Thermal management system and method for LNG (Liquefied Natural Gas) hybrid electric vehicle

Abstract

The invention discloses a thermal management system and method for an LNG hybrid electric vehicle, and relates to the technical field of LNG hybrid electric vehicles, the thermal management system comprises a gas inlet pipe exchanger, an energy storage exchanger, an engine exchanger and a vehicle control unit, the gas inlet pipe exchanger is arranged between an LNG storage tank and a gas inlet of an engine; the engine exchanger is sleeved on the engine; the energy storage exchanger is connected with the air inlet pipe exchanger and the engine exchanger to form a first circulation loop and a second circulation loop; the vehicle control unit is configured to control the first circulation loop to be conducted when the vehicle is started, heat energy stored in the energy storage exchanger is used for heating liquefied natural gas from the LNG storage tank, and then the liquefied natural gas is conveyed to a gas inlet of an engine; and after the vehicle is started, the second circulation loop is controlled to be conducted, so that the energy storage exchanger absorbs heat energy from the engine. By means of heat energy stored by materials in the energy storage exchanger, the natural gas inlet temperature at the initial starting stage can be adjusted so as to determine normal starting of the engine.

Description

Technical Field

[0001] This invention relates to the field of LNG hybrid vehicle technology, and more specifically to a thermal management system and method for LNG hybrid vehicles. Background Technology

[0002] Currently, the automotive industry, as a major consumer of energy and emitter of carbon, is undergoing a profound green transformation. New energy vehicles are rapidly replacing traditional gasoline-powered vehicles due to their environmental advantages, with LNG hybrid vehicles becoming a key development direction in the current automotive market due to their low exhaust emissions and low pollutant concentrations.

[0003] Chinese patent document CN108749609A discloses a thermal management system and operating method for a power battery of an LNG hybrid vehicle. It utilizes the waste heat generated during the operation of the vehicle engine and the low-temperature characteristics of the LNG storage system's gas supply pipeline to regulate the temperature of the battery cells within the power battery system, thereby ensuring that the power battery system operates under suitable temperature conditions.

[0004] However, if the engine coolant is too cold during the initial stage of vehicle startup, it will be difficult to absorb the cold energy generated by natural gas vaporization, resulting in the natural gas intake pipe becoming too cold and freezing. In severe cases, this can affect the gas supply from the LNG storage tank during the initial stage of vehicle startup. Summary of the Invention

[0005] This invention provides a thermal management system and method for LNG hybrid electric vehicles, which can solve the problem of excessive cooling and icing of the natural gas intake pipe during the initial stage of vehicle startup, which can seriously affect the gas supply from the LNG storage tank during the initial stage of vehicle startup.

[0006] In a first aspect, embodiments of the present invention provide a thermal management system for an LNG hybrid electric vehicle, comprising: The intake manifold exchanger is located between the LNG storage tank and the engine intake port; Engine exchanger, which is mounted on the engine; An energy storage exchanger is connected to the intake manifold exchanger and the engine exchanger via pipelines to form a first circulation loop and a second circulation loop. The vehicle controller, connected to the first and second loops, is configured as follows: When the vehicle starts, the first circulation loop is activated, and the heat energy stored in the energy storage exchanger is used to heat the liquefied natural gas from the LNG storage tank and then deliver it to the engine intake. After the vehicle starts, the second circulation loop is activated, allowing the energy storage exchanger to absorb heat energy from the engine.

[0007] In conjunction with the first aspect, in one implementation, it further includes: The power battery pack is connected to the energy storage exchanger through pipelines to form a third circulation loop; The vehicle controller is connected to the power battery pack and the third circulation loop, and the vehicle controller is further configured to: Obtain the cell temperature of the power battery pack; When the cell temperature of the power battery pack exceeds a preset first temperature, the third circulation loop is activated to absorb the heat energy of the power battery pack using the energy storage exchanger.

[0008] In conjunction with the first aspect, in one implementation method: The power battery pack and the engine exchanger are connected by pipelines to form a fourth circulation loop; The vehicle controller is connected to the fourth loop, and the vehicle controller is further configured to: When the cell temperature of the power battery pack is lower than the preset second temperature, the fourth circulation circuit is activated to heat the power battery pack using the engine exchanger.

[0009] In conjunction with the first aspect, in one implementation method: The intake manifold exchanger and the engine exchanger are connected by a pipeline to form a fifth circulation loop; The vehicle controller is connected to the fifth loop, and the vehicle controller is further configured to; After the vehicle is started, the fifth circulation loop is activated, allowing the intake manifold exchanger to absorb heat energy from the engine.

[0010] In conjunction with the first aspect, in one implementation, it further includes: Multiple electrically controlled valves are placed on the pipes of each circulation loop and connected to the vehicle controller.

[0011] In conjunction with the first aspect, in one implementation: the energy storage exchanger is a solid-liquid phase exchanger.

[0012] Secondly, embodiments of the present invention provide a thermal management method for an LNG hybrid electric vehicle, specifically including the following steps: When the vehicle starts, the first circulation loop is activated, and the heat energy stored in the energy storage exchanger is used to heat the liquefied natural gas from the LNG storage tank and then deliver it to the engine intake. After the vehicle starts, the second circulation loop is activated, allowing the energy storage exchanger to absorb heat energy from the engine.

[0013] In conjunction with the second aspect, one implementation also includes the following steps: Obtain the cell temperature of the power battery pack; When the cell temperature of the power battery pack exceeds a preset first temperature, the third circulation loop is activated to absorb the heat energy of the power battery pack using the energy storage exchanger.

[0014] In conjunction with the second aspect, one implementation also includes the following steps: When the cell temperature of the power battery pack is lower than the preset second temperature, the fourth circulation circuit is activated to heat the power battery pack using the engine exchanger.

[0015] In conjunction with the second aspect, one implementation also includes the following steps: After the vehicle is started, the fifth circulation loop is activated, allowing the intake manifold exchanger to absorb heat energy from the engine.

[0016] The beneficial effects of the technical solutions provided by the embodiments of the present invention include: This invention discloses a thermal management system and method for an LNG hybrid electric vehicle. The thermal management system includes: an intake manifold heat exchanger, an energy storage heat exchanger, an engine heat exchanger, and a vehicle controller. The intake manifold heat exchanger is placed between the LNG storage tank and the engine intake port. The engine heat exchanger is mounted on the engine. The energy storage heat exchanger, intake manifold heat exchanger, and engine heat exchanger are connected to form a first circulation loop and a second circulation loop. The vehicle controller is configured to: when the vehicle starts, control the first circulation loop to conduct, using the heat energy stored in the energy storage heat exchanger to heat the liquefied natural gas from the LNG storage tank and then supply it to the engine intake port; after the vehicle starts, control the second circulation loop to conduct, allowing the energy storage heat exchanger to absorb heat energy from the engine. This invention, by utilizing the material within the energy storage heat exchanger to store heat energy from the engine, can regulate the natural gas intake temperature during the initial startup phase, ensuring normal engine startup. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a first structural schematic diagram of the thermal management system of a hybrid electric vehicle according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the second structure of the thermal management system of a hybrid electric vehicle according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the third structure of the thermal management system of a hybrid electric vehicle according to an embodiment of the present invention; Figure 4This is a schematic flowchart of a thermal management method for a hybrid electric vehicle according to an embodiment of the present invention. In the diagram: 10, LNG storage tank; 20, engine exchanger; 30, energy storage exchanger; 40, power battery pack; 50, vehicle controller; 60, intake manifold exchanger. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] During the operation of existing LNG hybrid vehicles, the engine coolant becomes too cold during the initial stage of vehicle startup, making it difficult to absorb the cold energy generated by natural gas vaporization. This leads to the natural gas intake pipe becoming too cold and freezing, which in severe cases can affect the gas supply from the LNG storage tank during the initial stage of vehicle startup.

[0021] Example 1: This invention provides a thermal management system for an LNG hybrid electric vehicle, which includes an energy storage exchanger 30 that can heat natural gas during the initial start-up of the vehicle.

[0022] See Figure 1 As shown, the thermal management system of the LNG hybrid vehicle includes: an intake manifold heat exchanger 60, which is placed between the LNG storage tank 10 and the engine intake port; an engine heat exchanger 20, which is mounted on the engine; an energy storage heat exchanger 30, which is connected to the intake manifold heat exchanger 60 and the engine heat exchanger 20 respectively through pipelines to form a first circulation loop and a second circulation loop; and a vehicle controller 50, which is connected to the first circulation loop and the second circulation loop and is configured to: when the vehicle starts, control the first circulation loop to conduct, and use the heat energy stored in the energy storage heat exchanger 30 to heat the liquefied natural gas from the LNG storage tank 10 and deliver it to the engine intake port; after the vehicle starts, control the second circulation loop to conduct, so that the energy storage heat exchanger 30 absorbs the heat energy from the engine.

[0023] LNG storage tank 10 stores cryogenic, high-pressure liquefied natural gas.

[0024] The temperature of liquefied natural gas in the gas tank of an LNG hybrid vehicle is usually -162℃. Before use, the liquefied natural gas needs to be vaporized by depressurization and heating to reach a certain temperature before it can be sent into the engine.

[0025] Before the engine starts, it does not produce heat energy and cannot vaporize the low-temperature liquefied natural gas. The heat energy stored in the energy storage exchanger 30 heats the liquefied natural gas from the LNG storage tank 10 and then delivers it to the engine intake.

[0026] The energy storage exchanger 30 is preferably a solid-liquid phase exchanger. When the solid-liquid medium in the solid-liquid phase exchanger changes from a liquid to a solid state, the molecules are more tightly packed, requiring the disruption of the original structure and the formation of a new solid structure. This process requires a large amount of energy. Using a solid-liquid medium with a low melting point allows for the storage of a large amount of heat energy before the car starts. When the car starts, the heat energy stored in the solid-liquid medium is transferred to the vaporized natural gas through the heat exchange pipeline, ensuring that the natural gas enters the engine at a suitable temperature for normal starting.

[0027] The intake manifold heat exchanger 60 is positioned between the LNG storage tank 10 and the engine intake port. The intake manifold heat exchanger 60 is connected to the energy storage heat exchanger 30 via an inlet pipe 361 and an outlet pipe 631, forming a first circulation loop. When the vehicle starts, the coolant in the first circulation loop absorbs a large amount of cold energy from the liquefied natural gas in the intake manifold heat exchanger 60, and then flows through the outlet pipe 631 to the energy storage heat exchanger 30, where it exchanges heat and rapidly absorbs the heat stored within the energy storage heat exchanger 30. The coolant, having absorbed a large amount of heat, flows through the inlet pipe 361 to the intake manifold heat exchanger 60, where the stored heat heats the liquefied natural gas from the LNG storage tank 10 before being delivered to the engine intake port.

[0028] In addition, embodiments of the present invention may also include multiple CAN communication lines and multiple solenoid valves (not shown in the figure). The CAN communication lines are used to transmit operating parameter information to the vehicle controller 50 and to transmit command signals issued by the vehicle controller 50. The multiple solenoid valves are located in the first loop and the second loop and are connected to the vehicle controller 50.

[0029] Specifically, see Figure 1 As shown, the vehicle controller 50 can be connected to the intake manifold exchanger 60, the energy storage exchanger 30, and the engine exchanger 20 via CAN communication lines 56, 53, and 52, respectively. The vehicle controller 50 can receive temperature, pressure, and other information parameters from the intake manifold exchanger 60, the energy storage exchanger 30, and the engine exchanger 20 via the CAN communication lines. After analysis, it issues control commands to the solenoid valves in the corresponding circulation loops to control the opening degree of the solenoid valves.

[0030] The engine coolant exchanger 20 is mounted on the engine and forms a second circulation loop with the energy storage exchanger 30 through the inlet pipe 3241 and the outlet pipe 2341. The coolant in the engine coolant exchanger 20 absorbs a large amount of heat energy generated after the engine starts working, and flows to the energy storage exchanger 30 through the outlet pipe 2341 to store a large amount of cold energy. The energy storage exchanger 30 quickly absorbs heat, and the cooled coolant flows back to the engine coolant exchanger 20 through the inlet pipe 3241 to cool the engine.

[0031] When the car is first started, the vehicle controller 50 receives relevant parameters via CAN communication lines 53 and 56. After analysis, it issues a command to open the solenoid valve of the first circulation loop. Upon receiving the command, the solenoid valve opens, and the first circulation loop is activated. The heat energy stored in the energy storage phase exchanger 30 heats the liquefied natural gas from the LNG storage tank 10 and delivers it to the engine intake. The vaporized natural gas is then sent to the engine, and the engine ignites and starts. The vehicle controller 50 receives relevant parameters via CAN communication lines 52 and 53. After analysis, it issues a command to open the solenoid valve of the second circulation loop. Upon receiving the command, the solenoid valve opens, and the second circulation loop is activated. The energy storage phase exchanger 30 absorbs heat from the engine and cools the engine.

[0032] Example 2: In LNG hybrid vehicles operating in regions with consistently high temperatures, while the high ambient temperature allows the power battery to function normally, the battery generates heat during normal operation. Excessive heat can negatively impact battery efficiency and lifespan. Therefore, cooling measures are necessary to maintain the power battery at its normal operating temperature in such environments.

[0033] Because the battery cells in the power battery pack 40 have high temperature requirements during operation, the vehicle controller 50 is equipped with a preset first temperature and a preset second temperature. The preset first temperature is the highest operating temperature of the battery cells, and the second preset temperature is the lowest operating temperature of the battery cells. The thermal management system adjusts the temperature through the vehicle controller 50 to keep the power battery pack 40 operating between the preset first temperature and the preset second temperature. The preset first temperature and the second preset temperature can be selected according to the operating temperature range of different battery cell materials.

[0034] The thermal management system of the LNG hybrid vehicle in this embodiment of the invention includes a circulation loop formed by connecting the energy storage exchanger 30 and the power battery pack 40 to cool the battery cells of the power battery pack 40. Simultaneously, the thermal management system of the LNG hybrid vehicle in this embodiment of the invention also includes a three-way valve 7324 and CAN communication lines 54 and 573.

[0035] See Figure 2As shown, the thermal management system of the LNG hybrid vehicle further includes: a power battery pack, which is connected to an energy storage exchanger via a pipeline to form a third circulation loop; the vehicle controller is connected to the power battery pack and the third circulation loop, and the vehicle controller is further configured to: acquire the cell temperature of the power battery pack; when the cell temperature of the power battery pack exceeds a preset first temperature, control the third circulation loop to be turned on, and use the energy storage exchanger to absorb the heat energy of the power battery pack.

[0036] The power battery pack 40 is connected to the energy storage exchanger 30 via an inlet pipe 341 and an outlet pipe 431 to form a third circulation loop. When the power battery temperature is too high, the coolant carrying cold energy in the energy storage exchanger 30 flows to the power battery pack 40 through the inlet pipe 341 to absorb the heat released by the power battery pack 40. The coolant, after absorbing heat and heating up, flows back to the energy storage exchanger 30 through the outlet pipe 431.

[0037] When the temperature of the power battery pack 40 is too high, the vehicle controller 50 receives relevant parameters through CAN communication lines 53 and 54. After analysis, it sends a command through CAN communication line 573 to adjust the three-way valve 7324 to open the liquid inlet pipe 341, and also sends a command to open the solenoid valve of the third circulation loop. After receiving the command, the three-way valve 7324 and the solenoid valve of the third circulation loop open, the third loop is connected, and the energy storage exchanger 30 exchanges with the power battery pack 40. The power battery pack 40 releases heat and cools down to reach the normal operating temperature.

[0038] Example 3 When existing LNG hybrid vehicles operate in high-temperature and low-temperature regions, the low ambient temperature initially affects the power battery system, leading to insufficient power and efficiency. In this case, heating is required to maintain the rated temperature before the power battery can be activated. Once the power battery is operating normally, it generates heat, and excessively high temperatures can also affect battery efficiency and lifespan. Therefore, in such environments, initial heating of the power battery is necessary to maintain its normal operating temperature, and subsequent cooling may be required to maintain this temperature.

[0039] In this embodiment of the invention, the thermal management system of the LNG hybrid vehicle includes a circulation loop formed by connecting the engine heat exchanger 20 and the power battery pack 40 to heat the battery cells of the power battery pack 40. Additionally, the thermal management system of the LNG hybrid vehicle in this embodiment of the invention also includes a three-way valve 7234 and a CAN communication line 572.

[0040] See Figure 2As shown, the power battery pack 40 and the engine exchanger 20 of the thermal management system of the LNG hybrid vehicle are connected by pipelines to form a fourth circulation loop; the vehicle controller 50 is connected to the fourth circulation loop, and the vehicle controller 50 is also configured to: when the cell temperature of the power battery pack 40 is lower than a preset second temperature, control the fourth circulation loop to be turned on, and use the engine exchanger to heat the power battery pack.

[0041] The power battery pack 40 is also connected to the engine heat exchanger 20 via an inlet pipe 241 and an outlet pipe 3421 to form a fourth circulation loop. When the power battery temperature is too low, the coolant absorbs heat in the engine heat exchanger 20, and then flows to the power battery pack 40 through the inlet pipe 241, where it releases heat to heat the power battery. After being cooled down, the coolant flows back to the engine heat exchanger 20 through the outlet pipe 3421, forming a thermal cycle.

[0042] When the temperature of the power battery pack 40 is too low, the vehicle controller 50 receives relevant parameters through CAN communication lines 52 and 54. After analysis, it sends a command through CAN communication line 572 to adjust the three-way valve 7234 to open the liquid inlet pipe 241, and also sends a command to open the fourth circulation loop solenoid valve. After receiving the command, the three-way valve 7234 and the fourth circulation loop solenoid valve open, the fourth loop is connected, the engine exchanger 20 exchanges with the power battery pack 40, and the power battery pack 40 absorbs heat and rises in temperature to reach the normal operating temperature.

[0043] The thermal management system of the LNG hybrid vehicle in this embodiment of the invention is configured in a way that solves both the problem of not being able to heat liquefied natural gas during the initial startup phase and the problem of fluctuations in the operating temperature of the power battery.

[0044] Example 4 In the thermal management system of the LNG hybrid electric vehicle in this embodiment of the invention, an engine exchanger 20 and an energy storage exchanger 30 are connected to form a circulation loop. After the vehicle is started, the liquefied natural gas is heated and vaporized through the engine exchanger 20 to meet the intake requirements.

[0045] See Figure 3 As shown, the intake manifold heat exchanger 60 and the engine heat exchanger 20 of the thermal management system of the LNG hybrid vehicle are connected by pipelines to form a fifth circulation loop; the vehicle controller 50 is connected to the fifth circulation loop, and the vehicle controller is further configured to control the fifth circulation loop to be turned on after the vehicle is started, so that the intake manifold heat exchanger 60 absorbs heat energy from the engine. Meanwhile, the thermal management system of the LNG hybrid vehicle in this embodiment of the invention also includes three-way valves 7623 and 7264 and CAN communication lines 576 and 5726.

[0046] The intake manifold heat exchanger 60 is connected to the engine heat exchanger 20 via an inlet pipe 621 and an outlet pipe 261, forming a fifth circulation loop. After the engine is running normally, the coolant absorbs heat in the engine heat exchanger 20, and then flows to the intake manifold heat exchanger 60 through the inlet pipe 261, where it releases heat to heat and vaporize the liquefied natural gas. The cooled coolant then flows back to the engine heat exchanger 20 through the inlet pipe 621, forming a thermal cycle.

[0047] After the engine is ignited and started, the vehicle controller 50 receives relevant parameters through CAN communication lines 52 and 56. After analysis, it sends instructions through CAN communication lines 576 and 5726 to open the inlet pipe 621 and outlet pipe 261 by adjusting the three-way valves 7623 and 7264. It also sends an instruction to open the fifth circulation loop solenoid valve. The fifth circulation loop is activated, and the engine exchanger 20 exchanges with the intake pipe exchanger 60. The liquefied natural gas absorbs heat and vaporizes to meet the intake requirements.

[0048] Furthermore, the solenoid valve can be a flow regulating solenoid valve. The energy storage exchanger 30 is wrapped with heat insulation material, which can effectively isolate the heat exchanger 30 from the external environment and effectively store thermal energy for heating liquefied natural gas when the car starts.

[0049] When the engine is stopped, it still has residual heat. By adjusting the three-way valve and the flow direction, the energy storage exchanger 30 will continue to exchange heat with the engine exchanger 20. The energy storage exchanger 30 continues to absorb heat and store it in the energy storage exchanger 30.

[0050] Furthermore, to ensure the LNG engine's inlet air temperature remains between 10℃ and 50℃, the following materials can be selected as the phase change material in the solid-liquid phase change exchanger: 1. Paraffinic alkanes, with melting points between -70℃ and 30℃, and latent heat of phase change of approximately 200-300 J / g; 2. Fatty acids and esters, with melting points between 0℃ and 30℃, and latent heat of phase change of approximately 100-200 J / g; 3. Hydrated salts, with melting points adjustable to between -19.4℃ and 25℃, and latent heat of phase change of approximately 200-300 J / g. Of course, in addition to the above-mentioned solid-liquid phase change materials, any phase change material that meets the requirements for liquefied natural gas vaporization is within the selection range.

[0051] During normal vehicle operation, the vehicle's power demand changes in real time. The vehicle controller 50 collects the dynamic operating parameters of each component in real time, analyzes them, and issues commands to adjust the solenoid valves and three-way valves to ensure that each component operates within the appropriate operating parameter range.

[0052] Example 5 See Figure 4 As shown in the figure, this embodiment of the invention also provides a thermal management method for an LNG hybrid electric vehicle, including the following steps: Step S10: When the vehicle starts, the first circulation loop is turned on, and the heat energy stored in the energy storage exchanger 30 is used to heat the liquefied natural gas from the LNG storage tank 10 and then deliver it to the engine intake. Step S20: After the vehicle is started, the second circulation loop is turned on, so that the energy storage exchanger 30 absorbs the heat energy from the engine.

[0053] By utilizing the thermal energy stored in the materials within the energy storage exchanger, the natural gas intake temperature can be adjusted during the initial startup phase to ensure normal engine startup.

[0054] Example 6 The thermal management method for LNG hybrid electric vehicles according to embodiments of the present invention further includes the following steps: Obtain the cell temperature of the power battery pack 40; When the cell temperature of the power battery pack 40 exceeds the preset first temperature, the third circulation loop is activated, and the energy storage exchanger 30 is used to absorb the heat energy of the power battery pack 40.

[0055] Example 7 The thermal management method for LNG hybrid electric vehicles according to embodiments of the present invention further includes the following steps: When the cell temperature of the power battery pack 40 is lower than the preset second temperature, the fourth circulation loop is turned on, and the engine exchanger 20 is used to heat the power battery pack 40.

[0056] Example 8 The thermal management method for LNG hybrid electric vehicles according to embodiments of the present invention further includes the following steps: After the vehicle is started, the fifth circulation loop is activated, allowing the intake manifold exchanger 60 to absorb heat energy from the engine.

[0057] In the description of this invention, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances.

[0058] It should be noted that in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0059] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features of the invention herein.

Claims

1. A thermal management system for an LNG hybrid electric vehicle, characterized in that, It includes: An intake manifold exchanger (60) is located between the LNG storage tank (10) and the engine intake port; Engine exchanger (20), which is mounted on the engine; The energy storage exchanger (30) is connected to the intake manifold exchanger (60) and the engine exchanger (20) respectively through pipelines to form a first circulation loop and a second circulation loop; The vehicle controller (50), connected to the first and second loops, is configured as follows: When the vehicle starts, the first circulation loop is turned on, and the thermal energy stored in the energy storage exchanger (30) is used to heat the liquefied natural gas from the LNG storage tank (10) and then deliver it to the engine intake. After the vehicle is started, the second circulation loop is turned on, so that the energy storage exchanger (30) absorbs the heat energy from the engine.

2. The thermal management system for an LNG hybrid electric vehicle according to claim 1, characterized in that, Also includes: The power battery pack (40) is connected to the energy storage exchanger (30) through a pipeline to form a third circulation loop; The vehicle controller (50) is connected to the power battery pack (40) and the third circulation loop, and the vehicle controller (50) is further configured to: Obtain the cell temperature of the power battery pack (40); When the cell temperature of the power battery pack (40) exceeds the preset first temperature, the third circulation loop is turned on, and the energy storage exchanger (30) is used to absorb the heat energy of the power battery pack (40).

3. The thermal management system for an LNG hybrid electric vehicle according to claim 2, characterized in that: The power battery pack (40) and the engine exchanger (20) are connected by pipelines to form a fourth circulation loop; The vehicle controller (50) is connected to the fourth loop, and the vehicle controller (50) is further configured to: When the cell temperature of the power battery pack (40) is lower than the preset second temperature, the fourth circulation loop is turned on, and the engine exchanger (20) is used to heat the power battery pack (40).

4. The thermal management system for an LNG hybrid electric vehicle according to claim 1, characterized in that: The intake manifold exchanger (60) and the engine exchanger (20) are connected by a pipeline to form a fifth circulation loop; The vehicle controller (50) is connected to the fifth loop, and the vehicle controller (50) is further configured to; After the vehicle is started, the fifth circulation loop is turned on, so that the intake manifold exchanger (60) absorbs heat energy from the engine.

5. A thermal management system for an LNG hybrid electric vehicle according to any one of claims 1-4, characterized in that, Also includes: Multiple electrically controlled valves are placed on the pipes of each circulation loop and connected to the vehicle controller (50).

6. The thermal management system for an LNG hybrid electric vehicle according to claim 1, characterized in that: The energy storage exchanger (30) is a solid-liquid phase exchanger.

7. A thermal management method for an LNG hybrid electric vehicle, using the thermal management system for an LNG hybrid electric vehicle as described in claim 1, characterized in that, Includes the following steps: When the vehicle starts, the first circulation loop is turned on, and the thermal energy stored in the energy storage exchanger (30) is used to heat the liquefied natural gas from the LNG storage tank (10) and then deliver it to the engine intake. After the vehicle is started, the second circulation loop is turned on, so that the energy storage exchanger (30) absorbs the heat energy from the engine.

8. A thermal management method for an LNG hybrid electric vehicle according to claim 7, characterized in that, It also includes the following steps: Obtain the cell temperature of the power battery pack (40); When the cell temperature of the power battery pack (40) exceeds the preset first temperature, the third circulation loop is turned on, and the energy storage exchanger (30) is used to absorb the heat energy of the power battery pack (40).

9. A thermal management method for an LNG hybrid electric vehicle according to claim 8, characterized in that, It also includes the following steps: When the cell temperature of the power battery pack (40) is lower than the preset second temperature, the fourth circulation loop is turned on, and the engine exchanger (20) is used to heat the power battery pack (40).

10. A thermal management method for an LNG hybrid electric vehicle according to claim 7, characterized in that, It also includes the following steps: After the vehicle is started, the fifth circulation loop is activated, so that the intake manifold exchanger (60) absorbs heat energy from the engine.

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