A new energy heavy-duty truck thermal management system and method

Abstract

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 truck. The system includes a drive motor, a first water pump, a first heat exchanger and a first control valve connected 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 to form a second circuit. The battery pack, the second water pump, the electric heater and the second heat exchanger are connected to form a third circuit. The compressor, the first condenser, the first expansion valve, the first heat exchanger and the liquid-gas separator are connected in sequence to form a fourth circuit. The third water pump, the second heat exchanger and the first condenser are connected to form a fifth circuit. 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 sequence. In the first heat dissipation state of the motor, the first circuit is closed and the second circuit is opened. Thus, the problem of how to reduce energy consumption in the thermal management system of a new energy heavy truck 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 truck. Background Art

[0002] New energy heavy trucks refer to heavy trucks that use new energy as a power source, mainly including pure electric, hybrid, hydrogen fuel cell and other types. They are often equipped with battery packs or auxiliary battery systems. In order to ensure the stable driving of new energy heavy trucks and extend the service life of batteries, motors and other components, it is necessary to design a thermal management system for new energy heavy trucks.

[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 truck thermal management system, the new energy heavy truck thermal management system comprising:

[0006] 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;

[0007] 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;

[0008] 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;

[0009] 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.

[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, 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; 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;

[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 fittings also include a third pipe and a fourth pipe, both of which are 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 communicated with the first pipe; the liquid inlet end of the fourth pipe is communicated with 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 truck thermal management method, the new energy heavy truck thermal management method is applied to a new energy heavy truck thermal management system described in any one of the above embodiments, the new energy heavy truck thermal management method comprises:

[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] 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, 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; 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;

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

[0024] 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;

[0025] 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.

[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] In order to solve the problem of how to reduce energy consumption of 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 circuit, the fourth circuit, the fifth circuit, and the third circuit transfer heat in sequence, so that the heat generated by the operation of the drive motor in the first circuit can be transferred 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, after closing the first circuit and opening the second circuit, the heat generated by the operation of the drive motor can be discharged by the radiator in the second circuit, so that the drive motor can be quickly cooled. 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 liquid replenishment component; 51 first kettle; 52 first water replenishment pipe; 53 second 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 thus implement the present disclosure, rather than implying any limitation on the scope of the present disclosure.

[0036] As used herein, the term "including" and its variants 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". The orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal" and the like is based on the orientation or position relationship shown in the accompanying drawings. These terms are mainly for better describing the present application and its embodiments, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation. In addition, in addition to being used to indicate an orientation or position relationship, some of the above terms may also be used to indicate other meanings, such as the term "upper" may also be used to indicate a certain dependency or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in this application can be understood according to the specific circumstances. In addition, the terms "install", "set", "provided with", "connected" and "connected" should be understood in a broad sense. 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 directly connected, or indirectly connected through an intermediate medium, or it can be 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 and 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 through a coolant pipeline to form a first loop. The drive motor 11, the first water pump 14, the first heat exchanger 15, the radiator 12 and the first control valve 13 are connected through a coolant pipeline to form a second loop. The radiator 12 is, for example, a fan radiator. The first control valve 13 controls the on-off of the first loop and the second loop.

[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 through 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 liquid-gas separator 34. The compressor 31, the first condenser 32, the first expansion valve 33, the first heat exchanger 15 and the liquid-gas separator 34 are sequentially connected through a refrigerant pipeline to form a fourth loop. The third water pump 25, the second heat exchanger 24 and the first condenser 32 are connected through a coolant pipeline to form a fifth loop.

[0041] 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 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 the above method, when the battery pack 21 in the third circuit needs to be heated, it can be heated by the electric heater 22, and the heat generated by the driving motor 11 in the first circuit can be transferred to the fourth circuit through the first heat exchanger 15, and then transferred to the fifth circuit through the first condenser 32 of the fourth circuit, and finally transferred to the third circuit through the second heat exchanger 24 of the fifth circuit to heat the battery pack 21, thereby improving the heating efficiency of the battery pack 21 and reducing the energy consumption of the electric heater 22. The electric heater 22 determines whether to turn on based on the coolant temperature of its own water inlet. If the coolant temperature of the water inlet of the electric heater 22 reaches the reference temperature, the electric heater 22 does not need to be turned on; if the coolant temperature of 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 heating target temperature of the coolant at the water inlet of the battery pack, and the difference between the two can be more than 3°C. When the temperature of the driving motor 11 is too high and needs to be dissipated and cooled, the radiator 12 of the second circuit is turned on to cool it and dissipate the heat of the driving motor 11 into the air.

[0043] In other embodiments, Figure 1 As shown, the motor temperature control assembly 10 also 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 pipeline between the drive motor 11 and the first water pump 14, thereby assisting the drive motor 11 in working.

[0044] In this embodiment, if Figure 1 As shown, the motor temperature control assembly 10 also includes a second control valve 16. The second control valve 16 has a first working state and a second working state. When the second control valve 16 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 16 is in the second working state, the third circuit is connected in series in 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 arrangement, 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 a refrigerant pipeline 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 arrangement, when the battery heat dissipation state is in place, 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 by 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 component 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 conveying 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 the production cost.

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

[0053] Through the above-mentioned settings, through the settings of the third pipeline 375 and the fourth pipeline 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, so as to further optimize the pipeline design, reduce the redundancy of the refrigerant pipeline, and facilitate 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 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 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 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, the first heat exchanger 15 and the second heat exchanger 24 are both plate heat exchangers. Plate heat exchangers use plates as heat transfer elements, and the plates are usually designed with special corrugations or concave-convex structures, which make the fluid form strong turbulence when flowing between the plates. The turbulent state can effectively reduce the thickness of the fluid boundary layer, greatly improve the heat transfer coefficient, and have high heat exchange efficiency, thereby improving the efficiency of heat transfer between each circuit and reducing the consumption in the energy transmission process.

[0056] In other embodiments, the thermal management system of a new energy heavy truck further includes an auxiliary component 40 and a refill 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 arranged in the refrigerant pipe and the coolant pipe of each circuit to obtain the coolant temperature in the coolant pipe; the pressure sensor 42 and the temperature and pressure sensor 43 are respectively arranged on the refrigerant pipe of each circuit to obtain the temperature and pressure in the refrigerant pipe. The refill component 50 includes a first kettle 51, a first water replenishment pipe 52, a second kettle 53, a second water replenishment pipe 54, a first degassing pipe 55, a second degassing pipe 56, and a third degassing pipe 57. The first kettle 51 is connected to the coolant pipe in the first circuit or the second circuit through the first degassing pipe 55, and the first kettle 51 is connected to the coolant pipe in the third circuit through the second degassing pipe 56, so that the coolant bubbles in the coolant pipe are reduced, and the bubbles can enter the first kettle 51. The first kettle 51 is connected to the coolant pipeline in the first circuit through the first water supply pipe 52, and the first kettle 51 is connected to the coolant pipeline in the third circuit through the second water supply pipe 54, so that the coolant stored in the first kettle 51 is replenished to the corresponding circuit to ensure the normal flow in the coolant pipeline. The second kettle 53 is connected to the coolant pipeline in the fifth circuit through the third degassing pipe 57 and the second water supply pipe 54, respectively, so that the coolant bubbles in the coolant pipeline in the fifth circuit can enter the second kettle 53 through the third degassing pipe 57, and the liquid coolant in the second kettle 53 is replenished to the fifth circuit through the second water supply pipe 54 to ensure the normal flow in 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 new energy heavy truck thermal management method includes steps S10 to S30, and the above steps are described in detail below:

[0058] 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] 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, so as to facilitate confirmation of whether the heat transferred by the drive motor 11 can meet the heating demand of the battery pack 21 .

[0060] Step S30: based on the temperature of the coolant 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 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, and the third circuit, the fourth circuit and the fifth circuit are closed. Thus, the heat generated by the drive motor 11 can be used to heat the battery pack 21, thereby improving energy utilization 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, open the first circuit, the third circuit, the fourth circuit and the fifth circuit; thereby making the thermal management system of the new energy heavy truck 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, close the third circuit, the fourth circuit and the fifth circuit.

[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] Step S33, based on the coolant temperature at the water inlet of the electric heater 22 being lower than the reference temperature, the electric heater 22 is turned on; thereby the thermal management system of the new energy heavy truck is in the second battery heating state; in the second battery heating state, the electric heater 22 heats the coolant in the third circuit. Until the battery pack 21 exits the heating request state, the electric heater 22 is turned off. The reference temperature is lower than the target temperature for heating the coolant at the water inlet of the battery pack in the third circuit, and the difference can be more than 3°C.

[0065] In this embodiment, if Figure 1 As shown, the motor temperature control assembly 10 also includes a second control valve 16. The second control valve 16 has a first working state and a second working state. When the second control valve 16 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 16 is in the second working state, the third circuit is connected in series in the first circuit or the second circuit.

[0066] The thermal management method of new energy heavy trucks also includes:

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

[0068] 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 16 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 16 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 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 a refrigerant pipeline to form a sixth loop.

[0071] The thermal management method of new energy heavy trucks also includes:

[0072] Step S60 : acquiring the battery cell temperature T1 of the battery pack 21 based on the battery pack 21 exiting the heating request state.

[0073] Step S70, based on T1≥T4, open the third circuit and the sixth circuit, until T1<T4, close the third circuit and the sixth circuit. T4 is the second preset temperature. Thus, the third circuit and the sixth circuit can be used to dissipate heat for the battery pack 21, so as to avoid the excessive operating temperature of the battery pack 21 affecting the service life of the battery pack 21 and the driving safety of the vehicle.

[0074] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and 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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