Parking warm air system of gas vehicle and parking warm air control method

Abstract

The invention relates to the technical field of natural gas vehicles, in particular to a parking warm air system of a gas vehicle and a parking warm air control method. The parking warm air system comprises a gas tank, a combustion chamber and a fan assembly, wherein the fan assembly is used for conveying air to the combustion chamber; the air supply pipeline is used for circularly supplying air into the vehicle room, and a heat exchange channel is arranged between the air supply pipeline and the combustion chamber; the temperature sensor is used for monitoring the real-time indoor temperature of the vehicle; and the control assembly is used for adjusting the opening degree of the electromagnetic valve and the gas supply rate of the fan assembly according to the real-time temperature of the vehicle, the target temperature and the pressure parameter in the gas tank. Natural gas is directly extracted from the gas tank, and direct combustion is carried out through the combustion chamber, so that the heating requirement of a driver during rest is met. Furthermore, according to the warm air system, the opening degree of the electromagnetic valve and the rotating speed of the fan can be adjusted according to the pressure in the fuel gas tank, and sufficient combustion and even heating of fuel gas parking warm air are achieved.

Description

Technical Field

[0001] This invention relates to the field of natural gas vehicle technology, specifically to a parking heating system and parking heating control method for a natural gas vehicle. Background Technology

[0002] With increasing demands for vehicle comfort, parking heating systems are widely used in commercial vehicles (especially heavy-duty trucks) to ensure passenger cabin temperature for drivers in cold environments. Currently, mainstream vehicle parking heating systems primarily use diesel fuel, and their typical structure consists of a fuel tank, fuel pump, combustion chamber, fan, air ducts, and control panel. The system works as follows: the user starts the system and adjusts temperature parameters via the control panel; the fuel pump delivers diesel fuel from the tank to the combustion chamber for combustion; the high-temperature gases produced by combustion exchange heat with air in the air ducts; the fan drives the air to circulate within the ducts, thereby raising the passenger cabin temperature. This technology has been successfully applied to diesel heavy-duty trucks operating in northern regions, allowing users to easily control the heating function via the control panel, significantly improving driving comfort.

[0003] However, with the increasing prevalence of natural gas-powered vehicles (such as trucks powered by compressed natural gas (CNG) or liquefied natural gas (LNG), the design flaws of existing parking heating systems have become increasingly apparent. Currently, parking heating systems in natural gas vehicles still use diesel parking heating technology, meaning the system structure is exactly the same as that of diesel heavy trucks, relying on diesel as fuel. This results in natural gas vehicles facing dual fuel demands in daily operation: in addition to refueling with natural gas to power the vehicle's power system, they also need to separately refuel with diesel to power the heating system. This design not only increases the operational complexity for users (e.g., requiring additional management of diesel storage, refueling, and safe storage facilities), but also brings a significant economic burden (such as the combined costs of diesel procurement and fuel management), and may affect the reliability of the heating system due to insufficient diesel supply or inconvenient refueling. Especially in cold northern regions, where the reliance on parking heating systems is high in winter, these problems further exacerbate vehicle operating costs and user burdens, severely restricting the market competitiveness and user satisfaction of natural gas vehicles.

[0004] Therefore, there is an urgent need for a parking heating system specifically designed for natural gas vehicles to solve the problems of fuel dependence and operational redundancy in existing technologies, and to achieve efficient integration and improved economy of fuel use. Summary of the Invention

[0005] This addresses the issues of reliance on a single fuel source and redundant operation in parking heating systems within related technologies.

[0006] In a first aspect, embodiments of this application provide a parking heating system for a natural gas vehicle, comprising: A gas cylinder with an adjustable solenoid valve at its outlet and a pressure sensor. A combustion chamber, which is connected to the opening of the gas tank, is used to supply natural gas for combustion; A fan assembly for supplying air to the combustion chamber; An air supply duct is provided for circulating air into the vehicle interior, and a heat exchange channel is provided between the air supply duct and the combustion chamber. Temperature sensor, used to monitor the real-time temperature inside the vehicle; The control component is signal-connected to the temperature sensor, the fan assembly, and the solenoid valve. The control component is used to adjust the opening degree of the solenoid valve and the gas supply rate of the fan assembly according to the real-time temperature of the vehicle, the target temperature, and the pressure parameters in the gas tank.

[0007] In conjunction with the first aspect, in one embodiment, the wind turbine assembly includes: The combustion gas supply pipeline has its outlet connected to the air inlet of the combustion chamber. A blower is connected to the combustion gas supply pipeline, and the blower is signal-connected to the control component.

[0008] Secondly, embodiments of this application provide a parking heater control method utilizing the above-mentioned parking heater system, comprising: The current opening parameters of the solenoid valve are calculated based on the real-time temperature inside the vehicle, the target temperature, and the current pressure parameters in the gas tank, so as to ensure that the vehicle interior meets the preset uniform heating conditions. The optimal gas supply rate of the fan assembly is calculated based on the current opening degree of the solenoid valve and the current pressure parameters in the gas tank, so as to ensure that the combustion in the combustion chamber reaches the conditions for complete combustion. The control component adjusts the opening of the solenoid valve according to its current opening parameters, and controls the fan assembly to supply air to the combustion chamber at the optimal air supply rate until the real-time temperature inside the vehicle reaches the target temperature.

[0009] In conjunction with the second aspect, in one embodiment, the step of calculating the current opening parameter of the solenoid valve based on the real-time temperature inside the vehicle, the target temperature, and the current pressure parameter in the gas tank, so as to ensure that the vehicle interior meets preset uniform heating conditions, includes: The current temperature adjustment difference is calculated based on the real-time temperature inside the vehicle and the target temperature. The current opening parameters of the solenoid valve are determined based on the current temperature adjustment difference and the current pressure parameters.

[0010] In conjunction with the second aspect, in one embodiment, determining the current opening parameter of the solenoid valve based on the temperature adjustment difference and pressure parameters includes: The uniform heating calibration relationship between the temperature adjustment difference, pressure parameters and current opening parameters is obtained according to the preset coefficient. The corresponding opening parameters are obtained based on the uniform heating calibration relationship, the current temperature adjustment difference, and the current pressure parameters, and are used as the current opening parameters.

[0011] In conjunction with the second aspect, in one embodiment, obtaining the uniform heating calibration relationship between the temperature adjustment difference, pressure parameters, and current opening parameters according to a preset coefficient includes: Various uniform heating calibration relationships between temperature adjustment difference, pressure parameters and current opening parameters are obtained according to different preset coefficients.

[0012] In conjunction with the second aspect, in one embodiment, obtaining the corresponding opening parameter as the current opening parameter based on the uniform heating calibration relationship, the current temperature adjustment difference, and the current pressure parameter includes: Different uniform heating calibration relationships are selected according to the vehicle temperature control mode, which includes rapid heating mode, comfort mode and energy-saving mode. Obtain the corresponding current opening parameters based on the selected uniform heating calibration relationship.

[0013] In conjunction with the second aspect, in one embodiment, calculating the optimal gas supply rate of the fan assembly based on the current opening degree of the solenoid valve and the current pressure parameters in the gas tank to ensure complete combustion in the combustion chamber includes: Calculate the current gas quality parameters in the gas tank based on the current opening degree of the solenoid valve and the current pressure parameters in the gas tank; Calculate the required gas supply quality parameters based on the current gas quality parameters and the preset optimal air-fuel ratio; The optimal air supply rate of the blower assembly is calculated based on the air supply quality parameters and the blower specifications.

[0014] In conjunction with the second aspect, in one embodiment, calculating the optimal air supply rate of the blower assembly based on the air supply quality parameters and the blower specifications includes: Calculate the gas supply volume parameters based on the gas supply quality parameters and the current altitude coefficient; The optimal air supply speed of the blower is calculated based on the air supply volume parameters.

[0015] In conjunction with the second aspect, in one embodiment, after controlling the fan assembly to supply air to the combustion chamber at the optimal air supply rate until the real-time temperature inside the vehicle reaches the target temperature, the method further includes: After a preset time interval, the difference between the real-time temperature and the target temperature is judged again; If the target temperature is lower than the real-time temperature, the parking heater system will enter sleep mode. The beneficial effects of the technical solutions provided in this application include: This application ensures the driver's heating needs during rest by directly extracting natural gas from the gas tank and burning it directly in the combustion chamber. Furthermore, the heating system of this application can adjust the opening of the solenoid valve and the fan speed according to the pressure inside the gas tank to achieve complete combustion and uniform heating of the gas-fired parking heater. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a flowchart illustrating the parking heater control method in the embodiments of this application; Figure 2 This is a control flowchart of the parking heating system in the embodiments of this application; Figure 3 This is a partial structural diagram of the parking heating system in an embodiment of this application.

[0018] In the diagram: 1. Combustion chamber; 2. Air inlet; 3. Warm air outlet; 4. Combustion air inlet; 5. Exhaust gas outlet. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present application.

[0020] This addresses the issues of reliance on a single fuel source and redundant operation in parking heating systems within related technologies.

[0021] In a first aspect, this application provides a parking heating system for a natural gas vehicle, comprising: The vehicle includes a gas cylinder with an adjustable solenoid valve at its outlet and a pressure sensor; a combustion chamber connected to the gas cylinder opening for supplying natural gas for combustion; a fan assembly for supplying air to the combustion chamber; an air supply duct for circulating air into the vehicle interior, with a heat exchange channel between the air supply duct and the combustion chamber; a temperature sensor for monitoring the real-time temperature inside the vehicle interior; and a control component connected to the temperature sensor, the fan assembly, and the solenoid valve, which adjusts the opening of the solenoid valve and the gas supply rate of the fan assembly based on the real-time vehicle temperature, target temperature, and pressure parameters inside the gas cylinder.

[0022] Understandably, the integrated design of the gas tank (with integrated pressure sensor), combustion chamber, fan assembly, air supply pipeline, and intelligent control components achieves a single, unified fuel source. Its core benefits are: completely eliminating the dependence of natural gas vehicles on diesel fuel, avoiding operational redundancy caused by dual fuel management (such as diesel storage, refueling, and safety facility maintenance), and significantly reducing operating costs (reducing diesel procurement and fuel management expenses); simultaneously, by dynamically adjusting the solenoid valve opening and fan assembly gas supply rate through real-time monitoring of vehicle temperature, target temperature, and gas tank pressure parameters, it ensures efficient and stable combustion, achieves uniform heating of the passenger compartment, improves winter driving comfort and system reliability, and directly solves the economic and reliability bottlenecks caused by the single fuel source in existing technologies.

[0023] In some alternative implementations, such as Figure 3 As shown, the fan assembly includes: a combustion gas supply pipeline and a blower; wherein, The combustion gas supply pipeline has its outlet connected to the combustion chamber inlet, and the combustion gas supply pipeline inlet is connected to the combustion chamber exhaust outlet; the blower is connected to the combustion gas supply pipeline and is signal-connected to the control component.

[0024] It is understandable that the signal linkage between the blower and the control components in the above embodiments ensures that the gas supply rate is accurately matched with the combustion demand, avoiding incomplete combustion or temperature fluctuations caused by uneven airflow, thereby reducing energy waste, improving thermal efficiency, and enhancing the system's stable operation capability in low-temperature environments, providing a hardware foundation for uniform heating.

[0025] Secondly, such as Figure 1 As shown, this application provides a parking heater control method using the above-mentioned parking heater system, which includes: Step S1: Calculate the current opening parameters of the solenoid valve based on the real-time temperature inside the vehicle, the target temperature, and the current pressure parameters inside the gas tank, so as to ensure that the vehicle interior meets the preset uniform heating conditions. It is understandable that the above embodiments implement closed-loop logic to achieve dynamic parameter coordination, that is, based on real-time temperature, target temperature, and gas tank pressure parameters, the opening degree of the solenoid valve and the gas supply rate of the fan assembly are calculated synchronously. This enables precise adaptive control of the heating process, avoiding the temperature overshoot or lag problems caused by fixed parameters in traditional systems; through real-time calibration of the combustion chamber's full combustion conditions, it ensures efficient utilization of LNG fuel, reduces unburned emissions, and maintains uniform temperature in the passenger compartment, significantly improving driving comfort and system energy efficiency, providing an economical and efficient parking heating solution for natural gas vehicles.

[0026] Step S1 specifically includes: Step S1a: Calculate the current temperature adjustment difference based on the real-time temperature inside the vehicle and the target temperature.

[0027] It is worth noting that, such as Figure 2 As shown, the difference between the target temperature and the real-time temperature determines the heating control strategy in subsequent steps.

[0028] Step S1b: Determine the current opening parameter of the solenoid valve based on the current temperature adjustment difference and the current pressure parameter.

[0029] Specifically, step S1b includes: Step A: Obtain the uniform heating calibration relationship between the temperature adjustment difference, pressure parameters, and current opening parameters according to the preset coefficients.

[0030] It is worth noting that this embodiment introduces a uniform heating calibration relationship, mapping the temperature adjustment difference and pressure parameters to opening parameters. A quantitative correlation model between parameters and heating effect is established, eliminating reliance on human experience through a preset calibration relationship. Under extreme conditions, the system can automatically output the optimal opening parameters, avoiding energy waste caused by parameter misjudgment in traditional solutions, while ensuring a uniform temperature gradient in the passenger cabin and meeting high comfort requirements.

[0031] In some preferred embodiments, various uniform heating calibration relationships between temperature adjustment difference, pressure parameters and current opening parameters can be obtained according to different preset coefficients.

[0032] It is worth noting that, in order to ensure uniform heating in the cab, considering the cab's heating requirements and the current pressure in the gas tank (minimum pressure 0.4 MPa and saturation pressure 1.1 MPa) as well as the user's heating rate requirements, different heating rates (rapid heating mode, comfort mode, and energy-saving mode) are matched through energy-saving mode selection. For a single mode, the opening logic of the solenoid valve is determined according to the following interpolation table.

[0033]

[0034] It should be noted that when selecting different heating modes (rapid heating mode, comfort mode, and energy-saving mode), different interpolation tables can be switched to help determine the opening degree of the solenoid valve. Among them, under the same temperature difference and pressure, the opening degree is the largest in rapid heating mode, the smallest in energy-saving mode, and the opening degree of the solenoid valve in comfort mode is in the middle among the three modes.

[0035] Step B: Obtain the corresponding opening parameters as the current opening parameters based on the uniform heating calibration relationship, the current temperature adjustment difference, and the current pressure parameters.

[0036] Specifically, in conjunction with the above embodiments, step B includes: selecting different uniform heating calibration relationships according to the vehicle temperature control mode, wherein the vehicle temperature control mode includes rapid heating mode, comfort mode and energy-saving mode; and obtaining the corresponding current opening parameters according to the selected uniform heating calibration relationship.

[0037] Step S2: Calculate the optimal gas supply rate of the fan assembly based on the current opening degree of the solenoid valve and the current pressure parameters in the gas tank, so as to achieve complete combustion conditions in the combustion chamber.

[0038] It is understood that the gas supply rate calculation method in the above embodiments is based on the solenoid valve opening, gas tank pressure parameters, and preset optimal air-fuel ratio. Its technical effect is to ensure that the combustion chamber is always in a state of full combustion, avoid carbon soot emissions or thermal efficiency reduction caused by air-fuel ratio imbalance; and improve the combustion efficiency to over 95% by calculating the matching between the current gas quality parameters of the gas tank and the required gas supply quality parameters, reduce unburned fuel, improve system response speed, and ensure long-term operational reliability.

[0039] Further, step S2 includes: Step A: Calculate the current gas quality parameters in the gas tank based on the current opening degree of the solenoid valve and the current pressure parameters in the gas tank.

[0040] Specifically, the real-time gas flow parameter L1 is calculated based on the real-time pressure parameters of the gas tank and the solenoid valve opening obtained in step S1. Then, the gas mass M is calculated using the formula: M=ρ*L1 Where ρ is the density of LNG.

[0041] Step B: Calculate the required gas supply quality parameters based on the current gas quality parameters and the preset optimal air-fuel ratio.

[0042] Specifically, based on the optimal air-fuel ratio of 17.2, the required gas quality M 气 : M 气 =17.2*M*K Where K is the air-fuel ratio, which is usually taken as 1.05.

[0043] Step C: Calculate the optimal air supply rate of the blower assembly based on the air supply quality parameters and the blower specifications.

[0044] Specifically, the gas supply volume parameter V is calculated based on the gas supply quality parameters and the current altitude coefficient. V=M 气 / ρ*h Where h is the altitude coefficient, the optimal air supply speed of the blower is then calculated based on the air supply volume parameters.

[0045] Understandably, based on the selected specifications of the blower, the corresponding blower speed N can be calibrated to achieve the corresponding combustion air volume V.

[0046] Step S3: Adjust the opening of the solenoid valve according to the current opening parameters of the solenoid valve through the control component, and control the fan component to send air to the combustion chamber for combustion at the optimal air supply rate until the real-time temperature inside the vehicle reaches the target temperature.

[0047] It is worth noting that once the real-time temperature reaches the target temperature, the parking heater system enters a dormant state.

[0048] Step S4: After a preset interval, the difference between the real-time temperature and the target temperature is checked again. If the target temperature is lower than the real-time temperature, the parking heater system is put into sleep mode. If the target temperature is higher than the real-time temperature, steps S1-S3 are repeated.

[0049] Secondly, this application provides a parking heater device for performing a parking heater function according to a parking heater control method, the method comprising: Step S1: Calculate the current opening parameters of the solenoid valve based on the real-time temperature inside the vehicle, the target temperature, and the current pressure parameters inside the gas tank, so as to ensure that the vehicle interior meets the preset uniform heating conditions. It is understandable that the above embodiments implement closed-loop logic to achieve dynamic parameter coordination, that is, based on real-time temperature, target temperature, and gas tank pressure parameters, the opening degree of the solenoid valve and the gas supply rate of the fan assembly are calculated synchronously. This enables precise adaptive control of the heating process, avoiding the temperature overshoot or lag problems caused by fixed parameters in traditional systems; through real-time calibration of the combustion chamber's full combustion conditions, it ensures efficient utilization of LNG fuel, reduces unburned emissions, and maintains uniform temperature in the passenger compartment, significantly improving driving comfort and system energy efficiency, providing an economical and efficient parking heating solution for natural gas vehicles.

[0050] Step S1 specifically includes: Step S1a: Calculate the current temperature adjustment difference based on the real-time temperature inside the vehicle and the target temperature.

[0051] It is worth noting that, such as Figure 2 As shown, the difference between the target temperature and the real-time temperature determines the heating control strategy in subsequent steps.

[0052] Step S1b: Determine the current opening parameter of the solenoid valve based on the current temperature adjustment difference and the current pressure parameter.

[0053] Specifically, step S1b includes: Step A: Obtain the uniform heating calibration relationship between the temperature adjustment difference, pressure parameters, and current opening parameters according to the preset coefficients.

[0054] It is worth noting that this embodiment introduces a uniform heating calibration relationship, mapping the temperature adjustment difference and pressure parameters to opening parameters. A quantitative correlation model between parameters and heating effect is established, eliminating reliance on human experience through a preset calibration relationship. Under extreme conditions, the system can automatically output the optimal opening parameters, avoiding energy waste caused by parameter misjudgment in traditional solutions, while ensuring a uniform temperature gradient in the passenger cabin and meeting high comfort requirements.

[0055] In some preferred embodiments, various uniform heating calibration relationships between temperature adjustment difference, pressure parameters and current opening parameters can be obtained according to different preset coefficients.

[0056] It is worth noting that, in order to ensure uniform heating in the cab, considering the cab's heating requirements and the current pressure in the gas tank (minimum pressure 0.4 MPa and saturation pressure 1.1 MPa) as well as the user's heating rate requirements, different heating rates (rapid heating mode, comfort mode, and energy-saving mode) are matched through energy-saving mode selection. For a single mode, the opening logic of the solenoid valve is determined according to the following interpolation table.

[0057]

[0058] It should be noted that when selecting different heating modes (rapid heating mode, comfort mode, and energy-saving mode), different interpolation tables can be switched to help determine the opening degree of the solenoid valve. Among them, under the same temperature difference and pressure, the opening degree is the largest in rapid heating mode, the smallest in energy-saving mode, and the opening degree of the solenoid valve in comfort mode is in the middle among the three modes.

[0059] Step B: Obtain the corresponding opening parameters as the current opening parameters based on the uniform heating calibration relationship, the current temperature adjustment difference, and the current pressure parameters.

[0060] Specifically, in conjunction with the above embodiments, step B includes: selecting different uniform heating calibration relationships according to the vehicle temperature control mode, wherein the vehicle temperature control mode includes rapid heating mode, comfort mode and energy-saving mode; and obtaining the corresponding current opening parameters according to the selected uniform heating calibration relationship.

[0061] Step S2: Calculate the optimal gas supply rate of the fan assembly based on the current opening degree of the solenoid valve and the current pressure parameters in the gas tank, so as to achieve complete combustion conditions in the combustion chamber.

[0062] It is understood that the gas supply rate calculation method in the above embodiments is based on the solenoid valve opening, gas tank pressure parameters, and preset optimal air-fuel ratio. Its technical effect is to ensure that the combustion chamber is always in a state of full combustion, avoid carbon soot emissions or thermal efficiency reduction caused by air-fuel ratio imbalance; and improve the combustion efficiency to over 95% by calculating the matching between the current gas quality parameters of the gas tank and the required gas supply quality parameters, reduce unburned fuel, improve system response speed, and ensure long-term operational reliability.

[0063] Further, step S2 includes: Step A: Calculate the current gas quality parameters in the gas tank based on the current opening degree of the solenoid valve and the current pressure parameters in the gas tank.

[0064] Specifically, the real-time gas flow parameter L1 is calculated based on the real-time pressure parameters of the gas tank and the solenoid valve opening obtained in step S1. Then, the gas mass M is calculated using the formula: M=ρ*L1 Where ρ is the density of LNG.

[0065] Step B: Calculate the required gas supply quality parameters based on the current gas quality parameters and the preset optimal air-fuel ratio.

[0066] Specifically, based on the optimal air-fuel ratio of 17.2, the required gas quality M 气 : M 气 =17.2*M*K Where K is the air-fuel ratio, which is usually taken as 1.05.

[0067] Step C: Calculate the optimal air supply rate of the blower assembly based on the air supply quality parameters and the blower specifications.

[0068] Specifically, the gas supply volume parameter V is calculated based on the gas supply quality parameters and the current altitude coefficient. V=M 气 / ρ*h Where h is the altitude coefficient, the optimal air supply speed of the blower is then calculated based on the air supply volume parameters.

[0069] Understandably, based on the selected specifications of the blower, the corresponding blower speed N can be calibrated to achieve the corresponding combustion air volume V.

[0070] Step S3: Adjust the opening of the solenoid valve according to the current opening parameters of the solenoid valve through the control component, and control the fan component to send air to the combustion chamber for combustion at the optimal air supply rate until the real-time temperature inside the vehicle reaches the target temperature.

[0071] It is worth noting that once the real-time temperature reaches the target temperature, the parking heater system enters a dormant state.

[0072] Step S4: After a preset interval, the difference between the real-time temperature and the target temperature is checked again. If the target temperature is lower than the real-time temperature, the parking heater system is put into sleep mode. If the target temperature is higher than the real-time temperature, steps S1-S3 are repeated.

[0073] In summary, this application ensures the driver's heating needs during rest by directly extracting natural gas from the LNG tank and burning it directly in the combustion chamber. Furthermore, the heating system of this application can adjust the opening of the solenoid valve and the fan speed according to the pressure inside the gas tank to achieve complete combustion and uniform heating of the gas-fired parking heater.

[0074] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and 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 of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0075] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0076] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A parking heating system for a gas-powered vehicle, characterized in that, include: A gas cylinder with an adjustable solenoid valve at its outlet and a pressure sensor. A combustion chamber, which is connected to the opening of the gas tank, is used to supply natural gas for combustion; A fan assembly for supplying air to the combustion chamber; An air supply duct is provided for circulating air into the vehicle interior, and a heat exchange channel is provided between the air supply duct and the combustion chamber. Temperature sensor, used to monitor the real-time temperature inside the vehicle; The control component is signal-connected to the temperature sensor, the fan assembly, and the solenoid valve. The control component is used to adjust the opening degree of the solenoid valve and the gas supply rate of the fan assembly according to the real-time temperature of the vehicle, the target temperature, and the pressure parameters in the gas tank.

2. The parking heating system as described in claim 1, characterized in that, The wind turbine assembly includes: The combustion gas supply pipeline has its outlet connected to the air inlet of the combustion chamber. A blower is connected to the combustion gas supply pipeline, and the blower is signal-connected to the control component.

3. A parking heater control method using the parking heater system as described in claim 1, characterized in that, include: The current opening parameters of the solenoid valve are calculated based on the real-time temperature inside the vehicle, the target temperature, and the current pressure parameters in the gas tank, so as to ensure that the vehicle interior meets the preset uniform heating conditions. The optimal gas supply rate of the fan assembly is calculated based on the current opening degree of the solenoid valve and the current pressure parameters in the gas tank, so as to ensure that the combustion in the combustion chamber reaches the conditions for complete combustion. The control component adjusts the opening of the solenoid valve according to its current opening parameters, and controls the fan assembly to supply air to the combustion chamber at the optimal air supply rate until the real-time temperature inside the vehicle reaches the target temperature.

4. The parking heater control method as described in claim 3, characterized in that, The step of calculating the current opening parameters of the solenoid valve based on the real-time temperature inside the vehicle, the target temperature, and the current pressure parameters in the gas tank, to ensure that the vehicle interior meets preset uniform heating conditions, includes: The current temperature adjustment difference is calculated based on the real-time temperature inside the vehicle and the target temperature. The current opening parameters of the solenoid valve are determined based on the current temperature adjustment difference and the current pressure parameters.

5. The parking heater control method as described in claim 4, characterized in that, The process of determining the current opening parameters of the solenoid valve based on the temperature adjustment difference and pressure parameters includes: The uniform heating calibration relationship between the temperature adjustment difference, pressure parameters and current opening parameters is obtained according to the preset coefficient. The corresponding opening parameters are obtained based on the uniform heating calibration relationship, the current temperature adjustment difference, and the current pressure parameters, and are used as the current opening parameters.

6. The parking heater control method as described in claim 5, characterized in that, The process of obtaining the uniform heating calibration relationship between the temperature adjustment difference, pressure parameters, and current opening parameters according to preset coefficients includes: Various uniform heating calibration relationships between temperature adjustment difference, pressure parameters and current opening parameters are obtained according to different preset coefficients.

7. The parking heater control method as described in claim 6, characterized in that, The step of obtaining the corresponding opening parameter as the current opening parameter based on the uniform heating calibration relationship, the current temperature adjustment difference, and the current pressure parameter includes: Different uniform heating calibration relationships are selected according to the vehicle temperature control mode, which includes rapid heating mode, comfort mode and energy-saving mode. Obtain the corresponding current opening parameters based on the selected uniform heating calibration relationship.

8. The parking heater control method as described in claim 3, characterized in that, The step of calculating the optimal air supply rate of the fan assembly based on the current opening degree of the solenoid valve and the current pressure parameters in the gas tank, so as to achieve complete combustion conditions in the combustion chamber, includes: Calculate the current gas quality parameters in the gas tank based on the current opening degree of the solenoid valve and the current pressure parameters in the gas tank; Calculate the required gas supply quality parameters based on the current gas quality parameters and the preset optimal air-fuel ratio; The optimal air supply rate of the blower assembly is calculated based on the air supply quality parameters and the blower specifications.

9. The parking heater control method as described in claim 8, characterized in that, The calculation of the optimal air supply rate of the blower assembly based on the air supply quality parameters and the blower specifications includes: Calculate the gas supply volume parameters based on the gas supply quality parameters and the current altitude coefficient; The optimal air supply speed of the blower is calculated based on the air supply volume parameters.

10. The parking heater control method as described in claim 3, characterized in that, After controlling the fan assembly to supply air to the combustion chamber at the optimal air supply rate until the real-time temperature inside the vehicle reaches the target temperature, the method further includes: After a preset time interval, the difference between the real-time temperature and the target temperature is judged again; If the target temperature is lower than the real-time temperature, the parking heater system will be put into sleep mode.

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