New energy heavy truck thermal management system and method

Abstract

The invention relates to the technical field of new energy vehicles, in particular to a new energy heavy truck heat management system and method. The system comprises a driving motor, a first water pump, a first heat exchanger and a first control valve which are communicated to form a first loop. The driving motor, the first water pump, the first heat exchanger, the radiator and the first control valve communicate to form a second loop. The battery pack, the second water pump, the electric heater and the second heat exchanger are communicated to form a third loop. The compressor, the first condenser, the first expansion valve, the first heat exchanger and the liquid-gas separator are sequentially communicated to form a fourth loop. The third water pump, the second heat exchanger and the first condenser are communicated to form a fifth loop. And in a first heating state of the battery, after the first loop or the second loop transfers heat to the fourth loop, the fourth loop, the fifth loop and the third loop sequentially transfer heat. In the first heat dissipation state of the motor, the first loop is closed, and the second loop is opened. Therefore, the problem of how to reduce the energy consumption of the new energy heavy truck heat management system is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to a thermal management system and method for a new energy heavy-duty truck. Background Art

[0002] New energy heavy-duty trucks are heavy-duty trucks powered by alternative energy sources, primarily including pure electric, hybrid, and hydrogen fuel cell models. These trucks are often equipped with battery packs or auxiliary battery systems. To ensure stable operation and extend the life of components like batteries and motors, a thermal management system design is essential.

[0003] At present, the existing thermal management systems for new energy heavy trucks are relatively simple in form. There is a large amount of thermal energy redundancy in the temperature control of motors or batteries, making it difficult to utilize the waste heat generated, and the energy consumption is high. Summary of the Invention

[0004] In order to solve the problem of how to reduce energy consumption of a new energy heavy-duty truck thermal management system, the present invention provides a new energy heavy-duty truck thermal management system and method.

[0005] In a first aspect, the present invention provides a new energy heavy-duty truck thermal management system, the new energy heavy-duty truck thermal management system comprising:

[0006] A motor temperature control assembly, comprising a drive motor, a radiator, a first control valve, a first water pump, and a first heat exchanger, wherein the drive motor, the first water pump, the first heat exchanger, and the first control valve are connected via a coolant pipe to form a first circuit; the drive motor, the first water pump, the first heat exchanger, the radiator, and the first control valve are connected via a coolant pipe to form a second circuit; and the first control valve controls the on / off switching of the first circuit and the second circuit.

[0007] A battery temperature control assembly, comprising a battery pack, an electric heater, a second water pump, a second heat exchanger, and a third water pump; the battery pack, the second water pump, the electric heater, and the second heat exchanger are connected via a coolant pipe to form a third loop;

[0008] A refrigerant circulation assembly, the refrigerant circulation assembly comprising a compressor, a first condenser, a first expansion valve, and a liquid-gas separator; the compressor, the first condenser, the first expansion valve, the first heat exchanger, and the liquid-gas separator are sequentially connected via a refrigerant pipe to form a fourth loop; the third water pump, the second heat exchanger, and the first condenser are connected via a coolant pipe to form a fifth loop;

[0009] Among them, the thermal management system of the new energy heavy-duty truck includes a first heating state of the battery, a second heating state of the battery and a first heat dissipation state of the motor; in the first heating state of the battery, after the first circuit or the second circuit transfers heat to the fourth circuit, the fourth circuit, the fifth circuit and the third circuit transfer heat in turn; in the second heating state of the battery, the electric heater heats the coolant in the third circuit; in the first heat dissipation state of the motor, the first circuit is closed and the second circuit is opened.

[0010] In some embodiments, the motor temperature control assembly further includes a second control valve; the second control valve has a first working state and a second working state, and when the second control valve is in the first working state, the first circuit and the third circuit are independent of each other, and the second circuit and the third circuit are independent of each other; when the second control valve is in the second working state, the third circuit is connected in series to the first circuit or the second circuit;

[0011] Among them, the new energy heavy-duty truck thermal management system also includes a battery warm state. In the battery warm state, the first circuit transfers heat to the third circuit.

[0012] In some embodiments, the refrigerant circulation assembly further includes a second condenser and a second expansion valve; the compressor, the second condenser, the second expansion valve, the second heat exchanger and the liquid-gas separator are sequentially connected through a refrigerant pipeline to form a sixth loop;

[0013] Among them, the new energy heavy-duty truck thermal management system also includes a battery heat dissipation state. In the battery heat dissipation state, the third circuit transfers heat to the sixth circuit.

[0014] In some embodiments, the refrigerant circulation component also includes pipe accessories; the pipe accessories include a first pipe, a second pipe, a first stop valve and a second stop valve; the first pipe and the second pipe are both pipes for transporting refrigerant; the first pipe is connected between the first condenser and the first heat exchanger; the liquid inlet end of the second pipe is connected to the first pipe; the liquid outlet end of the second pipe is detachably connected to the liquid inlet of the second condenser; the first stop valve is detachably connected to the first pipe; the second stop valve is detachably connected to the second pipe.

[0015] In some embodiments, the pipe accessories also include a third pipe and a fourth pipe, and the third pipe and the fourth pipe are both pipes for transporting refrigerant; the liquid inlet end of the third pipe is detachably connected to the liquid outlet of the second condenser; the liquid outlet end of the third pipe is connected to the first pipe; the liquid inlet end of the fourth pipe is connected to the first pipe; one of the liquid inlets of the second heat exchanger is detachably connected to the liquid outlet end of the fourth pipe; the second expansion valve is detachably connected to the fourth pipe; the liquid inlet end of the second pipe, the first stop valve, the liquid outlet end of the third pipe and the liquid inlet end of the fourth pipe are distributed in sequence along the first pipe.

[0016] In some embodiments, the first condenser is a water-cooled condenser; and the second condenser is an air-cooled condenser.

[0017] In some embodiments, the first heat exchanger and the second heat exchanger are both plate heat exchangers.

[0018] In a second aspect, the present invention provides a new energy heavy-duty truck thermal management method, which is applied to a new energy heavy-duty truck thermal management system described in any one of the above embodiments, and includes:

[0019] Step S10, based on the battery pack being in a working state, determining whether the battery pack is in a heating request state;

[0020] Step S20, based on the battery pack being in the heating request state, obtaining the temperature of the coolant flowing through the drive motor;

[0021] In step S30, based on the temperature of the coolant flowing through the drive motor reaching a first preset temperature, the first circuit, the third circuit, the fourth circuit, and the fifth circuit are opened until the temperature of the drive motor is lower than the first preset temperature, or until the battery pack exits the heating request state, and the third circuit, the fourth circuit, and the fifth circuit are closed.

[0022] In some embodiments, the motor temperature control assembly further includes a second control valve; the second control valve has a first working state and a second working state, and when the second control valve is in the first working state, the first circuit and the third circuit are independent of each other, and the second circuit and the third circuit are independent of each other; when the second control valve is in the second working state, the third circuit is connected in series to the first circuit or the second circuit;

[0023] The new energy heavy truck thermal management method further includes:

[0024] Step S40 , obtaining a battery cell temperature T1 of the battery pack and a coolant temperature T2 flowing through the drive motor based on the battery pack exiting the heating request state;

[0025] Step S50: Based on T1≤15°C and T3≥T2≥(T1+12°C), open the first circuit and the third circuit, and control the second control valve to be in the second working state; until T1>15°C or T2 exceeds the preset temperature control range, close the third circuit and control the second control valve to switch to the first working state; the preset temperature control range is T3≥T2≥(T1+12°C); T3 is the target temperature for heating the coolant at the battery pack water inlet in the third circuit.

[0026] In some embodiments, the refrigerant circulation assembly further includes a second condenser and a second expansion valve; the compressor, the second condenser, the second expansion valve, the second heat exchanger, and the liquid-gas separator are sequentially connected through a refrigerant pipeline to form a sixth loop;

[0027] The new energy heavy truck thermal management method further includes:

[0028] Step S60, acquiring a battery cell temperature T1 of the battery pack based on the battery pack exiting the heating request state;

[0029] Step S70 , based on T1 ≥ T4, opening the third circuit and the sixth circuit, until T1 < T4, closing the third circuit and the sixth circuit; T4 is a second preset temperature.

[0030] To solve the problem of how to reduce energy consumption in the thermal management system of new energy heavy trucks, the present invention has the following advantages:

[0031] In the first battery heating state, the first, fourth, fifth, and third circuits transfer heat sequentially, transferring heat generated by the drive motor in the first circuit to the battery pack in the third circuit through the heat exchange channel, thereby improving the heating efficiency of the battery pack. In the first motor cooling state, the first circuit is closed and the second circuit is opened. Heat generated by the drive motor can be discharged by the radiator in the second circuit, thereby quickly cooling the drive motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 A schematic diagram of a thermal management system for a new energy heavy truck according to an embodiment is shown;

[0033] Figure 2 A schematic flow chart of a thermal management method for a new energy heavy truck according to an embodiment is shown.

[0034] Reference numerals: 10 motor temperature control assembly; 11 drive motor; 12 radiator; 13 first control valve; 14 first water pump; 15 first heat exchanger; 16 second control valve; 17 three-in-one component; 20 battery temperature control assembly; 21 battery pack; 22 electric heater; 23 second water pump; 24 second heat exchanger; 25 third water pump; 30 refrigerant circulation assembly; 31 compressor; 32 first condenser; 33 first expansion valve; 34 liquid-gas separator; 35 second condenser; 36 second expansion valve; 37 pipeline accessories; 371 first pipeline; 372 second pipeline; 373 first stop valve; 374 second stop valve; 375 third pipeline; 376 fourth pipeline; 40 auxiliary components; 41 temperature sensor; 42 pressure sensor; 43 temperature and pressure sensor; 50 fluid replenishment component; 51 first water kettle; 52 first water replenishment pipe; 53 second water kettle; 54 second water replenishment pipe; 55 first degassing pipe; 56 second degassing pipe; 57 third degassing pipe. DETAILED DESCRIPTION

[0035] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and implement the present disclosure, rather than to imply any limitation on the scope of the present disclosure.

[0036] As used herein, the term "including" and its variations are to be interpreted as open-ended terms meaning "including, but not limited to." The term "based on" is to be interpreted as "based, at least in part, on." The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment." The term "another embodiment" is to be interpreted as "at least one other embodiment." Terms such as "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," "outer," "vertical," "horizontal," "transverse," and "longitudinal" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily intended to better describe the present application and its embodiments and are not intended to limit the devices, elements, or components indicated to having a specific orientation, or to being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientation or positional relationships. For example, the term "on" may, in certain circumstances, be used to indicate a dependency or connection relationship. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances. Furthermore, the terms "installed," "disposed," "provided with," "connected," and "connected" are to be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection, an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the terms "first", "second", etc. are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise specified, "plurality" means two or more.

[0037] In this embodiment, the existing thermal management system of new energy heavy trucks is relatively simple in form, fails to fully utilize the waste heat generated by the battery or motor, and has high energy consumption. To solve the above problems, this embodiment discloses a thermal management system for new energy heavy trucks. Figure 1 As shown, the thermal management system of a new energy heavy truck includes: a motor temperature control component 10 , a battery temperature control component 20 , and a refrigerant circulation component 30 .

[0038] The motor temperature control assembly 10 includes a drive motor 11, a radiator 12, a first control valve 13, a first water pump 14, and a first heat exchanger 15. The drive motor 11, the first water pump 14, the first heat exchanger 15, and the first control valve 13 are connected by a coolant pipe to form a first circuit. The drive motor 11, the first water pump 14, the first heat exchanger 15, the radiator 12, and the first control valve 13 are also connected by a coolant pipe to form a second circuit. The radiator 12 is, for example, a fan radiator. The first control valve 13 controls the on / off of the first and second circuits.

[0039] The battery temperature control assembly 20 includes a battery pack 21, an electric heater 22, a second water pump 23, a second heat exchanger 24, and a third water pump 25. The battery pack 21, the second water pump 23, the electric heater 22, and the second heat exchanger 24 are connected by a coolant pipe to form a third loop.

[0040] The refrigerant circulation assembly 30 includes a compressor 31, a first condenser 32, a first expansion valve 33, and a gas-liquid separator 34. The compressor 31, the first condenser 32, the first expansion valve 33, the first heat exchanger 15, and the gas-liquid separator 34 are sequentially connected via refrigerant piping to form a fourth loop. The third water pump 25, the second heat exchanger 24, and the first condenser 32 are connected via coolant piping to form a fifth loop.

[0041] Among them, the thermal management system of new energy heavy-duty trucks includes a first heating state of the battery, a second heating state of the battery and a first heat dissipation state of the motor; in the first heating state of the battery, after the first circuit or the second circuit transfers heat to the fourth circuit, the fourth circuit, the fifth circuit and the third circuit transfer heat in turn; in the second heating state of the battery, the electric heater 22 heats the coolant in the third circuit; in the first heat dissipation state of the motor, the first circuit is closed and the second circuit is opened.

[0042] Through this approach, when the battery pack 21 in the third circuit needs to be heated, it can be heated not only by the electric heater 22 but also by utilizing the heat generated by the drive motor 11 in the first circuit, which is transferred to the fourth circuit via the first heat exchanger 15. This heat is then transferred to the fifth circuit via the first condenser 32 of the fourth circuit, and finally to the third circuit via the second heat exchanger 24 of the fifth circuit to heat the battery pack 21. This improves the heating efficiency of the battery pack 21 and reduces the energy consumption of the electric heater 22. The electric heater 22 determines whether to turn on based on the coolant temperature at its water inlet. If the coolant temperature at the water inlet of the electric heater 22 reaches a reference temperature, the electric heater 22 does not need to be turned on. If the coolant temperature at the water inlet of the electric heater 22 is lower than the reference temperature, the electric heater 22 needs to be turned on to heat the battery pack 21. The reference temperature is lower than the target heating temperature of the coolant at the water inlet of the battery pack, and the difference between the two can be at least 3°C. When the drive motor 11 overheats and needs to be cooled, the radiator 12 in the second circuit is turned on to cool it, dissipating the heat from the drive motor 11 into the air.

[0043] In other embodiments, Figure 1 As shown, the motor temperature control assembly 10 further includes a three-in-one component 17, which may include, for example, a DC / DC converter, etc. The three-in-one component 17 may be disposed on the coolant pipe between the drive motor 11 and the first water pump 14, thereby assisting the drive motor 11 in its operation.

[0044] In this embodiment, if Figure 1 As shown, the motor temperature control assembly 10 further includes a second control valve 16. The second control valve 16 has a first operating state and a second operating state. In the first operating state, the first circuit and the third circuit are independent of each other, and the second circuit and the third circuit are independent of each other. In the second operating state, the third circuit is connected in series with the first circuit or the second circuit.

[0045] Among them, the thermal management system of new energy heavy-duty trucks also includes a battery warm state. When the battery is in a warm state, the first circuit transfers heat to the third circuit.

[0046] Through the above-mentioned setting, when the battery is in a warm state, the second control valve 16 can be controlled to be in the second working state, so that the heat generated by the drive motor 11 can flow through the first heat exchanger 15 and then directly flow through the third circuit through the second control valve 16 to achieve the purpose of heating the battery pack 21, and then flow out from the third circuit to the first water pump 14, thereby shortening the path of heat transfer to the third circuit, and using the drive motor 11 to warm the battery pack 21, thereby reducing energy consumption and improving thermal energy utilization.

[0047] In this embodiment, if Figure 1As shown, the refrigerant circulation assembly 30 further includes a second condenser 35 and a second expansion valve 36. The compressor 31, the second condenser 35, the second expansion valve 36, the second heat exchanger 24 and the liquid-gas separator 34 are sequentially connected through refrigerant pipes to form a sixth loop.

[0048] Among them, the thermal management system of new energy heavy-duty trucks also includes a battery heat dissipation state. In the battery heat dissipation state, the third circuit transfers heat to the sixth circuit.

[0049] Through the above-mentioned arrangement, when the battery is in the heat dissipation state, that is, when the battery pack 21 needs to dissipate heat, the heat of the battery pack 21 is transferred to the sixth circuit through the second heat exchanger 24 of the third circuit, and then flows through the liquid-gas separator 34, the compressor 31, the second condenser 35, and the second expansion valve 36 in sequence, so that the battery pack 21 can be cooled through the second condenser 35, thereby ensuring the normal operation of the battery pack 21 and extending the service life of the battery pack 21.

[0050] In this embodiment, if Figure 1 As shown, the refrigerant circulation assembly 30 also includes a pipe fitting 37. The pipe fitting 37 includes a first pipe 371, a second pipe 372, a first stop valve 373, and a second stop valve 374. The first pipe 371 and the second pipe 372 are both pipes for transporting refrigerant. The first pipe 371 is connected between the first condenser 32 and the first heat exchanger 15. The liquid inlet end of the second pipe 372 is connected to the first pipe 371. The liquid outlet end of the second pipe 372 is detachably connected to the liquid inlet of the second condenser 35. The first stop valve 373 is detachably connected to the first pipe 371. The second stop valve 374 is detachably connected to the second pipe 372.

[0051] Through the above arrangement, the fourth circuit and the sixth circuit can be switched by controlling the on and off of the first stop valve 373 and the second stop valve 374, thereby reducing the redundancy of the refrigerant pipeline, optimizing the pipeline design, and reducing production costs.

[0052] In this embodiment, if Figure 1 As shown, the pipe fitting 37 also includes a third pipe 375 and a fourth pipe 376, both of which are pipes for transporting refrigerant. The liquid inlet end of the third pipe 375 is detachably connected to the liquid outlet of the second condenser 35. The liquid outlet end of the third pipe 375 is in communication with the first pipe 371. The liquid inlet end of the fourth pipe 376 is in communication with the first pipe 371. One of the liquid inlets of the second heat exchanger 24 is detachably connected to the liquid outlet end of the fourth pipe 376. The second expansion valve 36 is detachably connected to the fourth pipe 376. The liquid inlet end of the second pipe 372, the first stop valve 373, the liquid outlet end of the third pipe 375, and the liquid inlet end of the fourth pipe 376 are sequentially arranged along the first pipe 371.

[0053] Through the above-mentioned settings, through the settings of the third pipe 375 and the fourth pipe 376, switching between circuits can be achieved by controlling the on and off states of the first expansion valve 33, the second expansion valve 36, the first stop valve 373, and the second stop valve 374, thereby further optimizing the pipeline design, reducing the redundancy of the refrigerant pipeline, and facilitating the arrangement of the installation position of the second condenser 35, thereby optimizing the spatial layout of the vehicle.

[0054] In this embodiment, if Figure 1 As shown, the first condenser 32 is a water-cooled condenser. The second condenser 35 is an air-cooled condenser. The water-cooled condenser uses a set proportion of ethylene glycol solution as a cooling medium. It has a large specific heat capacity and can absorb a large amount of heat. It is also small in size and can be integrated near the battery pack 21 to meet the heat dissipation requirements of the battery pack 21. The air-cooled condenser is large in size, and the new energy heavy-duty truck can provide sufficient installation space for the air-cooled condenser. The air-cooled condenser has a simple structure, fewer components, and a lighter overall weight, which helps to reduce the vehicle's own weight and increase the cruising range and payload of the new energy heavy-duty truck. Through different types of condensers, the drive motor 11 can be reasonably recovered for energy or the battery pack 21 can be cooled, thereby reducing energy consumption and costs.

[0055] In this embodiment, if Figure 1 As shown, both the first heat exchanger 15 and the second heat exchanger 24 are plate-type heat exchangers. Plate-type heat exchangers use plates as heat transfer elements. These plates are typically designed with special corrugations or concave-convex structures, which create strong turbulence as the fluid flows between the plates. This turbulent state effectively reduces the thickness of the fluid boundary layer, significantly improving the heat transfer coefficient and heat exchange efficiency. This improves the efficiency of heat transfer between the various circuits and reduces energy consumption during the transmission process.

[0056] In other embodiments, the new energy heavy-duty truck thermal management system further includes an auxiliary component 40 and a rehydration component 50. The auxiliary component 40 may include a temperature sensor 41, a pressure sensor 42, and a temperature and pressure sensor 43. The temperature sensor 41 is installed in the refrigerant and coolant pipes of each circuit to obtain the coolant temperature within the coolant pipes. The pressure sensor 42 and the temperature and pressure sensor 43 are installed on the refrigerant pipes of each circuit to obtain the temperature and pressure within the refrigerant pipes. The rehydration component 50 includes a first water bottle 51, a first water supply pipe 52, a second water bottle 53, a second water supply pipe 54, a first degassing pipe 55, a second degassing pipe 56, and a third degassing pipe 57. The first water bottle 51 is connected to the coolant pipe in the first or second circuit via the first degassing pipe 55, and the first water bottle 51 is connected to the coolant pipe in the third circuit via the second degassing pipe 56. This reduces coolant bubbles in the coolant pipes and allows them to enter the first water bottle 51. The first water bottle 51 is connected to the coolant pipeline in the first circuit via a first water supply pipe 52. The first water bottle 51 is connected to the coolant pipeline in the third circuit via a second water supply pipe 54. This allows the coolant stored in the first water bottle 51 to be replenished to the corresponding circuit, ensuring a normal flow rate within the coolant pipeline. The second water bottle 53 is connected to the coolant pipeline in the fifth circuit via a third degassing pipe 57 and a second water supply pipe 54, respectively. This allows coolant bubbles in the coolant pipeline in the fifth circuit to enter the second water bottle 53 through the third degassing pipe 57. The liquid coolant in the second water bottle 53 is then replenished to the fifth circuit via the second water supply pipe 54, ensuring a normal flow rate within the coolant pipeline.

[0057] In this embodiment, a new energy heavy truck thermal management method is disclosed, which is applied to the new energy heavy truck thermal management system of any one of the above embodiments. Figure 2 As shown, the thermal management method for new energy heavy trucks includes steps S10 to S30, which are described in detail below:

[0058] In step S10 , based on the battery pack 21 being in the working state, it is determined whether the battery pack 21 is in the heating request state, so as to facilitate the subsequent determination of the heating mode of the battery pack 21 .

[0059] In step S20 , based on the battery pack 21 being in a heating request state, the temperature of the coolant flowing through the drive motor 11 is obtained, thereby facilitating confirmation of whether the heat transferred by the drive motor 11 can meet the heating requirement of the battery pack 21 .

[0060] In step S30, upon the coolant temperature of the drive motor 11 reaching a first preset temperature, the first, third, fourth, and fifth circuits are opened until the temperature of the drive motor 11 falls below the first preset temperature, or until the battery pack 21 exits the heating request state. At these points, the third, fourth, and fifth circuits are closed. This allows the heat generated by the drive motor 11 to be used to heat the battery pack 21, improving energy efficiency and reducing energy consumption.

[0061] In some other embodiments, step S30 includes the following steps S31 to S33.

[0062] Step S31, based on the coolant temperature flowing through the drive motor 11 reaching the first preset temperature, the first circuit, the third circuit, the fourth circuit and the fifth circuit are opened; thereby, the thermal management system of the new energy heavy-duty truck is in the first battery heating state; in the first battery heating state, after the first circuit or the second circuit transfers heat to the fourth circuit, the fourth circuit, the fifth circuit and the third circuit transfer heat in turn; until the temperature of the drive motor 11 is lower than the first preset temperature, or until the battery pack 21 exits the heating request state, the third circuit, the fourth circuit and the fifth circuit are closed.

[0063] Step S32 , based on the new energy heavy truck thermal management system being in the first battery heating state, obtaining the coolant temperature at the water inlet of the electric heater 22 ;

[0064] In step S33, based on the coolant temperature at the water inlet of electric heater 22 being lower than a reference temperature, electric heater 22 is turned on, thereby placing the new energy heavy-duty truck thermal management system in the second battery heating state. In the second battery heating state, electric heater 22 heats the coolant in the third circuit until the battery pack 21 exits the heating request state, at which point electric heater 22 is turned off. The reference temperature is lower than the target temperature for the coolant heating at the water inlet of the battery pack in the third circuit, and the difference can be at least 3°C.

[0065] In this embodiment, if Figure 1 As shown, the motor temperature control assembly 10 further includes a second control valve 16. The second control valve 16 has a first operating state and a second operating state. In the first operating state, the first circuit and the third circuit are independent of each other, and the second circuit and the third circuit are independent of each other. In the second operating state, the third circuit is connected in series with the first circuit or the second circuit.

[0066] Thermal management methods for new energy heavy trucks also include:

[0067] In step S40 , based on the battery pack 21 exiting the heating request state, the battery cell temperature T1 of the battery pack 21 and the temperature T2 of the coolant flowing through the drive motor 11 are acquired.

[0068] In step S50, based on T1 ≤ 15°C and T3 ≥ T2 ≥ (T1 + 12°C), the first and third circuits are opened, and the second control valve 16 is controlled to the second operating state. If T1 exceeds 15°C or T2 exceeds the preset temperature control range, the third circuit is closed and the second control valve 16 is controlled to switch to the first operating state. The preset temperature control range is T3 ≥ T2 ≥ (T1 + 12°C). T3 is the target temperature for heating the coolant at the water inlet of the battery pack 21 in the third circuit.

[0069] Through the above method, the heat generated by the driving motor 11 can be used to warm the battery pack 21, thereby reducing the energy consumption of the electric heater 22.

[0070] In this embodiment, if Figure 1 As shown, the refrigerant circulation assembly 30 further includes a second condenser 35 and a second expansion valve 36. The compressor 31, the second condenser 35, the second expansion valve 36, the second heat exchanger 24 and the liquid-gas separator 34 are sequentially connected through refrigerant pipes to form a sixth loop.

[0071] Thermal management methods for new energy heavy trucks also include:

[0072] Step S60 : Based on the battery pack 21 exiting the heating request state, the battery cell temperature T1 of the battery pack 21 is obtained.

[0073] In step S70, based on T1 ≥ T4, the third and sixth circuits are opened until T1 < T4, at which point they are closed. T4 is the second preset temperature. This allows heat dissipation from the battery pack 21 through the third and sixth circuits, preventing excessive operating temperatures from affecting the battery pack 21's service life and vehicle safety.

[0074] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and that in actual applications, various changes may be made thereto in form and detail without departing from the scope of the present disclosure.

Claims

1. A thermal management system for a new energy heavy truck, characterized in that: The new energy heavy truck thermal management system includes: A motor temperature control component, the motor temperature control component comprises a drive motor, a radiator, a first control valve, a first water pump and a first heat exchanger, the drive motor, the first water pump, the first heat exchanger and the first control valve are connected through a coolant pipeline to form a first loop; the drive motor, the first water pump, the first heat exchanger, the radiator and the first control valve are connected through a coolant pipeline to form a second loop; the first control valve controls the on-off of the first loop and the second loop; A battery temperature control assembly, the battery temperature control assembly comprising a battery pack, an electric heater, a second water pump, a second heat exchanger and a third water pump; the battery pack, the second water pump, the electric heater and the second heat exchanger are connected through a coolant pipe to form a third loop; A refrigerant circulation component, the refrigerant circulation component comprising a compressor, a first condenser, a first expansion valve and a liquid-gas separator; the compressor, the first condenser, the first expansion valve, the first heat exchanger and the liquid-gas separator are sequentially connected through a refrigerant pipeline to form a fourth loop; the third water pump, the second heat exchanger and the first condenser are connected through a coolant pipeline to form a fifth loop; Among them, the thermal management system of the new energy heavy truck includes a first heating state of the battery, a second heating state of the battery and a first heat dissipation state of the motor; in the first heating state of the battery, after the first circuit or the second circuit transfers heat to the fourth circuit, the fourth circuit, the fifth circuit and the third circuit transfer heat in turn; in the second heating state of the battery, the electric heater heats the coolant in the third circuit; in the first heat dissipation state of the motor, the first circuit is closed and the second circuit is opened.

2. A new energy heavy truck thermal management system according to claim 1, characterized in that: The motor temperature control assembly further includes a second control valve; the second control valve has a first working state and a second working state, when the second control valve is in the first working state, the first circuit and the third circuit are independent of each other, and the second circuit and the third circuit are independent of each other; when the second control valve is in the second working state, the third circuit is connected in series in the first circuit or the second circuit; Among them, the new energy heavy-duty truck thermal management system also includes a battery warm state. In the battery warm state, the first circuit transfers heat to the third circuit.

3. A new energy heavy truck thermal management system according to claim 1, characterized in that: The refrigerant circulation assembly further includes a second condenser and a second expansion valve; the compressor, the second condenser, the second expansion valve, the second heat exchanger and the liquid-gas separator are sequentially connected through a refrigerant pipeline to form a sixth loop; Among them, the new energy heavy-duty truck thermal management system also includes a battery heat dissipation state. In the battery heat dissipation state, the third circuit transfers heat to the sixth circuit.

4. A new energy heavy truck thermal management system according to claim 3, characterized in that: The refrigerant circulation component also includes pipe fittings; the pipe fittings include a first pipe, a second pipe, a first stop valve and a second stop valve; the first pipe and the second pipe are both pipes for transporting refrigerant; the first pipe is connected between the first condenser and the first heat exchanger; the liquid inlet end of the second pipe is connected to the first pipe; the liquid outlet end of the second pipe is detachably connected to the liquid inlet of the second condenser; the first stop valve is detachably connected to the first pipe; the second stop valve is detachably connected to the second pipe.

5. A new energy heavy truck thermal management system according to claim 4, characterized in that: The pipeline accessories also include a third pipeline and a fourth pipeline, both of which are pipelines for transporting refrigerant; the liquid inlet end of the third pipeline is detachably connected to the liquid outlet of the second condenser; the liquid outlet end of the third pipeline is communicated with the first pipeline; the liquid inlet end of the fourth pipeline is communicated with the first pipeline; one of the liquid inlets of the second heat exchanger is detachably connected to the liquid outlet end of the fourth pipeline; the second expansion valve is detachably connected to the fourth pipeline; the liquid inlet end of the second pipeline, the first stop valve, the liquid outlet end of the third pipeline and the liquid inlet end of the fourth pipeline are distributed in sequence along the first pipeline.

6. A new energy heavy truck thermal management system according to claim 5, characterized in that: The first condenser is a water-cooled condenser; the second condenser is an air-cooled condenser.

7. A new energy heavy truck thermal management system according to claim 1, characterized in that: The first heat exchanger and the second heat exchanger are both plate heat exchangers.

8. A thermal management method for a new energy heavy truck, applied to the thermal management system for a new energy heavy truck according to any one of claims 1 to 7, characterized in that: The new energy heavy truck thermal management method comprises: Step S10, based on the battery pack being in a working state, determining whether the battery pack is in a heating request state; Step S20, based on the battery pack being in the heating request state, obtaining the temperature of the coolant flowing through the drive motor; Step S30, based on the temperature of the coolant flowing through the drive motor reaching a first preset temperature, the first circuit, the third circuit, the fourth circuit and the fifth circuit are opened until the temperature of the drive motor is lower than the first preset temperature, or until the battery pack exits the heating request state, and the third circuit, the fourth circuit and the fifth circuit are closed.

9. A new energy heavy truck thermal management method according to claim 8, characterized in that: The motor temperature control assembly also includes a second control valve; the second control valve has a first working state and a second working state, when the second control valve is in the first working state, the first circuit and the third circuit are independent of each other, and the second circuit and the third circuit are independent of each other; when the second control valve is in the second working state, the third circuit is connected in series in the first circuit or the second circuit; The new energy heavy truck thermal management method further includes: Step S40, based on the battery pack exiting the heating request state, obtaining a battery cell temperature T1 of the battery pack and a coolant temperature T2 flowing through the drive motor; Step S50, based on T1≤15℃ and T3≥T2≥(T1+12℃), open the first circuit and the third circuit, and control the second control valve to be in the second working state; until T1>15℃ or T2 exceeds the preset temperature control range, close the third circuit and control the second control valve to switch to the first working state; the preset temperature control range is T3≥T2≥(T1+12℃); T3 is the target temperature for heating the coolant at the water inlet of the battery pack in the third circuit.

10. A new energy heavy truck thermal management method according to claim 8, characterized in that: The refrigerant circulation assembly further includes a second condenser and a second expansion valve; the compressor, the second condenser, the second expansion valve, the second heat exchanger and the liquid-gas separator are sequentially connected through a refrigerant pipeline to form a sixth loop; The new energy heavy truck thermal management method further includes: Step S60, acquiring a battery cell temperature T1 of the battery pack based on the battery pack exiting the heating request state; Step S70, based on T1≥T4, opening the third circuit and the sixth circuit, until T1<T4, closing the third circuit and the sixth circuit; T4 is a second preset temperature.

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