) is cooled to the preset heat dissipation temperature value corresponding to the motor electronic control system (300).

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