A thermal management system for new energy commercial vehicles

Abstract

This application discloses a thermal management system for new energy commercial vehicles, including a thermal management controller, a vehicle controller, and multiple thermal management modules. The thermal management controller is signal-connected to the vehicle controller, which in turn is signal-connected to the actuators in the thermal management modules. This application separates the thermal management controller from the vehicle control unit (VCU), treating the thermal management controller as an independent domain controller. This improves the platform versatility of the VCU and thermal management controller, reduces calibration development, and shortens the vehicle development cycle and cost.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and more specifically, to a thermal management system for new energy commercial vehicles. Background Art

[0002] With the rapid development of automotive electrification technology, the market share of new energy passenger vehicles continues to rise, and in the near future they will surpass fuel vehicles and become mainstream. As their application deepens, various technical solutions and products for new energy passenger vehicles are gradually maturing and entering mass production.

[0003] The core of new energy vehicles is the three-electric system (battery, electric drive, and electronic control). Among them, the main focus of OEMs is to master electronic control technology. The vehicle control unit (VCU) is the core unit of electronic control. The development of the vehicle control unit (VCU) includes hardware, software, and calibration development. Equipped with different three-electric systems, the VCU has different input and output interfaces, and corresponding calibration development is required.

[0004] Vehicle thermal management regulates and controls the temperature of components in new energy vehicles. This is crucial for new energy vehicles, impacting the proper functioning of batteries and motors, as well as cabin comfort. New energy passenger vehicles integrate thermal management controls into the vehicle control unit (VCU). VCU software, hardware, and calibration are developed simultaneously during vehicle platform development.

[0005] The market for new energy commercial vehicles (including heavy-duty and light trucks) is just beginning. With clearer technology paths and directions, the market outlook is promising. Consequently, the various subsystems and control technologies for new energy commercial vehicles require continuous optimization. Thermal management for new energy commercial vehicles is still in its infancy. Early products either lack thermal management or use air cooling, and control methods are not integrated. As power density increases, batteries also require thermal management design.

[0006] At present, the thermal management control of new energy commercial vehicles follows the thermal management method of new energy passenger vehicles and is integrated into the VCU. However, when applied to a variety of small-batch commercial vehicle products, any changes in batteries, electric drives, air conditioning, etc. will cause changes in the VCU software, which is not conducive to the management and control of components. Summary of the Invention

[0007] The present application provides a thermal management system for new energy commercial vehicles, which separates the thermal management controller from the VCU and uses the thermal management controller as an independent domain controller, thereby improving the platform versatility of the VCU and the thermal management controller, reducing calibration development, and shortening the development cycle and cost of the entire vehicle.

[0008] This application provides a thermal management system for a new energy commercial vehicle, including a thermal management controller, a vehicle controller, and multiple thermal management modules;

[0009] The thermal management controller is connected to the vehicle controller signal, and the thermal management controller is connected to the actuator signal in the thermal management module.

[0010] Preferably, in the software architecture of the thermal management controller, the underlying software of the execution units of different thermal management modules are the same, and the application layers of the execution units of different thermal management modules are independent of each other.

[0011] Preferably, the thermal management controller comprises an air conditioning system controller.

[0012] Preferably, the multiple thermal management modules include a cockpit heating module, a power battery heating module, a power battery cooling module, a cockpit refrigeration module, an electric drive cooling module and / or an electronic control cooling module.

[0013] Preferably, the cockpit heating module includes a first circuit formed by a water heater, a heater core and a first electronic water pump;

[0014] In cockpit heating mode, the thermal management controller controls the first electronic water pump and the water heater to turn on.

[0015] Preferably, the power battery heating module includes a second circuit formed by a power battery box, a first electronic three-way valve, a first plate heat exchanger, and a second electronic water pump; the first input port and the first output port of the first plate heat exchanger are respectively connected to the third end of the first electronic three-way valve and the input end of the second electronic water pump, the second input port of the first plate heat exchanger is connected to the output end of the water heater, the second output port of the first plate heat exchanger is connected to the input end of the heater core, and the first end of the first electronic three-way valve is connected to the water outlet of the power battery box;

[0016] In the power battery heating mode, the thermal management controller controls the first electronic three-way valve to connect the first plate heat exchanger and the power battery box, and controls the first electronic water pump, the second electronic water pump, and the water heater to start.

[0017] Preferably, the power battery cooling module includes a third circuit formed by a power battery box, a first electronic three-way valve, a second plate heat exchanger, and a second electronic water pump, and a fourth circuit formed by the second plate heat exchanger, an air conditioner compressor, a condenser, and a first solenoid valve, and the second end of the first electronic three-way valve is connected to the second plate heat exchanger;

[0018] In the power battery cooling mode, the thermal management controller controls the first electronic three-way valve to connect the power battery box and the second plate heat exchanger, and controls the air conditioner compressor, the first solenoid valve and the second electronic water pump to start.

[0019] Preferably, the electric drive cooling module includes a fifth circuit formed by an oil radiator and a drive motor, and the oil radiator is arranged at the air outlet of the electronic fan; the thermal management controller controls the electronic fan to turn on to achieve cooling of the drive motor.

[0020] Preferably, the electronically controlled cooling module includes a sixth circuit formed by a motor controller, a motor controller radiator, and a third electronic water pump. The motor controller radiator is arranged at the air outlet of the electronic fan; the thermal management controller controls the electronic fan and the third electronic water pump to turn on to achieve cooling of the motor controller.

[0021] Preferably, the cockpit cooling module includes a seventh circuit formed by the air conditioner's compressor, condenser, second solenoid valve, electronic expansion valve and evaporator;

[0022] In the cockpit cooling mode, the thermal management controller controls the air conditioner compressor and opens the second solenoid valve to achieve cockpit cooling.

[0023] Other features and advantages of the present application will become apparent from the following detailed description of exemplary embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and, together with the description, serve to explain the principles of the application.

[0025] Figure 1 A schematic diagram of the thermal management system for a new energy commercial vehicle provided in this application;

[0026] Figure 2 A block diagram of the thermal management system provided for this application;

[0027] Figure 3 This is a logic block diagram of the thermal management controller provided in this application. DETAILED DESCRIPTION

[0028] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present application.

[0029] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0030] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0031] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0032] The present application provides a thermal management system for new energy commercial vehicles, which separates the thermal management controller from the VCU and uses the thermal management controller as an independent domain controller to reduce the changes in the VCU caused by factors such as batteries, electric drives, and air conditioning, improve the platform versatility of the VCU and the thermal management controller, reduce calibration development, and shorten the development cycle and cost of the entire vehicle. In addition, in the present application, the control logic of the air conditioning controller is integrated into the thermal management controller to achieve cost control. In addition, in the present application, the control accuracy of the thermal management controller is improved by finely calibrating the application parameters of each thermal management module.

[0033] like Figure 1 As shown, the thermal management system of the new energy commercial vehicle provided in this application includes a thermal management controller 13, a vehicle controller unit (VCU) 120 and multiple thermal management modules.

[0034] The thermal management controller 13 is signal-connected to the VCU 120 , and the thermal management controller 13 is signal-connected to the actuators in the thermal management module (such as an electronic water pump, an electronic three-way valve, an electronic fan, an air-conditioning compressor, an electronic expansion valve and / or a water heater, etc.).

[0035] It's important to note that in the thermal management controller's software architecture, the underlying software for the execution units of different thermal management modules is the same, but the application layers of these units are independent of each other. When a thermal management module's execution unit changes, only the corresponding application layer needs to be modified, thus avoiding cross-influences between different thermal management modules during development. Different new energy commercial vehicles can share the same thermal management controller hardware.

[0036] Figure 2 and 3 An embodiment of a thermal management system is shown. Figure 3 As shown, the VCU 120 transmits information from the battery, motor, ECU, etc. to the thermal management controller 13 through the vehicle bus. The thermal management controller 13 implements the corresponding thermal management function by controlling the actuators in each thermal management module.

[0037] Specifically, as an example, Figure 2 As shown, multiple thermal management modules include a cockpit heating module B, a power battery heating module C, a power battery cooling module D, a cockpit refrigeration module E, an electric drive cooling module F and an electronic control cooling module G.

[0038] It can be understood that the thermal management system may include any one or more of the above-mentioned thermal management modules.

[0039] Preferably, for hybrid vehicles, the thermal management system may further include a fuel engine cooling module A, and the cockpit heating module B may also include a heating circuit when the engine is started, such as Figure 2 shown.

[0040] Combine as follows Figure 2 and 3 The above thermal management module is described in detail.

[0041] Fuel engine cooling module A:

[0042] Fuel engine cooling module A includes an eighth circuit formed by the engine and the engine radiator. The engine radiator is located at the air outlet of fan 1. If fan 1 is a mechanical fan, it turns on to dissipate heat when the engine starts. If fan 1 is an electromagnetic clutch fan, after the engine starts, the VCU receives the engine water temperature collected by the ECU and transmits it to the thermal management controller 13 via a bus message. The thermal management controller 13 then outputs a PWM signal based on the calibrated logic and parameters to drive the electromagnetic clutch fan.

[0043] Fan 1's energy-saving calibration can be performed under different engine configurations, vehicle platforms, and operating conditions. By adjusting the PWM duty cycle output by thermal management controller 13, fan 1's speed can be varied. These calibration parameters are stored in the hybrid engine application parameter layer within the thermal management controller 13's application layer. It should be noted that during the calibration process, the VCU only transmits water temperature information and does not perform logical analysis, so the calibration method is universal across different platforms.

[0044] Cockpit heating module B:

[0045] In a pure electric vehicle, the cockpit heating module B includes a first circuit formed by a water heater (WPTC heater), a heater core, and a first electronic water pump 4. In cockpit heating mode, the thermal management controller 13 activates the first electronic water pump 4 and the water heater. After being heated by the WPTC heater, the coolant enters the heater core, where it exchanges heat with the air. The blower then draws the heated air into the cockpit, heating the cockpit.

[0046] In a hybrid vehicle, the cockpit heating module B includes, in addition to the above-mentioned first circuit, a ninth circuit formed by the engine and the heater core, and the first circuit and the ninth circuit are connected in parallel through the second electronic three-way valve 2. The first end of the second electronic three-way valve 2 is connected to the output end of the heater core, the second end of the second electronic three-way valve 2 is connected to the input end of the engine, and the third end of the second electronic three-way valve 2 is connected to the input end of the first electronic water pump 4.

[0047] When the engine is started, the cockpit is heated using waste heat from the engine. The thermal management controller 13 connects the first and second ends of the second electronic three-way valve 2, leaving the third end disconnected. Hot water generated by the engine exchanges heat with the air in the heater core, and the hot air is drawn into the cockpit by the blower, achieving heating. When the fuel engine is shut down and the vehicle is driven electrically, the cockpit is heated using the WPTC heater. The thermal management controller 13 connects the first and third ends of the second electronic three-way valve 2, leaving the second end disconnected. The first electronic water pump 4 and the water heater are activated, and the coolant, heated by the WPTC heater, enters the heater core, exchanges heat with the air, and is drawn into the cockpit by the blower, achieving cabin heating.

[0048] Power battery heating module C:

[0049] The power battery box uses a water heater (WPTC heater) to heat the coolant, achieving heating of the power battery pack. Specifically, the power battery heating module C includes a second circuit formed by the power battery box, a first electronic three-way valve 3, a first plate heat exchanger 10, and a second electronic water pump 6. The first input port and first output port of the first plate heat exchanger 10 are respectively connected to the third end of the first electronic three-way valve 3 and the input end of the second electronic water pump 6. The second input port of the first plate heat exchanger 10 is connected to the output end of the water heater, the second output port of the first plate heat exchanger 10 is connected to the input end of the heater core, and the first end of the first electronic three-way valve 3 is connected to the water outlet of the power battery box.

[0050] In power battery heating mode, V13 controls the first and third terminals of the second electronic three-way valve 2, disconnecting the second terminal. Furthermore, the thermal management controller 13 controls the first and third terminals of the first electronic three-way valve 3, disconnecting the second terminal. This connects the first plate heat exchanger 10 to the power battery compartment. Simultaneously, the thermal management controller 13 activates the first electronic water pump 4, the second electronic water pump 6, and the water heater. After being heated by the WPTC heater, the coolant enters the first plate heat exchanger 10, where it undergoes heat exchange with the coolant in the power battery compartment. The hot coolant is then brought into the power battery compartment via the second electronic water pump 6, heating the power battery pack.

[0051] Power battery cooling module D:

[0052] The power battery cooling module D includes a third circuit formed by the power battery box, a first electronic three-way valve 3, a second plate heat exchanger 11, and a second electronic water pump 6; and a fourth circuit formed by the second plate heat exchanger 11, the air conditioner's compressor, the condenser, and a first solenoid valve (shown as an SOV valve) 7. The second end of the first electronic three-way valve 3 is connected to the first input port of the second plate heat exchanger 11, the first output port of the second plate heat exchanger 11 is connected to the input port of the second electronic water pump 6, the second input port of the second plate heat exchanger 11 is connected to the output port of the first solenoid valve 7, and the second output port of the second plate heat exchanger 11 is connected to the input port of the evaporator.

[0053] In the power battery cooling mode, the thermal management controller 13 controls the first end of the first electronic three-way valve 3 to be connected to the second end and the third end to be disconnected, thereby connecting the power battery box and the second plate heat exchanger 11, and controls the air conditioner compressor, the first solenoid valve 7 and the second electronic water pump 6 to start. After the liquid refrigerant exchanges heat with the coolant in the power battery box in the plate heat exchanger 11, the coolant is cooled, and then the low-temperature coolant enters the power battery box to cool the power battery pack.

[0054] The control logic and calibration parameters of modules C and D are stored in the battery management application parameter layer of the thermal management controller 13 application layer. Different platforms achieve different control by adjusting the application layer parameters.

[0055] Cockpit cooling module E:

[0056] The cabin cooling module E comprises the air conditioner's compressor, condenser, second solenoid valve (SOV valve, shown in the figure) 8, electronic expansion valve 9, and evaporator, forming a seventh circuit. In cabin cooling mode, a thermal management controller 13 controls the air conditioner's compressor and second solenoid valve 8 to open, achieving cabin cooling. The thermal management controller 13 also controls the electronic fan 12 based on condenser pressure and regulates the electronic expansion valve 9 according to the air conditioning system's control logic.

[0057] The air conditioning control logic and calibration parameters of modules B and E are stored in the air conditioning control application parameter layer in the application layer of the thermal management controller 13. Different platforms achieve different control by adjusting the application layer parameters.

[0058] Electric drive cooling module F:

[0059] The electric drive cooling module F includes a fifth circuit formed by an oil radiator and a drive motor. The oil radiator is located at the air outlet of the electronic fan 12. The thermal management controller 13 controls the electronic fan 12 to turn on to cool the drive motor.

[0060] By adjusting the PWM duty cycle output by the thermal management controller 13, the speed of the electronic fan 12 can be changed, achieving energy-saving calibration of the electronic fan 12. These calibration parameters are stored in the motor management application parameter layer within the application layer of the thermal management controller 13. Different platforms achieve different control by adjusting the application layer parameters.

[0061] Electronically controlled cooling module G:

[0062] The electronically controlled cooling module G includes a sixth circuit consisting of a power electronic unit (PEU), a power electronic unit radiator, and a third electronic water pump 5. The power electronic unit radiator is located at the air outlet of the electronic fan 12. The thermal management controller 13 activates the electronic fan 12 and the third electronic water pump 5 to cool the power electronic unit.

[0063] Preferably, the thermal management controller 13 includes an air conditioning system controller, and the thermal management controller 13 is integrated with the original air conditioning controller. The damper drive and logic control of the air conditioning system are integrated into the thermal management controller 13. The air conditioning control panel and the user interaction interface can be a bus switch, a virtual button, etc. Figure 3 As shown, this not only achieves cost control but also reduces the impact of interactions under different interior designs on the air-conditioning control unit.

[0064] Although some specific embodiments of the present application have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present application. It should be understood by those skilled in the art that the above embodiments may be modified without departing from the scope and spirit of the present application. The scope of the present application is defined by the appended claims.

Claims

1. A thermal management system for a new energy commercial vehicle, characterized in that: Including thermal management controller, vehicle controller and multiple thermal management modules; The thermal management controller is connected to the vehicle controller by signal, and the thermal management controller is connected to the actuator in the thermal management module by signal; In the software architecture of the thermal management controller, the underlying software of the execution units of different thermal management modules is the same, and the application layers of the execution units of different thermal management modules are independent of each other; The multiple thermal management modules include a cockpit heating module, a power battery heating module, a power battery cooling module, a cockpit cooling module, an electric drive cooling module and / or an electronic control cooling module; The power battery heating module includes a second circuit formed by a power battery box, a first electronic three-way valve, a first plate heat exchanger, and a second electronic water pump; the first input port and the first output port of the first plate heat exchanger are respectively connected to the third end of the first electronic three-way valve and the input end of the second electronic water pump, the second input port of the first plate heat exchanger is connected to the output end of the water heater, the second output port of the first plate heat exchanger is connected to the input end of the heater core, and the first end of the first electronic three-way valve is connected to the water outlet of the power battery box; In the power battery heating mode, the thermal management controller controls the first electronic three-way valve to connect the first plate heat exchanger and the power battery box, and controls the first electronic water pump, the second electronic water pump, and the water heater to start.

2. The thermal management system for new energy commercial vehicles according to claim 1, characterized in that: The thermal management controller includes an air conditioning system controller.

3. The thermal management system of a new energy commercial vehicle according to claim 2, characterized in that: The cockpit heating module includes a first circuit formed by a water heater, a heater core and a first electronic water pump; In the cockpit heating mode, the thermal management controller controls the first electronic water pump and the water heater to turn on.

4. The thermal management system for new energy commercial vehicles according to claim 3, characterized in that: The power battery cooling module includes a third circuit formed by the power battery box, the first electronic three-way valve, the second plate heat exchanger, and the second electronic water pump, and a fourth circuit formed by the second plate heat exchanger, the air conditioner compressor, the condenser, and the first solenoid valve. The second end of the first electronic three-way valve is connected to the second plate heat exchanger. In the power battery cooling mode, the thermal management controller controls the first electronic three-way valve to connect the power battery box and the second plate heat exchanger, and controls the compressor of the air conditioner, the first solenoid valve and the second electronic water pump to start.

5. The thermal management system for new energy commercial vehicles according to claim 4, characterized in that: The electric drive cooling module includes a fifth circuit formed by an oil radiator and a drive motor. The oil radiator is arranged at the air outlet of the electronic fan. The thermal management controller controls the electronic fan to turn on to achieve cooling of the drive motor.

6. The thermal management system for new energy commercial vehicles according to claim 5, characterized in that: The electronically controlled cooling module includes a sixth loop formed by a motor controller, a motor controller radiator, and a third electronic water pump. The motor controller radiator is arranged at the air outlet of the electronic fan. The thermal management controller controls the electronic fan and the third electronic water pump to turn on to achieve cooling of the motor controller.

7. The thermal management system for a new energy commercial vehicle according to claim 6, characterized in that: The cockpit cooling module includes a seventh circuit formed by the air conditioner's compressor, condenser, second solenoid valve, electronic expansion valve and evaporator; In the cockpit cooling mode, the thermal management controller controls the compressor of the air conditioner and opens the second solenoid valve to achieve cockpit cooling.

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