Extended-range logistics vehicle thermal management system, system control method and server

Abstract

The invention provides a whole-vehicle thermal management system of an extended-range logistics vehicle, a system control method and a server, and relates to the technical field of whole-vehicle thermal management systems.The whole-vehicle thermal management system comprises a heat pump air conditioner subsystem, a range extender thermal management subsystem, an electric drive thermal management subsystem and a battery thermal management subsystem; wherein the heat pump air-conditioning subsystem is used for carrying out cooperative thermal management on a cab and a power battery as a whole according to the temperature of the power battery, the temperature of the cab and the environment temperature; the range extender heat management subsystem is used for performing cooperative heat management on the whole cab and the range extender according to the temperature of the cab when the range extender works; the electric drive heat management subsystem is used for carrying out cooperative heat management on the whole cab and the motor according to the temperature of the cab when the motor works; and the battery thermal management subsystem is used for performing independent thermal management on the power battery according to the temperature of the power battery and the environment temperature. The endurance performance and the energy utilization rate of the system can be remarkably improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle thermal management systems, and in particular to a vehicle thermal management system, a system control method and a server for an extended-range logistics vehicle. Background Art

[0002] In recent years, with the changes in the international energy environment, extended-range logistics vehicles have developed rapidly. Since extended-range logistics vehicles have increasingly higher requirements for battery energy density, how to better achieve low-cost thermal management of the entire vehicle is an important direction for future development. At present, relevant technologies have proposed that an independent design can be used to simplify the structure of the thermal management system, but this solution cannot achieve efficient utilization of the thermal energy of each subsystem, thereby increasing the overall energy consumption of the system. Especially under harsh environmental conditions, the system efficiency is greatly limited, and it is difficult to fully meet the comprehensive thermal management needs of the vehicle. In addition, the subsystems lack effective heat exchange and coordinated control with each other, and the large amount of waste heat generated by the electric drive system and range extender of the extended-range logistics vehicle during operation has not been efficiently recycled and utilized. Summary of the invention

[0003] In view of this, an object of the present invention is to provide a vehicle thermal management system, a system control method and a server for an extended-range logistics vehicle, which can significantly improve the system endurance performance and energy utilization.

[0004] In the first aspect, an embodiment of the present invention provides a thermal management system for a whole vehicle of an extended-range logistics vehicle, the system comprising: a heat pump air-conditioning subsystem, a range extender thermal management subsystem, an electric drive thermal management subsystem and a battery thermal management subsystem; wherein the heat pump air-conditioning subsystem is used to determine a target thermal management mode from a set of thermal management modes corresponding to the heat pump air-conditioning subsystem according to the temperature of the power battery, the temperature of the cab and the ambient temperature, so as to perform collaborative thermal management of the cab and the power battery as a whole, wherein the set of thermal management modes corresponding to the heat pump air-conditioning subsystem includes: a heating mode, a cooling mode, a separate temperature control mode and an air-conditioning system standby mode; the range extender thermal management subsystem is used to determine a target thermal management mode from a set of thermal management modes corresponding to the range extender thermal management subsystem according to the temperature of the cab when the range extender is working, so as to perform collaborative thermal management of the cab and the range extender as a whole, wherein the range extender heat pipe The thermal management mode set corresponding to the thermal management subsystem includes: waste heat recovery mode, heat dissipation and waste heat recovery mode, and range extender heat dissipation mode; the electric drive thermal management subsystem is used to determine the target thermal management mode from the thermal management mode set corresponding to the electric drive thermal management subsystem according to the cab temperature when the motor is working, so as to perform coordinated thermal management of the cab and the motor as a whole, wherein the thermal management mode set corresponding to the electric drive thermal management subsystem includes: waste heat recovery mode, heat dissipation and waste heat recovery mode, and motor heat dissipation mode; the battery thermal management subsystem is used to determine the target thermal management mode from the thermal management mode set corresponding to the battery thermal management subsystem according to the power battery temperature and ambient temperature, so as to perform separate thermal management of the power battery, wherein the thermal management mode set corresponding to the battery thermal management subsystem includes: heat pump system battery heating mode, heat pump system battery cooling mode and PTC battery heating mode.

[0005] In one embodiment, a heat pump air-conditioning system includes: a compressor, a first node, an in-vehicle condenser, a first electronic expansion valve, a second node, an out-of-vehicle heat exchanger, a first three-way valve, a second electronic expansion valve, a third three-way valve, an in-vehicle evaporator, a third node, a fourth node and a gas-liquid separator connected in sequence, wherein the second port of the second node and the second port of the first three-way valve are connected in sequence to the second three-way valve; wherein the first port of the third three-way valve is connected to the first port of the third node to form an air-conditioning heating circuit; the in-vehicle condenser, the in-vehicle evaporator and the first PTC are arranged in the same system space to form an air-conditioning system, and the air-conditioning system is respectively connected to the fifth electronic expansion valve and the sixth electronic expansion valve; the fifth electronic expansion valve is connected to the cab through a pipeline to form a cab air-conditioning system; the sixth electronic expansion valve is connected to the gas tank and the pressure and temperature sensors arranged at the gas tank through a pipeline to form a braking system waste heat recovery system.

[0006] In one embodiment, the range extender thermal management subsystem includes: a range extender, a thermostat, a first plate heat exchanger, a first water pump and a seventh node connected in sequence; wherein the third port of the thermostat and the third port of the seventh node are connected to the first radiator and the first fan to form a large circulation cooling loop of the range extender.

[0007] In one embodiment, the electric drive thermal management subsystem includes a motor, a first oil pump, a second plate heat exchanger, a fourth three-way valve, a sixth node and a fourth plate heat exchanger connected in sequence; wherein the third port and the fourth port of the fourth plate heat exchanger are respectively connected to the second water pump and the motor controller to form a motor controller waste heat recovery loop; the first port of the fourth three-way valve and the first port of the sixth node are connected to the second radiator and the second fan at both ends to form an electric drive large cycle cooling loop.

[0008] In one embodiment, the battery thermal management subsystem includes: a battery, a fourth water pump, a third plate heat exchanger and a second PTC connected in sequence; wherein the second port of the third plate heat exchanger and the first node of the heat pump air-conditioning system are connected in sequence with the second port of the fifth node, the first port of the fifth node and the third electronic expansion valve to form a battery heating circuit; the second port of the third plate heat exchanger and the fourth node of the heat pump air-conditioning system are connected in sequence with the second port of the fifth node, the third port of the fifth node and the fourth electronic expansion valve to form a battery cooling circuit.

[0009] In a second aspect, an embodiment of the present invention further provides a system control method, which is applied to the thermal management system of the extended-range logistics vehicle of any one of the first aspects, and the method includes: obtaining a system temperature set collected by a sensor set, and determining an upper-level control strategy of the thermal management system of the extended-range logistics vehicle based on the system temperature set, wherein the upper-level control strategy includes: when the system is switched to four working modes, namely, the heat pump air-conditioning subsystem, the range extender thermal management subsystem, the electric drive thermal management subsystem and the battery thermal management subsystem, the corresponding valve working states; controlling the opening and closing states of each valve according to the upper-level control strategy, and switching the thermal management system of the extended-range logistics vehicle to the target working mode; adjusting the compressor speed and the opening of the electronic expansion valve according to the lower-level control strategy corresponding to the target working mode, so that the system meets the low-energy thermal management requirements of commercial vehicles under different climatic conditions through the corresponding working modes and control strategies.

[0010] In one embodiment, the step of adjusting the compressor speed and the opening of the electronic expansion valve according to the lower-level control strategy corresponding to the target operating mode includes: obtaining a temperature control target corresponding to the target operating mode, and determining a target temperature according to the temperature control target; based on a preset PID control model, determining the target speed of the compressor through the target temperature, so as to control the speed of the compressor according to the target speed; and controlling the pressure on the low-pressure side of the heat pump system by adjusting the opening of the electronic expansion valve to adjust the refrigerant flow on the battery side.

[0011] In one embodiment, the step of determining the target temperature according to the temperature control target includes: when performing separate thermal management on the cab, determining the preset temperature of the cab as the target temperature; when performing separate thermal management on the power battery, determining the average temperature of the battery as the target temperature; when performing collaborative thermal management on the cab and the power battery as a whole, determining the preset temperature of the cab as the target temperature.

[0012] In one embodiment, based on a preset PID control model, a target speed of the compressor is determined by a target temperature, so as to control the speed of the compressor according to the target speed, comprising: sending the actual temperature and the target temperature to the preset PID control model to determine the target speed of the compressor, wherein the preset PID control model is expressed as:

[0013] in, is the target temperature, is the actual temperature; , is the difference between the target temperature and the actual temperature; is the proportional gain, used to adjust the effect of the proportional term, is the integral time constant, used to adjust the effect of the integral term, is the derivative time constant, which is used to adjust the effect of the derivative term.

[0014] In one embodiment, the step of adjusting the refrigerant flow rate on the battery side by controlling the pressure on the low-pressure side of the heat pump system by adjusting the opening of the electronic expansion valve includes: when the opening of the electronic expansion valve increases, the pressure on the low-pressure side of the heat pump system decreases, thereby increasing the refrigerant flow rate on the battery side; when the opening of the electronic expansion valve decreases, the pressure on the low-pressure side of the heat pump system increases, thereby reducing the refrigerant flow rate on the battery side.

[0015] In a third aspect, an embodiment of the present invention further provides a server, comprising a processor and a memory, wherein the memory stores computer executable instructions that can be executed by the processor, and the processor executes the computer executable instructions to implement any one of the methods provided in the second aspect.

[0016] In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium, which stores computer-executable instructions. When the computer-executable instructions are called and executed by a processor, the computer-executable instructions prompt the processor to implement any one of the methods provided in the second aspect.

[0017] The embodiments of the present invention bring the following beneficial effects: An embodiment of the present invention provides a whole-vehicle thermal management system, a system control method and a server for an extended-range logistics vehicle, the system comprising: a heat pump air-conditioning subsystem, a range extender thermal management subsystem, an electric drive thermal management subsystem and a battery thermal management subsystem; wherein the heat pump air-conditioning subsystem is used to determine a target thermal management mode from a set of thermal management modes corresponding to the heat pump air-conditioning subsystem according to the temperature of the power battery, the temperature of the cab and the ambient temperature, so as to perform coordinated thermal management of the cab and the power battery as a whole, wherein the set of thermal management modes corresponding to the heat pump air-conditioning subsystem comprises: a heating mode, a cooling mode, a separate temperature control mode and an air-conditioning system standby mode; the range extender thermal management subsystem is used to determine a target thermal management mode from a set of thermal management modes corresponding to the range extender thermal management subsystem according to the temperature of the cab when the range extender is working, so as to perform coordinated thermal management of the cab and the range extender as a whole, wherein the set of thermal management modes corresponding to the range extender thermal management subsystem comprises: a waste heat recovery mode, a heat dissipation mode and a waste heat recovery mode. Heat recovery mode and range extender heat dissipation mode; the electric drive thermal management subsystem is used to determine the target thermal management mode from the thermal management mode set corresponding to the electric drive thermal management subsystem according to the cab temperature when the motor is working, so as to perform coordinated thermal management of the cab and the motor as a whole, wherein the thermal management mode set corresponding to the electric drive thermal management subsystem includes: waste heat recovery mode, heat dissipation and waste heat recovery mode and motor heat dissipation mode; the battery thermal management subsystem is used to determine the target thermal management mode from the thermal management mode set corresponding to the battery thermal management subsystem according to the power battery temperature and ambient temperature, so as to perform separate thermal management of the power battery, wherein the thermal management mode set corresponding to the battery thermal management subsystem includes: heat pump system battery heating mode, heat pump system battery cooling mode and PTC battery heating mode. The embodiments of the present invention can reasonably utilize the heat generated by the range extender and the electric drive system to achieve efficient waste heat recovery of the logistics vehicle thermal management system, thereby significantly improving the operating efficiency and stability of the electric drive system.

[0018] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or understood by practicing the present invention. The purpose and other advantages of the present invention are realized and obtained by the structures particularly pointed out in the description, claims and drawings.

[0019] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 A schematic diagram of the structure of a thermal management system for an extended-range logistics vehicle provided by an embodiment of the present invention; Figure 2 A schematic diagram of a control strategy for a heat pump air conditioning subsystem provided by an embodiment of the present invention; Figure 3 A schematic diagram of a control strategy for a range extender thermal management subsystem provided by an embodiment of the present invention; Figure 4 A schematic diagram of a control strategy of an electric drive thermal management subsystem provided by an embodiment of the present invention; Figure 5 A schematic diagram of a control strategy for a battery thermal management subsystem provided by an embodiment of the present invention; Figure 6 A schematic flow chart of a system control method provided by an embodiment of the present invention; Figure 7 A schematic diagram of a system control strategy provided by an embodiment of the present invention; Figure 8 A schematic diagram of the working principle of a cab heating system of a thermal management system for an extended-range logistics vehicle provided by an embodiment of the present invention; Fig. 9 A schematic diagram of the working principle of another system for heating the cab of a whole vehicle thermal management system for an extended-range logistics vehicle provided by an embodiment of the present invention; Fig.10 A schematic diagram of the working principle of a battery heating system of a thermal management system for an extended-range logistics vehicle provided by an embodiment of the present invention; Fig.11 A schematic diagram of the system working principle of cab cooling and battery cooling of a thermal management system for a range-extended logistics vehicle provided by an embodiment of the present invention; Fig.12 A schematic diagram of the working principle of a system for recovering waste heat from a thermal management system for a range-extended logistics vehicle to heat a gas storage tank provided by an embodiment of the present invention; Fig.13A comparison diagram of the motor coolant temperature of an extended-range logistics vehicle under CHTC conditions provided by an embodiment of the present invention; Fig.14 A battery SOC comparison diagram of an extended-range logistics vehicle under different heating modes in a CHTC working condition provided by an embodiment of the present invention; Fig.15 A schematic diagram of a port of a valve provided in an embodiment of the present invention; Fig.16 A schematic diagram of the structure of a server provided in an embodiment of the present invention.

[0022] Among them: 101-compressor, 102-in-vehicle condenser, 103-first electronic expansion valve, 104-out-vehicle heat exchanger, 105-second electronic expansion valve, 106-in-vehicle evaporator, 107-first PTC, 108-gas-liquid separator, 109-third plate heat exchanger, 110-second PTC, 111-battery, 112-third water pump, 113-second plate heat exchanger, 114-second radiator, 115-second fan, 116-fourth plate heat exchanger, 117-second water pump, 118-motor controller, 11 9-motor, 120-first oil pump, 121-first plate heat exchanger, 122-thermostat, 123-first radiator, 124-first fan, 125-range extender, 126-first water pump, 127-third electronic expansion valve, 128-fourth electronic expansion valve, 129-fifth electronic expansion valve, 130-sixth electronic expansion valve, 131-cab, 132-gas tank, 133-pressure and temperature sensor, V31-first three-way valve, V32-second three-way valve, V33-third three-way valve, V34-fourth three-way valve. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution of the present invention will be clearly and completely described in combination with the embodiments below. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0024] At present, the thermal management system of existing extended-range logistics vehicles mostly adopts an independent design. Although this design simplifies the structure of the thermal management system, it fails to achieve efficient use of thermal energy in each subsystem, increasing the overall energy consumption of the system. Especially under harsh environmental conditions (such as cold weather), the system efficiency is greatly limited, and it is difficult to fully meet the comprehensive thermal management needs of the vehicle, and the subsystems lack effective heat exchange and coordinated control. The prior art discloses a thermal management system for extended-range special vehicles, which integrates the range extender thermal management subsystem and the battery thermal management subsystem through Chiller coupling, but it does not include the power system and air conditioning system in the integrated design, resulting in insufficient thermal energy utilization and energy waste. In addition, the above scheme does not consider the control method of the thermal management system, which is likely to lead to poor thermal management control effect, and problems of low waste heat recovery and heat dissipation efficiency.

[0025] The thermal management system of an extended-range logistics vehicle also needs to consider the operating conditions of the braking system at low temperatures. When the temperature of the brake system's air tank is low, the moisture in the air tank is prone to condensation or even ice, affecting the normal operation of the brake system and posing a safety hazard. The prior art also discloses a design in which a heating component is arranged on the side wall and bottom of the air tank, and the air tank is heated by an energized coil to prevent freezing. However, this method relies on additional electricity consumption and has low energy utilization efficiency. The present invention can reasonably utilize the thermal management system of the entire vehicle and heat the air tank by integrating the waste heat of the range extender and the electric drive system, thereby effectively reducing energy consumption and improving the overall efficiency of the system.

[0026] In addition, the electric drive system and range extender of the extended-range logistics vehicle will generate a large amount of waste heat during operation. This waste heat has great potential for recovery and reuse. However, the existing technology generally has the problem of low waste heat recovery efficiency. The main reason is the lack of efficient waste heat recovery design and control strategy, which leads to the failure to fully utilize the heat generated by the electric drive system and the range extender. The prior art discloses a thermal management system for extended-range electric vehicles. This method only recovers the waste heat generated by the range extender to heat the battery and the cab, and does not incorporate the waste heat of the electric drive system into the thermal management system, resulting in waste of heat energy. In addition, the electric drive system in this solution adopts a single-loop water cooling design, which is easy to cause motor over-temperature torque limit under high load conditions, thereby reducing the operating efficiency and stability of the electric drive system.

[0027] Based on this, the extended-range logistics vehicle thermal management system, system control method and server provided by the present invention can utilize the heat generated by the range extender and the electric drive system to achieve efficient waste heat recovery in the logistics vehicle thermal management system, and prevent condensation water from freezing in the air tank of the logistics vehicle's braking system in extremely low temperature environments, thereby meeting a variety of thermal management needs with low energy consumption under all-weather conditions.

[0028] To facilitate understanding of this embodiment, a system control method disclosed in an embodiment of the present invention is first described in detail. The method is applied to a thermal management system for an extended-range logistics vehicle. To facilitate understanding of the thermal management system for an extended-range logistics vehicle, an embodiment of the present invention provides a schematic structural diagram of a thermal management system for an extended-range logistics vehicle, such as Figure 1 As shown, the system includes: a heat pump air-conditioning subsystem, a range extender thermal management subsystem, an electric drive thermal management subsystem and a battery thermal management subsystem. By combining the heat pump air-conditioning subsystem, the range extender thermal management subsystem, the electric drive thermal management subsystem, the battery thermal management subsystem and the brake thermal management system, the vehicle integrated thermal management system can achieve different thermal management functions, including cab heating (without waste heat recovery), cab heating (waste heat recovery), battery heating, cab cooling and battery cooling, range extender and electric drive system cooling, waste heat recovery heating of the gas tank, etc.

[0029] In one embodiment, the heat pump air conditioning subsystem includes a compressor 101, a first node A, an in-vehicle condenser 102, a first electronic expansion valve 103, a second node B, an outdoor heat exchanger 104, a first three-way valve V31, a second electronic expansion valve 105, a third three-way valve V33, an in-vehicle evaporator 106, a third node C, a fourth node D, and a gas-liquid separator 108, which are connected in sequence; the second port of the second node B is connected to the second port of the first three-way valve V31 and the second three-way valve V32 in sequence; the second plate heat exchanger 113 and the first plate heat exchanger 121 constitute a waste heat recovery circuit of the drive system; the first port of the third three-way valve V33 is connected to the first port of the third node C to constitute an air conditioning and heating circuit; the in-vehicle condenser 102, the in-vehicle evaporator 106 and the first PTC 107 constitutes an air-conditioning system, which is connected to the fifth electronic expansion valve 129 and the sixth electronic expansion valve 130 respectively; the fifth electronic expansion valve 129 is connected to the cab 131 through a pipeline, forming a cab air-conditioning system; the sixth electronic expansion valve 130 is connected to the air storage tank 132 and the pressure and temperature sensor 133 through a pipeline, forming a brake system waste heat recovery system.

[0030] In one embodiment, the range extender thermal management subsystem includes a range extender 125, a thermostat 122, a first plate heat exchanger 121, a first water pump 126 and a seventh node G which are connected in sequence; the third port of the thermostat 122 and the third port of the seventh node G are connected to the first radiator 123 and the first fan 124, forming a large circulation cooling loop of the range extender.

[0031] In one embodiment, the electric drive thermal management subsystem includes a motor 119, a first oil pump 120, a second plate heat exchanger 113, a fourth three-way valve V34, a sixth node F, and a fourth plate heat exchanger 116 connected in sequence. The third port and the fourth port of the fourth plate heat exchanger 116 are connected to the second water pump 117 and the motor controller 118 to form a motor controller waste heat recovery loop; the first port of the fourth three-way valve V34 and the first port of the sixth node are connected to the second radiator 114 and the second fan 115 to form an electric drive large-cycle cooling loop.

[0032] In one embodiment, the battery thermal management subsystem includes a battery 111, a third water pump 112, a third plate heat exchanger 109, and a second PTC 110 connected in sequence; the second port of the third plate heat exchanger 109 is connected to the first node A of the heat pump air-conditioning subsystem, and the second port and the first port of the fifth node E and the third electronic expansion valve 127 in sequence, forming a battery heating circuit; the second port of the third plate heat exchanger 109 is connected to the fourth node D of the heat pump air-conditioning subsystem, and the second port and the third port of the fifth node E and the fourth electronic expansion valve 128 in sequence, forming a battery cooling circuit.

[0033] Specifically, in the above system structure, the functions of each component are as follows: The compressor 101 may be a scroll electric compressor or other types of electric compressors, which compresses the refrigerant vapor into superheated vapor and drives it to flow in the refrigerant circulation system.

[0034] The in-vehicle condenser 102 absorbs high-temperature and high-pressure gas from the compressor 101 and exchanges heat with the cab 131 , thereby increasing the temperature of the cab, and the temperature of the cab can be controlled by adjusting the fifth electronic expansion valve 129 .

[0035] The first electronic expansion valve 103 can dynamically adjust the flow of the refrigerant. The refrigerant flows through the node B and is divided into two paths. One path flows through the external heat exchanger 104, absorbs the heat in the environment, and reaches the first three-way valve V31; the other path flows through the third three-way valve V33 and the second plate heat exchanger 113, absorbs the residual heat of the electric drive in the second plate heat exchanger 113, and further flows through the first plate heat exchanger 121, absorbs the residual heat of the range extender in the first plate heat exchanger 121, and finally reaches the first three-way valve V31. The use of a heat exchanger can save excessive energy consumption caused by using only the heat pump air conditioning subsystem for heating.

[0036] The gas-liquid separator 108 ensures stable fluid circulation, efficient heat dissipation and extended life of system components by separating gas from the coolant and performing drying functions.

[0037] The third plate heat exchanger 109 is used for heat exchange in the water cooling circuit of the battery 111. The third water pump 112 drives the flow of cooling water in the cooling water cycle to cool and dissipate heat in the battery system.

[0038] The second PTC 110 may be a positive temperature coefficient heater or other types of heaters, and is used to heat the battery 111 when the vehicle is just started and the residual heat of the range extender and the electric drive is insufficient to heat the battery 111 , and the second PTC 110 is used for heating.

[0039] Battery 111 is used to provide electrical energy to the electric drive system, electrical equipment inside the vehicle, etc., to ensure that the above systems can operate normally, and when the vehicle is braking or coasting, the electric drive system can charge battery 111; when driving, the range extender system can charge battery 111.

[0040] The motor 119 provides the vehicle with driving power, and the waste heat generated is taken away by the cooling oil. The motor 119 needs to be cooled and dissipated by the cooling system to maintain a normal operating temperature.

[0041] The motor controller 118 is responsible for controlling the operating state of the motor 119 , and the waste heat generated is transferred to the motor cooling oil through the fourth plate heat exchanger 116 .

[0042] The first oil pump 120 drives the flow of cooling oil in the motor cooling oil circulation to cool and dissipate heat of the motor 119 .

[0043] The second water pump 117 has the same working principle as the third water pump 112 and is used for cooling the motor controller 118 .

[0044] The second radiator 114 may be a water tank radiator, which is used to exchange the excess heat generated by the motor 119 and the motor controller 118 with the outside air through the second fan 115 .

[0045] The range extender 125 generates electricity to provide additional power to the battery 111 or the motor 119, thereby extending the vehicle's range and reducing the battery load.

[0046] The thermostat 122 is a device for controlling the temperature of the cooling water of the range extender, and adjusts the flow of the cooling water to keep the range extender within a suitable operating temperature range.

[0047] The first water pump 126 has the same working principle as the third water pump 112 and is used for cooling and dissipating heat of the range extender 125 .

[0048] The first radiator 123 has the same working principle as the second radiator 114 , and is used to exchange the excess heat generated by the range extender with the outside air through the second fan 115 .

[0049] The in-vehicle evaporator 106 is used to absorb the heat of the cab 131 and reduce the temperature of the cab 131 to achieve a cooling effect.

[0050] The first PTC 107, whose type and working principle are the same as those of the second PTC 110, is used to quickly heat the cab 131 in a low temperature environment to achieve the purpose of heating.

[0051] The air tank 132 stores compressed air to provide a stable air source for the air brake system, and quickly releases air during braking to enhance the braking force and ensure the reliability and response speed of the braking system. A pressure and temperature sensor 133 is connected to the outside of the air tank 132 to monitor the working status of the air tank in real time.

[0052] In addition, mode logic switching is performed through the above system, including upper-level mode switching control logic and lower-level key component control strategy; the upper-level mode switching control logic includes: building a heat pump system control strategy, building a battery thermal management subsystem control strategy, building an electric drive thermal management subsystem control strategy and building a range extender thermal management subsystem control strategy, building a heat pump system control strategy includes: cooling mode switching, heating mode switching, separate temperature control mode and air-conditioning system standby mode; building a battery thermal management subsystem control strategy includes: battery over-temperature cooling control, battery low-temperature heating control, heat pump system execution of battery heating and PTC heating mode; building an electric drive thermal management subsystem control strategy includes: basic operating mode of electric drive system temperature control, cab temperature determination and heat dissipation circuit control and cab temperature determination and waste heat recovery control; the lower-level key component control strategy includes: building a compressor speed control strategy and building an electronic expansion valve opening control strategy.

[0053] See also Figure 2 A schematic diagram of a control strategy of a heat pump air-conditioning subsystem is shown, where the heat pump air-conditioning subsystem is used to determine a target thermal management mode from a set of thermal management modes corresponding to the heat pump air-conditioning subsystem according to the power battery temperature, cab temperature and ambient temperature, so as to perform coordinated thermal management of the cab and the power battery as a whole, where the set of thermal management modes corresponding to the heat pump air-conditioning subsystem includes: heating mode, cooling mode, separate temperature control mode and air-conditioning system standby mode, that is, the heat pump air-conditioning subsystem can ensure that the power battery remains within a suitable operating temperature range and ensure the comfort of the cab temperature.

[0054] Specifically, the switching strategy of the cooling mode includes: first collect the cab temperature. If the cab temperature is higher than 25°C, the control system switches the heat pump air conditioning subsystem to the cooling mode. In the cooling mode, further determine whether the power battery needs to be cooled. If the battery temperature exceeds the set upper limit and the ambient temperature is higher than 20°C, it is considered that the battery cannot be cooled by the outside air, and the system adjusts the valve of the heat pump air conditioning subsystem to the cab cooling and battery cooling mode; otherwise, the valve remains in the cab cooling mode.

[0055] The switching strategy of the heating mode includes: when the cab temperature is lower than 25°C, it is determined whether the cab is in a low temperature state. If the cab temperature is lower than 16°C, the control system further detects the power battery temperature. When the battery temperature is lower than 20°C, the system determines that the battery needs to be heated. At this time, the valve of the heat pump air conditioning subsystem is adjusted to the cab heating and battery heating mode; if the battery temperature is not lower than 20°C, the valve is adjusted to the cab heating mode.

[0056] The switching strategy of the separate temperature control mode includes: if the cab temperature is between 16℃ and 25℃, it means that the cab does not need cooling or heating. At this time, the control system monitors the power battery temperature alone. When the battery temperature exceeds 40℃, the system switches to the battery cooling mode; when the battery temperature is below 20℃, the system switches to the battery heating mode.

[0057] The switching strategy of the air-conditioning system standby mode includes: when the cab temperature and the power battery temperature both meet the set appropriate temperature range, the system does not cool or heat, and the heat pump air-conditioning subsystem enters standby mode.

[0058] See also Figure 3 A schematic diagram of a control strategy of a range extender thermal management subsystem is shown. The range extender thermal management subsystem is used to determine a target thermal management mode from a set of thermal management modes corresponding to the range extender thermal management subsystem according to the cab temperature when the range extender is working, so as to perform coordinated thermal management of the cab and the range extender as a whole. The set of thermal management modes corresponding to the range extender thermal management subsystem includes: a waste heat recovery mode, a heat dissipation and waste heat recovery mode, and a range extender heat dissipation mode. In other words, the range extender thermal management subsystem is a thermal management system that takes into account both the operating temperature of the range extender and the heating demand of the cab (waste heat recovery).

[0059] Specifically, if the range extender is not working, the system process is terminated. If the range extender is started, it is prioritized to determine whether the cab temperature is lower than 16°C. When the cab temperature is higher than or equal to 16°C, the system does not need heating, and the range extender heat dissipation circuit is turned on to ensure that the heat dissipation needs of the range extender system are met; when the cab temperature is lower than 16°C, it indicates that the cab needs heating. At this time, the available waste heat of the range extender thermal management subsystem is detected. When the waste heat is greater than the heating demand, the system enters the heat dissipation and waste heat recovery mode, that is, while dissipating the heat, the waste heat of the electric drive is recovered for cab heating; when the waste heat is not enough to fully meet the heating demand, the system enters the waste heat recovery mode, and the waste heat of the cab is recovered and heated separately to prioritize the heating demand.

[0060] See also Figure 4 A schematic diagram of a control strategy of an electric drive thermal management subsystem is shown. The electric drive thermal management subsystem is used to determine the target thermal management mode from the thermal management mode set corresponding to the electric drive thermal management subsystem according to the cab temperature when the motor is working, so as to perform coordinated thermal management of the cab and the motor as a whole. The thermal management mode set corresponding to the electric drive thermal management subsystem includes: waste heat recovery mode, heat dissipation and waste heat recovery mode, and motor heat dissipation mode. In other words, the electric drive thermal management subsystem can achieve effective control of the electric drive system temperature and coordinated optimization of cab heating (waste heat recovery).

[0061] Specifically, first, through the basic operation mode of the temperature control of the electric drive system, when the electric drive system is in working state, the motor circuit oil pump and the electronic control circuit water pump are automatically started to maintain the normal working temperature of the electric drive system, and then the cab temperature is determined and the heat dissipation circuit is controlled. When the cab temperature is higher than or equal to 16°C, the system does not need heating, and the electric drive heat dissipation circuit is turned on to ensure that the heat dissipation demand of the electric drive system is met; when the cab temperature is lower than 16°C, indicating that the cab needs heating, the system makes the following judgment, detects the available waste heat of the electric drive system, and compares it with the heating demand of the cab; when the waste heat is greater than the heating demand, the system enters the heat dissipation and waste heat recovery mode, that is, while dissipating the heat, the waste heat of the electric drive is recovered for cab heating; when the waste heat is not enough to fully meet the heating demand, the system enters the waste heat recovery mode, and the waste heat of the cab is recovered and heated separately to give priority to the heating demand.

[0062] See also Figure 5A schematic diagram of a control strategy of a battery thermal management subsystem is shown, where the battery thermal management subsystem is used to determine a target thermal management mode from a set of thermal management modes corresponding to the battery thermal management subsystem according to the power battery temperature and the ambient temperature, so as to perform individual thermal management on the power battery, wherein the set of thermal management modes corresponding to the battery thermal management subsystem includes: a heat pump system battery heating mode, a heat pump system battery cooling mode and a PTC battery heating mode, that is, the battery thermal management subsystem can ensure that the power battery is always within the optimal operating temperature range (20°C to 40°C), thereby improving the reliability of the system and the service life of the battery.

[0063] Specifically, the switching strategy of battery over-temperature cooling control (i.e., heat pump system battery cooling mode) includes: when the battery temperature detection value exceeds 40°C, the system determines that the battery is in an overheated state, and the battery system automatically turns on the cooling mode to reduce the battery temperature to an appropriate range to avoid performance degradation or safety risks caused by excessive temperature.

[0064] The switching strategy of the battery low-temperature heating control (i.e., the heat pump system battery heating mode) includes: when the battery temperature is lower than 20°C, the system starts the battery heating mode to ensure that the battery temperature returns to an appropriate range. According to the ambient temperature, the heating mode is divided into the following two types: when the ambient temperature is higher than -15°C, the system prioritizes the use of the heat pump system to perform battery heating; when the ambient temperature is less than or equal to -15°C, the heating efficiency of the heat pump system is reduced, and the system switches to the PTC heating mode to ensure that the battery can be effectively heated in extremely low temperature environments.

[0065] based on Figure 1 The structure diagram of a thermal management system for a range-extended logistics vehicle is shown in FIG. 1 . The system control method is described in detail in the embodiment of the present invention. Figure 6 The flowchart of a system control method shown in FIG. 1 mainly includes the following steps S602 to S606: Step S602, obtain the system temperature set collected by the sensor set, and determine the upper-level control strategy of the extended-range logistics vehicle thermal management system based on the system temperature set, wherein the upper-level control strategy includes: when the system is switched to the four working modes of the heat pump air-conditioning subsystem, the range extender thermal management subsystem, the electric drive thermal management subsystem and the battery thermal management subsystem, the corresponding valve working state. In one embodiment, it is first necessary to collect the temperature in the corresponding system through sensors arranged near the cab, battery, motor and water outlet of the range extender, and then transmit this information to the vehicle control unit to determine the current system working mode, and perform upper-level mode logic switching. In a certain working mode, the lower-level control develops an intelligent control strategy to adjust key parameters such as the compressor speed and the expansion valve opening to optimize the cab temperature, thereby realizing hierarchical control of the vehicle thermal management system.

[0066] Step S604, controlling the opening and closing states of various valves according to the upper-level control strategy, and switching the thermal management system of the extended-range logistics vehicle to the target working mode.

[0067] Step S606, according to the lower-level control strategy corresponding to the target working mode, the compressor speed and the opening of the electronic expansion valve are adjusted so that the system can meet the low-energy thermal management requirements of commercial vehicles under different climate conditions through the corresponding working mode and control strategy. In one embodiment, see Figure 7 The schematic diagram of a system control strategy shown in FIG. 1 is a schematic diagram of a system control strategy. The embodiment of the present invention further provides an implementation method for adjusting the compressor speed and the electronic expansion valve opening according to the lower-level control strategy corresponding to the target working mode. For details, see (1) to (3) below: (1) Obtaining a temperature control target corresponding to the target working mode, and determining a target temperature according to the temperature control target. In one embodiment, when the cab is thermally managed separately, the preset temperature of the cab is determined as the target temperature; when the power battery is thermally managed separately, the average temperature of the battery is determined as the target temperature; when the cab and the power battery are thermally managed together, the preset temperature of the cab is determined as the target temperature. That is to say, when controlling the compressor, it is first necessary to clarify its control target according to the working mode of the thermal management system. When the cab is cooled / heated separately, the set temperature of the cab is used as the control target; when the battery is cooled / heated separately, considering safety issues, the average temperature of the battery is used as the control target; when the cab and the battery are cooled / heated simultaneously, considering the comfort requirements of the cab, the set temperature of the cab is used as the control target.

[0068] (2) After determining the control target, the compressor is taken as the control object, and PID control is adopted to realize the compressor control, the difference between the actual temperature and the target temperature is taken as the input, and the compressor speed is taken as the output. That is to say, based on the preset PID control model, the target speed of the compressor is determined by the target temperature, so that the speed of the compressor is controlled according to the target speed. In one embodiment, the actual temperature and the target temperature are sent to the preset PID control model to determine the target speed of the compressor, wherein the preset PID control model is expressed as:

[0069] in, is the target temperature, is the actual temperature; , is the difference between the target temperature and the actual temperature; is the proportional gain, used to adjust the effect of the proportional term, is the integral time constant, used to adjust the effect of the integral term, is the derivative time constant, which is used to adjust the effect of the derivative term.

[0070] (3) By adjusting the opening of the electronic expansion valve, the pressure on the low-pressure side of the heat pump system is controlled to adjust the refrigerant flow on the battery side. In one embodiment, when the opening of the electronic expansion valve increases, the pressure on the low-pressure side of the heat pump system decreases, causing the refrigerant flow on the battery side to increase; when the opening of the electronic expansion valve decreases, the pressure on the low-pressure side of the heat pump system increases, causing the refrigerant flow on the battery side to decrease. In other words, the opening adjustment of the electronic expansion valve has an important impact on the working fluid flow on the battery side of the heat pump system. Specifically, when the opening of the electronic expansion valve increases, the pressure on the low-pressure side of the heat pump system will decrease, resulting in an increase in the refrigerant flow on the battery side; conversely, when the opening of the electronic expansion valve decreases, the pressure on the low-pressure side of the heat pump system increases, thereby reducing the refrigerant flow on the battery side. This control mechanism plays a key role in adjusting the operating conditions of the evaporator. At low mass flow rates, the refrigerant mass flow rate through the evaporator decreases, which in turn reduces the two-phase area on the evaporator and increases the superheat area, resulting in a corresponding increase in the superheat at the evaporator outlet. To ensure the stable operation and high efficiency of the heat pump system, the control of the electronic expansion valve is optimized and adjusted based on this change.

[0071] Furthermore, the control strategy of the electronic expansion valve should be adjusted based on the superheat or subcooling at the evaporator outlet as the control target to ensure that the heat pump system can maintain an ideal cooling or heating effect under different working conditions.

[0072] Under refrigeration conditions, the control target is to achieve a superheat of 6°C at the evaporator outlet. At this time, the electronic expansion valve automatically adjusts the opening according to the superheat value to ensure that the refrigerant in the evaporator is fully evaporated and maintains an appropriate superheat.

[0073] Under heating conditions, the control target is to achieve -11°C subcooling at the evaporator outlet. Under this condition, the electronic expansion valve adjusts the opening to ensure that the refrigerant at the evaporator inlet can provide heat in a suitable subcooling state, thereby optimizing the heating efficiency of the heat pump system. After determining the control target, the electronic expansion valve opening is used as the control object, and PID control is used to achieve electronic expansion valve control.

[0074] Furthermore, through the above control scheme, a hierarchical control strategy for the thermal management system of the extended-range logistics vehicle can be established to control the fluid flow state of the thermal management system of the extended-range logistics vehicle when switching between different working modes. The fluid flow state in each working mode can be found in Figure 8-Figure 12 Schematic diagram of the system working principle shown, in which dotted arrows are used to indicate the flow direction and flow path of the refrigerant, double solid arrows indicate the flow direction and flow path of the coolant, and other solid lines indicate areas where no fluid flow occurs.

[0075] Figure 8 The schematic diagram of the system working principle of the cab heating of the thermal management system of a range-extended logistics vehicle is a schematic diagram of the system working principle of the thermal management system of the range-extended logistics vehicle when the cab is heated (without waste heat recovery). In a low-temperature environment, after receiving the cab heating (without waste heat recovery) instruction, the thermal management system absorbs heat from the external environment and transfers it to the cab through the circulation of the refrigerant of the heat pump air conditioning subsystem. Specifically, the refrigerant is driven by the compressor 101 to enter the in-vehicle condenser 102, and heat is exchanged with the in-vehicle heat exchanger in the in-vehicle condenser 102 to provide warm air to the cab 131 to achieve the heating function of the cab 131. After the heated refrigerant passes through the first electronic expansion valve 103, it enters the out-vehicle heat exchanger 104 through a port of node B, exchanges heat with the out-vehicle heat exchanger 104, and absorbs heat from the environment. Then, the refrigerant bypasses the in-vehicle evaporator 106 through the second electronic expansion valve 105, the third three-way valve and the node C, and finally flows through the node D and the gas-liquid separator before returning to the compressor 101, forming a complete refrigerant circulation loop. This circulation loop can operate continuously in a low-temperature environment, effectively increasing the temperature in the passenger compartment.

[0076] Fig. 9 The schematic diagram of the working principle of the cab heating system of another extended-range logistics vehicle thermal management system is a schematic diagram of the working principle of the cab heating system of the extended-range logistics vehicle (waste heat recovery). In winter, relying solely on the heat pump air conditioning subsystem to heat the cab 131 will consume a lot of energy and battery power. Using the range extender electric drive waste heat recovery can greatly reduce the workload of the heat pump air conditioning subsystem and improve energy efficiency. Figure 8 Unlike the refrigerant cycle of the above, this mode utilizes the waste heat of the electric drive system and the range extender system. The above refrigerant passes through another port of node B, flows through the second three-way valve V32 to the second plate heat exchanger 113, exchanges heat with the waste heat of the motor 119 in the second plate heat exchanger 113, and then continues to flow through the first plate heat exchanger 121, exchanges heat with the waste heat of the range extender 125 in the first plate heat exchanger 121, and finally merges with the other branch refrigerant at the first three-way valve V31, and then flows into the compressor 101. Thus, the waste heat of the motor and the range extender is recycled.

[0077] See also Fig.10The schematic diagram of the working principle of the battery heating system of the thermal management system of a range-extended logistics vehicle is shown. Since the requirements of the inlet refrigerant temperature of the in-vehicle condenser 102 and the third plate heat exchanger 109 are different, and both are directly connected to the outlet of the compressor 101, during the battery heating process, the heating demand of the cab 131 is met through the second PTC 107 device is replenished separately to ensure the stability and efficiency of the system. Specifically, the refrigerant is first driven by the compressor 101 to pressurize and heat up. The heated high-temperature refrigerant enters the third plate heat exchanger 109 through node A and the third electronic expansion valve 127, and heats the battery in the third plate heat exchanger 109. When the heating efficiency is insufficient, the first PTC 110 can be opened for heating. Subsequently, the refrigerant enters the second plate heat exchanger 113 and the first plate heat exchanger 121 through the second three-way valve V32 to recover the above-mentioned electric drive and range extender waste heat. Subsequently, it bypasses the in-vehicle evaporator 106 through the first three-way valve V31, the second electronic expansion valve 105, the third three-way valve V33 and node C. Finally, it flows through node D and returns to the compressor 101 after completing gas-liquid separation and drying through the gas-liquid separator 108, forming a complete battery heating cycle.

[0078] See also Fig.11 The schematic diagram of the system working principle of the cab refrigeration and battery refrigeration of the whole vehicle thermal management system of a range-extended logistics vehicle is shown. In order to meet the needs of cooling the cab 131, the battery system, the electric drive system and the range extender system under high temperature conditions or long vehicle driving time, this working mode is to cool the cab 131, the battery system, the electric drive system and the range extender system. Specifically, the refrigerant is pumped out by the compressor 101 and sequentially passes through the above-mentioned in-vehicle condenser 102, the first electronic expansion valve 103, the node B and the outdoor heat exchanger 104 to reach the first three-way valve V31. The refrigerant is divided into two branches. The cab refrigeration branch starts from the first port of the first three-way valve V31 and flows through the second electronic expansion valve 105, the third three-way valve 106 and the third three-way valve 107 in sequence. The second port and the third port of the valve V33 reach the in-vehicle evaporator 106 to absorb the heat of the cab, thereby realizing cab cooling; the battery cooling branch starts from the second port of the first three-way valve V31, and flows through the first plate heat exchanger 121 (not participating in heat exchange), the second plate heat exchanger 113 (not participating in heat exchange), the second port and the third port of the second three-way valve V32, the third plate heat exchanger 109 (heat exchange with the battery cooling system), node E, and the fourth electronic expansion valve 128 to reach node D, merge with the refrigerant of the above-mentioned cab cooling branch, and flow into the gas-liquid separator 108 and the compressor 101 together to complete the cab cooling and battery cooling working cycles.

[0079] Furthermore, in this working mode, it is also necessary to perform large-circulation heat dissipation cooling on the electric drive system and the range extender system to keep the electric drive system and the range extender system working in a normal temperature range. The specific working principle is as follows: the high-temperature coolant of the motor controller 118 is driven by the second water pump 117, flows through the fourth plate heat exchanger 116 and exchanges heat with the motor coolant circuit, and the coolant after heat exchange and the high-temperature coolant of the motor 119 are driven by the first oil pump 120, and flow through the second plate heat exchanger 113 (not participating in heat exchange), the third port and the first port of the fourth three-way valve V34 in sequence, and reach the second radiator 114, and the second fan 115 works to exchange the heat of the coolant with the outside world for heat dissipation; further, the high-temperature coolant of the range extender 125 is driven by the first water pump 126, passes through the first port and the third port of the thermostat 122 to reach the first radiator 123, and the first fan 124 works to exchange the heat of the coolant with the outside world for heat dissipation.

[0080] See also Fig.12 A schematic diagram of the system working principle of a waste heat recovery and heating gas tank of a thermal management system for an extended-range logistics vehicle is shown. In a low-temperature environment, by heating the brake system gas tank, condensation water can be prevented from accumulating, the air pressure can be kept stable, the braking responsiveness can be improved, and the waste heat can be used to reduce additional energy consumption, thereby ensuring the safety and energy efficiency of the system. Specifically, in this working mode, the refrigerant cycle and the coolant cycle are the system cycles for the above-mentioned cab heating (waste heat recovery), so they are not repeated here. When the refrigerant flows through the in-vehicle condenser 102, it does not pass through the fifth electronic expansion valve 129 to the cab 131, but passes through the sixth electronic expansion valve 130 through the pipeline to the gas tank 132. At this time, the refrigerant changes from gas to liquid and transfers heat to the liquid circuit in the gas tank, thereby heating the gas tank.

[0081] In practical applications, the energy efficiency performance of the thermal management system of the present invention is evaluated by adopting the China Heavy-Duty Commercial Vehicle Energy Consumption Test Standard - CHTC cycle. The cycle includes three parts: low speed, medium speed and high speed, and the test is carried out according to different vehicle models and design gross weight. The operating condition characteristics in the test include mileage distribution coefficients of various types and different characteristics to fully reflect the energy consumption performance of the vehicle under different operating conditions. In order to verify the effect of the present invention, the above-mentioned extended-range logistics vehicle thermal management system is loaded on the extended-range logistics vehicle for calibration test, see Fig.13The figure shows a comparison of the motor coolant temperature of a range-extended logistics vehicle under CHTC conditions. Under the 4000s CHTC cycle condition, the cooling performance of the electric drive thermal management subsystem of the present invention is compared with that of a traditional water-cooled motor. For ease of comparison, the experimental environment temperature is set to -7°C. As shown in the figure, during the entire test process, the motor coolant temperature of the present invention is significantly lower than the coolant temperature of a general water-cooled motor, showing a more superior cooling effect, which can more effectively reduce the motor temperature and improve the overall efficiency and stability of the electric drive system.

[0082] For further information, see Fig.14 The battery SOC comparison diagram of a range-extended logistics vehicle under different heating modes under CHTC working conditions is shown in the figure. The battery SOC comparison diagram of the present invention under different heating modes under 4000s CHTC cycle conditions. For the convenience of comparison, the ambient temperature is set to -7°C and the initial SOC value is 80%. Fig.14 As shown, the SOC value of the vehicle in the waste heat recovery mode is reduced from 80% to about 72% in 4000s, the SOC value of the vehicle in the waste heat recovery mode is reduced from 80% to about 71% in 4000s, the SOC value of the vehicle in the waste heat recovery and auxiliary PTC heating (600W) mode is reduced from 80% to about 70% in 4000s, and the SOC value of the vehicle in the PTC heating (1800W) mode is reduced from 80% to about 66% in 4000s. Therefore, the present invention can significantly reduce the energy consumption of the vehicle and increase the cruising range.

[0083] It should be noted that the present invention can be implemented in many different forms and is not limited to the described embodiments. For example, the three-way valve can be replaced by a one-way valve or other reasonable valve types. On the contrary, the purpose of providing these embodiments is to make the understanding of the disclosure of the present invention more thorough and comprehensive. Various specific implementations of the present invention will be described below with reference to the accompanying drawings that form a part of this specification. It should be understood that ordinal numbers such as "first" and "second" used in this application are only used for distinction and identification and do not have any other meanings. If not specifically specified, they do not indicate a specific order and do not have a specific association. For example, the term "first three-way valve" itself does not imply the existence of a "second three-way valve". For the ports of the valves, such as "the first port of the first three-way valve" and "the fourth port of the second four-way valve", etc., then follow Fig.15 A valve port schematic diagram is shown for calibration.

[0084] In summary, the present invention can realize heat sharing among subsystems and reduce the energy consumption of the whole vehicle by integrating the thermal management subsystems such as batteries, electric drive systems, range extender systems, heat pump air conditioning subsystems, etc., and combining them with reasonable thermal management system control strategies. This integration and optimization control strategy not only improves the thermal energy transfer efficiency among the subsystems, but also effectively reduces the energy consumption of the overall system. Therefore, compared with traditional independent thermal management systems, the present invention can reduce the dependence on high-energy consumption heating devices such as PTC through waste heat recovery in low temperature environments, thereby improving the vehicle's endurance performance and overall energy efficiency.

[0085] In addition, the present invention uses an innovative thermal management structure to guide the waste heat of the electric drive system and the range extender to the air tank of the brake system for effective heating. In a low-temperature environment, this heating method can prevent water from condensing or even freezing in the air tank, reduce the risk of failure of the brake system, and improve the safety and reliability of the brake system under low-temperature conditions. This design not only improves the utilization rate of waste heat, but also ensures the normal operation of the brake system, thereby improving the overall safety performance of the vehicle.

[0086] Furthermore, the present invention also adopts motor oil cooling and electronically controlled water cooling to greatly improve the cooling effect of the electric drive system, so that the system can still maintain stable operation under high load conditions. At the same time, through effective heat exchange methods, the system can recover more waste heat, and then use this waste heat for other needs such as battery heating, cab heating, and gas tank heating. This design not only improves the waste heat recovery efficiency, but also helps to maintain the efficient operation of the thermal management system under various working conditions, thereby significantly improving the energy utilization of the vehicle.

[0087] The device provided in the embodiment of the present invention has the same implementation principle and technical effects as those of the aforementioned method embodiment. For the sake of brief description, for matters not mentioned in the device embodiment, reference may be made to the corresponding contents in the aforementioned method embodiment.

[0088] An embodiment of the present invention provides a server. Specifically, the server includes a processor and a storage device. The storage device stores a computer program, and when the computer program is executed by the processor, it executes the method described in any one of the above-mentioned embodiments.

[0089] Fig.16 A structural diagram of a server provided in an embodiment of the present invention, the server 100 includes: a processor 160, a memory 161, a bus 162 and a communication interface 163, wherein the processor 160, the communication interface 163 and the memory 161 are connected via the bus 162; the processor 160 is used to execute an executable module stored in the memory 161, such as a computer program.

[0090] The memory 161 may include a high-speed random access memory (RAM), and may also include a non-volatile memory, such as at least one disk memory. The communication connection between the system network element and at least one other network element is realized through at least one communication interface 163 (which may be wired or wireless), and the Internet, wide area network, local area network, metropolitan area network, etc. may be used.

[0091] The bus 162 may be an ISA bus, a PCI bus, or an EISA bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Fig.16 Only one bidirectional arrow is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0092] Among them, the memory 161 is used to store programs, and the processor 160 executes the program after receiving the execution instruction. The method executed by the device for flow process definition disclosed in any of the embodiments of the present invention can be applied to the processor 160 or implemented by the processor 160.

[0093] The processor 160 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by the hardware integrated logic circuit or software instructions in the processor 160. The above processor 160 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The methods, steps and logic block diagrams disclosed in the embodiments of the present invention can be implemented or executed. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the embodiment of the present invention can be directly embodied as a hardware decoding processor for execution, or a combination of hardware and software modules in the decoding processor for execution. The software module may be located in a storage medium mature in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory 161, and the processor 160 reads the information in the memory 161 and completes the steps of the above method in combination with its hardware.

[0094] The computer program product of the readable storage medium provided in the embodiment of the present invention includes a computer-readable storage medium storing program code, and the instructions included in the program code can be used to execute the methods described in the previous method embodiments. The specific implementation can be referred to the previous method embodiments, which will not be repeated here.

[0095] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods described in various embodiments of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc., which can store program codes.

[0096] Finally, it should be noted that the above-described embodiments are only specific implementations of the present invention, which are used to illustrate the technical solutions of the present invention, rather than to limit them. The protection scope of the present invention is not limited thereto. Although the present invention is described in detail with reference to the above-described embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-described embodiments within the technical scope disclosed by the present invention, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A thermal management system for an extended-range logistics vehicle, characterized in that: The system includes: a heat pump air conditioning subsystem, a range extender thermal management subsystem, an electric drive thermal management subsystem and a battery thermal management subsystem; wherein, The heat pump air conditioning subsystem is used to determine a target thermal management mode from a set of thermal management modes corresponding to the heat pump air conditioning subsystem according to the power battery temperature, the cab temperature and the ambient temperature, so as to perform collaborative thermal management on the cab and the power battery as a whole, wherein the set of thermal management modes corresponding to the heat pump air conditioning subsystem includes: heating mode, cooling mode, separate temperature control mode and air conditioning system standby mode; The range extender thermal management subsystem is used to determine a target thermal management mode from a set of thermal management modes corresponding to the range extender thermal management subsystem according to the cab temperature when the range extender is working, so as to perform collaborative thermal management on the cab and the range extender as a whole, wherein the set of thermal management modes corresponding to the range extender thermal management subsystem includes: a waste heat recovery mode, a heat dissipation and waste heat recovery mode, and a range extender heat dissipation mode; The electric drive thermal management subsystem is used to determine a target thermal management mode from a set of thermal management modes corresponding to the electric drive thermal management subsystem according to the temperature of the cab when the motor is working, so as to perform collaborative thermal management on the cab and the motor as a whole, wherein the set of thermal management modes corresponding to the electric drive thermal management subsystem includes: the waste heat recovery mode, the heat dissipation and waste heat recovery mode, and the motor heat dissipation mode; The battery thermal management subsystem is used to determine the target thermal management mode from the thermal management mode set corresponding to the battery thermal management subsystem according to the power battery temperature and the ambient temperature, so as to perform individual thermal management on the power battery, wherein the thermal management mode set corresponding to the battery thermal management subsystem includes: heat pump system battery heating mode, heat pump system battery cooling mode and PTC battery heating mode.

2. The thermal management system for the extended-range logistics vehicle according to claim 1 is characterized in that: The heat pump air conditioning system comprises: a compressor, a first node, an in-vehicle condenser, a first electronic expansion valve, a second node, an out-vehicle heat exchanger, a first three-way valve, a second electronic expansion valve, a third three-way valve, an in-vehicle evaporator, a third node, a fourth node and a gas-liquid separator, which are connected in sequence, and the second port of the second node and the second port of the first three-way valve are connected in sequence to the second three-way valve; wherein, The first port of the third three-way valve is connected to the first port of the third node to form an air conditioning and heating loop; The in-vehicle condenser, the in-vehicle evaporator and the first PTC are arranged in the same system space to form an air conditioning system, and the air conditioning system is connected to the fifth electronic expansion valve and the sixth electronic expansion valve respectively; The fifth electronic expansion valve is connected to the cab through a pipeline to form a cab air conditioning system; The sixth electronic expansion valve is connected to the gas storage tank and the pressure and temperature sensors arranged at the gas storage tank through pipelines to form a brake system waste heat recovery system.

3. The thermal management system for the extended-range logistics vehicle according to claim 1 is characterized in that: The range extender thermal management subsystem includes: a range extender, a thermostat, a first plate heat exchanger, a first water pump and a seventh node connected in sequence; wherein, The third port of the thermostat and the third port of the seventh node are connected to the first radiator and the first fan to form a large-cycle cooling loop of the range extender.

4. The thermal management system for the extended-range logistics vehicle according to claim 1, characterized in that: The electric drive thermal management subsystem includes a motor, a first oil pump, a second plate heat exchanger, a fourth three-way valve, a sixth node and a fourth plate heat exchanger which are connected in sequence; wherein, The third port and the fourth port of the fourth plate heat exchanger are respectively connected to the second water pump and the motor controller to form a waste heat recovery loop of the motor controller; The first port of the fourth three-way valve and the first port of the sixth node are connected to two ends of the second radiator and the second fan to form an electric drive large-cycle cooling loop.

5. The thermal management system for the extended-range logistics vehicle according to claim 1, characterized in that: The battery thermal management subsystem includes: a battery, a fourth water pump, a third plate heat exchanger and a second PTC connected in sequence; wherein, The second port of the third plate heat exchanger and the first node of the heat pump air conditioning system are connected in sequence with the second port of the fifth node, the first port of the fifth node and the third electronic expansion valve to form a battery heating circuit; The second port of the third plate heat exchanger and the fourth node of the heat pump air conditioning system are connected in sequence with the second port of the fifth node, the third port of the fifth node and the fourth electronic expansion valve to form a battery cooling circuit.

6. A system control method, characterized in that: The method is applied to the thermal management system of the extended-range logistics vehicle according to any one of claims 1 to 5, and the method comprises: Obtaining a system temperature set collected by a sensor set, and determining an upper-level control strategy of the thermal management system of the extended-range logistics vehicle according to the system temperature set, wherein the upper-level control strategy includes: when the system is switched to four working modes, namely, a heat pump air conditioning subsystem, a range extender thermal management subsystem, an electric drive thermal management subsystem, and a battery thermal management subsystem, corresponding valve working states; Control the opening and closing states of various valves according to the upper-level control strategy, and switch the thermal management system of the extended-range logistics vehicle to the target working mode; According to the lower-level control strategy corresponding to the target operating mode, the compressor speed and the opening of the electronic expansion valve are adjusted so that the system can meet the low-energy thermal management needs of commercial vehicles under different climatic conditions through corresponding operating modes and control strategies.

7. The system control method according to claim 6, characterized in that: The step of adjusting the compressor speed and the electronic expansion valve opening according to the lower-level control strategy corresponding to the target working mode includes: Obtaining a temperature control target corresponding to the target operating mode, and determining a target temperature according to the temperature control target; Based on a preset PID control model, a target speed of the compressor is determined by the target temperature, so as to control the speed of the compressor according to the target speed; By adjusting the opening of the electronic expansion valve, the pressure on the low-pressure side of the heat pump system is controlled to adjust the refrigerant flow on the battery side.

8. The system control method according to claim 7, characterized in that: The step of determining the target temperature according to the temperature control target includes: When individual thermal management is performed for the cab, a preset temperature of the cab is determined as a target temperature; When performing individual thermal management on the power battery, the average battery temperature is determined as the target temperature; When collaborative thermal management is performed on the cab and the power battery as a whole, the preset temperature of the cab is determined as the target temperature.

9. The system control method according to claim 7, characterized in that: The step of determining the target speed of the compressor based on the preset PID control model and the target temperature, and controlling the speed of the compressor according to the target speed, comprises: The actual temperature and the target temperature are sent to a preset PID control model to determine the target speed of the compressor, wherein the preset PID control model is expressed as: in, is the target temperature, is the actual temperature; , is the difference between the target temperature and the actual temperature; is the proportional gain, used to adjust the effect of the proportional term, is the integral time constant, used to adjust the effect of the integral term, is the derivative time constant, which is used to adjust the effect of the derivative term.

10. The system control method according to claim 7, characterized in that: The step of controlling the pressure on the low-pressure side of the heat pump system by adjusting the opening of the electronic expansion valve to adjust the refrigerant flow on the battery side includes: When the opening of the electronic expansion valve increases, the pressure on the low-pressure side of the heat pump system decreases, causing the refrigerant flow rate on the battery side to increase; When the opening degree of the electronic expansion valve decreases, the pressure on the low-pressure side of the heat pump system increases, causing the refrigerant flow rate on the battery side to decrease.

11. A server, characterized in that: The method comprises a processor and a memory, wherein the memory stores computer executable instructions that can be executed by the processor, and the processor executes the computer executable instructions to implement the method according to any one of claims 6 to 10.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are called and executed by a processor, the computer-executable instructions prompt the processor to implement the method according to any one of claims 6 to 10.

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