Thermal management system of gas-electric hybrid heavy truck

Abstract

The invention relates to a thermal management system of a gas-electric hybrid heavy truck, which comprises a cabinet, and a battery pack thermal management system, an electric drive thermal management system and an air conditioning system which are integrated in the cabinet, and the battery pack thermal management system comprises a first liquid cooling module and a first electronic three-way valve; the electric drive heat management system comprises a second liquid cooling module and a second electronic three-way valve, the first liquid cooling module and the second liquid cooling module are connected with the cold end of the air conditioning system, a gyroscope is arranged in the cabinet, and the gyroscope, the first electronic three-way valve and the second electronic three-way valve are electrically connected with a heat dissipation switching controller; the heat dissipation switching controller is configured to control the second electronic three-way valve to be switched to the working state of the second liquid cooling module when the gyroscope detects climbing; and during long downhill, it is detected that the first electronic three-way valve is controlled to be switched to the working state of the first liquid cooling module. According to the system, the road condition of the vehicle is detected in real time through the gyroscope, the heat dissipation system can be pre-adjusted, and heat dissipation and cooling can be rapidly and sensitively carried out.

Description

Technical Field

[0001] This application relates to the technical field of vehicle thermal management, and particularly to a thermal management system for a gas-electric hybrid heavy truck. Background Art

[0002] Currently, with the continuous development of new energy technologies, various types of new energy vehicle models have emerged. Among them, hybrid electric, range-extended electric, and gas-electric hybrid vehicles have developed relatively rapidly. However, hybrid electric and range-extended electric vehicles still rely on traditional petroleum energy and belong to the transitional stage of new energy vehicles. Gas-electric hybrid, which utilizes a hybrid energy source of hydrogen and electricity, is the main research direction of new energy vehicles currently and in the future due to its clean and environmentally friendly advantages and the fact that its combustion products are basically pollution-free to the atmospheric environment.

[0003] Currently, the management systems of fuel / gas vehicles are mainly designed around engine cooling (water cooling / oil cooling) and transmission heat dissipation, and use the waste heat of the engine to heat the air conditioner, with a relatively simple pipeline structure. The thermal management of pure electric vehicles mainly targets the battery, motor, and electronic control system, and realizes temperature control through liquid cooling, air cooling, etc., and relies on PTC or heat pumps for heating. For gas-electric hybrid vehicle models, it is necessary to manage four sets of thermal management systems, namely the engine (a high-temperature heat source of 80 - 120°C), the battery (a low-temperature sensitive component of 10 - 40°C), the motor and motor controller (in the medium-temperature range), and the heat load of the air conditioning system, and coordinate the heat energy distribution in gas and electric modes. The thermal management of the hybrid system needs to achieve a dynamic balance between high-temperature waste heat recovery (such as engine exhaust gas at 500°C+) and low-temperature component heating requirements. For example, use the waste heat of the engine to preheat the battery or heat the cockpit, reduce the energy consumption of PTC electric heating, and the battery cooling needs to be linked with the motor heat dissipation system.

[0004] In the related art, Chinese Patent Application No. CN202211173679.5 proposed a thermal management system control method for a hybrid vehicle and a hybrid vehicle. The thermal management system of the hybrid vehicle includes an engine thermal management system, a battery thermal management system, an electric drive thermal management system, and an air conditioning system. The engine thermal management system includes an engine, an engine radiator, a water valve, a first water pump, and a heat accumulator; the battery thermal management system includes a battery, a plate heat exchanger, and a second water pump; the electric drive thermal management system includes a charger, a motor, a motor controller, a motor radiator, and a third water pump; the air conditioning system includes an air conditioning compressor, a condenser, and an evaporator.

[0005] However, for heavy trucks, on the one hand, in the case of gas-electric hybrid models, due to the need to install high-pressure gas cylinders, the space between the vehicle head and the carriage girder is narrow, and the space available for arranging the heat dissipation module of the thermal management system is limited. On the other hand, during the period of heavy truck climbing and long downhill driving, when climbing, the working load of the engine and the motor increases, and the heat dissipation demand increases sharply. When going downhill, the regenerative braking energy causes the battery pack to overheat, which also increases the heat dissipation demand. This requires the thermal management system to be adjusted in a timely or pre-emptive manner according to the actual driving state of the vehicle. Summary of the Invention

[0006] In order to improve the problem of the lack of thermal management allocation of the existing thermal management system for heavy-duty trucks when driving on different road conditions, the present application provides a thermal management system for a gas-electric hybrid heavy-duty truck.

[0007] The thermal management system for a gas-electric hybrid heavy-duty truck provided by the present application adopts the following technical solutions: A thermal management system for a gas-electric hybrid heavy-duty truck includes a cabinet and a battery pack thermal management system, an electric drive thermal management system, and an air-conditioning system integrated in the cabinet. The battery pack thermal management system includes a first air-cooling module, a first liquid-cooling module, and a first electronic three-way valve. The electric drive thermal management system includes a second air-cooling module, a second liquid-cooling module, and a second electronic three-way valve. Both the first liquid-cooling module and the second liquid-cooling module are connected to the cold end of the air-conditioning system. A gyroscope is provided in the cabinet, and the gyroscope is electrically connected to both the first electronic three-way valve and the second electronic three-way valve through a heat dissipation switching controller; The heat dissipation switching controller is configured to control the second electronic three-way valve to switch to the working state of the second liquid-cooling module when the gyroscope detects that the real-time pitch angle along the vehicle traveling direction for 2 s is greater than or equal to 5°. When the real-time pitch angle for 2 s is less than or equal to -5°, it controls the first electronic three-way valve to switch to the working state of the first liquid-cooling module; The condenser of the air-conditioning system, the electric drive radiator of the second air-cooling module, and the battery pack radiator of the first air-cooling module are all arranged on the same side of the cabinet. An internal air collecting hood is provided in the cabinet, and a plurality of fans facing the condenser and each radiator are installed on the internal air collecting hood.

[0008] Furthermore, the battery pack thermal management system further includes a battery pack, a refrigerant-water plate heat exchanger, and a first water pump. The refrigerant pipeline of the refrigerant-water plate heat exchanger is communicated with the cold end pipeline of the air-conditioning system, and the water pipeline is communicated with the inlet of the first water pump; The a port of the first electronic three-way valve is communicated with the cooling pipeline outlet of the battery pack, the b port is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger, the c port is communicated with the water pipeline inlet of the battery pack radiator, and the water pipeline outlet of the battery pack radiator is communicated with the inlet of the first water pump.

[0009] Further, the electric drive heat management system includes a motor, a motor controller, and a second water pump. The cooling pipeline inlet of the motor controller is communicated with the outlet of the second water pump, and the outlet is communicated with the cooling pipeline inlet of the motor. The water pipeline outlet of the electric drive radiator is communicated with the inlet of the second water pump; The port a of the second electronic three-way valve is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger, the port b is communicated with the water pipeline inlet of the electric drive radiator, and the port c is communicated with the cooling pipeline outlet of the motor.

[0010] Further, the water pipeline inlet of the refrigerant-water plate heat exchanger is connected with a third electronic three-way valve, and the outlet is connected with a fourth electronic three-way valve; The port a of the third electronic three-way valve is communicated with the port a of the second electronic three-way valve, the port b is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger, and the port c is communicated with the port b of the first electronic three-way valve; The port a of the fourth electronic three-way valve is communicated with the water pipeline outlet of the refrigerant-water plate heat exchanger, the port b is communicated with the inlet of the second water pump, and the port c is communicated with the inlet of the first water pump.

[0011] Further, when the heat dissipation switching controller controls the second liquid cooling module to enter the working state, it controls the port a and port c of the second electronic three-way valve to be communicated, and controls the port a and port b of the third electronic three-way valve to be communicated and controls the port a and port b of the fourth electronic three-way valve to be communicated; When controlling the second air cooling module to enter the working state, it controls the port b and port c of the second electronic three-way valve to be communicated.

[0012] Further, when the heat dissipation switching controller controls the first liquid cooling module to enter the working state, it controls the port a and port b of the first electronic three-way valve to be communicated, and controls the port b and port c of the third electronic three-way valve to be communicated and controls the port a and port c of the fourth electronic three-way valve to be communicated; When controlling the second air cooling module to enter the working state, it controls the port a and port c of the first electronic three-way valve to be communicated.

[0013] Further, the air conditioning system further includes an electric compressor and an evaporator. The condenser is arranged between the electric compressor and the evaporator. A secondary cooling pipeline communicated with the refrigerant pipeline of the refrigerant-water plate heat exchanger is arranged between the refrigerant outlet end of the condenser and the inlet end of the electric compressor. A control valve is arranged on the secondary cooling pipeline; Only when both the first air cooling module and the second air cooling module enter the working state, the control valve is closed.

[0014] Furthermore, an engine thermal management system is also integrated in the cabinet. The engine thermal management system includes an engine, an engine radiator, an electronic four-way valve, a third water pump, and a fifth electronic three-way valve. The engine radiator is used for dissipating heat from the engine coolant. The port a of the fifth electronic three-way valve is communicated with the outlet of the third water pump, the port b is communicated with the port b of the electronic four-way valve, and the port c is communicated with the inlet end of the HVAC module of the air conditioning system. The outlet end of the HVAC module of the air conditioning system is communicated with the port b of the electronic four-way valve. The port a of the electronic four-way valve is communicated with the inlet of the third water pump, the port c is communicated with the inlet of the engine coolant pipeline, and the port d is communicated with the outlet of the engine coolant pipeline. When the electronic four-way valve is switched to connect the port a and the port d, and the port b and the port c, the waste heat of the engine coolant is used for heating energy supply of the air conditioning system and the battery pack. When the electronic four-way valve is switched to connect the port a and the port b, and the port c and the port d, the waste heat of the engine coolant is dissipated through the engine radiator.

[0015] Furthermore, a supplementary heating pipeline is provided between the port b of the fifth electronic three-way valve and the port b of the electronic four-way valve. A water-water plate heat exchanger is provided on the supplementary heating pipeline and one of its water pipelines is connected. A sixth electronic three-way valve is also provided between the port a of the first electronic three-way valve and the outlet of the cooling pipeline of the battery pack. The port c of the sixth electronic three-way valve is communicated with the outlet of the cooling pipeline of the battery pack, the port b is communicated with the port a of the first electronic three-way valve, and the pipeline connected to the port a is connected to the other water pipeline of the water-water plate heat exchanger and is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger.

[0016] Furthermore, a WPTC heater is also provided between the port a of the fifth electronic three-way valve and the outlet of the third water pump.

[0017] In summary, the beneficial technical effects of the present application are as follows: 1. By arranging the condenser, the electric drive radiator, and the battery pack radiator in sequence along the direction of the airflow blown by the fan and integrating them in the cabinet, the gradient heat dissipation requirements of the condenser, the motor and its controller, and the battery pack can be utilized, the air-cooling heat dissipation effect of the fan can be fully utilized, the air-conditioning refrigeration efficiency can be improved, and space can be saved, the repeated design of independent heat dissipation modules can be reduced, the space layout of the integrated radiator can be facilitated, and the truck boundary design requirements can be met. 2. By using a gyroscope to detect the driving road conditions of the vehicle in real time, compared with the conventional technical means that rely on detecting the cooling water temperature to judge the need to increase the heat dissipation demand and thus adjust the cooling water flow rate, fan speed, etc., the heat dissipation system can be pre-adjusted, so that the adjustment of the heat dissipation mode from the air-cooled mode to the liquid-cooled mode is more rapid and sensitive, and it can effectively reduce the impact of the cooling water circulation time on the cooling efficiency; moreover, this heat dissipation adjustment is more efficient and can achieve rapid cooling of the battery pack, motor, or motor controller. 3. Through the setting of the auxiliary cooling pipeline and the control valve, and the setting of the auxiliary heating pipeline and the sixth electronic three-way valve, the cooling pipeline of the battery pack can be quickly adjusted between the heating mode and the cooling mode, and at the same time, the working states of the first liquid-cooled module and the second liquid-cooled module can be quickly cut off, which is beneficial to making full use of the refrigeration energy of the air-conditioning system and the waste heat of the engine. 4. Through the setting of the fifth electronic three-way valve, the opening degrees of its port b and port c can be flexibly controlled, so that most of the waste heat of the engine is used for the air-conditioning system to deliver warm air to the cockpit, and a small part of the waste heat is used to supply heating for the battery pack or the motor, which can save pipeline design and reserve more design space. 5. Through the setting of the electronic four-way valve, the transmission of the waste heat of the engine to the heat management system in the cabinet can be flexibly cut off, reducing the thermal interference to the battery pack heat management system, the electric drive heat management system, and the air-conditioning system. Description of the Drawings

[0018] Figure 1 is the overall structural schematic diagram of the embodiment of the present application; Figure 2 is the working principle diagram of the heat management system of the embodiment of the present application; Figure 3 is the working principle diagram of the battery pack heat management system of the embodiment of the present application; Figure 4 is the working principle diagram of the electric drive heat management system of the embodiment of the present application.

[0019] Description of the Reference Numerals: 1. Cabinet; 11. Built-in air collecting cover; 12. Fan; 21. First electronic three-way valve; 22. Second electronic three-way valve; 23. Third electronic three-way valve; 24. Fourth electronic three-way valve; 25. Fifth electronic three-way valve; 26. Sixth electronic three-way valve; 31. Condenser; 32. Electric compressor; 33. Evaporator; 34. Auxiliary cooling pipeline; 35. Control valve; 41. Electric drive radiator; 42. Motor; 43. Motor controller; 44. Second water pump; 51. Battery pack radiator; 52. Battery pack; 53. Refrigerant-water plate heat exchanger; 54. First water pump; 61, Engine; 62, Engine radiator; 63, Electronic four-way valve; 64, Third water pump; 65, Auxiliary heating pipeline; 66, Water-water plate heat exchanger; 67, WPTC heater. Detailed implementation mode

[0020] The technical solution of the present application will be clearly and completely described below with reference to the drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of them. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative work belong to the scope of protection of the present application.

[0021] An embodiment of the present application discloses a thermal management system for a gas-electric hybrid heavy truck. Refer to Figure 1 and Figure 2 , which includes a cabinet 1 and a battery pack thermal management system, an electric drive thermal management system, and an air conditioning system integrated in the cabinet 1. The battery pack thermal management system includes a first air cooling module, a first liquid cooling module, and a first electronic three-way valve 21. The electric drive thermal management system includes a second air cooling module, a second liquid cooling module, and a second electronic three-way valve 22. Both the first liquid cooling module and the second liquid cooling module are connected to the cold end of the air conditioning system. A gyroscope is provided in the cabinet 1, and the gyroscope is electrically connected to both the first electronic three-way valve 21 and the second electronic three-way valve 22 with a heat dissipation switching controller.

[0022] The heat dissipation switching controller is configured to when the gyroscope detects that the real-time pitch angle along the vehicle traveling direction is greater than or equal to 5° for at least 2 s continuously, it represents that the vehicle is in a climbing state at this time. Since the motor 42 needs to provide instantaneous high torque, the motor 42 and the motor controller 43 are easily in an overloaded and overheated state, then control the second electronic three-way valve 22 to switch to the working state of the second liquid cooling module. And when the real-time pitch angle is less than or equal to -5° for at least 2 s continuously, it represents that the vehicle is in a long downhill state at this time, and the battery pack 52 is easily heated due to regenerative braking energy recovery, then control the first electronic three-way valve 21 to switch to the working state of the first liquid cooling module.

[0023] Moreover, the condenser 31 of the air conditioning system, the electric drive radiator 41 of the second air cooling module, and the battery pack radiator 51 of the first air cooling module are all arranged on the same side of the cabinet 1. An internal air collecting cover 11 is provided in the cabinet 1, and a plurality of fans 12 facing the condenser 31 and each radiator are installed on the internal air collecting cover 11.

[0024] Moreover, the condenser 31, the electric drive radiator 41, and the battery pack radiator 51 are arranged in sequence along the direction of the air flow blown by the fan 12. On the one hand, the condenser 31 of the air conditioning system needs to process high-temperature and high-pressure refrigerant (usually reaching a temperature of 60 - 80 °C). Placing it at the forefront of the air flow of the fan 12 can utilize the unheated low-temperature air to quickly cool the refrigerant and improve the refrigeration efficiency of the air conditioner. When the motor 42 operates, its temperature is relatively high (about 50 - 70 °C), but lower than the heat dissipation requirement of the condenser 31. Utilizing the preheated air (temperature rising to 40 - 50 °C) passing through the condenser 31 can meet the heat dissipation requirement of the motor 42 and avoid excessive consumption of low-temperature air flow resources. The battery pack 52 is sensitive to temperature (the optimal operating temperature is 25 - 40 °C). Placing it at the end can utilize the residual heat air (about 35 - 45 °C) after the first two stages of heat dissipation, which can not only avoid cold shock but also reduce heat dissipation energy consumption. On the other hand, the condenser 31 and the two radiators are arranged along the same air flow direction, which can share the same fan 12 and duct system, reducing the repetitive design of independent heat dissipation modules and shrinking the overall size by about 30%. Moreover, placing the condenser 31 in the front can prevent the residual heat of the electric drive radiator 41 or the battery pack radiator 51 from reversely affecting the efficiency of the air conditioning system.

[0025] Among them, referring to Figure 2 and Figure 3 , the battery pack thermal management system further includes a battery pack 52, a refrigerant-water plate heat exchanger 53, and a first water pump 54. The refrigerant pipeline of the refrigerant-water plate heat exchanger 53 is connected to the cold end pipeline of the air conditioning system, and the water pipeline is connected to the inlet of the first water pump 54; The port a of the first electronic three-way valve 21 is connected to the outlet of the cooling pipeline of the battery pack 52, the port b is connected to the inlet of the water pipeline of the refrigerant-water plate heat exchanger 53, and the port c is connected to the inlet of the water pipeline of the battery pack radiator 51. The outlet of the water pipeline of the battery pack radiator 51 is connected to the inlet of the first water pump 54.

[0026] Among them, referring to Figure 2 and Figure 4 , the electric drive thermal management system includes a motor 42, a motor controller 43, and a second water pump 44. The inlet of the cooling pipeline of the motor controller 43 is connected to the outlet of the second water pump 44, and the outlet is connected to the inlet of the cooling pipeline of the motor 42. The outlet of the water pipeline of the electric drive radiator 41 is connected to the inlet of the second water pump 44; The port a of the second electronic three-way valve 22 is connected to the inlet of the water pipeline of the refrigerant-water plate heat exchanger 53, the port b is connected to the inlet of the water pipeline of the electric drive radiator 41, and the port c is connected to the outlet of the cooling pipeline of the motor 42.

[0027] Moreover, referring to Figure 2 , Figure 3 and Figure 4, the water pipe inlet of the refrigerant-water plate heat exchanger 53 is connected to the third electronic three-way valve 23, and the outlet is connected to the fourth electronic three-way valve 24; both the third electronic three-way valve 23 and the fourth electronic three-way valve 24 are electrically connected to the heat dissipation switching controller.

[0028] Port a of the third electronic three-way valve 23 is communicated with port a of the second electronic three-way valve 22, port b is communicated with the water pipe inlet of the refrigerant-water plate heat exchanger 53, and port c is communicated with port b of the first electronic three-way valve 21; Port a of the fourth electronic three-way valve 24 is communicated with the water pipe outlet of the refrigerant-water plate heat exchanger 53, port b is communicated with the inlet of the second water pump 44, and port c is communicated with the inlet of the first water pump 54.

[0029] Moreover, when the heat dissipation switching controller controls the second liquid cooling module to enter the working state, it controls port a and port c of the second electronic three-way valve 22 to be communicated, and controls port a and port b of the third electronic three-way valve 23 to be communicated and controls port a and port b of the fourth electronic three-way valve 24 to be communicated; When controlling the second air cooling module to enter the working state, it controls port b and port c of the second electronic three-way valve 22 to be communicated.

[0030] When the heat dissipation switching controller controls the first liquid cooling module to enter the working state, it controls port a and port b of the first electronic three-way valve 21 to be communicated, and controls port b and port c of the third electronic three-way valve 23 to be communicated and controls port a and port c of the fourth electronic three-way valve 24 to be communicated; When controlling the second air cooling module to enter the working state, it controls port a and port c of the first electronic three-way valve 21 to be communicated.

[0031] Thus, when the vehicle is driving normally, good heat dissipation effects on the battery pack 52, the motor 42, and the motor controller 43 can be achieved only through the first air cooling module and the second air cooling module; specifically, port b and port c of the second electronic three-way valve 22 are communicated. At this time, the cooling water pipe outlet of the motor 42 is directly communicated with the water pipe inlet of the electric drive radiator 41. After the cooling water is cooled and temperature-reduced at the electric drive radiator 41, under the action of the second water pump 44, it continues to circulate in the cooling water pipes of the motor controller 43 and the motor 42, and stable heat dissipation of the motor 42 and the motor controller 43 can be carried out. When port a and port c of the first electronic three-way valve 21 are communicated, at this time, the cooling water pipe outlet of the battery pack 52 is directly communicated with the water pipe inlet of the battery pack radiator 51. After the cooling water is cooled and temperature-reduced at the battery pack radiator 51, under the action of the first water pump 54, it continues to circulate in the cooling water pipe of the battery pack 52, and stable heat dissipation of the battery pack 52 can be carried out.

[0032] Once the vehicle travels to a long downhill section, the braking energy of the vehicle is recovered and stored in the battery pack 52, which may cause the battery pack 52 to heat up. At this time, once the gyroscope detects that the real-time pitch angle θ of the vehicle is ≥5° for at least 2 s continuously, the heat dissipation switching controller immediately controls the a port and the b port of the first electronic three-way valve 21 to communicate, and controls the b port and the c port of the third electronic three-way valve 23 to communicate and controls the a port and the c port of the fourth electronic three-way valve 24 to communicate; at this time, the outlet of the cooling pipeline of the battery pack 52 is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger 53, and the inlet of the cooling pipeline of the battery pack 52 is communicated with the water pipeline outlet of the refrigerant-water plate heat exchanger 53, so that the cooling water in the cooling pipeline of the battery pack 52 is quickly cooled by the refrigeration end of the air-conditioning system through the refrigerant-water plate heat exchanger 53, and rapid cooling of the battery pack 52 can be achieved; compared with the conventional technical means that rely on detecting the temperature of the cooling water to judge the need to increase the heat dissipation demand and thus adjust the cooling water flow rate, the speed of the fan 12, etc., this method of detecting the driving state by the gyroscope and switching to the first liquid cooling module to work is more rapid in response, more sensitive in adjustment, and belongs to the pre-adjustment of the heat dissipation system, which can effectively reduce the influence of the circulation time of the cooling water circulation on the cooling efficiency.

[0033] Similarly, when the vehicle travels to a climbing section, the gyroscope detects that the real-time pitch angle θ of the vehicle is ≤-5° for at least 2 s continuously, the heat dissipation switching controller immediately controls the a port and the c port of the second electronic three-way valve 22 to communicate, and controls the a port and the b port of the third electronic three-way valve 23 to communicate and controls the a port and the b port of the fourth electronic three-way valve 24 to communicate; at this time, the outlet of the cooling pipeline of the motor 42 and the motor controller 43 is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger 53, and the inlet of the cooling pipeline of the motor 42 and the motor controller 43 is communicated with the water pipeline outlet of the refrigerant-water plate heat exchanger 53, so that the cooling water in the cooling pipeline of the motor 42 and the motor controller 43 is quickly cooled by the refrigeration end of the air-conditioning system through the refrigerant-water plate heat exchanger 53, and rapid cooling of the motor 42 and the motor controller 43 can be achieved.

[0034] Certainly, the technical solution of controlling the heat dissipation rate in the prior art that determines the heat dissipation demand according to the cooling water temperature at the inlet and outlet of the heat dissipation module and thus adjusts the cooling water flow rate can also be applied to this application. It can avoid overcooling during heat dissipation, does not conflict with the above technical solution, and belongs to conventional technical means, which will not be elaborated here.

[0035] In addition, for the convenience of quickly and flexibly adjusting the first liquid cooling module and the second liquid cooling module, refer to Figure 2, the air conditioning system further includes an electric compressor 32 and an evaporator 33. The condenser 31 is disposed between the electric compressor 32 and the evaporator 33. A secondary cooling pipeline 34 communicating with the refrigerant pipeline of the refrigerant-water plate heat exchanger 53 is provided between the refrigerant outlet end of the condenser 31 and the inlet end of the electric compressor 32. A control valve 35 is provided on the secondary cooling pipeline 34; Only when both the first air-cooling module and the second air-cooling module enter the working state, the control valve 35 is closed. Specifically, the control valve 35 is electrically connected to the heat dissipation switching controller. When the real-time pitch angle detected by the gyroscope is between -5° and 5°, or exceeds -5° and 5° for a short time, it is determined that there is no rapid heat dissipation requirement, and the heat dissipation switching controller controls the control valve 35 to close.

[0036] That is, when the vehicle is traveling on a flat road section, the control valve 35 can be directly controlled to close, without the need to perform additional switching control on the third electronic three-way valve 23 and the fourth electronic three-way valve 24. Only the corresponding first electronic three-way valve 21 and second electronic three-way valve 22 need to be controlled.

[0037] In addition, in order to heat the battery pack 52, the motor 42, and the motor controller 43 to maintain them at a good working temperature, refer to Figure 2 , an engine heat management system is also integrated in the cabinet 1. The engine heat management system includes an engine 61, an engine radiator 62, an electronic four-way valve 63, a third water pump 64, and a fifth electronic three-way valve 25. The engine radiator 62 is used for dissipating heat from the coolant of the engine 61.

[0038] The port a of the fifth electronic three-way valve 25 is communicated with the outlet of the third water pump 64, the port b is communicated with the port b of the electronic four-way valve 63, and the port c is communicated with the inlet end of the HVAC module of the air conditioning system. The outlet end of the HVAC module of the air conditioning system is communicated with the port b of the electronic four-way valve 63. And the fifth electronic three-way valve 25 can control the opening degrees of the port b and the port c differently. For example, the opening degree of the port b is controlled to be 80% - 90%, and the opening degree of the port c is controlled to be 20% - 10%, so that most of the waste heat of the engine 61 is used for the air conditioning system to deliver warm air to the cockpit, and a small part of the waste heat is used for heating the battery pack 52 or the motor 42.

[0039] The port a of the electronic four-way valve 63 is communicated with the inlet of the third water pump 64, the port c is communicated with the inlet of the coolant pipeline of the engine 61, and the port d is communicated with the outlet of the coolant pipeline of the engine 61; Specifically, a WPTC heater 67 is further provided between the port a of the fifth electronic three-way valve 25 and the outlet of the third water pump 64 to perform auxiliary electric heating when the waste heat of the engine 61 is not sufficient to heat the motor 42 and the battery pack 52 to the optimal working temperature at the initial stage of vehicle startup.

[0040] When the electronic four-way valve 63 switches to connect port a to port d and port b to port c, the waste heat of the engine 61 coolant is used for heating energy supply of the air conditioning system and heating energy supply of the battery pack 52; When the electronic four-way valve 63 switches to connect port a to port b and port c to port d, the waste heat of the engine 61 coolant is dissipated through the engine radiator 62.

[0041] Among them, a secondary heating pipeline 65 is provided between port b of the fifth electronic three-way valve 25 and port b of the electronic four-way valve 63. A water-water plate heat exchanger 66 is provided on the secondary heating pipeline 65 and one of its water pipelines is connected. A sixth electronic three-way valve 26 is also provided between port a of the first electronic three-way valve 21 and the cooling pipeline outlet of the battery pack 52; Port c of the sixth electronic three-way valve 26 is connected to the cooling pipeline outlet of the battery pack 52, port b is connected to port a of the first electronic three-way valve 21, and the pipeline connected to port a is connected to the other water pipeline of the water-water plate heat exchanger 66 and is connected to the water pipeline inlet of the refrigerant-water plate heat exchanger 53. That is, when port c and port a of the sixth electronic three-way valve 26 are connected, the cooling pipeline of the battery pack 52 is in the heating mode; when port c and port b of the sixth electronic three-way valve 26 are connected, the cooling pipeline of the battery pack 52 is in the heat dissipation mode.

[0042] Thus, through the setting of the water-water plate heat exchanger 66, when the waste heat of the engine 61 flows to the secondary heating pipeline 65 along with the circulating water, the water-water plate heat exchanger 66 can heat the cooling water flowing back to the cooling pipeline of the battery pack 52 or the cooling pipeline of the motor 42. In the case of a relatively low outdoor ambient temperature, the battery pack 52 and the motor 42 can be heated separately; among them, the scenarios where the motor 42 and the motor controller 43 need to be heated are basically less and can be not considered in this embodiment.

[0043] It should be noted that when using the waste heat of the engine 61 to heat the battery pack 52, it is necessary to control port a and port c of the sixth electronic three-way valve 26 to be connected, port a and port c of the fourth electronic three-way valve 24 to be connected, and the control valve 35 to be closed, so that the heated cooling water can directly circulate in the cooling pipeline of the battery pack 52.

[0044] Unless otherwise defined, the technical terms or scientific terms used in this application shall have the ordinary meanings as understood by those of ordinary skill in the field to which this application pertains. The terms "first", "second", "third" and similar terms used in the specification and claims of this application do not denote any order, quantity or importance, but are merely used to distinguish different components. The similar terms such as "a" or "an" do not denote a quantity limitation, but mean that there is at least one. The similar terms such as "comprising" or "including" mean that the elements or items appearing before "comprising" or "including" cover the elements or items listed after "comprising" or "including" and their equivalents, and do not exclude other elements or items. The terms such as "upper", "lower", "left", "right" etc. are only used to indicate relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationships may also change accordingly.

[0045] The above are all preferred embodiments of this application, and do not limit the protection scope of this application accordingly. Therefore, all equivalent changes made according to the structure, shape and principle of this application shall be covered by the protection scope of this application.

Claims

1. A thermal management system for a gas-electric hybrid heavy truck, characterized in that, It includes a cabinet and a battery pack thermal management system, an electric drive thermal management system, and an air conditioning system integrated in the cabinet. The battery pack thermal management system includes a first air cooling module, a first liquid cooling module, and a first electronic three-way valve. The electric drive thermal management system includes a second air cooling module, a second liquid cooling module, and a second electronic three-way valve. Both the first liquid cooling module and the second liquid cooling module are connected to the cold end of the air conditioning system. A gyroscope is provided in the cabinet, and the gyroscope is electrically connected to both the first electronic three-way valve and the second electronic three-way valve through a heat dissipation switching controller; The heat dissipation switching controller is configured to control the second electronic three-way valve to switch to the working state of the second liquid cooling module when the real-time pitch angle detected by the gyroscope is greater than or equal to 5° for 2 s along the vehicle traveling direction; and when the real-time pitch angle for 2 s is less than or equal to -5°, control the first electronic three-way valve to switch to the working state of the first liquid cooling module; The condenser of the air conditioning system, the electric drive radiator of the second air cooling module, and the battery pack radiator of the first air cooling module are all arranged on the same side of the cabinet. An embedded air collecting hood is provided in the cabinet, and a plurality of fans facing the condenser and each radiator are installed on the embedded air collecting hood.

2. The thermal management system of a gas-electric hybrid heavy truck according to claim 1, characterized in that, The battery pack thermal management system further includes a battery pack, a refrigerant-water plate heat exchanger, and a first water pump. The refrigerant pipeline of the refrigerant-water plate heat exchanger is communicated with the cold end pipeline of the air conditioning system, and the water pipeline is communicated with the inlet of the first water pump; The a port of the first electronic three-way valve is communicated with the cooling pipeline outlet of the battery pack, the b port is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger, the c port is communicated with the water pipeline inlet of the battery pack radiator, and the water pipeline outlet of the battery pack radiator is communicated with the inlet of the first water pump.

3. The thermal management system of a gas-electric hybrid heavy truck according to claim 2, wherein The electric drive thermal management system includes a motor, a motor controller, and a second water pump. The cooling pipeline inlet of the motor controller is communicated with the outlet of the second water pump, and the outlet is communicated with the cooling pipeline inlet of the motor. The water pipeline outlet of the electric drive radiator is communicated with the inlet of the second water pump; The a port of the second electronic three-way valve is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger, the b port is communicated with the water pipeline inlet of the electric drive radiator, and the c port is communicated with the cooling pipeline outlet of the motor.

4. The thermal management system of a gas-electric hybrid heavy truck according to claim 3, characterized in that, The water pipeline inlet of the refrigerant-water plate heat exchanger is connected with a third electronic three-way valve, and the outlet is connected with a fourth electronic three-way valve; The a port of the third electronic three-way valve is communicated with the a port of the second electronic three-way valve, the b port is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger, and the c port is communicated with the b port of the first electronic three-way valve; The a port of the fourth electronic three-way valve is communicated with the water pipeline outlet of the refrigerant-water plate heat exchanger, the b port is communicated with the inlet of the second water pump, and the c port is communicated with the inlet of the first water pump.

5. The thermal management system of a gas-electric hybrid heavy truck according to claim 4, characterized in that, When the heat dissipation switching controller controls the second liquid cooling module to enter the working state, it controls the a port and the c port of the second electronic three-way valve to be communicated, and controls the a port and the b port of the third electronic three-way valve to be communicated and controls the a port and the b port of the fourth electronic three-way valve to be communicated; When controlling the second air-cooling module to enter the working state, control the connection between port b and port c of the second electronic three-way valve.

6. The thermal management system of a gas-electric hybrid heavy truck according to claim 5, characterized in that, When the heat dissipation switching controller controls the first liquid-cooling module to enter the working state, control the connection between port a and port b of the first electronic three-way valve, control the connection between port b and port c of the third electronic three-way valve, and control the connection between port a and port c of the fourth electronic three-way valve; When controlling the second air-cooling module to enter the working state, control the connection between port a and port c of the first electronic three-way valve.

7. The thermal management system of a gas-electric hybrid heavy truck according to claim 2, characterized in that, The air-conditioning system further includes an electric compressor and an evaporator. The condenser is arranged between the electric compressor and the evaporator. A secondary cooling pipeline communicating with the refrigerant pipeline of the refrigerant-water plate heat exchanger is arranged between the refrigerant outlet end of the condenser and the inlet end of the electric compressor. A control valve is arranged on the secondary cooling pipeline; Only when both the first air-cooling module and the second air-cooling module enter the working state, the control valve is closed.

8. The thermal management system of a gas-electric hybrid heavy truck according to claim 2, wherein, An engine heat management system is also integrated in the cabinet. The engine heat management system includes an engine, an engine radiator, an electronic four-way valve, a third water pump, and a fifth electronic three-way valve. The engine radiator is used for dissipating heat of the engine coolant; Port a of the fifth electronic three-way valve is communicated with the outlet of the third water pump, port b is communicated with port b of the electronic four-way valve, port c is communicated with the inlet end of the HVAC module of the air-conditioning system, and the outlet end of the HVAC module of the air-conditioning system is communicated with port b of the electronic four-way valve; Port a of the electronic four-way valve is communicated with the inlet of the third water pump, port c is communicated with the inlet of the engine coolant pipeline, and port d is communicated with the outlet of the engine coolant pipeline; When the electronic four-way valve is switched to connect port a and port d, and port b and port c, the waste heat of the engine coolant is used for heating energy supply of the air-conditioning system and heating energy supply of the battery pack; When the electronic four-way valve is switched to connect port a and port b, and port c and port d, the waste heat of the engine coolant is dissipated through the engine radiator.

9. The thermal management system of a gas-electric hybrid heavy-duty truck according to claim 8, characterized in that, A secondary heating pipeline is arranged between port b of the fifth electronic three-way valve and port b of the electronic four-way valve. A water-water plate heat exchanger is arranged on the secondary heating pipeline and one of its water pipelines is connected. A sixth electronic three-way valve is also arranged between port a of the first electronic three-way valve and the outlet of the cooling pipeline of the battery pack; Port c of the sixth electronic three-way valve is communicated with the outlet of the cooling pipeline of the battery pack, port b is communicated with port a of the first electronic three-way valve, and the pipeline connected to port a is connected to the other water pipeline of the water-water plate heat exchanger and is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger.

10. The thermal management system of a gas-electric hybrid heavy truck according to claim 8, characterized in that, A WPTC heater is also arranged between port a of the fifth electronic three-way valve and the outlet of the third water pump.

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