A thermal management system for a gas-electric hybrid heavy truck

Abstract

The application 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 integrated in the cabinet, the battery pack thermal management system comprises a first liquid cooling module and a first electronic three-way valve, the electric drive thermal 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, the gyroscope is electrically connected with the first electronic three-way valve and the second electronic three-way valve and is provided with a heat dissipation switching controller; the heat dissipation switching controller is configured to control the second electronic three-way valve to switch to the second liquid cooling module working state when the gyroscope detects climbing; and the first electronic three-way valve is controlled to switch to the first liquid cooling module working state when long downhill is detected. The application can detect the form of road conditions of the vehicle in real time through the gyroscope, can pre-adjust the heat dissipation system and can rapidly and sensitively perform heat dissipation and cooling.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle thermal management, in particular to a thermal management system of a gas-electric hybrid heavy truck. BACKGROUND

[0002] At present, with the continuous development of new energy technology, various types of new energy vehicles have emerged, among which oil-electric hybrid, oil-electric range, gas-electric hybrid and other new energy technologies have developed rapidly. Oil-electric hybrid and oil-electric range still rely on traditional petroleum energy, which belongs to the transitional stage of new energy vehicles. Gas-electric hybrid uses a mixture of hydrogen and electricity as energy, has the advantages of cleanliness and environmental protection, and the combustion products have little pollution to the atmosphere. It is the main research direction of new energy vehicles at present and in the future.

[0003] At present, the management system of fuel / gas vehicles mainly focuses on engine cooling (water cooling / oil cooling) and transmission heat dissipation design, and uses engine waste heat for air conditioning heating. The pipeline structure is relatively simple. The thermal management of pure electric vehicles mainly targets batteries, motors and electronic control systems, and realizes temperature control through liquid cooling, air cooling and other methods, and relies on PTC or heat pump heating. For gas-electric hybrid vehicles, four sets of thermal management systems for engine (80-120℃ high-temperature heat source), battery (10-40℃ low-temperature sensitive), motor and motor controller (medium-temperature zone), and air conditioning system heat load need to be managed, and the heat energy distribution under gas and electric modes needs to be coordinated. The thermal management of the hybrid system needs to achieve the dynamic balance between high-temperature waste heat recovery (such as engine exhaust 500℃+) and low-temperature component heating requirements, for example, using engine waste heat to preheat the battery or cabin heating, reducing PTC electric heating energy consumption, and battery cooling needs to be linked with the motor cooling system.

[0004] In the related art, a Chinese patent application with application number CN202211173679.5 proposes a hybrid power vehicle thermal management system control method and hybrid power vehicle. The hybrid power vehicle thermal management system 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, due to the need to set up a high-pressure gas tank, the space between the vehicle head and the vehicle body girder is narrow, and the space available for arranging the heat dissipation module of the heat management system is limited; on the other hand, during the truck load climbing and long downhill, the working load of the engine and motor increases during climbing, and the heat dissipation demand increases sharply, and during downhill, the battery pack over-temperature caused by brake energy recovery also increases the heat dissipation demand, which requires the heat management system to be able to adjust in time or in advance according to the actual driving state of the vehicle. SUMMARY

[0006] In order to improve the problem that the existing heat management system lacks heat management deployment for heavy trucks in different road conditions, the application provides a heat management system for a gas-electric hybrid heavy truck.

[0007] The heat management system for a gas-electric hybrid heavy truck provided by the application adopts the following technical solution:

[0008] A heat management system for a gas-electric hybrid heavy truck, comprising a cabinet and a battery pack heat management system, an electric drive heat management system and an air conditioning system integrated in the cabinet, the battery pack heat management system comprising a first air cooling module, a first liquid cooling module and a first electronic three-way valve, the electric drive heat management system comprising a second air cooling module, a second liquid cooling module and a second electronic three-way valve, the first liquid cooling module and the second liquid cooling module being connected with the cold end of the air conditioning system, a gyroscope being arranged in the cabinet, the gyroscope being electrically connected with the first electronic three-way valve and the second electronic three-way valve, and a heat dissipation switching controller being arranged in the cabinet;

[0009] The heat dissipation switching controller is configured to control the second electronic three-way valve to switch to the second liquid cooling module working state when the gyroscope detects that the real-time pitch angle along the vehicle travel direction for more than 2s is greater than or equal to 5°, and control the first electronic three-way valve to switch to the first liquid cooling module working state when the real-time pitch angle for more than 2s is less than or equal to -5°;

[0010] The condenser of the air conditioning system, the electric drive heat dissipator of the second air cooling module and the battery pack heat dissipator of the first air cooling module are arranged on the same side of the cabinet, an internal built-in air collecting hood is arranged in the cabinet, and a plurality of fans facing the condenser and each heat dissipator are installed on the internal built-in air collecting hood.

[0011] Further, the battery pack heat management system further comprises 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 in communication with the cold end pipeline of the air conditioning system, and the water pipeline is in communication with the inlet of the first water pump;

[0012] 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, and 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.

[0013] Further, the electric drive heat management system comprises 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, the outlet is communicated with the cooling pipeline inlet of the motor, and the water pipeline outlet of the electric drive radiator is communicated with the inlet of the second water pump.

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 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.

[0018] Further, when the second liquid cooling module is controlled to enter the working state by the heat dissipation switching controller, the a port and the c port of the second electronic three-way valve are controlled to be communicated, the a port and the b port of the third electronic three-way valve are controlled to be communicated, and the a port and the b port of the fourth electronic three-way valve are controlled to be communicated.

[0019] When the second air cooling module is controlled to enter the working state, the b port and the c port of the second electronic three-way valve are controlled to be communicated.

[0020] Further, when the first liquid cooling module is controlled to enter the working state by the heat dissipation switching controller, the a port and the b port of the first electronic three-way valve are controlled to be communicated, the b port and the c port of the third electronic three-way valve are controlled to be communicated, and the a port and the c port of the fourth electronic three-way valve are controlled to be communicated.

[0021] When the second air cooling module is controlled to enter the working state, the a port and the c port of the first electronic three-way valve are controlled to be communicated.

[0022] Further, the air conditioning system further comprises an electric compressor and an evaporator, the condenser is arranged between the electric compressor and the evaporator, an auxiliary cold pipe is arranged between the condenser refrigerant outlet end and the electric compressor inlet end, and the auxiliary cold pipe is in communication with the refrigerant pipeline of the refrigerant-water plate heat exchanger, and a control valve is arranged on the auxiliary cold pipe.

[0023] Only when the first air cooling module and the second air cooling module are both in the working state, the control valve is closed.

[0024] Further, an engine thermal management system is further integrated in the cabinet, and the engine thermal management system comprises an engine, an engine radiator, an electronic four-way valve, a third water pump and a fifth electronic three-way valve, and the engine radiator is used for heat dissipation of engine coolant.

[0025] The a port of the fifth electronic three-way valve is in communication with the outlet of the third water pump, the b port is in communication with the b port of the electronic four-way valve, and the c port is in communication with the HVAC module inlet end of the air conditioning system, and the HVAC module outlet end of the air conditioning system is in communication with the b port of the electronic four-way valve.

[0026] The a port of the electronic four-way valve is in communication with the inlet of the third water pump, the c port is in communication with the engine coolant pipeline inlet, and the d port is in communication with the engine coolant pipeline outlet.

[0027] When the electronic four-way valve is switched to the state that the a port and the d port are connected, and the b port and the c port are connected, the engine coolant waste heat is used for heating and energy supply of the air conditioning system and the battery pack.

[0028] When the electronic four-way valve is switched to the state that the a port and the b port are connected, and the c port and the d port are connected, the engine coolant waste heat is dissipated through the engine radiator.

[0029] Further, an auxiliary heat pipeline is arranged between the b port of the fifth electronic three-way valve and the b port of the electronic four-way valve, a water-water plate heat exchanger is arranged on the auxiliary heat pipeline and connects one water pipeline thereof, and a sixth electronic three-way valve is further arranged between the a port of the first electronic three-way valve and the cooling pipeline outlet of the battery pack.

[0030] The c port of the sixth electronic three-way valve is in communication with the cooling pipeline outlet of the battery pack, the b port is in communication with the a port of the first electronic three-way valve, and the a port is connected to the other water pipeline of the water-water plate heat exchanger and is in communication with the water pipeline inlet of the refrigerant-water plate heat exchanger.

[0031] Further, a WPTC heater is further arranged between the a port of the fifth electronic three-way valve and the outlet of the third water pump.

[0032] In summary, the beneficial technical effects of the present application are as follows:

[0033] 1. By arranging the condenser, the electric heat dissipation radiator and the battery pack heat dissipation radiator in sequence along the direction of the air flow blown by the fan and integrating them in the cabinet, the gradient heat dissipation requirements of the condenser, the motor and the motor 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 is improved, the space is saved, the repeated design of independent heat dissipation modules is reduced, the space layout of the integrated heat dissipation radiator is facilitated, and the truck boundary design requirements are met.

[0034] 2. By detecting the real-time road conditions of the vehicle through the gyroscope, compared with the conventional technical means of relying on the detection of the cooling water temperature to judge the need to increase the heat dissipation requirement to adjust the cooling water flow, the fan speed and the like, the heat dissipation system can be pre-adjusted, the heat dissipation mode adjustment reaction from the air cooling mode to the liquid cooling mode is more rapid and sensitive, and the influence of the cooling water circulation flow time on the cooling efficiency can be effectively reduced; and the heat dissipation adjustment efficiency is higher, and rapid cooling of the battery pack or the motor, the motor controller can be realized.

[0035] 3. By setting the auxiliary cooling pipe and the control valve, and setting the auxiliary heating pipe and the sixth electronic three-way valve, the cooling pipe of the battery pack can be quickly adjusted between the heating mode and the heat dissipation mode, and the working state of the first liquid cooling module and the second liquid cooling module can be quickly cut off, which is beneficial to fully utilize the refrigeration energy of the air conditioning system and the waste heat of the engine.

[0036] 4. By setting the fifth electronic three-way valve, the opening of the b port and the c port can be flexibly controlled, so that most of the engine waste heat is used for the air conditioning system to deliver warm air to the cabin, and a small part of the waste heat is used for heating the battery pack or the motor, which can save the pipeline design and reserve more design space.

[0037] 5. By setting the electronic four-way valve, the transmission of the engine waste heat to the heat management system in the cabinet can be flexibly cut off, and the thermal interference on the battery pack heat management system, the electric drive heat management system and the air conditioning system is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0038] Figure 1 is a schematic diagram of the overall structure of the embodiment of the present application;

[0039] Figure 2 is a working principle diagram of the heat management system of the embodiment of the present application;

[0040] Figure 3 is a working principle diagram of the battery pack heat management system of the embodiment of the present application;

[0041] Figure 4 is a working principle diagram of the electric drive heat management system of the embodiment of the present application.

[0042] REFERENCE SIGNS

[0043] 1, cabinet; 11, built-in air collector; 12, fan;

[0044] 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;

[0045] 31, condenser; 32, electric compressor; 33, evaporator; 34, auxiliary cooling pipeline; 35, control valve;

[0046] 41, electric drive radiator; 42, electric motor; 43, electric motor controller; 44, second water pump;

[0047] 51, battery pack radiator; 52, battery pack; 53, refrigerant-water plate heat exchanger; 54, first water pump;

[0048] 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 DESCRIPTION

[0049] The technical solutions of the present application will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0050] The embodiments of the present application disclose a thermal management system of a gas-electric hybrid heavy truck. Referring to Figure 1 and Figure 2 , which comprises 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 comprises a first air cooling module, a first liquid cooling module, and a first electronic three-way valve 21. The electric drive thermal management system comprises a second air cooling module, a second liquid cooling module, and a second electronic three-way valve 22. 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 1. The gyroscope is electrically connected with a heat dissipation switching controller of the first electronic three-way valve 21 and the second electronic three-way valve 22.

[0051] The heat dissipation switching controller is configured to control the second electronic three-way valve 22 to switch to the second liquid cooling module working state when the gyroscope detects that the real-time pitch angle in the direction of vehicle travel is greater than or equal to 5° for at least 2 s, representing that the vehicle is in a climbing state at this time, and the motor 42 and the motor controller 43 are prone to overload and overheating due to the need for the motor 42 to provide instantaneous high torque. When the real-time pitch angle for at least 2 s is less than or equal to -5°, representing that the vehicle is in a long downhill state at this time, the battery pack 52 is prone to overheating due to brake energy recovery, the first electronic three-way valve 21 is controlled to switch to the first liquid cooling module working state.

[0052] Moreover, the condenser 31 of the air conditioning system, the electric drive heat dissipator 41 of the second air cooling module, and the battery pack heat dissipator 51 of the first air cooling module are arranged on the same side of the cabinet 1, and the cabinet 1 is provided with a built-in air collecting hood 11, and a plurality of fans 12 are installed on the built-in air collecting hood 11 and face the condenser 31 and each heat dissipator.

[0053] Moreover, the condenser 31, the electric drive heat dissipator 41, and the battery pack heat dissipator 51 are arranged in sequence along the direction of the airflow blown out 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 (the temperature is usually up to 60-80℃), and is placed at the front end of the airflow of the fan 12, so that the refrigerant can be quickly cooled by using low-temperature air that is not heated, thereby improving the refrigeration efficiency of the air conditioner. The temperature of the motor 42 is relatively high (about 50-70℃) when the motor 42 is running, but is lower than the heat dissipation requirement of the condenser 31. The preheated air (the temperature rises to 40-50℃) passing through the condenser 31 can meet the heat dissipation requirement of the motor 42, thereby avoiding excessive consumption of low-temperature airflow resources. The battery pack 52 is sensitive to temperature (the optimal working temperature is 25-40℃), and is placed at the end to use the residual temperature air (about 35-45℃) after the heat dissipation of the previous two stages, thereby avoiding cold shock and reducing heat dissipation energy consumption. On the other hand, the condenser 31 and the two heat dissipators are arranged along the same airflow direction, can share the same fan 12 and air duct system, reduce the repeated design of independent heat dissipation modules, and reduce the overall size by about 30%. Moreover, the front placement of the condenser 31 can avoid the reverse influence of the residual heat of the electric drive heat dissipator 41 or the battery pack heat dissipator 51 on the efficiency of the air conditioning system.

[0054] Referring to Figure 2 and Figure 3 , the battery pack thermal management system further comprises the 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 in communication with the cold end pipeline of the air conditioning system, and the water pipeline is in communication with the inlet of the first water pump 54;

[0055] The a port of the first electronic three-way valve 21 is communicated with the cooling pipeline outlet of the battery pack 52, the b port is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger 53, and the c port is communicated with the water pipeline inlet of the battery pack radiator 51. The water pipeline outlet of the battery pack radiator 51 is communicated with the inlet of the first water pump 54.

[0056] Referring to Figure 2 and Figure 4 , the electric drive thermal management system comprises the motor 42, the motor controller 43 and the second water pump 44. The cooling pipeline inlet of the motor controller 43 is communicated with the outlet of the second water pump 44, the outlet is communicated with the cooling pipeline inlet of the motor 42, and the water pipeline outlet of the electric drive radiator 41 is communicated with the inlet of the second water pump 44.

[0057] The a port of the second electronic three-way valve 22 is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger 53, the b port is communicated with the water pipeline inlet of the electric drive radiator 41, and the c port is communicated with the cooling pipeline outlet of the motor 42.

[0058] Referring to Figure 2 , Figure 3 and Figure 4 , the water pipeline inlet of the refrigerant-water plate heat exchanger 53 is connected with the third electronic three-way valve 23, and the outlet is connected with the fourth electronic three-way valve 24. The third electronic three-way valve 23 and the fourth electronic three-way valve 24 are electrically connected with the heat dissipation switching controller.

[0059] The a port of the third electronic three-way valve 23 is communicated with the a port of the second electronic three-way valve 22, the b port is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger 53, and the c port is communicated with the b port of the first electronic three-way valve 21.

[0060] The a port of the fourth electronic three-way valve 24 is communicated with the water pipeline outlet of the refrigerant-water plate heat exchanger 53, the b port is communicated with the inlet of the second water pump 44, and the c port is communicated with the inlet of the first water pump 54.

[0061] When the heat dissipation switching controller controls the second liquid cooling module to enter the working state, the a port and the c port of the second electronic three-way valve 22 are communicated, the a port and the b port of the third electronic three-way valve 23 are communicated, and the a port and the b port of the fourth electronic three-way valve 24 are communicated.

[0062] When the heat dissipation switching controller controls the second air cooling module to enter the working state, the b port and the c port of the second electronic three-way valve 22 are communicated.

[0063] When the heat dissipation switching controller controls the first liquid cooling module to enter the working state, the a port and the b port of the first electronic three-way valve 21 are communicated, the b port and the c port of the third electronic three-way valve 23 are communicated, and the a port and the c port of the fourth electronic three-way valve 24 are communicated.

[0064] When the second air cooling module is controlled to enter the working state, the a port and the c port of the first electronic three-way valve 21 are controlled to be communicated.

[0065] Therefore, when the vehicle is in normal driving, the first air cooling module and the second air cooling module can achieve good heat dissipation effect on the battery pack 52, the motor 42 and the motor controller 43. Specifically, the b port and the c port of the second electronic three-way valve 22 are communicated, at this time, the cooling pipeline outlet of the motor 42 is directly communicated with the water pipeline inlet of the electric drive radiator 41, and the cooling water is cooled and cooled at the electric drive radiator 41, and then continues to circulate in the cooling pipeline of the motor controller 43 and the motor 42 under the action of the second water pump 44, so that the motor 42 and the motor controller 43 can be stably cooled. When the a port and the c port of the first electronic three-way valve 21 are communicated, at this time, the cooling pipeline outlet of the battery pack 52 is directly communicated with the water pipeline inlet of the battery pack radiator 51, and the cooling water is cooled and cooled at the battery pack radiator 51, and then continues to circulate in the cooling pipeline of the battery pack 52 under the action of the first water pump 54, so that the battery pack 52 can be stably cooled.

[0066] And once the vehicle drives to the long downhill section, the vehicle brake energy is recovered to the battery pack 52 for storage, which will 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 greater than or equal to 5° for at least 2s, the heat dissipation switching controller controls the a port and the b port of the first electronic three-way valve 21 to be communicated, controls the b port and the c port of the third electronic three-way valve 23 to be communicated, and controls the a port and the c port of the fourth electronic three-way valve 24 to be communicated; At this time, the cooling pipeline outlet of the battery pack 52 is communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger 53, and the cooling pipeline inlet 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 rapidly cooled by the refrigeration end of the air conditioning system through the refrigerant-water plate heat exchanger 53, and the rapid cooling of the battery pack 52 can be realized. Compared with the conventional technical means which relies on detecting the cooling water temperature to judge the need to increase the heat dissipation demand to adjust the cooling water flow, the fan 12 rotating speed and the like, this way of switching to the first liquid cooling module by detecting the driving state through the gyroscope is more rapid in response and more sensitive in adjustment, and belongs to the pre-adjustment of the heat dissipation system, which can effectively reduce the influence of cooling water circulation time on cooling efficiency.

[0067] Similarly, when the vehicle travels to the climbing section, the gyroscope detects that the real-time pitch angle of the vehicle is continuously less than or equal to -5° for at least 2s, the heat dissipation switching controller immediately controls the a port and the c port of the second electronic three-way valve 22 to be communicated, controls the a port, the b port of the third electronic three-way valve 23 to be communicated, and controls the a port, the b port of the fourth electronic three-way valve 24 to be communicated; At this time, the motor 42 and the motor controller 43 cooling pipeline outlet are communicated with the water pipeline inlet of the refrigerant-water plate heat exchanger 53, and the motor 42 and the motor controller 43 cooling pipeline inlet are communicated with the water pipeline outlet of the refrigerant-water plate heat exchanger 53, so that the cooling water in the motor 42 and the motor controller 43 cooling pipeline is rapidly cooled by the refrigerant-water plate heat exchanger 53. The refrigeration end of the air conditioning system can realize rapid cooling of the motor 42 and the motor controller 43.

[0068] Of course, the technical solution of controlling the heat dissipation rate by determining the heat dissipation demand according to the cooling water temperature at the inlet and outlet of the module to be cooled in the prior art to adjust the cooling water flow can also be applied to the present application. It can avoid overcooling during heat dissipation, and does not conflict with the above technical solution, and it belongs to a conventional technical means, which will not be described here.

[0069] In addition, in order to facilitate rapid and flexible adjustment of the first liquid cooling module and the second liquid cooling module, with reference to Figure 2 The air conditioning system further comprises an electric compressor 32 and an evaporator 33. The condenser 31 is arranged between the electric compressor 32 and the evaporator 33. An auxiliary cooling pipeline 34 which is communicated with the refrigerant pipeline of the refrigerant-water plate heat exchanger 53 is arranged between the refrigerant outlet end of the condenser 31 and the inlet end of the electric compressor 32. A control valve 35 is arranged on the auxiliary cooling pipeline 34.

[0070] Only when the first air cooling module and the second air cooling module are in the working state, the control valve 35 is closed. Specifically, the control valve 35 is electrically connected with 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 demand, and the heat dissipation switching controller controls the control valve 35 to be closed.

[0071] That is, when the vehicle travels on a flat section, the control valve 35 can be directly controlled to be closed, and there is no need to additionally control 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 the second electronic three-way valve 22 need to be controlled.

[0072] In addition, in order to realize heating of the battery pack 52, the motor 42 and the motor controller 43, so as to maintain them at a good working temperature, with reference to Figure 2The engine thermal management system is integrated in the cabinet 1, and 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 heat dissipation of the engine 61 cooling liquid.

[0073] The a port of the fifth electronic three-way valve 25 is in communication with the outlet of the third water pump 64, the b port is in communication with the b port of the electronic four-way valve 63, and the c port is in communication with the HVAC module inlet end of the air conditioning system. The HVAC module outlet end of the air conditioning system is in communication with the b port of the electronic four-way valve 63. The fifth electronic three-way valve 25 can control the opening degrees of the b port and the c port to be different, for example, the opening degree of the b port is 80%-90% and the opening degree of the c port is 20%-10%, so that most of the engine 61 waste heat is used for the air conditioning system to deliver warm air to the cabin and a small part of the waste heat is used for supplying the battery pack 52 or the motor 42 for heating.

[0074] The a port of the electronic four-way valve 63 is in communication with the inlet of the third water pump 64, the c port is in communication with the inlet of the engine 61 cooling liquid pipeline, and the d port is in communication with the outlet of the engine 61 cooling liquid pipeline. Specifically, a WPTC heater 67 is further arranged between the a port of the fifth electronic three-way valve 25 and the outlet of the third water pump 64, so as to perform auxiliary electric heating when the engine 61 waste heat is insufficient to heat the motor 42 and the battery pack 52 to the optimal working temperature at the initial stage of vehicle starting.

[0075] When the electronic four-way valve 63 is switched to the a port and the d port being connected, and the b port and the c port being connected, the engine 61 cooling liquid waste heat is used for heating and supplying energy for the air conditioning system and the battery pack 52.

[0076] When the electronic four-way valve 63 is switched to the a port and the b port being connected, and the c port and the d port being connected, the engine 61 cooling liquid waste heat is dissipated through the engine radiator 62.

[0077] The b port of the fifth electronic three-way valve 25 is in communication with the b port of the electronic four-way valve 63, and a supplementary heating pipeline 65 is arranged therebetween. The supplementary heating pipeline 65 is provided with a water-water plate heat exchanger 66 and is connected to one water pipeline of the water-water plate heat exchanger 66. The a port of the first electronic three-way valve 21 is in communication with the outlet of the cooling pipeline of the battery pack 52, and a sixth electronic three-way valve 26 is further arranged therebetween.

[0078] The c port of the sixth electronic three-way valve 26 is in communication with the outlet of the cooling pipeline of the battery pack 52, the b port is in communication with the a port of the first electronic three-way valve 21, and the a port is connected to the other water pipeline of the water-water plate heat exchanger 66 and is in communication with the water pipeline inlet of the refrigerant-water plate heat exchanger 53. That is, when the c port and the a port of the sixth electronic three-way valve 26 are connected, the cooling pipeline of the battery pack 52 is in a heating mode; when the c port and the b port of the sixth electronic three-way valve 26 are connected, the cooling pipeline of the battery pack 52 is in a heat dissipation mode.

[0079] Thus, by the arrangement of the water-water plate heat exchanger 66, the waste heat of the engine 61 can heat the cooling water flowing to the battery pack 52 cooling pipeline or the motor 42 cooling pipeline through the circulating water when the circulating water flows to the auxiliary heating pipeline 65, and in the case of low outdoor ambient temperature, the battery pack 52 and the motor 42 can be heated respectively; wherein the scene of heating the motor 42 and the motor controller 43 is basically less, which can not be considered in the embodiment.

[0080] It should be noted that when the battery pack 52 is heated by the waste heat of the engine 61, the a port and the c port of the sixth electronic three-way valve 26 are connected, the a port and the c port of the fourth electronic three-way valve 24 are connected, and the control valve 35 is closed, so that the heated cooling water can directly circulate in the battery pack 52 cooling pipeline.

[0081] Unless otherwise defined, technical or scientific terms used in the present application shall have the same meaning as understood by one of ordinary skill in the art to which the present application belongs. The terms "first", "second", "third" and the like used in the specification and claims of the present application do not denote any order, quantity or importance, but are used to distinguish different components. The terms "one" or "a" or the like do not denote a quantity limitation, but denote the existence of at least one. The terms "including" or "including" and the like mean that the elements or objects appearing before "including" or "including" cover the elements or objects listed after "including" or "including" and their equivalents, and do not exclude other elements or objects. "Up", "down", "left", "right" and the like are only used to represent relative positional relationship, and when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0082] The above are the preferred embodiments of the present application, which do not limit the protection scope of the present application, therefore: any equivalent changes made on the structure, shape, principle of the present application shall be covered within the protection scope of the present application.

Claims

1. A thermal management system of a gas-electric hybrid heavy-duty truck, characterized in that, The cabinet includes 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, the first liquid cooling module and the second liquid cooling module are connected with a cold end of the air conditioning system, a gyroscope is arranged in the cabinet, and the gyroscope is electrically connected with the first electronic three-way valve and the second electronic three-way valve and is provided with a heat dissipation switching controller; The heat dissipation switching controller is configured to control the second electronic three-way valve to switch to a second liquid cooling module working state when the gyroscope detects that a real-time pitch angle in a vehicle travel direction for 2s is greater than or equal to 5°, and control the first electronic three-way valve to switch to a first liquid cooling module working state when the real-time pitch angle for 2s is less than or equal to -5°; A condenser of the air conditioning system, an electric drive heat radiator of the second air cooling module, and a battery pack heat radiator of the first air cooling module are arranged on the same side of the cabinet, an internal built-in air collecting hood is arranged in the cabinet, and a plurality of fans facing the condenser and each heat radiator are installed on the internal built-in air collecting hood; The battery pack thermal management system further includes a battery pack, a refrigerant-water plate heat exchanger, and a first water pump, a refrigerant pipeline of the refrigerant-water plate heat exchanger is communicated with a cold end pipeline of the air conditioning system, and a water pipeline is communicated with an inlet of the first water pump; An a port of the first electronic three-way valve is communicated with an outlet of a cooling pipeline of the battery pack, a b port is communicated with an inlet of a water pipeline of the refrigerant-water plate heat exchanger, and a c port is communicated with an inlet of a water pipeline of the battery pack heat radiator, and an outlet of the water pipeline of the battery pack heat radiator is communicated with the inlet of the first water pump; The electric drive thermal management system includes a motor, a motor controller, and a second water pump, a cooling pipeline inlet of the motor controller is communicated with an outlet of the second water pump, an outlet is communicated with a cooling pipeline inlet of the motor, and an outlet of a water pipeline of the electric drive heat radiator is communicated with an inlet of the second water pump; An a port of the second electronic three-way valve is communicated with an inlet of a water pipeline of the refrigerant-water plate heat exchanger, a b port is communicated with an inlet of a water pipeline of the electric drive heat radiator, and a c port is communicated with an outlet of a cooling pipeline of the motor; 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; An a port of the third electronic three-way valve is communicated with an a port of the second electronic three-way valve, a b port is communicated with an inlet of a water pipeline of the refrigerant-water plate heat exchanger, and a c port is communicated with a b port of the first electronic three-way valve; An a port of the fourth electronic three-way valve is communicated with an outlet of a water pipeline of the refrigerant-water plate heat exchanger, a b port is communicated with an inlet of the second water pump, and a c port is communicated with an inlet of the first water pump; When the heat dissipation switching controller controls the second liquid cooling module to enter a working state, the a port and the c port of the second electronic three-way valve are communicated, the a port and the b port of the third electronic three-way valve are communicated, the a port and the b port of the fourth electronic three-way valve are communicated, and the second liquid cooling module is controlled to enter the working state. When the second air cooling module is controlled to enter the working state, the b port and the c port of the second electronic three-way valve are controlled to be communicated.

2. The thermal management system of a gas-electric hybrid heavy-duty truck of claim 1, wherein, When the first liquid cooling module is controlled to enter the working state by the heat dissipation switching controller, the a port and the b port of the first electronic three-way valve are controlled to be communicated, the b port and the c port of the third electronic three-way valve are controlled to be communicated, and the a port and the c port of the fourth electronic three-way valve are controlled to be communicated. When the first air cooling module is controlled to enter the working state, the a port and the c port of the first electronic three-way valve are controlled to be communicated.

3. The thermal management system of a gas-electric hybrid heavy-duty truck of claim 1, wherein, The air conditioning system further comprises an electric compressor and an evaporator, the condenser is arranged between the electric compressor and the evaporator, an auxiliary cooling pipeline that is in communication with a refrigerant pipeline of the refrigerant-water plate heat exchanger is arranged between a refrigerant outlet end of the condenser and an inlet end of the electric compressor, and a control valve is arranged on the auxiliary cooling pipeline. The control valve is closed only when the first air cooling module and the second air cooling module both enter the working state.

4. The thermal management system of a gas-electric hybrid heavy-duty truck of claim 1, wherein, An engine thermal management system is further integrated in the cabinet, and the engine thermal management system comprises an engine, an engine radiator, an electronic four-way valve, a third water pump, and a fifth electronic three-way valve. The a port of the fifth electronic three-way valve is in communication with the outlet of the third water pump, the b port is in communication with the b port of the electronic four-way valve, and the c port is in communication with the HVAC module inlet end of the air conditioning system. The a port of the electronic four-way valve is in communication with the inlet of the third water pump, the c port is in communication with the engine coolant pipeline inlet, and the d port is in communication with the engine coolant pipeline outlet. When the electronic four-way valve is switched to the state that the a port and the d port are connected, and the b port and the c port are connected, the engine coolant waste heat is used for heating and energy supply of the air conditioning system and the battery pack. When the electronic four-way valve is switched to the state that the a port and the b port are connected, and the c port and the d port are connected, the engine coolant waste heat is dissipated through the engine radiator.

5. The thermal management system of a gas-electric hybrid heavy-duty truck of claim 4, wherein, An auxiliary heat pipeline is arranged between the b port of the fifth electronic three-way valve and the b port of the electronic four-way valve, a water-water plate heat exchanger is arranged on the auxiliary heat pipeline and connected to one water pipeline thereof, and a sixth electronic three-way valve is further arranged between the a port of the first electronic three-way valve and the outlet of the battery pack cooling pipeline. The c port of the sixth electronic three-way valve is in communication with the outlet of the battery pack cooling pipeline, the b port is in communication with the a port of the first electronic three-way valve, and the a port is connected to the other water pipeline of the water-water plate heat exchanger and in communication with the water pipeline inlet of the refrigerant-water plate heat exchanger.

6. The thermal management system of a gas-electric hybrid heavy-duty truck of claim 4, wherein, A WPTC heater is further arranged between the a port of the fifth electronic three-way valve and the outlet of the third water pump.

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