Vehicle integrated thermal management system and diesel oil range extending type mining dump truck

Abstract

The invention belongs to the technical field of automobile heat management, and particularly relates to a vehicle integrated heat management system and a diesel oil range extending type mining dump truck, which comprise an air conditioning box, a refrigeration circulation loop, a heating circulation loop, a battery temperature adjusting loop and a plurality of electronic fans, the motor and the heat management loop of the passenger compartment are integrated and share the core component, so that the pipeline connection is simplified, the number of interfaces is reduced, the system complexity and failure rate are reduced, the space utilization rate is optimized, redundant energy consumption caused by parallel work of multiple compressors and multiple fans is eliminated, the manufacturing cost is reduced, and the system is suitable for large-scale popularization and application. The energy utilization efficiency is improved, the starting capability and the operation reliability of a vehicle in an extremely low temperature environment are guaranteed, accurate and efficient switching of three modes of active cooling, active heating and passive heat dissipation of the battery is achieved, the battery is made to work in the optimal temperature interval all the time, and therefore the performance is improved, the service life is prolonged, and the cost is reduced. And the operation energy consumption is further reduced.

Description

Technical Field

[0001] This invention belongs to the field of automotive thermal management technology, specifically relating to a vehicle integrated thermal management system and a diesel range-extended mining dump truck. Background Technology

[0002] Diesel range-extended mining dump trucks often operate in harsh and complex environments, and their thermal management system has a significant impact on the reliability, energy economy, and environmental adaptability of the entire vehicle. Currently, these vehicles generally adopt an independent split thermal management architecture, meaning that the thermal management of the motor, battery, and passenger compartment air conditioning are independent, each equipped with its own independent heat dissipation circuit and key components.

[0003] However, the above-mentioned split thermal management architecture has the following drawbacks: 1. The motor, battery and passenger compartment air conditioning are equipped with independent cooling systems, which results in complex piping layout and numerous interfaces, occupying a large amount of vehicle space and is not conducive to the overall vehicle layout and lightweight design. Second, each heat dissipation system is equipped with a dedicated electric fan, and the cooling of the battery and the crew cabin also relies on two separate compressors, resulting in serious redundancy of key components and high overall energy consumption. Third, it has poor adaptability to extreme environmental conditions, especially in low-temperature environments, such as below -30℃. As a result, the power battery cannot reach high voltage normally, causing the PTC heating function to fail and the battery system to malfunction, which seriously affects the reliability and availability of the vehicle under extremely cold conditions. Summary of the Invention

[0004] The purpose of this invention is to provide a vehicle integrated thermal management system and a diesel range-extended mining dump truck, which solves the technical problems of the existing independent split thermal management architecture, such as complex piping, large space occupation, redundant parts leading to high energy consumption, and insufficient ability to cope with extreme working conditions.

[0005] In a first aspect, the present invention discloses a vehicle integrated thermal management system, including: an air conditioning unit, a refrigeration cycle circuit, a heating cycle circuit, a battery temperature regulation circuit, and multiple electronic fans; The air conditioning unit is located in the passenger compartment and is equipped with a fan. The refrigeration cycle circuit includes: The main refrigeration circuit includes a compressor and an air-cooled condenser connected in sequence via piping. The battery cooling branch, which is connected in parallel with the main cooling circuit, includes an electronic expansion valve and a plate heat exchanger connected in sequence through pipelines; The refrigeration branch circuit for the passenger compartment, which is connected in parallel with the main refrigeration circuit, includes an electromagnetic shut-off valve, a thermal expansion valve and an evaporator connected in sequence through pipelines, and the evaporator is located inside the air conditioning unit; The heating cycle circuit includes: The main heating circuit includes a warm air water pump and a diesel heater connected in sequence via pipelines; The battery heating branch, which is connected in parallel with the main heating branch, includes a first normally closed two-way valve and a water-to-water heat exchanger connected in sequence by pipelines. The crew compartment heating branch circuit, which is connected in parallel with the main heating circuit, includes a heating core and a second normally closed two-way valve connected in sequence through pipes, and the heating core is located inside the air conditioning unit. The battery temperature regulation circuit includes: The main battery temperature control circuit includes a battery water pump, a battery pack, and a first three-way valve connected in sequence via pipelines. The active temperature control branch includes a second three-way valve, the inlet of which is connected to the first outlet of the first three-way valve, and the first outlet and the second outlet are respectively connected to the inlet of the battery water pump via the plate heat exchanger and the water-to-water heat exchanger. The passive temperature control branch includes a battery low-temperature radiator, whose inlet is connected to the second outlet of the first three-way valve, and whose outlet is connected to the inlet of the battery water pump. The air-cooled condenser and the battery low-temperature heat sink are arranged together and are located on the air outlet side of the multiple electronic fans.

[0006] This application integrates the thermal management circuits of the motor and passenger compartment, sharing core components, which greatly simplifies piping connections, reduces the number of interfaces, lowers system complexity and failure rate, and significantly optimizes space utilization. A single compressor can meet the cooling needs of both the battery and passenger compartment, while a shared electric fan provides cooling air to the air-cooled condenser and battery low-temperature radiator, eliminating redundant energy consumption from multiple compressors and fans operating in parallel, reducing manufacturing costs, and improving energy efficiency. Utilizing a diesel heater as a shared heat source and a water-to-water heat exchanger to provide heat to the battery system completely solves the problem of PTC heating failure due to the inability of the power battery to reach high voltage under extremely cold conditions, ensuring the vehicle's starting capability and operational reliability in extreme low-temperature environments. Through flexible control of multiple valves, precise and efficient switching between active cooling, active heating, and passive heat dissipation modes of the battery is achieved, ensuring the battery always operates within its optimal temperature range, thereby improving performance and lifespan while further reducing operating energy consumption.

[0007] Based on the above technical solution, the solution of this application can be further improved as follows: Preferably, the heating cycle loop includes: The fuel tank heating branch, which is connected in parallel with the main heating circuit, includes a fuel tank and a third normally closed two-way valve connected in sequence via pipelines. This solution integrates the heating function of the fuel tank into the heating cycle loop, enabling the heating of diesel fuel in the fuel tank in extremely cold environments to prevent diesel fuel from solidifying and ensuring that the diesel range extender can start and operate normally in ultra-low temperature environments. It also achieves centralized and unified heating of the battery, passenger compartment and fuel tank, improving the system integration and avoiding the need for a separate independent heating system for the fuel tank.

[0008] Preferably, it includes: The first motor cooling circuit includes a first electric water pump, a first motor controller, a generator, and a first motor low-temperature radiator that are connected in sequence through pipelines to form a closed loop. The second motor cooling circuit includes a second electric water pump, a second motor controller, a drive motor, and a second motor low-temperature radiator that are connected in sequence through pipes to form a closed loop. In this design, the first and second motor low-temperature radiators, along with the air-cooled condenser and the battery low-temperature radiator, are centrally arranged and located on the exhaust side of multiple electronic fans. This solution integrates the heat dissipation functions of the generator and drive motor into the thermal management system independently. By centrally arranging the radiators and having them cooled by a unified electronic fan, the number of electronic fans is reduced, manufacturing costs and operating power consumption are lowered, a compact layout is achieved, cabin space is saved, and unified air duct management is enabled, improving heat dissipation efficiency and reliability.

[0009] Preferably, the first motor cooling circuit includes: a first bubble separator, which is connected in series between the first electric water pump and the first motor low-temperature radiator; The second motor cooling circuit includes a second bubble separator, which is connected in series between the second electric water pump and the second motor low-temperature radiator. This solution ensures the stable and efficient operation of the cooling circuit, actively separates and discharges air bubbles mixed in the coolant, effectively preventing bubbles from forming a heat insulation layer in the flow channel, thus avoiding local overheating and improving the reliability and efficiency of heat dissipation.

[0010] Preferably, the main heating circuit includes a third bubble separator connected in series with the inlet pipe of the heater pump. This solution can prevent bubbles from causing cavitation in the heater pump, which could lead to abnormal noise and damage. At the same time, it avoids bubbles forming air resistance in the heating circulation loop, ensuring that heat can be continuously and evenly transferred, guaranteeing stable heating effect and improving system reliability.

[0011] Preferably, the main battery temperature control circuit includes a fourth bubble separator, which is connected in series with the inlet pipe of the battery water pump. This solution can prevent bubbles from causing cavitation in the battery water pump, which could lead to abnormal noise and damage. At the same time, it can prevent bubbles from forming air resistance in the battery temperature control circuit, ensuring that the battery pack obtains uniform and efficient temperature regulation, thereby improving system reliability and battery life.

[0012] Preferably, the main heating circuit includes a first PTC heater connected in series with the outlet pipe of the heater pump. This solution achieves a balance between heating effect and vehicle energy consumption, improving the vehicle's adaptability and energy efficiency under all weather conditions.

[0013] Preferably, the battery temperature regulation main circuit includes a second PTC heater, which is connected in series between the battery water pump and the battery pack. This solution ensures that the battery can be rapidly heated by diesel heating in extremely cold environments, avoiding severe performance degradation or charging difficulties caused by low temperatures, and reducing diesel consumption while ensuring that the battery quickly enters the operating temperature range.

[0014] Preferably, the main refrigeration circuit includes a vapor-liquid separator connected in series with the inlet pipe of the compressor. This solution can separate and store incompletely vaporized liquid refrigerant, preventing the compressor from being damaged by sucking in liquid. It can also store excess refrigerant circulating in the system, ensuring stable operating conditions and guaranteeing compression efficiency and the overall refrigeration capacity and stability of the system.

[0015] Secondly, the present invention discloses a diesel range-extended mining dump truck, comprising: the aforementioned vehicle integrated thermal management system.

[0016] Through the above technical solution, the present invention achieves the following beneficial effects: 1. This application integrates the thermal management circuits of the motor and the passenger compartment, and shares core components (such as compressors, electric fans, and diesel heaters), which greatly simplifies the piping connections, reduces the number of interfaces, lowers system complexity and failure rate, and significantly optimizes space utilization. 2. This application can meet the cooling needs of the battery and the crew compartment by using a single compressor, and share a set of electric fans to provide cooling air for the air-cooled condenser and the battery low-temperature heat sink, thereby eliminating the redundant energy consumption caused by multiple compressors and multiple fans working in parallel, reducing manufacturing costs and improving energy utilization efficiency. 3. This application utilizes a diesel heater as a shared heat source and provides heat to the battery system through a water-to-water heat exchanger, which completely solves the problem of PTC heating failure caused by the inability of the power battery to reach high voltage under extremely cold conditions, thus ensuring the vehicle's starting capability and operational reliability in extreme low-temperature environments. 4. This application achieves precise and efficient switching between three modes of battery operation—active cooling, active heating, and passive heat dissipation—through flexible control of multiple valves, ensuring that the battery always operates within the optimal temperature range. This not only improves performance and lifespan but also further reduces operating energy consumption. Attached Figure Description

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

[0018] Figure 1 This is a schematic diagram of the vehicle integrated thermal management system according to a specific embodiment of the present invention; Figure 2 for Figure 1 The diagram shown is a schematic of the vehicle's integrated thermal management system in operating mode one. Figure 3 for Figure 1 The diagram shown is a schematic of the vehicle's integrated thermal management system in operating mode two. Figure 4 for Figure 1 The diagram shown is a schematic of the vehicle's integrated thermal management system in operating mode three. Figure 5 for Figure 1 The diagram shown is a schematic of the vehicle's integrated thermal management system in operating mode four. Figure 6 for Figure 1 The diagram shows the schematic of the vehicle's integrated thermal management system in operating modes five and six. Figure 7 for Figure 1 The diagram shown is a schematic of the vehicle's integrated thermal management system in operating mode seven. Figure 8 for Figure 1 The diagram shown is a schematic of the vehicle's integrated thermal management system in operating mode eight. Figure 9 for Figure 1 The diagram shown is a schematic of the vehicle's integrated thermal management system in operating mode nine. Figure 10 for Figure 1 The diagram shown is a schematic of the vehicle's integrated thermal management system in operating mode 10. Figure 11 for Figure 1 The diagram shown is a schematic of the vehicle's integrated thermal management system in operating mode eleven. Figure 12 for Figure 1 The diagram shown is a schematic of the vehicle's integrated thermal management system in operating mode twelve. Explanation of reference numerals in the attached figures: 1. Air conditioning unit; 11. Fan; 2. Refrigeration cycle loop; 21. Main refrigeration circuit; 211. Compressor; 212. Air-cooled condenser; 213. Vapor-liquid separator; 22. Battery refrigeration branch; 221. Electronic expansion valve; 222. Plate heat exchanger; 23. Passenger compartment refrigeration branch; 231. Solenoid shut-off valve; 232. Thermal expansion valve; 233. Evaporator; 3. Heating circulation loop; 31. Main heating circuit; 311. Heater pump; 312. Diesel heater; 313. Third bubble separator; 314. First PTC heater; 32. Battery heating branch; 321. First normally closed two-way valve; 322. Water-to-water heat exchanger; 33. Passenger compartment heating branch; 331. Heater core; 332. Second normally closed two-way valve; 34. Fuel tank heating branch; 341. Fuel tank; 342. Third normally closed two-way valve; 4. Battery temperature control circuit; 41. Battery temperature control main circuit; 411. Battery water pump; 412. Battery pack; 413. First three-way valve; 414. Fourth bubble separator; 415. Second PTC heater; 42. Active temperature control branch; 421. Second three-way valve; 43. Passive temperature control branch; 431. Battery low-temperature heat sink; 5. Electric fan; 6. First motor cooling circuit; 61. First electric water pump; 62. First motor controller; 63. Generator; 64. First motor low-temperature radiator; 7. Second motor cooling circuit; 71. Second electric water pump; 72. Second motor controller; 73. Drive motor; 74. Second motor low-temperature radiator. Detailed Implementation

[0019] The embodiments of the technical solution of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solution of the present invention and are therefore intended to limit the scope of protection of the present invention.

[0020] The terms “first” and “second” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as “first” or “second” may explicitly or implicitly include one or more of the stated features.

[0021] In this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" 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 direct connection or an indirect connection through an intermediate medium; they can refer to a connection within two components or an interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0022] To better understand the above technical solutions, the following will provide a detailed description of the technical solutions in conjunction with the accompanying drawings and specific embodiments.

[0023] Example 1: like Figure 1 As shown in the figure, this application discloses a vehicle integrated thermal management system. By sharing core components and designing interconnected loops, it realizes unified scheduling and collaborative management of the thermal management needs of the battery and passenger compartment. Its specific structure includes: an air conditioning unit 1, a cooling circulation loop 2, a heating circulation loop 3, a battery temperature regulation loop 4, and multiple electric fans 5.

[0024] The air conditioning unit 1 is located in the passenger compartment and is equipped with a fan 11 to drive the airflow in the compartment, so that it flows through the internal evaporator 233 or the heating core 331, thereby achieving cooling or heating and improving the comfort of the ride.

[0025] The refrigeration cycle loop 2 includes: a main refrigeration circuit 21, a battery refrigeration branch circuit 22, and a crew cabin refrigeration branch circuit 23, the specific configuration of which is as follows: The main refrigeration circuit 21 includes a compressor 211 and an air-cooled condenser 212 connected in sequence by pipelines. The air-cooled condenser 212 is used to exchange heat between the refrigerant gas and the outside air. The battery cooling branch 22 is connected in parallel with the main cooling branch 21, including an electronic expansion valve 221 and a plate heat exchanger 222 connected in sequence through pipelines; wherein, the electronic expansion valve 221 is used to throttle and reduce the pressure of the liquid refrigerant and precisely control its flow rate, and the plate heat exchanger 222 is used to cool the liquid and remove the heat of the battery coolant, thereby realizing active cooling of the battery. The refrigeration branch circuit 23 of the passenger compartment is connected in parallel with the main refrigeration circuit 21. It includes an electromagnetic shut-off valve 231, a thermostatic expansion valve 232 and an evaporator 233 connected in sequence through pipelines. The evaporator 233 is located inside the air conditioning unit 1. The electromagnetic shut-off valve 231 is used to control the on / off of the refrigeration branch circuit 23 of the passenger compartment, the thermostatic expansion valve 232 is used to automatically adjust the refrigerant flow, and the evaporator 233 is used to absorb the heat of the flowing air, thereby cooling the passenger compartment.

[0026] The heating circulation loop 3 includes: a main heating circuit 31, a battery heating branch circuit 32, and a crew compartment heating branch circuit 33, the specific configuration of which is as follows: The heating main circuit 31 includes a heater pump 311 and a diesel heater 312 connected in sequence through pipelines; wherein, the heater pump 311 is used to drive the coolant to flow in the heating circulation circuit 3, and the diesel heater 312 heats the coolant by burning diesel, which can provide stable and sufficient heat. The battery heating branch 32 is connected in parallel with the main heating branch 31, and includes a first normally closed two-way valve 321 and a water-to-water heat exchanger 322 connected in sequence through pipelines; wherein, the first normally closed two-way valve 321 is used to control the opening and closing of the battery heating branch 32, and the water-to-water heat exchanger 322 is used to perform liquid-liquid heat exchange, so that the high-temperature coolant transfers heat to the low-temperature coolant in the battery temperature regulation circuit 4, thereby realizing active heating of the battery; The passenger compartment heating branch 33 is connected in parallel with the main heating branch 31, and includes a heater core 331 and a second normally closed two-way valve 332 connected in sequence through pipes. The heater core 331 is located inside the air conditioning unit 1. The heater core 331 is used to heat the air flowing through it using the high-temperature coolant, thereby providing heating for the passenger compartment. The second normally closed two-way valve 332 is used to control the on / off state of the passenger compartment heating branch 33.

[0027] Battery temperature control circuit 4 includes: main battery temperature control circuit 41, active temperature control branch circuit 42, and passive temperature control branch circuit 43, and their specific configuration is as follows: The main battery temperature regulation circuit 41 includes a battery water pump 411, a battery pack 412, and a first three-way valve 413 connected in sequence via pipelines. The battery water pump 411 is used to drive the battery coolant to circulate in the battery temperature regulation circuit 4. The battery pack 412 is the target of thermal management and has a liquid cooling plate inside that exchanges heat with the coolant. The first three-way valve 413 is used to switch the working mode of the battery temperature regulation circuit 41: whether it runs through the active temperature regulation branch 42 (coupled with the external system) or the passive temperature regulation branch 43 (natural heat dissipation). The active temperature control branch 42 includes a second three-way valve 421, whose inlet is connected to the first outlet of the first three-way valve 413, and whose first outlet and second outlet are respectively connected to the inlet of the battery water pump 411 via the plate heat exchanger 222 and the water-to-water heat exchanger 322; used to further switch between coupling with the plate heat exchanger 222 (cooling mode) and coupling with the water-to-water heat exchanger 322 (heating mode) in active temperature control mode. The passive temperature control branch 43 includes a battery low-temperature radiator 431, whose inlet is connected to the second outlet of the first three-way valve 413 and whose outlet is connected to the inlet of the battery water pump 411; it is used to dissipate heat naturally by relying on the fan blowing air when the coolant flows through it.

[0028] Multiple electric fans 5 are used to provide forced cooling airflow for the centrally arranged air-cooled condenser 212 and battery low-temperature heat sink 431, which is a key manifestation of integration and reduced redundant energy consumption.

[0029] The present invention has the following technical effects: 1. By integrating the thermal management circuits of the motor and the passenger compartment and sharing core components (such as compressor 211, electric fan 5, and diesel heater 312), the pipeline connection is greatly simplified, the number of interfaces is reduced, the system complexity and failure rate are reduced, and the space utilization is significantly optimized. Second, by using a single compressor 211, the cooling needs of the battery and the crew compartment can be met, and a set of electric fans 5 can be shared to provide cooling air for the air-cooled condenser 212 and the battery low-temperature heat sink 431, thereby eliminating the redundant energy consumption caused by multiple compressors 211 and multiple fans working in parallel, reducing manufacturing costs and improving energy utilization efficiency. Third, by using the diesel heater 312 as a shared heat source and providing heat to the battery system through the water-to-water heat exchanger 322, the problem of PTC heating failure caused by the inability of the power battery to reach high voltage under extremely cold conditions is completely solved, ensuring the vehicle's starting capability and operational reliability in extreme low-temperature environments. Fourth, through the flexible control of multiple valves, the battery can be precisely and efficiently switched between three modes: active cooling, active heating, and passive heat dissipation. This ensures that the battery always operates within the optimal temperature range, thereby improving performance and lifespan while further reducing operating energy consumption.

[0030] In some embodiments, such as Figure 1 As shown, the heating cycle loop 3 includes: The fuel tank heating branch 34, which is connected in parallel with the main heating branch 31, includes a fuel tank 341 and a third normally closed two-way valve 342 connected in sequence by pipelines. The fuel tank 341 integrates a heat exchanger (such as a coil) to allow the high-temperature coolant to indirectly heat the diesel fuel without mixing. The third normally closed two-way valve 342 is used to control the opening and closing of the fuel tank heating branch 34, allowing the high-temperature coolant from the diesel heater 312 to flow into the heat exchanger of the fuel tank 341.

[0031] Understandably, regular diesel fuel is prone to precipitating paraffin crystals when the temperature is below -20°C to -30°C, leading to decreased fluidity or even complete solidification, clogging filters and fuel lines, and rendering the engine unable to operate. Traditional solutions include using lower-octane anti-gel diesel fuel or using a fuel heater, but the former is expensive, and the latter is usually a standalone system.

[0032] Through the above design, the heating function of the fuel tank 341 is integrated into the heating cycle loop 3, which can heat the diesel fuel in the fuel tank 341 in extremely cold environments, prevent the diesel fuel from solidifying, ensure smooth fuel supply to the engine, and ensure that the diesel range extender can start and operate normally in ultra-low temperature environments. Moreover, it uses the same diesel heater 312 as a heat source to achieve centralized and unified heating of the battery, passenger compartment and fuel tank 341, which greatly improves the integration of the system and avoids the energy and component redundancy caused by configuring an independent heating system for the fuel tank 341.

[0033] In some embodiments, such as Figure 1 As shown, it includes: The first motor cooling circuit 6 is responsible for cooling the generator 63 and its controller in the diesel range extender system. It includes the first electric water pump 61, the first motor controller 62, the generator 63 and the first motor low temperature radiator 64, which are connected in sequence through pipelines to form a closed loop. The second motor cooling circuit 7 is responsible for cooling the drive motor 73 and its controller in the vehicle drive section. It includes a second electric water pump 71, a second motor controller 72, a drive motor 73 and a second motor low temperature radiator 74 connected in sequence through pipes to form a closed loop. Among them, the first motor low-temperature heat sink 64 and the second motor low-temperature heat sink 74 are arranged together with the air-cooled condenser 212 and the battery low-temperature heat sink 431, and are located on the air outlet side of multiple electronic fans 5.

[0034] Specifically, the first electric water pump 61 and the second electric water pump 71 are used to drive the coolant to circulate in their respective motor cooling circuits; the first motor controller 62 and the generator 63 can each be configured as two, thereby improving the power generation capacity of the range extender and allowing them to serve as backups for each other, thus greatly enhancing the fault tolerance and operational safety of the entire range extender system; the second motor controller 72 and the drive motor 73 can also each be configured as two, which can significantly increase the driving power of the vehicle, improve acceleration and climbing ability, and greatly enhance the vehicle's handling stability and passability; the first motor low-temperature radiator 64 and the second motor low-temperature radiator 74 are used to dissipate heat into the atmosphere by exchanging heat with the outside air when the high-temperature coolant flows through, thereby lowering the coolant temperature and allowing it to re-enter the circulation.

[0035] It should be noted that the first motor cooling circuit 6 and the second motor cooling circuit 7 are independent of each other and do not interfere with each other. This avoids thermal interference between different components and improves system stability and control accuracy.

[0036] Through the above design, the heat dissipation functions of generator 63 and drive motor 73 are independently integrated into the thermal management system. By centrally arranging the heat sinks and having them all cooled by a unified electric fan 5, the number of electric fans 5 required is reduced, manufacturing costs and operating power consumption are lowered, a compact layout is achieved, nacelle space is saved, and unified air duct management is enabled, thereby improving the heat dissipation efficiency and reliability of the entire thermal management system.

[0037] Based on the above embodiments, such as Figure 1 As shown, the first motor cooling circuit 6 includes a first bubble separator 65, which is connected in series between the first electric water pump 61 and the first motor low-temperature radiator 64, for actively separating and discharging air bubbles mixed in the coolant.

[0038] Based on the above embodiments, such as Figure 1 As shown, the second motor cooling circuit 7 includes a second bubble separator 75, which is connected in series between the second electric water pump 71 and the second motor low-temperature radiator 74, for actively separating and discharging air bubbles mixed in the coolant.

[0039] The above design ensures the stable and efficient operation of the cooling circuit, actively separates and removes air bubbles mixed in the coolant, effectively preventing bubbles from forming a heat insulation layer in the flow channel, thus avoiding local overheating and improving heat dissipation reliability and cooling efficiency.

[0040] In some embodiments, such as Figure 1 As shown, the heating main circuit 31 includes a third bubble separator 313, which is connected in series with the inlet pipe of the warm air pump 311 and is used to actively separate and discharge air bubbles mixed in the circulating liquid.

[0041] The above design prevents air bubbles from causing cavitation in the warm air pump 311, which could lead to abnormal noise and damage. At the same time, it avoids air bubbles forming air resistance in the heating circulation loop 3, ensuring that heat can be continuously and evenly transferred, guaranteeing stable heating effect and improving system reliability.

[0042] In some embodiments, such as Figure 1 As shown, the battery temperature regulating main circuit 41 includes a fourth bubble separator 414, which is connected in series with the inlet pipe of the battery water pump 411 and is used to actively separate and discharge air bubbles mixed in the circulating liquid.

[0043] The above design prevents air bubbles from causing cavitation in the battery water pump 411, which could lead to abnormal noise and damage. It also prevents air bubbles from forming air resistance in the battery temperature regulation circuit 4, ensuring that the battery pack 412 obtains uniform and efficient temperature regulation, thereby improving system reliability and battery life.

[0044] In some embodiments, such as Figure 1 As shown, the main heating circuit 31 includes a first PTC heater 314, which is connected in series to the outlet pipe of the warm air pump 311.

[0045] Through the above design, a balance is achieved between heating effect and vehicle energy consumption. When the system is in a low temperature environment, PTC heating is activated to meet heating demand and save energy. In an extremely low temperature environment, the diesel heating mode with stronger heating capacity is used to ensure that sufficient heat can be provided quickly in extremely cold conditions, thereby improving the vehicle's adaptability and energy utilization efficiency in all climate conditions.

[0046] In some embodiments, such as Figure 1 As shown, the battery temperature control main circuit 41 includes a second PTC heater 415, which is connected in series between the battery water pump 411 and the battery pack 412.

[0047] The above design ensures that the battery can be rapidly heated by diesel heating in extremely cold environments, avoiding severe performance degradation or charging difficulties caused by low temperatures. At lower temperatures, a more energy-efficient second PTC heater 415 can be used for independent heating, thereby reducing diesel consumption while ensuring that the battery quickly enters the operating temperature range.

[0048] In some embodiments, such as Figure 1 As shown, the main refrigeration circuit 21 includes a vapor-liquid separator 213, which is connected in series with the inlet pipe of the compressor 211.

[0049] The above design can separate and store incompletely vaporized liquid refrigerant, ensuring that only pure refrigerant gas enters the compressor 211, preventing the compressor 211 from being damaged by sucking in liquid. It can also store excess refrigerant circulating in the system, ensuring stable operating conditions and guaranteeing compression efficiency and the overall cooling capacity and stability of the system.

[0050] Example 2: This application also discloses a diesel range-extended mining dump truck, which adopts the vehicle integrated thermal management system described in Embodiment 1.

[0051] like Figures 2 to 12 As shown, the working mode and control strategy of the solution are further explained; where TMS represents the integrated thermal management unit, BMS represents the battery management system, and VCU represents the vehicle controller.

[0052] Operating mode 1, single-occupant cabin cooling mode, such as Figure 2 As shown: Activation conditions: The air conditioning panel sends a request to the TMS to activate the passenger compartment cooling. The TMS then activates the compressor 211, the solenoid shut-off valve 231, the electric fan 5, and the fan 11 installed in the air conditioning unit 1, thereby entering the single passenger compartment cooling mode. Exit condition: The air conditioning panel sends a request to shut down the cooling in the passenger compartment.

[0053] Operating mode two, single-battery active cooling mode, such as Figure 3 As shown: Activation conditions: When the temperature of a single battery cell Tmax is ≥38℃, the BMS sends a request to activate the battery cooling operation. The TMS receives the cooling request from the BMS and determines that the ambient temperature is >-10℃. Therefore, it activates the following: compressor 211, battery water pump 411, first three-way valve 413 (inlet connected to first outlet), second three-way valve 421 (inlet connected to first outlet), and electric fan 5, thereby entering the single-cell active cooling mode. Exit condition: When the temperature of a single battery cell Tmax ≤ 35℃, the BMS issues a request to exit battery cooling operation.

[0054] Operating mode three: Passenger compartment + battery active cooling mode, such as... Figure 4 As shown: Activation conditions: When the battery cell temperature Tmax ≥ 38℃, the BMS sends a request to activate the battery cooling operation. The TMS receives the BMS cooling request and determines that the ambient temperature is > -10℃. At the same time, the air conditioning panel sends a request to activate the passenger compartment cooling. Thus, the following are activated: compressor 211, solenoid shut-off valve 231, battery water pump 411, first three-way valve 413 (inlet and first outlet connected), second three-way valve 421 (inlet and first outlet connected), electric fan 5, and fan 11 installed in the air conditioning unit 1, thereby entering the passenger compartment + battery active cooling mode. Exit conditions: When the temperature of a single battery cell Tmax ≤ 35℃, the BMS issues a request to exit battery cooling operation or the air conditioning panel sends a request to shut down the passenger compartment cooling, entering either single passenger compartment cooling mode or single battery active cooling mode.

[0055] Operating mode four: passive battery cooling mode, such as... Figure 5 As shown: Activation conditions: When the temperature of a single battery cell Tmax is ≥38℃, the BMS sends a request to activate the battery cooling operation. The TMS receives the cooling request from the BMS and determines that the ambient temperature is ≤-10℃. Then, it activates the battery water pump 411, the first three-way valve 413 (connected to the second outlet), and the electric fan 5, thereby entering the battery passive cooling mode. Exit conditions: When the temperature of a single battery cell Tmax is less than or equal to 35°C, the BMS issues a request to exit battery cooling operation; or when the ambient temperature is greater than -10°C, the battery enters active cooling mode.

[0056] Operating mode five, generator cooling mode, such as Figure 6 As shown: Activation conditions: When the VCU receives a temperature of ≥40℃ from the first motor controller 62 or generator 63, the VCU sends a request to the TMS to activate the generator cooling mode. The TMS then activates the first electric water pump 61 and the electric fan 5, thereby entering the generator cooling mode. Exit condition: When the VCU receives a temperature of ≤35℃ from the first motor controller 62 or generator 63, the VCU sends a request to the TMS to exit generator cooling.

[0057] Operating mode six, drive motor cooling mode, such as Figure 6 As shown: Activation condition: When the VCU receives a temperature of ≥40℃ from the second motor controller 72 or the drive motor 73, the VCU sends a request to the TMS to activate the drive motor cooling. The TMS then activates the second electric water pump 71 and the electric fan 5, thereby entering the drive motor cooling mode. Exit condition: When the VCU receives a temperature of ≤35℃ from the second motor controller 72 or the drive motor 73, the VCU sends a request to the TMS to exit the drive motor cooling.

[0058] Operating mode seven, fuel tank heating mode, such as Figure 7 As shown: Activation conditions: When the VCU receives a temperature of <-10℃ from the fuel tank 341, the VCU sends a request to the TMS to activate the fuel tank heating mode. The TMS then activates the third normally closed two-way valve 342, the diesel heater 312, and the heater water pump 311, thereby entering the fuel tank heating mode. Exit condition: When the VCU receives a temperature of ≥-10℃ from the fuel tank 341, the VCU sends a request to the TMS to exit the fuel tank heating mode.

[0059] Operating mode eight, single-crew cabin heating mode, such as Figure 8 As shown: Activation conditions: The air conditioning panel sends a request to the TMS to activate the passenger compartment heating system, and the TMS then activates the heater pump 311; in addition, if the ambient temperature is ≥-10℃, the first PTC heater 314 is activated, thereby entering the single passenger compartment PTC heating mode; if the ambient temperature is <-10℃, the diesel heater 312 is activated, thereby entering the single passenger compartment diesel heating mode. Exit condition: The air conditioning panel sends a request to turn off the crew cabin heating.

[0060] Operating mode nine, single-battery water heating mode, such as Figure 9 As shown: Activation conditions: The BMS sends a request to activate battery heating. The TMS receives the BMS heating request and determines that the ambient temperature is <-10℃. Therefore, it activates: diesel heater 312, heater water pump 311, battery water pump 411, first normally closed two-way valve 321, first three-way valve 413 (inlet connected to first outlet), and second three-way valve 421 (inlet connected to second outlet), thus entering the single-battery water heating mode. Exit condition: The BMS issues a request to exit battery heating operation.

[0061] Operating mode 10, single-cell PTC heating mode, such as Figure 10 As shown: Activation conditions: The BMS sends a request to activate the battery heating function. The TMS receives the BMS heating request and determines that the ambient temperature is ≥-10℃. Then, it activates the second PTC heater 415, the battery water pump 411, the first three-way valve 413 (connected to the first outlet), and the second three-way valve 421 (connected to the first outlet), thereby entering the single-cell PTC heating mode. Exit condition: The BMS issues a request to exit battery heating operation.

[0062] Operating mode 11: Passenger cabin diesel heating + battery water heating mode, such as... Figure 11 As shown: Activation conditions: The BMS sends a request to activate battery heating, the air conditioning panel sends a request to activate passenger compartment heating, the TMS receives the heating request and determines that the ambient temperature is <-10℃, and then activates: heater water pump 311, diesel heater 312, first normally closed two-way valve 321, battery water pump 411, first three-way valve 413 (inlet connected to first outlet), and second three-way valve 421 (inlet connected to second outlet), thus entering the passenger compartment diesel heating + battery water heating mode.

[0063] Exit conditions: The BMS issues a request to exit battery heating or the air conditioning panel sends a request to turn off the crew cabin heating, corresponding to either single crew cabin diesel heating mode or single battery water heating mode.

[0064] Operating mode 12: Passenger cabin PTC heating + battery PTC heating mode, such as... Figure 12 As shown: Activation conditions: The BMS sends a request to activate battery heating, the air conditioning panel sends a request to activate passenger compartment heating, the TMS receives the heating request and determines that the ambient temperature is ≥-10℃, and then activates: the first PTC heater 314, the second PTC heater 415, the battery water pump 411, the warm air water pump 311, the first three-way valve 413 (inlet connected to the first outlet), and the second three-way valve 421 (inlet connected to the first outlet), thus entering the passenger compartment PTC heating + battery PTC heating mode; Exit conditions: The BMS issues a request to exit battery heating or the air conditioning panel sends a request to turn off the passenger compartment heating, corresponding to entering single passenger compartment PTC heating mode or single battery PTC heating mode.

[0065] Numerous specific details are set forth in this specification. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0066] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0067] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention.

Claims

1. A vehicle integrated thermal management system, characterized in that, include: Air conditioning unit, refrigeration circulation loop, heating circulation loop, battery temperature control loop, and multiple electric fans; The air conditioning unit is located in the passenger compartment and is equipped with a fan. The refrigeration cycle circuit includes: The main refrigeration circuit includes a compressor and an air-cooled condenser connected in sequence via piping. The battery cooling branch, which is connected in parallel with the main cooling circuit, includes an electronic expansion valve and a plate heat exchanger connected in sequence through pipelines; The refrigeration branch circuit for the passenger compartment, which is connected in parallel with the main refrigeration circuit, includes an electromagnetic shut-off valve, a thermal expansion valve and an evaporator connected in sequence through pipelines, and the evaporator is located inside the air conditioning unit; The heating cycle circuit includes: The main heating circuit includes a warm air water pump and a diesel heater connected in sequence via pipelines; The battery heating branch, which is connected in parallel with the main heating branch, includes a first normally closed two-way valve and a water-to-water heat exchanger connected in sequence by pipelines. The crew compartment heating branch circuit, which is connected in parallel with the main heating circuit, includes a heating core and a second normally closed two-way valve connected in sequence through pipes, and the heating core is located inside the air conditioning unit. The battery temperature regulation circuit includes: The main battery temperature control circuit includes a battery water pump, a battery pack, and a first three-way valve connected in sequence via pipelines. The active temperature control branch includes a second three-way valve, the inlet of which is connected to the first outlet of the first three-way valve, and the first outlet and the second outlet are respectively connected to the inlet of the battery water pump via the plate heat exchanger and the water-to-water heat exchanger. The passive temperature control branch includes a battery low-temperature radiator, whose inlet is connected to the second outlet of the first three-way valve, and whose outlet is connected to the inlet of the battery water pump. The air-cooled condenser and the battery low-temperature heat sink are arranged together and are located on the air outlet side of the multiple electronic fans.

2. The vehicle integrated thermal management system according to claim 1, characterized in that, The heating cycle circuit includes: The fuel tank heating branch, which is connected in parallel with the main heating branch, includes a fuel tank and a third normally closed two-way valve connected in sequence via pipelines.

3. The vehicle integrated thermal management system according to claim 1, characterized in that, include: The first motor cooling circuit includes a first electric water pump, a first motor controller, a generator, and a first motor low-temperature radiator that are connected in sequence through pipelines to form a closed loop. The second motor cooling circuit includes a second electric water pump, a second motor controller, a drive motor, and a second motor low-temperature radiator that are connected in sequence through pipes to form a closed loop. The first and second motor low-temperature heat sinks are arranged together with the air-cooled condenser and the battery low-temperature heat sink, and are located on the air outlet side of the multiple electronic fans.

4. The vehicle integrated thermal management system according to claim 3, characterized in that, The first motor cooling circuit includes: a first bubble separator, which is connected in series between the first electric water pump and the first motor low-temperature radiator; The second motor cooling circuit includes a second bubble separator, which is connected in series between the second electric water pump and the second motor low-temperature radiator.

5. The vehicle integrated thermal management system according to claim 1, characterized in that, The heating main circuit includes a third bubble separator, which is connected in series with the inlet pipe of the warm air pump.

6. The vehicle integrated thermal management system according to claim 1, characterized in that, The battery temperature control main circuit includes a fourth bubble separator, which is connected in series with the inlet pipe of the battery water pump.

7. The vehicle integrated thermal management system according to claim 1, characterized in that, The main heating circuit includes a first PTC heater, which is connected in series with the outlet pipe of the warm air pump.

8. The vehicle integrated thermal management system according to claim 1, characterized in that, The battery temperature regulation main circuit includes a second PTC heater, which is connected in series between the battery water pump and the battery pack.

9. The vehicle integrated thermal management system according to claim 1, characterized in that, The main refrigeration circuit includes a vapor-liquid separator connected in series with the inlet pipe of the compressor.

10. A diesel-powered range-extended mining dump truck, characterized in that, The vehicle integrated thermal management system includes any one of claims 1-9.

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