Hybrid power commercial vehicle thermal management simulation system

Abstract

The invention relates to the technical field of vehicle heat management, in particular to a hybrid power commercial vehicle heat management simulation system which comprises an engine cooling subsystem, a battery pack cooling subsystem, a battery pack heating subsystem, a cockpit refrigeration subsystem, a cockpit heating subsystem and a control subsystem. The control subsystem controls operation of the engine cooling subsystem, the battery pack cooling subsystem, the battery pack heating subsystem, the cockpit cooling subsystem and the cockpit heating subsystem, and the engine cooling subsystem cools an engine; the battery pack cooling subsystem is used for cooling the battery pack; the cockpit refrigeration subsystem is used for introducing a refrigerant into a cockpit for refrigeration; the battery pack heating subsystem is used for heating the battery pack; according to the system, an engine and a battery pack serve as power sources of the hybrid electric vehicle, an engine cooling and heating system simulation model is built, the engine cooling and heating system simulation model reaches the target temperature, and the energy conversion efficiency of the engine is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle thermal management, and in particular to a thermal management simulation system for a hybrid commercial vehicle. Background Art

[0002] As a product of the transformation from fuel vehicles to new energy vehicles, hybrid vehicles can not only meet the energy-saving goals of new energy vehicles, but also ensure sufficient driving range and power. From a dynamic TCO perspective, hybrid technology is a technical choice for the economic level of the vehicle's entire life cycle within 5-10 years. Hybrid commercial vehicles have a greater competitive advantage in trunk transportation, branch transportation, and cold chain transportation within cities. Vehicle energy management is the key to coordinating and allocating various power sources and determining the economy of the vehicle, and the energy consumption of the thermal management system accounts for a large proportion of the vehicle's energy management.

[0003] In the current research on thermal management systems, most studies still treat the cooling and heating of each subsystem as independent entities that do not interfere with each other. There is a lack of simulation models for the thermal management of the entire vehicle, which results in low accuracy and excessive energy consumption in the thermal management system's coordinated temperature control of the integrated components.

[0004] Compared with the research on pure electric vehicles or fuel vehicles, in high-temperature conditions, the number of heat and cold sources in the hybrid thermal management system increases (including the engine, battery pack, and cockpit. Compared with pure electric vehicles, the heating and cooling of the engine is increased; compared with fuel vehicles, the heating and cooling of the battery pack is increased), the temperature control range is also getting larger, and the control indicators of each subsystem are greatly disturbed. In low-temperature conditions, the engine waste heat is not fully utilized, which increases energy consumption. Summary of the invention

[0005] The purpose of the present invention is to provide a hybrid commercial vehicle thermal management simulation system, aiming to solve the problem of unreasonable energy distribution due to the increase of heat sources and cold sources in the existing hybrid thermal management system, which increases the actual energy consumption.

[0006] To achieve the above-mentioned object, the present invention provides a hybrid commercial vehicle thermal management simulation system, comprising an engine cooling subsystem, a battery pack cooling subsystem, a battery pack heating subsystem, a cockpit cooling subsystem, a cockpit heating subsystem and a control subsystem, wherein the control subsystem is respectively connected to the engine cooling subsystem, the battery pack cooling subsystem, the battery pack heating subsystem, the cockpit cooling subsystem and the cockpit heating subsystem;

[0007] The control subsystem is used to control the operation of the engine cooling subsystem, the battery pack cooling subsystem, the battery pack heating subsystem, the cockpit refrigeration subsystem and the cockpit heating subsystem to realize a single heating / cooling mode, a dual heating / cooling mode and a triple heating / cooling mode of the commercial vehicle;

[0008] The engine cooling subsystem is used to perform coolant heat exchange and fan heat dissipation on the engine of the commercial vehicle to cool the engine;

[0009] The battery pack cooling subsystem is used to perform coolant heat exchange on the battery pack of the commercial vehicle to cool the battery pack;

[0010] The cockpit refrigeration subsystem is used to pass the refrigerant into the cockpit of the commercial vehicle to achieve cockpit refrigeration;

[0011] The battery pack heating subsystem is based on heat exchange between the engine coolant and the battery pack cooling, and heat exchange is performed on the coolant through PTC heating to achieve heating of the battery pack;

[0012] The cockpit heating subsystem realizes cockpit heating based on heat exchange between engine coolant and refrigerant.

[0013] Wherein, the engine cooling subsystem includes a first circuit module and a fan heat dissipation module, and the first circuit module is connected to the fan heat dissipation module;

[0014] The first circuit module is used for connecting the engine to the battery pack heat transfer branch, the engine to the cockpit heat transfer branch and the fan heat dissipation module to the engine;

[0015] The fan heat dissipation module is used to perform air cooling on the engine to achieve engine temperature reduction and cooling.

[0016] Wherein, the battery pack cooling subsystem includes an air conditioning module and a battery pack refrigeration module, and the air conditioning module is connected to the battery pack refrigeration module;

[0017] The air conditioning module is used to condense and cool the coolant;

[0018] The battery pack refrigeration module cools the battery pack based on the cooled coolant.

[0019] Wherein, the battery pack heating subsystem includes a second circuit module, a PTC heating module and an engine and battery pack heat transfer module, and the second circuit module is connected to the PTC heating module and the engine and battery pack heat transfer module respectively;

[0020] The second circuit module is used to connect the PTC heating module, the engine and battery pack heat transfer module and the battery pack;

[0021] The PTC heating module is used to perform PTC heating on the battery pack;

[0022] The engine and battery pack heat transfer module heats the battery pack based on the engine heat exchange branch and the battery pack heat exchange branch.

[0023] Wherein, the cockpit heating subsystem comprises a third circuit module and an engine and cockpit heat transfer module, and the third circuit module is connected to the engine and cockpit heat transfer module;

[0024] The third circuit module is used to connect the engine to the cockpit heat transfer module and the cockpit;

[0025] The engine and cockpit heat transfer module is used to heat the cockpit.

[0026] The hybrid commercial vehicle thermal management simulation system of the present invention, the control subsystem controls the operation of the engine cooling subsystem, the battery pack cooling subsystem, the battery pack heating subsystem, the cockpit refrigeration subsystem and the cockpit heating subsystem to realize the single heating / cooling mode, the dual heating / cooling mode and the triple heating / cooling mode of the commercial vehicle; the engine cooling subsystem performs coolant heat exchange and fan heat dissipation on the engine of the commercial vehicle to cool the engine; wherein, the engine cooling includes three modes, namely three branches, branch 1 is a small circulation loop (dissipating heat by circulating in the pipeline, the yellow loop part), branch 2 is the coolant of the cockpit cooling system and the battery pack cooling system It contacts the wall of the engine coolant circuit to achieve heat exchange of the engine coolant circuit coolant (dark blue circuit part). Branch 3 is a large circulation circuit that uses a fan to dissipate heat from the wall of the engine coolant circuit, thereby dissipating heat from the coolant in the wall (green circuit part). The blue line represents cooling heat exchange. The battery pack cooling subsystem performs coolant heat exchange on the battery pack of the commercial vehicle to cool the battery pack; the cockpit refrigeration subsystem passes the refrigerant into the cockpit of the commercial vehicle to achieve cockpit refrigeration. The battery pack heating subsystem performs heat exchange based on the engine coolant and the battery pack coolant, and performs heat exchange on the coolant through PTC heating to achieve heating of the battery pack; the cockpit cooling subsystem The thermal subsystem realizes cockpit heating based on the heat exchange between the engine coolant and the refrigerant. The system uses the engine and battery pack as the power source of the hybrid vehicle, constructs a simulation model of the engine cooling and heating system to achieve the target temperature and improve the engine energy conversion efficiency. By constructing a simulation model of the battery pack cooling and heating system, the appropriate temperature is controlled to prevent the battery pack from experiencing thermal runaway and other unsafe conditions, and the battery pack's service life is extended and the battery pack's range is increased. The system realizes the coupling of the thermal management system's control function and structure by designing the simulation model structure, and designs an integrated thermal management system for hybrid commercial vehicles, which meets the simulation requirements of reducing system energy consumption and ensuring the working efficiency and performance of components, and further The authenticity and effectiveness of the simulation results are further improved. For example, when the battery pack subsystem and the cockpit subsystem need to be heated, the engine waste heat recovery method is used to provide energy to each subsystem to reduce the energy consumption generated by the heat pump heating of the battery pack heating subsystem and the cockpit heating subsystem; when the battery pack needs to be cooled, the air-conditioning system coolant and the battery pack coolant are used for chiller heat exchange to reduce the energy consumption generated by the battery pack water pump; the loops of each system, the selection of components, and the design of pipelines are designed to realize the cooling and heating functions and improve the energy conversion efficiency, etc., which solves the problem of unreasonable energy distribution due to the increase of heat sources and cold sources in the existing hybrid thermal management system, which increases the actual energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0028] Figure 1 It is a connection schematic diagram of the hybrid commercial vehicle thermal management simulation system provided by the present invention.

[0029] Figure 2 It is a schematic diagram of the connection between the components and circuit structure of the engine cooling subsystem.

[0030] Figure 3 It is a schematic diagram of the connection between the components and circuit structure of the battery pack cooling subsystem.

[0031] Figure 4 It is a schematic diagram of the connection between the components and circuit structure of the battery pack heating subsystem.

[0032] Figure 5 It is a schematic diagram of the components and circuit structure connection of the cockpit refrigeration subsystem.

[0033] Figure 6 It is a schematic diagram of the components and circuit structure connections of the cockpit heating subsystem.

[0034] Figure 7 It is a schematic diagram of the connection between components and circuit structure of the engine cooling only mode.

[0035] Figure 8 It is a schematic diagram of the connection between components and circuit structure of the battery pack single cooling mode.

[0036] Fig. 9 It is a schematic diagram of the connection of components and circuit structure of the cockpit cooling mode only.

[0037] Fig.10 It is a schematic diagram of the connection of components and circuit structure of the synchronous cooling mode of the engine and cockpit.

[0038] Fig.11 It is a schematic diagram of the connection between the components and circuit structure of the synchronous cooling mode of the battery pack and the cockpit.

[0039] Fig.12 It is a schematic diagram of the connection of components and circuit structure of the synchronous cooling mode of the engine, battery pack and cockpit.

[0040] Fig.13 It is a schematic diagram of the connection between the components and circuit structure of the battery pack heating mode.

[0041] Fig.14 This is a schematic diagram showing the connections between components and circuit structure for the cockpit heating mode.

[0042] Fig.15 It is a schematic diagram of the connection of components and circuit structure of the synchronous heating mode of battery pack and cockpit.

[0043] In the figure: 10-engine cooling subsystem, 20-battery pack cooling subsystem, 30-battery pack heating subsystem, 40-cockpit cooling subsystem, 50-cockpit heating subsystem, 60-control subsystem, 11-first circuit module, 12-fan cooling module, 21-air conditioning module, 22-battery pack cooling module, 31-second circuit module, 32-PTC heating module, 33-engine and battery pack heat transfer module, 51-third circuit module, 52-engine and cockpit heat transfer module. DETAILED DESCRIPTION

[0044] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0045] See also Figures 1 to 15 The present invention provides a hybrid commercial vehicle thermal management simulation system, comprising an engine cooling subsystem 10, a battery pack cooling subsystem 20, a battery pack heating subsystem 30, a cockpit cooling subsystem 40, a cockpit heating subsystem 50 and a control subsystem 60, wherein the control subsystem 60 is connected to the engine cooling subsystem 10, the battery pack cooling subsystem 20, the battery pack heating subsystem 30, the cockpit cooling subsystem 40 and the cockpit heating subsystem 50 respectively;

[0046] The control subsystem 60 is used to control the operation of the engine cooling subsystem 10, the battery pack cooling subsystem 20, the battery pack heating subsystem 30, the cockpit refrigeration subsystem 40 and the cockpit heating subsystem 50 to realize a single heating / cooling mode, a dual heating / cooling mode, and a triple heating / cooling mode of the commercial vehicle;

[0047] The engine cooling subsystem 10 is used to perform coolant heat exchange and fan heat dissipation on the engine of the commercial vehicle to cool the engine;

[0048] The battery pack cooling subsystem 20 is used to perform coolant heat exchange on the battery pack of the commercial vehicle to cool the battery pack;

[0049] The cockpit refrigeration subsystem 40 is used to pass the refrigerant into the cockpit of the commercial vehicle to achieve cockpit refrigeration;

[0050] The battery pack heating subsystem 30 performs heat exchange between the engine coolant and the battery pack cooling, and performs heat exchange on the coolant through PTC heating to achieve heating of the battery pack;

[0051] The cockpit heating subsystem 50 realizes cockpit heating based on heat exchange between engine coolant and refrigerant.

[0052] In the embodiment of the present invention, the control subsystem 60 controls the operation of the engine cooling subsystem 10, the battery pack cooling subsystem 20, the battery pack heating subsystem 30, the cockpit refrigeration subsystem 40 and the cockpit heating subsystem 50 to realize the single heating / cooling mode, the dual heating / cooling mode and the triple heating / cooling mode of the commercial vehicle; the engine cooling subsystem 10 performs coolant heat exchange and fan heat dissipation on the engine of the commercial vehicle to cool the engine, wherein the engine cooling includes three modes, namely three branches, branch 1 is a small circulation loop (through The coolant of the engine coolant circuit circulates in the pipeline to dissipate heat (the yellow loop part), branch 2 is the coolant of the cockpit cooling system and the battery pack cooling system in contact with the wall of the engine coolant circuit to achieve engine coolant circuit coolant heat exchange (dark blue loop part), branch 3 is through a large circulation loop, using a fan to dissipate heat from the wall of the engine coolant circuit, thereby dissipating heat from the coolant in the wall (green loop part), where the blue line represents cooling heat exchange, the battery pack cooling subsystem 20 performs coolant heat exchange on the battery pack of the commercial vehicle to cool the battery pack; the cockpit refrigeration subsystem 40 cools the The medium is introduced into the cockpit of the commercial vehicle to realize cockpit cooling. The battery pack heating subsystem 30 realizes heating of the battery pack based on heat exchange between the engine coolant and the battery pack cooling; the cockpit heating subsystem 50 realizes cockpit heating based on heat exchange between the engine coolant and the refrigerant. The system uses the engine and the battery pack as the power source of the hybrid vehicle, constructs an engine cooling and heating system simulation model to achieve the target temperature, improves the engine energy conversion efficiency, and controls the appropriate temperature by constructing a battery pack cooling and heating system simulation model to prevent the battery pack from experiencing thermal runaway and other unsafe conditions. The system designs a simulation model structure to achieve the coupling of the thermal management system control function and structure, and designs an integrated thermal management system for hybrid commercial vehicles. At the same time, it meets the simulation requirements of reducing system energy consumption and ensuring the working efficiency and performance of components, and further improves the authenticity and effectiveness of the simulation results. For example, when the battery pack subsystem and the cockpit subsystem have heating requirements, the engine waste heat recovery method is used to provide energy to each subsystem to solve the problem of unreasonable energy distribution caused by the increase in heat sources and cold sources, which increases the actual energy consumption. In order to reduce the energy consumption generated by the heat pump heating of the battery pack heating subsystem 30 and the cockpit heating subsystem 50; when the battery pack needs to be cooled, the air conditioning system coolant is used to exchange heat with the battery pack coolant to reduce the energy consumption generated by the battery pack water pump; the system loops, component selection, pipeline design, etc. are designed to achieve cooling and heating functions and improve energy conversion efficiency, etc., solving the existing hybrid thermal management system.

[0053] Further, the engine cooling subsystem 10 includes a first circuit module 11 and a fan heat dissipation module 12, and the first circuit module 11 is connected to the fan heat dissipation module 12;

[0054] The first circuit module 11 is used for connecting the engine to the battery pack heat transfer branch, the engine to the cockpit heat transfer branch and the fan heat dissipation module 12 to the engine;

[0055] The fan heat dissipation module 12 is used to perform air cooling on the engine to dissipate the coolant, thereby achieving engine temperature reduction and cooling.

[0056] In the embodiment of the present invention, the first circuit module 11 is used for the engine and battery pack heat transfer module 33 and the fan heat dissipation module 12 to perform air cooling on the engine to achieve engine temperature reduction.

[0057] Specifically, the first loop module 11 includes a fluid heat exchanger (1, 2, 3), a coolant heat transfer device, a water pump 1, a flange 1, a thermostat, a discrete loss model (1, 2, 3), an expansion chamber, a solenoid valve (1, 2) and an engine, and the fan heat dissipation module 12 includes a fan and a gas heat exchanger 1; wherein, the output end of the flange 1 is connected to the water pump 1, the outlet end of the water pump 1 is connected to the inlet end of the fluid heat exchanger 1, the hot flow end of the fluid heat exchanger 1 is connected to the engine, the outlet end of the fluid heat exchanger 1 is connected to three branches (branch 1, branch 2, branch 3), branch 1 is connected to the thermostat, branch 2 is connected to two branches (branch 2-1, branch 2-2), branch 2-1 is connected to the solenoid valve 1, the outlet end of the solenoid valve 1 is connected to the discrete loss model 1, the outlet end of the discrete loss model 1 is connected to the fluid heat exchanger 2, the hot flow end of the fluid heat exchanger 2 is connected to the engine and the battery pack heat transfer module 33 (engine-battery pack heat transfer branch), and the outlet end of the fluid heat exchanger 2 is connected to the thermostat. Branch 2-2 is connected to solenoid valve 2, the outlet of solenoid valve 2 is connected to the coolant heat transferer, the outlet of the coolant heat transferer is connected to the discrete loss model 2, the heat flow end of the coolant heat transferer is connected to the engine and cockpit heat transfer module 52 (engine-cockpit heat transfer branch), the outlet of the coolant heat transferer is connected to the discrete loss model 2, and the outlet of the coolant heat transferer is connected to the thermostat. Branch 3 is connected to two branches (branch 3-1 and branch 3-2 respectively), branch 3-1 is connected to the discrete loss model 3, the outlet of the discrete loss model 3 is connected to the expansion chamber, the outlet of the expansion chamber is connected to the thermostat, branch 3-2 is connected to the fluid heat exchanger 3, the outlet of the fluid heat exchanger 3 is connected to the thermostat, and its heat flow end is connected to the gas heat exchanger, and the inlet of the gas heat exchanger is connected to the fan.

[0058] Further, the battery pack cooling subsystem 20 includes an air conditioning module 21 and a battery pack refrigeration module 22, and the air conditioning module 21 and the battery pack refrigeration module 22 are connected;

[0059] The air conditioning module 21 is used to condense and cool the coolant;

[0060] The battery pack cooling module 22 cools the battery pack based on the cooled coolant.

[0061] In the embodiment of the present invention, the air conditioning module 21 is used to condense and cool the coolant, and the battery pack refrigeration module 22 cools the battery pack based on the cooled coolant.

[0062] The battery pack refrigeration module 22 includes a chiller heat exchanger, a solenoid valve (2, 4), a flange, an electronic expansion valve, a water pump 2, a battery pack, a fluid heat exchanger 4, an expansion chamber and a liquid cooling plate, wherein the flange output end is connected to the compressor, the compressor output end is connected to the condenser, the condenser outlet end is connected to the tubular heat exchanger, the tubular heat exchanger outlet end is connected to the three-way valve, and the three-way valve outlet end is connected to the electronic expansion valve. The electronic expansion valve is connected to the chiller heat exchanger, the hot flow end of the chiller heat exchanger is connected to two branches (branch 1 and branch 2 respectively), branch 1 is connected to the solenoid valve 3, branch 2 is connected to the fluid heat exchanger 4, the hot flow end of the fluid heat exchanger 4 is connected to the liquid cooling plate, and then connected to the battery pack, the outlet end of the fluid heat exchanger 4 is connected to the expansion chamber, and the outlet end of the expansion chamber is connected to the water pump 2.

[0063] Furthermore, the battery pack heating subsystem 30 includes a second circuit module 31, a PTC heating module 32 and an engine and battery pack heat transfer module 33, and the second circuit module 31 is connected to the PTC heating module 32 and the engine and battery pack heat transfer module 33 respectively;

[0064] The second circuit module 31 is used to connect the PTC heating module 32, the engine and battery pack heat transfer module 33 and the battery pack;

[0065] The PTC heating module 32 is used to perform PTC heating on the battery pack;

[0066] The engine and battery pack heat transfer module 33 heats the battery pack based on the engine heat exchange branch and the battery pack heat exchange branch.

[0067] In an embodiment of the present invention, the second circuit module 31 is used to connect the PTC heating module 32, the engine and battery pack heat transfer module 33 and the battery pack; the PTC heating module 32 performs PTC heating on the battery pack; the engine and battery pack heat transfer module 33 heats the battery pack based on the engine heat exchange branch and the battery pack heat exchange branch.

[0068] The second loop module 31 includes a solenoid valve (3, 4), a flange, a water pump 2, a battery pack, a fluid heat exchanger (4, 5, 6) and an expansion chamber, and the PTC heating module 32 is a PTC heating model, wherein the water pump 2 is connected to the solenoid valve (3, 4), the outlet end of the solenoid valve (3, 4) is connected to the fluid heat exchanger 6, the hot flow end of the fluid heat exchanger 6 is connected to the PTC heating model, the outlet end of the fluid heat exchanger 6 is connected to the fluid heat exchanger 5, the hot flow end of the fluid heat exchanger 5 is connected to the engine-battery pack heat conversion branch, the outlet end of the fluid heat exchanger 5 is connected to the fluid heat exchanger 4, the hot flow end of the fluid heat exchanger 4 is connected to the liquid cooling plate, and then connected to the battery pack, the outlet end of the fluid heat exchanger 4 is connected to the expansion chamber, and the outlet end of the expansion chamber is connected to the water pump inlet.

[0069] Further, the cockpit heating subsystem 50 includes a third circuit module 51 and an engine and cockpit heat transfer module 52, and the third circuit module 51 and the engine and cockpit heat transfer module 52 are connected;

[0070] The third circuit module 51 is used to connect the engine and cockpit heat transfer module 52 with the cockpit;

[0071] The engine and cockpit heat transfer module 52 is used to heat the cockpit.

[0072] In the embodiment of the present invention, the third circuit module 51 is used to realize the connection between the engine and cockpit heat transfer module 52 and the cockpit, and the engine and cockpit heat transfer module 52 is used to heat the cockpit.

[0073] The third loop module 51 includes a fan 2, a cockpit, a gas heat exchanger 2 and a chamber (1, 2, 3), and the engine and cockpit heat transfer module 52 is an engine and cockpit heat transfer branch, wherein the fan is connected to chamber 1, the outlet end of chamber 1 is connected to the gas heat exchange 2, the outlet end of the gas heat exchanger 2 is connected to chamber 2, the hot flow end of the gas heat exchanger 2 is connected to the engine and cockpit heat transfer branch, the outlet end of chamber 2 is connected to the cockpit, the outlet end of the cockpit is connected to chamber 3, and chamber 3 is connected to the inlet end of the fan.

[0074] Furthermore, the cockpit refrigeration subsystem 40 includes a condenser, an evaporator, a compressor, a flange 2, a tubular heat exchanger, an expansion valve, a gas heat exchanger 2, a fan 2, a cockpit, a three-way valve, a hydraulic sensor and a chamber (1, 2, 3), wherein:

[0075] Flange 2 is connected to the compressor, the compressor outlet is connected to the condenser, the condenser outlet is connected to the three-way valve, the three-way valve die end is connected to the evaporator, the wet air temperature output of the evaporator is connected to the gas heat exchanger 2 through the data bus, the gas heat exchanger 2 inlet is connected to the chamber 1, the chamber 1 is connected to the fan 2, the fan 2 inlet is connected to the chamber 3, the gas heat exchanger 2 outlet is connected to the chamber 2, the chamber 2 outlet is connected to the cockpit, and the cockpit outlet is connected to the chamber 3.

[0076] In order to better understand the present technical solution, the following embodiments are provided for further explanation:

[0077] The engine cooling subsystem 10 operates alone (engine cooling only mode)

[0078] Control of energy-consuming devices in the engine cooling circuit: Turn on water pump 1, control the thermostat, turn on fan 1, and control the opening of the solenoid valve.

[0079] Control status of each system circuit: cooling circuit compressor stops working; battery pack cooling circuit water pump 2 stops working; cockpit refrigeration circuit fan 2 stops working; engine-cockpit branch solenoid valve opening = 0, engine-battery pack branch solenoid valve opening = 0.

[0080] Specific working principle: In the engine cooling circuit, according to the engine temperature, flange 1 outputs the target water pump 1 speed, drives the water pump 1 to work, and exchanges coolant heat with the engine through the fluid heat exchanger 1. According to the change in the coolant temperature flowing through the thermostat, the thermostat opening is further adjusted. The coolant returns to the water pump through the small cycle and the large cycle. A part of the large cycle is controlled by controlling the speed of the fan 1, so that the coolant passing through the large cycle is heat exchanged through the fluid heat exchanger 3, and the other part is passed through the discrete loss model 3 and the expansion chamber, and finally converges into the inlet end of the water pump 1.

[0081] The battery pack cooling subsystem 20 operates alone (battery pack cooling mode only)

[0082] Control of energy-consuming devices in the battery pack cooling circuit: control the compressor, condenser, electronic expansion valve, control the opening of the solenoid valve, and turn on water pump 2.

[0083] Control status of each system circuit: the air conditioning cooling circuit compressor starts working, the expansion valve is closed, and the electronic expansion valve is opened; the engine cooling circuit water pump 1 and fan 1 stop working, the engine-cockpit branch solenoid valve opening = 0, the engine-battery pack branch solenoid valve opening = 0; the cockpit refrigeration circuit fan 2 stops working.

[0084] Specific working principle: In the battery pack cooling circuit, the target compressor speed is output to the compressor by controlling flange 2. After the coolant is cooled by the condenser, it enters the Ciller heat exchanger through the three-way valve and makes a judgment: when the battery pack temperature is greater than 32 degrees, turn on the Ciller heat exchanger switch, and then adjust the opening of the electronic expansion valve to start the battery pack cooling mode; when the battery pack temperature is less than 25 degrees, turn off the Ciller heat exchanger switch, and then determine that the opening of the electronic expansion valve is 0, and turn off the battery pack cooling mode. When the battery pack cooling mode is turned on, the flange outputs the target water pump speed according to the battery pack temperature, and the coolant in the battery pack cooling circuit is exchanged with the Chiller heat exchanger, and then the coolant flow and flow rate are determined by adjusting the opening of the solenoid valve. The coolant exchanges heat with the liquid cooling plate through the fluid heat exchanger 4, and the liquid cooling plate then exchanges heat with the battery pack.

[0085] The cockpit refrigeration subsystem 40 operates alone (cockpit cooling mode only)

[0086] Control of energy-consuming devices in the cockpit refrigeration circuit: control the compressor, condenser, expansion valve, evaporator, control the opening of the solenoid valve, turn on the fan 2, PID control model, and control the heat transfer coefficient.

[0087] Control status of each system circuit: the air conditioning cooling circuit compressor starts working, the expansion valve opens, and the electronic expansion valve closes; the engine cooling circuit water pump 2 and fan 1 stop working, the engine-cockpit branch solenoid valve opening = 0, the engine-battery pack branch solenoid valve opening = 0; the battery pack refrigeration circuit water pump 2 stops working.

[0088] Specific working principle: In the cockpit refrigeration circuit, the PID control model outputs the target compressor speed to the compressor through the control flange 2 according to the actual evaporator temperature and the target temperature. After the coolant is cooled by the condenser, it enters the evaporator branch through the three-way valve. The expansion valve adjusts the coolant flow according to the coolant temperature. The coolant exchanges heat with the gas heat exchanger 2 through the evaporator, and the heat conversion coefficient of the evaporator is controlled according to the cockpit temperature. The fan 2 is turned on, and the refrigerant enters the cockpit to achieve cockpit cooling.

[0089] The engine cooling subsystem 10 and the cockpit cooling subsystem 40 operate together (engine and cockpit synchronous cooling mode)

[0090] Control of energy-consuming devices in engine cooling and cockpit refrigeration circuits: control the compressor, condenser, expansion valve, evaporator, control the opening of the solenoid valve, turn on the engine cooling circuit fan 1 and the cockpit refrigeration circuit fan 2, PID control model, control the heat transfer coefficient, turn on the engine cooling circuit water pump 2, and control the thermostat.

[0091] Control status of each system circuit: the air conditioning cooling circuit compressor starts working, the electronic expansion valve opens, and the electronic expansion valve closes; the engine cooling circuit water pump 2 and fan 1 start working, the engine-cockpit branch solenoid valve opening > 0, the engine-battery pack branch solenoid valve opening = 0; the battery pack refrigeration circuit water pump 2 stops working; the cockpit refrigeration circuit fan 2 starts working.

[0092] Specific working principle:

[0093] 1. In the cockpit refrigeration circuit, the PID control model outputs the target compressor speed to the compressor through the control flange 2 according to the actual evaporator temperature and the target temperature. After the coolant is cooled by the condenser, it enters the evaporator branch through the three-way valve. The expansion valve adjusts the coolant flow according to the coolant temperature. The coolant exchanges heat with the gas heat exchanger 2 through the evaporator, and controls the heat conversion coefficient of the evaporator according to the cockpit temperature. The fan 2 is turned on, and the refrigerant enters the cockpit to achieve cockpit cooling.

[0094] 2. In the engine cooling circuit, according to the engine temperature, flange 1 outputs the target water pump 2 speed to drive water pump 2 to work. According to the change of coolant temperature, the thermostat opening is adjusted. The coolant returns to the water pump through the small cycle, the large cycle and the cockpit-engine heat exchange branch. A part of the large cycle controls the fan speed so that the coolant passing through the large cycle is heat exchanged through the fluid heat exchanger 3, and the other part is through the discrete loss model 3 and the expansion chamber, and finally merged into the inlet end of the water pump 2. In the engine-cockpit heat exchange branch, the gas heat exchanger 3 is used to exchange heat with the coolant heat transfer device of the engine cooling circuit to realize the cooling of the coolant in the engine-cockpit heat transfer branch, and the heat transfer coefficient is adjusted according to the change of the cockpit temperature to realize the heat exchange with the refrigerant of the coolant heat transfer device in the engine cooling circuit, thereby realizing the cooling effect of the engine cooling circuit.

[0095] The battery pack cooling subsystem 20 and the cockpit cooling subsystem 40 operate together (battery pack and cockpit synchronous cooling mode)

[0096] Control of energy-consuming devices in the engine and battery pack cooling circuit: control the compressor, condenser, expansion valve, evaporator, control the opening of the solenoid valve, turn on the cockpit refrigeration circuit fan 2, PID control model, control the heat transfer coefficient, electronic expansion valve, and turn on the battery pack cooling circuit water pump 2.

[0097] Control status of each system circuit: cooling circuit compressor starts working, expansion valve opens, electronic expansion valve opens; engine cooling circuit water pump 2 and fan 1 stop working, engine-cockpit branch solenoid valve opening = 0, engine-battery pack branch solenoid valve opening = 0; battery pack refrigeration circuit water pump 2 starts working; cockpit refrigeration circuit fan 2 starts working.

[0098] Specific working principle: The PID control model outputs the target compressor speed to the compressor through the control flange 2 according to the actual temperature of the evaporator and the target temperature. After the coolant is cooled by the condenser, it passes through the three-way valve model and enters two branches (branch 1 and branch 2).

[0099] Branch 1 is the Ciller heat exchanger branch, which makes the following judgments: when the battery pack temperature is greater than 32 degrees, the Ciller heat exchanger switch is turned on, and the opening of the electronic expansion valve is determined, and the battery pack cooling mode is turned on; when the battery pack temperature is less than 25 degrees, the Ciller heat exchanger switch is turned off, and the opening of the electronic expansion valve is determined to be 0, and the battery pack cooling mode is turned off. When the battery pack cooling mode is turned on, the target water pump speed is output according to the battery pack temperature, and the coolant heat is exchanged in the battery pack cooling circuit through the Chiller heat exchanger, and the coolant flow and flow rate are determined by adjusting the opening of the solenoid valve. The coolant exchanges heat with the liquid cooling plate through the fluid heat exchanger 4, and the liquid cooling plate then exchanges heat with the battery pack.

[0100] Branch 2 is the evaporator branch. The expansion valve adjusts the coolant flow rate according to the coolant temperature. The coolant exchanges heat with the gas heat exchanger 2 through the evaporator, and controls the heat conversion coefficient of the evaporator according to the cockpit temperature. Fan 2 is turned on, and the refrigerant enters the cockpit to achieve cockpit cooling.

[0101] The engine cooling subsystem 10 and the battery pack cooling subsystem 20 operate together (engine, battery pack and cockpit synchronous cooling mode)

[0102] Control of energy-consuming devices in the engine and battery pack cooling and cockpit refrigeration circuits: control the compressor, condenser, electronic expansion valve, expansion valve, evaporator, control the opening of the solenoid valve, turn on the cockpit refrigeration circuit fan 2 and the engine cooling circuit fan 1, PID control model, control the heat transfer coefficient, turn on the battery pack cooling circuit water pump 2 and the engine cooling circuit water pump 1, and control the thermostat.

[0103] Control status of each system circuit: the air conditioning cooling circuit compressor starts working, the expansion valve opens, and the electronic expansion valve opens; the battery pack refrigeration circuit water pump 2 starts working; the cockpit refrigeration circuit fan 2 starts working; the engine cooling circuit water pump 1 and fan 1 start working, the engine-cockpit branch solenoid valve opening > 0, and the engine-battery pack branch solenoid valve opening > 0.

[0104] Specific working principle:

[0105] 1. In the air conditioning cooling circuit, cockpit refrigeration circuit, and battery pack cooling circuit, the PID control model outputs the target compressor speed to the compressor through the control flange 2 according to the actual evaporator temperature and the target temperature. After the coolant is cooled by the condenser, it passes through the three-way valve model and enters two branches (branch 1 and branch 2).

[0106] Branch 1 is the Ciller heat exchanger branch, which makes the following judgments: when the battery pack temperature is greater than 32 degrees, the Ciller heat exchanger switch is turned on, and the opening of the electronic expansion valve is determined, and the battery pack cooling mode is turned on; when the battery pack temperature is less than 25 degrees, the Ciller heat exchanger switch is turned off, and the opening of the electronic expansion valve is determined to be 0, and the battery pack cooling mode is turned off. When the battery pack cooling mode is turned on, the target water pump 2 speed is output according to the battery pack temperature, and the coolant heat is exchanged in the battery pack cooling circuit through the Chiller heat exchanger, and the coolant flow and flow rate are determined by adjusting the opening of the solenoid valve. The coolant exchanges heat with the liquid cooling plate through the fluid heat exchanger 4, and the liquid cooling plate then exchanges heat with the battery pack.

[0107] Branch 2 is the evaporator branch. The expansion valve adjusts the coolant flow rate according to the coolant temperature. The coolant exchanges heat with the gas heat exchanger 2 through the evaporator, and controls the heat conversion coefficient of the evaporator according to the cockpit temperature. Fan 2 is turned on, and the refrigerant enters the cockpit to achieve cockpit cooling.

[0108] 2. In the engine cooling circuit, according to the engine temperature, flange 1 outputs the target water pump 1 speed to drive water pump 1 to work. According to the change of coolant temperature, the thermostat opening is adjusted. The coolant returns to water pump 1 through the small cycle, large cycle, engine-cockpit heat exchange branch, and engine-battery pack heat exchange branch.

[0109] A part of the large cycle is controlled by controlling the speed of the fan 1, so that the coolant passing through the large cycle exchanges heat with the gas heat exchanger 1 through the fluid heat exchanger 3, and the other part passes through the discrete loss model 3 and the expansion chamber, and finally flows into the inlet end of the water pump 1.

[0110] In the engine-cockpit heat exchange branch, the coolant heat exchanger and the gas heat exchanger 3 are used for heat exchange to promote the cooling of the engine, reduce the energy consumption of the water pump 1 and the fan 1 in the engine, and adjust the heat transfer coefficient of the engine-cockpit heat transfer branch according to the cockpit temperature.

[0111] In the engine-battery pack heat exchange branch, fluid heat exchanger 5 and fluid heat exchanger 2 are used to exchange heat, which promotes cooling of the engine, further reduces the energy consumption of the water pump 1 and the fan 1 in the engine, and adjusts the heat conversion coefficient of the engine-battery pack heat conversion branch according to the battery pack temperature.

[0112] The battery pack heating subsystem 30 operates alone (battery pack heating mode)

[0113] Control of energy consumption devices in the battery pack heating circuit: Turn on water pump 1, control the opening of the solenoid valve, and control the PTC heating model and heat conversion coefficient.

[0114] Control status of each system circuit: water pump 1 of the engine cooling circuit starts working, fan 1 stops working, engine-cockpit branch solenoid valve opening = 0, engine-battery pack branch solenoid valve opening > 0; water pump 2 of the battery pack heating circuit starts working; fan 2 of the cockpit heating circuit stops working.

[0115] Specific working principle: In the battery pack heating circuit, the target water pump 2 speed is output according to the battery pack temperature to drive the water pump 2 to work, and the heat flow rate of the PTC heating model is adjusted according to the battery pack temperature change to achieve heat exchange with the coolant of the fluid heat exchanger 6 in the battery pack heating circuit. At the same time, according to the battery pack temperature, the opening of the solenoid valve 1 of the engine-battery pack branch in the engine cooling circuit is controlled to make full use of the engine waste heat recovery. Through the fluid heat exchanger 4 and the fluid heat exchanger 5, the engine circuit coolant and the battery pack circuit coolant are exchanged. After being heated twice, the coolant is exchanged with the liquid cooling plate through the fluid heat exchanger 4, thereby achieving heating of the battery pack.

[0116] The cockpit heating subsystem 50 operates alone (cockpit heating mode)

[0117] Control of energy consumption devices in the cockpit heating circuit: Turn on fan 2, control the cockpit, and control the heat transfer coefficient.

[0118] Control status of each system circuit: engine cooling circuit water pump 1 starts working, fan 1 stops working, engine-cockpit branch solenoid valve opening > 0, engine-battery pack branch solenoid valve opening = 0; battery pack heating circuit water pump 2 stops working; cockpit heating circuit fan 2 starts working.

[0119] Specific working principle: In the cockpit heating circuit, the target fan 2 speed is output to drive fan 2 to work. According to the cockpit temperature, the opening of the solenoid valve 2 in the engine-cockpit branch in the engine cooling circuit is controlled to fully utilize the engine waste heat recovery. Then, according to the change of cockpit temperature, the heat exchange coefficient is adjusted to achieve heat exchange with the refrigerant of the gas heat exchanger 3 in the cockpit heating circuit, thereby achieving heating of the cockpit.

[0120] The battery pack heating subsystem 30 and the cockpit heating subsystem 50 operate together (battery pack and cockpit synchronous heating mode)

[0121] Control of energy consumption devices of battery pack and cockpit heating circuit: Turn on the battery pack circuit water pump 2, control the solenoid valve opening, control the PTC heating model and heat conversion coefficient, turn on the cockpit circuit fan 2, and control the cockpit.

[0122] Control status of each system circuit: engine cooling circuit water pump 1 starts working, fan 1 stops working, engine-cockpit branch solenoid valve opening > 0, engine-battery pack branch solenoid valve opening > 0; battery pack heating circuit water pump 2 starts working; cockpit heating circuit fan 2 starts working.

[0123] Specific working principle:

[0124] 1. In the cockpit heating circuit, the target fan 2 speed is output to drive the fan 2 to work. According to the cockpit temperature, the opening of the solenoid valve 2 in the engine-cockpit branch in the engine cooling circuit is controlled to fully utilize the engine waste heat recovery. Then, according to the change of the cockpit temperature, the heat exchange coefficient is adjusted to achieve heat exchange with the refrigerant of the gas heat exchanger 3 in the cockpit heating circuit, thereby achieving heating of the cockpit.

[0125] 2. In the battery pack heating circuit, the target water pump 2 speed is output according to the battery pack temperature to drive the water pump 2 to work. According to the change of the battery pack temperature, the heat flow rate of the PTC heating model is adjusted to achieve heat exchange with the coolant of the fluid heat exchanger 6 in the battery pack heating circuit. At the same time, according to the battery pack temperature, the opening of the solenoid valve 1 of the engine-battery pack branch in the engine cooling circuit is controlled to make full use of the engine waste heat recovery. Through the fluid heat exchanger 2 and the fluid heat exchanger 5, the engine circuit coolant and the battery pack circuit coolant are exchanged. After being heated twice, the coolant is exchanged with the liquid cooling plate through the fluid heat exchanger 4, thereby achieving heating of the battery pack.

[0126] The above disclosure is only a preferred embodiment of the hybrid commercial vehicle thermal management simulation system of the present invention. Of course, it cannot be used to limit the scope of rights of the present invention. Ordinary technicians in this field can understand that all or part of the processes of the above embodiments and equivalent changes made according to the claims of the present invention still fall within the scope of the invention.

Claims

1. Hybrid commercial vehicle thermal management simulation system, characterized by ； It includes an engine cooling subsystem, a battery pack cooling subsystem, a battery pack heating subsystem, a cockpit cooling subsystem, a cockpit heating subsystem and a control subsystem, wherein the control subsystem is connected to the engine cooling subsystem, the battery pack cooling subsystem, the battery pack heating subsystem, the cockpit cooling subsystem and the cockpit heating subsystem respectively; The control subsystem is used to control the operation of the engine cooling subsystem, the battery pack cooling subsystem, the battery pack heating subsystem, the cockpit refrigeration subsystem and the cockpit heating subsystem to realize a single heating / cooling mode, a dual heating / cooling mode and a triple heating / cooling mode of the commercial vehicle; The engine cooling subsystem is used to perform coolant heat exchange and fan heat dissipation on the engine of the commercial vehicle to cool the engine; The battery pack cooling subsystem is used to perform coolant heat exchange on the battery pack of the commercial vehicle to cool the battery pack; The cockpit refrigeration subsystem is used to pass the refrigerant into the cockpit of the commercial vehicle to achieve cockpit refrigeration; The battery pack heating subsystem heats the battery pack based on heat exchange between the engine coolant and the battery pack coolant, and heat exchanges the coolant through PTC heating to achieve heating of the battery pack; The cockpit heating subsystem realizes cockpit heating based on heat exchange between engine coolant and refrigerant.

2. The hybrid commercial vehicle thermal management simulation system according to claim 1, characterized in that ； The engine cooling subsystem comprises a first circuit module and a fan cooling module, wherein the first circuit module is connected to the fan cooling module; The first circuit module is used for connecting the engine to the battery pack heat transfer branch, the engine to the cockpit heat transfer branch and the fan heat dissipation module to the engine; The fan heat dissipation module is used to perform air cooling on the engine to achieve engine temperature reduction and cooling.

3. The hybrid commercial vehicle thermal management simulation system according to claim 1, characterized in that ； The battery pack cooling subsystem includes an air conditioning module and a battery pack refrigeration module, and the air conditioning module is connected to the battery pack refrigeration module; The air conditioning module is used to condense and cool the coolant; The battery pack refrigeration module cools the battery pack based on the cooled coolant.

4. The hybrid commercial vehicle thermal management simulation system as claimed in claim 1, characterized in that ； The battery pack heating subsystem includes a second circuit module, a PTC heating module and an engine and battery pack heat transfer module, wherein the second circuit module is connected to the PTC heating module and the engine and battery pack heat transfer module respectively; The second circuit module is used to connect the PTC heating module, the engine and battery pack heat transfer module and the battery pack; The PTC heating module is used to perform PTC heating on the battery pack; The engine and battery pack heat transfer module heats the battery pack based on the engine heat exchange branch and the battery pack heat exchange branch.

5. The hybrid commercial vehicle thermal management simulation system according to claim 1, characterized in that; The cockpit heating subsystem includes a third circuit module and an engine and cockpit heat transfer module, and the third circuit module is connected to the engine and cockpit heat transfer module; The third circuit module is used to connect the engine to the cockpit heat transfer module and the cockpit; The engine and cockpit heat transfer module is used to heat the cockpit.

Images