An electric heavy-duty truck system and its battery control method

Abstract

This invention relates to the field of electric heavy-duty truck technology, and discloses an electric heavy-duty truck system and its battery control method, including a power battery and a thermal management component. The power battery has a water inlet and a water outlet. The thermal management component includes a heat exchanger, a circulating pump, a fuel liquid heater, a compressor, a condenser, and an expansion valve. The heat exchanger has a first heat exchange channel and a second heat exchange channel connected by heat exchange. The liquid inlet end of the first heat exchange channel is connected to the water outlet, the liquid inlet end of the circulating pump is connected to the liquid outlet end of the first heat exchange channel, the liquid inlet end of the fuel liquid heater is connected to the liquid outlet end of the circulating pump, and the liquid outlet end of the fuel liquid heater is connected to the water inlet. The second heat exchange channel, the compressor, the condenser, and the expansion valve are connected sequentially end to end. This invention heats the power battery through the fuel liquid heater without consuming power from the power battery, and can maintain the power battery at a suitable temperature.

Description

Technical Field

[0001] This invention relates to the field of electric heavy-duty truck technology, specifically to an electric heavy-duty truck system and its battery control method. Background Technology

[0002] Electric heavy-duty trucks are heavy-duty transport vehicles powered by electricity, featuring zero emissions, low noise, high energy efficiency, and strong power output. Since the operating temperature range of the power battery is from -25 to 40 degrees Celsius, with the optimal operating temperature around 25 degrees Celsius, excessively high or low operating temperatures will cause a decrease in the battery capacity.

[0003] CN118238604A discloses a control strategy for waste heat recovery in battery-swapping heavy-duty truck motors, used to achieve coupled control of motor waste heat recovery and PTC heaters in a battery-swapping heavy-duty truck motor waste heat recovery system. This system includes a motor water circuit system, a battery water circuit system, a chiller unit, a liquid-liquid quick-connect plug, and a temperature sensor group. The motor water circuit system includes a high-voltage distribution box, a motor controller MCU, a traction motor, a first expansion tank, a radiator-side three-way valve, a radiator, a first three-way valve, a motor water pump, a waste heat recovery heat exchanger, a waste heat recovery heat exchanger-side three-way valve, and a second three-way valve, all connected in sequence. The battery water circuit system includes a power battery pack, a PTC heater, and a second expansion tank, all connected in sequence. The PTC heater heats the inlet water temperature of the power battery pack.

[0004] In the aforementioned battery-swapping heavy truck, a PTC heater heats the liquid entering the power battery to keep the battery operating at a suitable temperature. However, the electrical energy required by the PTC heater also comes from the energy stored in the power battery. Heating the liquid with the PTC heater consumes the power battery's electrical energy, resulting in a decrease in the power battery's range. Summary of the Invention

[0005] The purpose of this invention is to overcome the above-mentioned technical deficiencies and propose an electric heavy-duty truck system and its battery control method, thereby solving the technical problem in the prior art that the power battery's range will decrease when the water temperature is heated by power battery.

[0006] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides an electric heavy-duty truck system, comprising:

[0008] The power battery has a water inlet and a water outlet; and

[0009] A thermal management assembly includes a heat exchanger, a circulating pump, a fuel liquid heater, a compressor, a condenser, and an expansion valve. The heat exchanger has a first heat exchange channel and a second heat exchange channel connected by heat exchange. The inlet end of the first heat exchange channel is connected to the drain outlet. The inlet end of the circulating pump is connected to the outlet end of the first heat exchange channel. The inlet end of the fuel liquid heater is connected to the outlet end of the circulating pump. The outlet end of the fuel liquid heater is connected to the water inlet. The second heat exchange channel, the compressor, the condenser, and the expansion valve are connected sequentially end to end.

[0010] In one embodiment, the thermal management component further includes a drain temperature sensor and an inlet water temperature sensor, the drain temperature sensor being disposed at the drain outlet and the inlet water temperature sensor being disposed at the inlet water outlet.

[0011] In one embodiment, the electric heavy-duty truck system further includes a fixing component, which includes an enclosure, a support frame, multiple connectors, a top plate, and an end plate. The enclosure includes two fixing beams and a front enclosure. The two fixing beams are parallel to each other and spaced apart. The front enclosure is disposed at one end of the two fixing beams and connects to the two fixing beams. The front enclosure and the two fixing beams together form a U-shaped receiving groove. The multiple connectors connect the fixing beams and the support frame. The top plate is disposed at the top of the receiving groove and connects to the support frame. The end plate is disposed on the U-shaped opening side of the receiving groove and connects to the support frame.

[0012] The power battery is connected to the support frame and is located within the fixed cavity formed by the support frame, the two fixed beams, the front surround, the top plate, and the end plate.

[0013] In one embodiment, the fixed beam has two mounting slots along its length, and the two mounting slots are spaced apart along the height direction of the fixed beam.

[0014] The connector includes a first connecting plate, a first connecting bolt, a second connecting bolt, a second connecting plate, an angle iron, and a third connecting bolt. The first connecting plate slidably fits against the fixed beam. The first connecting plate has a first mounting hole in the mounting groove above it and a first strip groove in the mounting groove below it. The direction of the first strip groove is perpendicular to the direction of the fixed beam. The head of the first connecting bolt is slidably embedded in one of the mounting grooves, and the threaded end of the first connecting bolt passes through the first mounting hole. The head of the second connecting bolt is slidably embedded in the other mounting groove, and the threaded end of the second connecting bolt passes through the first strip groove. The second connecting plate connects to the first connecting plate and has two second strip grooves. The direction of the two second strip grooves is perpendicular to the direction of the first strip groove. The angle iron connects to the support frame and has two second fixing holes opposite to the two second strip grooves. The threaded end of the third connecting bolt passes through the second fixing holes and the second strip grooves.

[0015] In one embodiment, the fixing assembly further includes a plurality of side plates, which are respectively disposed on both sides of the support frame. The side plates are disposed between the support frame and the fixing beam, and between the second connecting plates of two adjacent connecting members. Each side plate includes a side plate, two fixing strips, a first sealing strip, and a second sealing strip. The side plate is connected to the fixing beam. The top of the side plate is bent to the bottom of the top plate, and the bottom of the side plate is bent to the bottom of the support frame. The two fixing strips are respectively disposed at the top and bottom of the side plate and are respectively connected to the side plate. The first sealing strip is disposed along the length of the side plate and between the top plate and the side plate. The first sealing strip is connected to the fixing strip and abuts against the fixing beam and, through the fixing beam, abuts against the top plate. The second sealing strip is disposed along the length of the side plate and between the support frame and the side plate. The second sealing strip is connected to the fixing strip and abuts against the support frame.

[0016] In one embodiment, the top and bottom of the side panel are provided with a plurality of slots, the plurality of slots are arranged along the length direction of the side panel, and the plurality of slots are located at the top and bottom edges of the side panel;

[0017] The fixing strip has a fixing groove formed on the edge of the side plate. The fixing groove is set along the length of the fixing strip. The fixing strip is sleeved on the side plate through the fixing groove. Multiple elastic clips are formed in the fixing groove. The multiple elastic clips are respectively set on the upper and lower sides of the side plate. One side of the elastic clip is connected to the fixing strip, and the other side is locked in the clip groove. The cross-sectional area of ​​the elastic clip gradually decreases along the direction close to the side plate. The elastic clip can bend when the fixing strip is sleeved on the side plate and has an elastic restoring force when locked in the clip groove.

[0018] In one embodiment, the first sealing strip and the second sealing strip have elliptical annular cross-sections along their vertical length.

[0019] In one embodiment, a polyurethane foam layer is provided in the gap between the side panel, front bumper, top plate, support frame and power battery.

[0020] Secondly, the present invention also relates to a battery control method for an electric heavy-duty truck, using the above-mentioned electric heavy-duty truck system, comprising the following steps:

[0021] Before the electric heavy truck starts, the fuel liquid heater is activated. The drain temperature of the power battery is detected by the drain temperature sensor. The water temperature change rate is calculated every 15 seconds, and the heating power of the fuel liquid heater is adjusted in real time to maintain the temperature rise curve change rate at 1℃ / min.

[0022] Once the drainage temperature reaches -10℃, the electric heavy truck can be started to continue heating the water. When the drainage temperature reaches -5℃, the heating operation of the fuel liquid heater will be stopped.

[0023] If the drainage temperature curve shows a downward trend during driving, the high-efficiency heating mode of the fuel heater will be activated when the temperature drops by 5°C from the initial value of -5°C, and will be stopped after the drainage temperature rises by 5°C.

[0024] In some embodiments, the electric heavy-duty truck battery control method further includes the following steps:

[0025] The charging power battery is heated. When the water temperature is below 0℃, the fuel heater is turned on to preheat the power battery, and the temperature rise rate is controlled at 1℃ / min.

[0026] After the temperature rises to 0℃, the heating power is reduced. As the power battery temperature rises, the supercharging rate of the battery continues to increase, and the heat generated by the battery charging increases rapidly. Under the combined effect of the heater and the heat generated by charging, the water temperature rises rapidly to 10℃. At this point, the fuel liquid heater stops working. After the temperature is above 10℃, the battery is allowed to be charged at a high rate for super fast charging.

[0027] Compared with existing technologies, the electric heavy-duty truck system and its battery control method provided by this invention, before the electric heavy-duty truck starts in low temperatures, first starts a circulation pump. The circulation pump drives the coolant in the power battery to circulate through a heat exchanger and a fuel liquid heater. The fuel liquid heater is then activated to heat the flowing coolant until it reaches a suitable temperature. Taking a new energy heavy-duty truck with a total battery capacity of 256 kWh as an example, when using an electric heater to heat the coolant, the total daily power consumption is 41 kWh, accounting for approximately 16% of the total power. However, when using a fuel liquid heater, the daily fuel consumption is only 4.5 L. The fuel liquid heater does not consume power from the power battery, thus effectively improving the driving range.

[0028] When it is necessary to cool the coolant, the compressor, condenser, and expansion valve are started. The compressor, condenser, and expansion valve form a circulating cold flow. The cold flow circulates through the heat exchanger and exchanges heat with the coolant passing through the heat exchanger to cool the coolant. Through the cooperation of the compressor, condenser, and expansion valve with the circulating pump and fuel liquid heater, the coolant is maintained within the preset temperature range to ensure the normal operation of the power battery. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the structure of the power battery and thermal management components in an electric heavy-duty truck system provided in an embodiment of the present invention;

[0030] Figure 2 This is a partial structural schematic diagram of the fixed beam and side plate components in an electric heavy truck system provided by an embodiment of the present invention;

[0031] Figure 3 This is a partial structural schematic diagram of the fixed beam and side plate components in an electric heavy truck system provided by an embodiment of the present invention;

[0032] Figure 4 This is a schematic diagram of the structure of the fixed component in an electric heavy truck system according to an embodiment of the present invention;

[0033] Figure 5 This is a schematic diagram of the structure of an electric heavy-duty truck system after concealing the top plate and end plate according to an embodiment of the present invention;

[0034] Figure 6 yes Figure 5 A magnified view of the part where A appears in the image.

[0035] Explanation of reference numerals in the attached figures:

[0036] Power battery 1;

[0037] Thermal management component 2;

[0038] Heat exchanger 21;

[0039] Circulation pump 22;

[0040] Fuel liquid heater 23;

[0041] Compressor 24;

[0042] Condenser 25;

[0043] Expansion valve 26;

[0044] Drainage temperature sensor 27;

[0045] Inlet water temperature sensor 28;

[0046] Fixed component 3;

[0047] Enclosing component 31;

[0048] Fixed beam 311;

[0049] Mounting slot 311a;

[0050] Front bumper 312;

[0051] Support frame 32;

[0052] Connector 33;

[0053] First connecting plate 331;

[0054] First strip groove 331a;

[0055] First connecting bolt 332;

[0056] Second connecting bolt 333;

[0057] Second connecting plate 334;

[0058] Second groove 334a;

[0059] Angle iron 335;

[0060] Third connecting bolt 336;

[0061] Top plate 34;

[0062] End plate 35;

[0063] Side panel 36;

[0064] Side panel 361;

[0065] Fixing strip 362;

[0066] First sealing strip 363;

[0067] Second sealing strip 364;

[0068] Elastic card strip 365. Detailed Implementation

[0069] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0070] In order to solve the technical problem that the range of the power battery 1 will decrease when the power battery 1 is used to heat the water, the present invention provides an electric heavy truck system and its battery control method, which can solve the problem that the range of the power battery 1 will decrease when the power battery 1 is used to heat the water.

[0071] It should be noted that the electric heavy-duty truck system described in this invention is used in, but not limited to, electric heavy-duty trucks. For ease of explanation, this invention will only use the application of the electric heavy-duty truck system in electric heavy-duty trucks as an example. The principle of the electric heavy-duty truck system applied to other types of equipment is essentially the same as that applied to electric heavy-duty trucks, and will not be described in detail here.

[0072] Please see Figure 1 , Figure 1 An electric heavy-duty truck system according to one embodiment of the present invention includes a power battery 1 and a thermal management component 2. The power battery 1 has a water inlet and a drain outlet. The thermal management component 2 includes a heat exchanger 21, a circulating pump 22, a fuel liquid heater 23, a compressor 24, a condenser 25, and an expansion valve 26. The heat exchanger 21 has a first heat exchange channel and a second heat exchange channel connected by heat exchange. The liquid inlet end of the first heat exchange channel is connected to the drain outlet. The liquid inlet end of the circulating pump 22 is connected to the liquid outlet end of the first heat exchange channel. The liquid inlet end of the fuel liquid heater 23 is connected to the liquid outlet end of the circulating pump 22, and the liquid outlet end of the fuel liquid heater 23 is connected to the water inlet. The second heat exchange channel, the compressor 24, the condenser 25, and the expansion valve 26 are connected end to end in sequence.

[0073] Specifically, before starting the electric heavy-duty truck in low temperatures, the circulation pump 22 is activated first. The circulation pump 22 drives the coolant in the power battery 1 to circulate through the heat exchanger 21 and the fuel liquid heater 23. The fuel liquid heater 23 is activated to heat the flowing coolant until it reaches a suitable temperature. Taking a new energy heavy-duty truck with a total power of 256 kWh as an example, when using an electric heater to heat the coolant, the total daily power consumption is 41 kWh, accounting for about 16% of the total power. However, when using the fuel liquid heater 23, the daily fuel consumption is only 4.5 L. The fuel liquid heater 23 does not consume the power battery 1's power, which can effectively improve the driving range.

[0074] When it is necessary to cool the coolant, the compressor 24, condenser 25 and expansion valve 26 are started. The compressor 24, condenser 25 and expansion valve 26 form a circulating cold flow. The cold flow circulates through the heat exchanger 21 and exchanges heat with the coolant passing through the heat exchanger 21 to cool the coolant. Through the cooperation of the compressor 24, condenser 25 and expansion valve 26 with the circulating pump 22 and fuel liquid heater 23, the coolant is maintained within the preset temperature range to ensure the normal operation of the power battery 1.

[0075] Among them, the power battery 1 has two charging methods: a charging port and a pantograph.

[0076] In one embodiment, the thermal management component 2 further includes a drain temperature sensor 27 and an inlet water temperature sensor 28, with the drain temperature sensor 27 disposed at the drain outlet and the inlet water temperature sensor 28 disposed at the inlet water outlet.

[0077] By setting drain temperature sensor 27 and inlet water temperature sensor 28, the temperature of coolant at the drain port and inlet water port of power battery 1 can be detected. The temperature detected by drain temperature sensor 27 and inlet water temperature sensor 28 controls the opening, closing and power of fuel liquid heater 23, and controls the opening, closing and power of compressor 24.

[0078] When electric heavy-duty trucks operate in extremely cold regions, the low-temperature working environment they face means that the heating system built into the power battery alone cannot meet the thermal management requirements of such low ambient temperatures. Therefore, in one embodiment, such as... Figures 4 to 6 As shown, the electric heavy truck system also includes a fixing component 3, which includes a surround 31, a support frame 32, multiple connectors 33, a top plate 34, and an end plate 35. The surround 31 includes two fixing beams 311 and a front surround 312. The two fixing beams 311 are parallel to each other and spaced apart. The front surround 312 is located at one end of the two fixing beams 311 and connects to the two fixing beams 311. The front surround 312 and the two fixing beams 311 together form a U-shaped receiving groove. The multiple connectors 33 connect the fixing beams 311 and the support frame 32. The top plate 34 is located at the top of the receiving groove and connects to the support frame 32. The end plate 35 is located on the U-shaped opening side of the receiving groove and connects to the support frame 32. The power battery 1 is connected to the support frame 32 and is located in the fixing cavity formed by the support frame 32, the two fixing beams 311, the front surround 312, the top plate 34, and the end plate 35.

[0079] The power battery 1 is housed within a fixed cavity formed by the support frame 32, two fixed beams 311, front surround 312, top plate 34, and end plate 35. This cavity provides support for the top, bottom, and sides of the power battery 1. The relatively enclosed structure formed by the support frame 32, two fixed beams 311, front surround 312, top plate 34, and end plate 35 provides a relatively closed and stable space, which helps to keep the power battery 1 warm and reduce heat loss. This, in turn, assists the battery heating system in more effectively maintaining the battery within a suitable operating temperature range. By reducing energy loss of the battery at low temperatures, this design helps to improve overall energy utilization efficiency and ensures that the electric heavy truck can maintain a longer driving range in cold conditions.

[0080] It should be understood that connector 33 can be a bolt, a snap-fit, or other connecting structure, specifically, such as Figures 4 to 6 As shown, in one embodiment, the fixed beam 311 has two mounting slots 311a along its length, and the two mounting slots 311a are spaced apart along the height direction of the fixed beam 311; the connecting member 33 includes a first connecting plate 331, a first connecting bolt 332, a second connecting bolt 333, a second connecting plate 334, an angle iron 335, and a third connecting bolt 336. The first connecting plate 331 slides against the fixed beam 311. The first connecting plate 331 has a first mounting hole in the mounting slot 311a above it and a first strip groove 331a in the mounting slot 311a below it. The direction of the first strip groove 331a is perpendicular to the direction of the fixed beam 311. The first connecting bolt 332... The head of the second connecting bolt 333 is slidably embedded in a mounting groove 311a. The threaded end of the first connecting bolt 332 passes through the first mounting hole. The head of the second connecting bolt 333 is slidably embedded in another mounting groove 311a. The threaded end of the second connecting bolt 333 passes through the first strip groove 331a. The second connecting plate 334 is connected to the first connecting plate 331. The second connecting plate 334 has two second strip grooves 334a. The direction of the two second strip grooves 334a is perpendicular to the direction of the first strip groove 331a. Angle iron 335 is connected to the support frame 32. Two second fixing holes are opened opposite the two second strip grooves 334a. The threaded end of the third connecting bolt 336 passes through the second fixing holes and the second strip grooves 334a.

[0081] When the support frame 32 and the fixed beam 311 need to be connected via the connector 33, the heads of the first connecting bolt 332 and the second connecting bolt 333 are slidably positioned in the two mounting grooves 311a. The positions of the first connecting bolt 332 and the second connecting bolt 333 can be adjusted as needed. After sliding to the preset position, the first connecting plate 331 is slidably attached to the fixed beam 311, so that the first connecting plate 331 is fitted onto the first connecting bolt 332 through the first mounting hole and onto the second connecting bolt 333 through the first slot 331a. Since the second slot 334a is elongated, its position relative to the second connecting bolt 333 can be adjusted along the length of the second slot 334a, so that the first connecting plate 331 can be smoothly fitted onto the second connecting bolt through the second slot 334a. 333, reducing the requirements for machining accuracy and the difficulty of machining; then the angle iron 335 is attached to the second connecting plate 334, and the threaded end of the third connecting bolt 336 passes through the angle iron 335 to obtain the second fixing hole and the second strip groove 334a of the second connecting plate 334, realizing the connection between the angle iron 335 and the second connecting plate 334. Since the setting direction of the second strip groove 334a is perpendicular to the setting direction of the first strip groove 331a, the installation position of the angle iron 335 can be adjusted along the direction of the second strip groove 334a, which facilitates the connection between the support frame 32 and the fixed beam 311; at the same time, the second connecting plate 334 can seal the end of the gap along the length direction between the fixed beam 311 and the support frame 32, preventing cold air from flowing along the length direction of the gap between the fixed beam 311 and the support frame 32.

[0082] After the bolt passes through the two structural components, it can be threaded to the second structural component, or a nut can be threaded to the threaded end of the bolt to achieve a fixed connection between the two structural components through the bolt and the nut.

[0083] The fixed beam 311 and the support frame 32 are connected by a first connecting plate 331, a second connecting plate 334, and an angle iron 335. Because the second connecting plate 334 is perpendicular to both the first connecting plate 331 and the fixed beam 311, a gap exists between the fixed beam 311 and the power battery 1 of the support frame 32. This gap causes heat to escape outwards. Therefore, as... Figure 2 and Figure 3As shown, in one embodiment, the fixing assembly 3 further includes a plurality of side plates 36, which are respectively disposed on both sides of the support frame 32. The side plates 36 are disposed between the support frame 32 and the fixing beam 311, and between the second connecting plates 334 of two adjacent connecting members 33. The side plate 36 includes a side plate 361, two fixing strips 362, a first sealing strip 363, and a second sealing strip 364. The side plate 361 is connected to the fixing beam 311, the top of the side plate 361 is bent to the bottom of the top plate 34, and the bottom of the side plate 361 is bent to the support frame. Below 32, two fixing strips 362 are respectively set at the top and bottom of the side plate 361 and are respectively connected to the side plate 361. The first sealing strip 363 is set along the length of the side plate 361 and is set between the top plate 34 and the side plate 361. The first sealing strip 363 is connected to the fixing strip 362 and abuts against the fixing beam 311 and abuts against the top plate 34 through the fixing beam 311. The second sealing strip 364 is set along the length of the side plate 361 and is set between the support frame 32 and the side plate 361. The second sealing strip 364 is connected to the fixing strip 362 and abuts against the support frame 32.

[0084] The side plate 361 is bent relative to the top plate 34 and the support frame 32, which can seal the gaps on both sides of the power battery 1 and the gap between the fixing beam 311 and the support frame 32. By setting two fixing strips 362, the first sealing strip 363 and the second sealing strip 364 can be fixed to the top and bottom of the side plate 361 respectively. The first sealing strip 363 can seal the gap between the side plate 361, the fixing beam 311 and the top plate 34, and the second sealing strip 364 can seal the gap between the side plate 361 and the bottom of the support frame 32.

[0085] The fixing strip 362 can be a rubber strip, metal strip, or plastic strip, etc., and can be fixed to the side plate 361 by means of adhesive bonding, welding, or bolt connection. Specifically, for example... Figure 2 and Figure 3 As shown, in one embodiment, the top and bottom of the side plate 361 are respectively provided with multiple slots (not shown in the figure), the multiple slots are arranged along the length direction of the side plate 361, and the multiple slots are located at the top and bottom edges of the side plate 361; the fixing strip 362 forms a fixing groove relative to the edge of the side plate 361, the fixing groove is arranged along the length direction of the fixing strip 362, the fixing strip 362 is sleeved on the side plate 361 through the fixing groove, and multiple elastic clips 365 are formed in the fixing groove. The multiple elastic clips 365 are respectively arranged on the upper and lower sides of the side plate 361, and one side of the elastic clip 365 is connected to the fixing strip 362, and the other side is locked in the slot. The cross-sectional area of ​​the elastic clip 365 gradually decreases along the direction close to the side plate 361. The elastic clip 365 can bend when the fixing strip 362 is sleeved on the side plate 361, and has an elastic restoring force when locked in the slot.

[0086] When it is necessary to connect the fixing strip 362 to the side plate 361, the fixing strip 362 is fitted onto the top and bottom edges of the side plate through the fixing groove, thus achieving the fitting connection between the fixing strip 362 and the side plate 361. In order to fix the fixing strip 362 fitted onto the side plate 361, in this embodiment, an elastic retaining strip 365 is provided. The elastic retaining strip 365 connects to the fixing strip 362 and can be engaged in the retaining groove. When the fixing strip 362 is fitted onto the side plate 361, the elastic retaining strip 365 abuts against the side plate 361, causing the elastic retaining strip 365 to bend relative to the side plate 361. When the elastic retaining strip 365 slides to the retaining groove, the elastic retaining strip 365... The side opposite to the fixing strip 362 is elastically inserted into the slot, and remains in a deformed state after being inserted into the slot, possessing a restoring elastic force and a tendency to push the fixing strip 362 to open to both sides, so that the fixing strip 362 pushes the first sealing strip 363 to press against the top plate 34 and pushes the second sealing strip 364 to press against the support frame 32. The elastic locking strip 365 has the function of locking the fixing strip 362 with the side plate 361 and pushing the first sealing strip 363 and the second sealing strip 364 to press against the top plate 34 and the support frame 32. Moreover, the elastic locking strip 365 that elastically abuts against the side plate 361 can seal the gap between the fixing strip 362 and the side plate 361.

[0087] It should be understood that the cross-sectional shape of the first sealing strip 363 and the second sealing strip 364 can be circular, quadrilateral, trapezoidal, etc., specifically, as shown in... Figure 2 and Figure 3 As shown, in one embodiment, the first sealing strip 363 and the second sealing strip 364 have an elliptical ring-shaped cross-section along the vertical length direction.

[0088] With the above configuration, when the first sealing strip 363 abuts against the top plate 34, the first sealing strip 363 can be squeezed and compressed between the fixing strip 362 and the top plate 34, and has a restoring elastic force after being squeezed and compressed, so that the first sealing strip 363 is tightly attached to the top plate 34, thereby sealing the gap between the side plate 361 and the top plate 34. When the second sealing strip 364 abuts against the support frame 32, the second sealing strip 364 can be squeezed and compressed between the side plate 361 and the support frame 32, and has a restoring elastic force after being squeezed and compressed, so that the second sealing strip 364 is tightly attached to the support frame 32.

[0089] There are gaps between the side panel 361, the front bumper 312, the top plate 34, the support frame 32 and the power battery 1. The presence of these gaps will affect the heat preservation of the power battery 1. Therefore, in one embodiment, a polyurethane foam layer (not shown in the figure) is provided in the gap between the side panel 361, the front bumper 312, the top plate 34, the support frame 32 and the power battery 1.

[0090] The gaps between the side panel 361, front bumper 312, top panel 34, support frame 32 and power battery 1 are filled with polyurethane foam. After the polyurethane foam cures, it forms a polyurethane foam layer. The polyurethane foam layer fills the gaps between the side panel 361, front bumper 312, top panel 34, support frame 32 and power battery 1, preventing the existence of gaps from causing heat loss from the power battery 1 and playing a role in heat preservation.

[0091] This invention also relates to a battery control method for electric heavy-duty trucks, using the aforementioned electric heavy-duty truck system, comprising the following steps:

[0092] Before the electric heavy truck starts, the fuel liquid heater 23 is started. The drain temperature of the power battery 1 is detected by the drain temperature sensor 27. The water temperature change rate is calculated every 15 seconds, and the heating power of the fuel liquid heater 23 is adjusted in real time to keep the temperature rise curve change rate at 1℃ / min.

[0093] When the drainage temperature reaches -10℃, the electric heavy truck can be started to continue heating the water until the drainage temperature reaches -5℃, at which point the heating operation of the fuel liquid heater 23 will be stopped.

[0094] If the drainage temperature curve shows a downward trend during driving, the high-efficiency heating mode of the fuel heater will be activated when the temperature drops by 5°C from the initial value of -5°C, and will be stopped after the drainage temperature rises by 5°C.

[0095] Specifically, during the initial start-up in low temperatures each day, the power battery 1 is at a low temperature, and the vehicle needs to be driven quickly. At this time, the fuel heater needs to be controlled to operate at a higher heating power. By calculating the rate of change of the drain water temperature every 15 seconds, the controller (not shown in the figure) adjusts the heating power of the fuel heater in real time via the CAN communication bus to maintain a temperature rise rate of 1℃ / min, in order to meet the requirement of 20 minutes for the water temperature to rise by 20℃ (from -30℃ to -10℃). Once the driving temperature of -10℃ is reached, the vehicle can be driven. The fuel heater stops working when the water temperature reaches -5℃. During driving, if the water temperature curve shows a downward trend, the high-efficiency heating mode of the fuel heater is activated when the water temperature drops by 5℃ from the initial value of -5℃, and stops after the water temperature rises by 5℃.

[0096] When starting in low temperatures for the first time, the power battery 1 needs to be heated to a certain temperature before it can run normally. Initially, heating from -30℃ to -10℃ requires 40 minutes using an electric liquid heater, while the fuel liquid heater 23 has a higher thermal conductivity and the heating time is only about 20 minutes.

[0097] The initial start-up in low temperatures requires a 40-minute preheating period for the power battery 1, which is too long. The fuel liquid heater 23 can be remotely controlled to preheat the power battery 1 in advance, allowing the vehicle to start immediately upon entry and avoiding a long waiting time.

[0098] Traditional solutions connect the two separate functional components of cooling and heating through piping, which increases the number of water connection pipes and valves, increases flow resistance, reduces heat transfer efficiency, and introduces potential points of failure. This application adopts an integrated design with a rational layout, effectively avoiding the above-mentioned disadvantages.

[0099] In some embodiments, the electric heavy-duty truck battery control method further includes the following steps:

[0100] The charging power battery 1 is heated. When the water temperature is below 0℃, the fuel heater is turned on to preheat the power battery 1, and the temperature rise rate is controlled at 1℃ / min.

[0101] After the temperature rises to 0℃, the heating power is reduced. As the temperature of the power battery 1 rises, the supercharging rate of the power battery 1 continues to increase, and the heat generated by the power battery 1 during charging increases rapidly. Under the combined effect of the heater and the heat generated during charging, the water temperature rises rapidly to 10℃. At this time, the fuel liquid heater 23 stops working. After the temperature is above 10℃, the power battery 1 is allowed to be charged at a high rate for super fast charging.

[0102] Specifically, in the charging and heating process, when the water temperature is below 0℃, the fuel heater is turned on to preheat the power battery 1 at a relatively high power, with the temperature rise rate controlled at 1℃ / min. After the temperature rises to 0℃, the heating power is reduced. As the temperature of the power battery 1 rises, the supercharging rate of the power battery 1 continuously increases, and the heat generated by the power battery 1 during charging increases rapidly. Under the combined effect of the heater and the heat generated during charging, the water temperature quickly rises to 10℃, at which point the fuel heater stops operating. Once the temperature is above 10℃, the power battery 1 is allowed to be charged at a high-rate super-fast charging speed.

[0103] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. An electric heavy-duty truck system, characterized in that, include: The power battery has a water inlet and a water outlet; and A thermal management assembly includes a heat exchanger, a circulating pump, a fuel liquid heater, a compressor, a condenser, and an expansion valve. The heat exchanger has a first heat exchange channel and a second heat exchange channel connected by heat exchange. The inlet end of the first heat exchange channel is connected to the drain outlet. The inlet end of the circulating pump is connected to the outlet end of the first heat exchange channel. The inlet end of the fuel liquid heater is connected to the outlet end of the circulating pump, and the outlet end of the fuel liquid heater is connected to the water inlet. The second heat exchange channel, the compressor, the condenser, and the expansion valve are connected sequentially from end to end. The electric heavy-duty truck system also includes a fixing component, which includes a surround, a support frame, multiple connectors, a top plate, and an end plate. The surround includes two fixing beams and a front surround. The two fixing beams are parallel to each other and spaced apart. The front surround is located at one end of the two fixing beams and connects to the two fixing beams. The front surround and the two fixing beams together form a U-shaped receiving groove. The multiple connectors connect the fixing beams and the support frame. The top plate is located at the top of the receiving groove and connects to the support frame. The end plate is located on the U-shaped opening side of the receiving groove and connects to the support frame. The power battery is connected to the support frame and is located in the fixed cavity formed by the support frame, the two fixed beams, the front surround, the top plate and the end plate. The fixed beam has two mounting slots along its length, and the two mounting slots are spaced apart along the height of the fixed beam. The connector includes a first connecting plate, a first connecting bolt, a second connecting bolt, a second connecting plate, an angle iron, and a third connecting bolt. The first connecting plate slidably fits against the fixed beam. The first connecting plate has a first mounting hole in the mounting groove above it and a first strip groove in the mounting groove below it. The direction of the first strip groove is perpendicular to the direction of the fixed beam. The head of the first connecting bolt is slidably embedded in one of the mounting grooves, and the threaded end of the first connecting bolt passes through the first mounting hole. The head of the second connecting bolt is slidably embedded in the other mounting groove, and the threaded end of the second connecting bolt passes through the first strip groove. The second connecting plate connects to the first connecting plate and has two second strip grooves. The direction of the two second strip grooves is perpendicular to the direction of the first strip groove. The angle iron connects to the support frame and has two second fixing holes opposite to the two second strip grooves. The threaded end of the third connecting bolt passes through the second fixing holes and the second strip grooves.

2. The electric heavy-duty truck system according to claim 1, characterized in that: The thermal management component also includes a drain temperature sensor and an inlet water temperature sensor, wherein the drain temperature sensor is disposed at the drain outlet and the inlet water temperature sensor is disposed at the inlet water outlet.

3. The electric heavy-duty truck system according to claim 1, characterized in that: The fixing assembly further includes multiple side plates, which are respectively disposed on both sides of the support frame. The side plates are disposed between the support frame and the fixing beam, and between the second connecting plates of two adjacent connecting members. Each side plate includes a side plate, two fixing strips, a first sealing strip, and a second sealing strip. The side plate is connected to the fixing beam. The top of the side plate is bent to the bottom of the top plate, and the bottom of the side plate is bent to the bottom of the support frame. The two fixing strips are respectively disposed at the top and bottom of the side plate and are respectively connected to the side plate. The first sealing strip is disposed along the length of the side plate and between the top plate and the side plate. The first sealing strip is connected to the fixing strip and abuts against the fixing beam and, through the fixing beam, abuts against the top plate. The second sealing strip is disposed along the length of the side plate and between the support frame and the side plate. The second sealing strip is connected to the fixing strip and abuts against the support frame.

4. The electric heavy-duty truck system according to claim 3, characterized in that: The top and bottom of the side plate are respectively provided with multiple slots, the multiple slots are arranged along the length direction of the side plate, and the multiple slots are located at the top and bottom edges of the side plate; The fixing strip has a fixing groove formed on the edge of the side plate. The fixing groove is set along the length of the fixing strip. The fixing strip is sleeved on the side plate through the fixing groove. Multiple elastic clips are formed in the fixing groove. The multiple elastic clips are respectively set on the upper and lower sides of the side plate. One side of the elastic clip is connected to the fixing strip, and the other side is locked in the clip groove. The cross-sectional area of ​​the elastic clip gradually decreases along the direction close to the side plate. The elastic clip can bend when the fixing strip is sleeved on the side plate and has an elastic restoring force when locked in the clip groove.

5. The electric heavy-duty truck system according to claim 4, characterized in that: The first sealing strip and the second sealing strip have elliptical ring-shaped cross-sections along their vertical length direction.

6. The electric heavy-duty truck system according to claim 4, characterized in that: A polyurethane foam layer is provided in the gap between the side panel, front bumper, top plate, support frame and the power battery.

7. A battery control method for an electric heavy-duty truck, characterized in that, Using the electric heavy-duty truck system according to any one of claims 1 to 6 includes the following steps: Before the electric heavy truck starts, the fuel liquid heater is started. The drain temperature of the power battery is detected by the drain temperature sensor. The water temperature change rate is calculated every 15 seconds, and the heating power of the fuel liquid heater is adjusted in real time to keep the temperature rise curve change rate at 1℃ / min. Once the drainage temperature reaches -10℃, the electric heavy truck can be started to continue heating the water. When the drainage temperature reaches -5℃, the heating operation of the fuel liquid heater will be stopped. If the drainage temperature curve shows a downward trend during driving, the high-efficiency heating mode of the fuel heater will be activated when the temperature drops by 5°C from the initial value of -5°C, and will be stopped after the drainage temperature rises by 5°C.

8. The electric heavy-duty truck battery control method according to claim 7, characterized in that: It also includes the following steps: The charging power battery is heated. When the water temperature is below 0℃, the fuel heater is turned on to preheat the power battery, and the temperature rise rate is controlled at 1℃ / min. After the temperature rises to 0℃, the heating power is reduced. As the power battery temperature rises, the supercharging rate of the battery continues to increase, and the heat generated by the battery charging increases rapidly. Under the combined effect of the heater and the heat generated by charging, the water temperature rises rapidly to 10℃. At this point, the fuel liquid heater stops working. After the temperature is above 10℃, the battery is allowed to be charged at a high rate for super fast charging.

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