Heat management integrated system of hybrid energy commercial vehicle

Abstract

The invention provides a heat management integrated system of a hybrid energy commercial vehicle, and belongs to the technical field of heat management of new energy hybrid vehicles. The system comprises an engine cooling subsystem used for conducting heat dissipation on an engine body and inlet air; the passenger compartment heat management subsystem is used for selectively utilizing the waste heat of an engine, the refrigerating capacity of a refrigerating system or an electric heater to achieve refrigerating and heating of a passenger compartment through pipeline coupling and valve control; the battery thermal management subsystem is thermally coupled with refrigerating circuits of the engine cooling subsystem and the passenger compartment thermal management subsystem through a heat exchanger and a Chiller respectively, so that the temperature of a power battery is adjusted by utilizing waste heat of an engine, heat of an electric heater or cold of a refrigerating system; and the motor electric control thermal management subsystem is used for carrying out independent heat dissipation on the driving motor and an electric control part. The thermal management integrated system with high integration level and low energy consumption ratio is provided for the hybrid energy vehicle.

Description

Technical Field

[0001] This invention belongs to the field of thermal management technology for new energy hybrid vehicles, and more specifically relates to an integrated thermal management system for hybrid commercial vehicles. Background Technology

[0002] With the rapid development of pure electric vehicles and hybrid electric vehicles, thermal management technology for new energy vehicles has become a core technology area determining the overall vehicle performance, safety, and range. Unlike the relatively simple thermal management of traditional fuel vehicles, which mainly revolves around the internal combustion engine, the focus of thermal management in new energy vehicles has fundamentally shifted. Its core task is to precisely control the temperature of multiple targets, including the power battery, drive motor, electronic control system, and passenger compartment. Among these, the power battery is extremely sensitive to operating temperature and needs to be precisely maintained within a suitable range to ensure safety, lifespan, and performance; the motor and electronic control system also generate a large amount of waste heat during efficient operation, requiring effective heat dissipation to prevent performance degradation or malfunction; simultaneously, the thermal comfort requirements of the passenger compartment are indispensable whether driving or parked. Therefore, the thermal management system of new energy vehicles must achieve a complex leap from single heat source management to multi-object, multi-demand collaborative management, and is developing towards high integration and intelligence.

[0003] Currently, many new energy vehicle thermal management solutions still suffer from system fragmentation and low energy efficiency. Specifically, the battery, motor and electronic control system, and passenger compartment are often equipped with relatively independent thermal management subsystems. For example, the battery system may have an independent liquid cooling circuit and PTC heater, the motor and electronic control system may have an independent heat dissipation cycle, while passenger compartment cooling relies on a traditional electric compressor cooling cycle, and heating may rely solely on a high-power PTC air heater. This architecture results in ineffective heat exchange and utilization between the various systems, with a large amount of heat energy being lost to the environment, while the cooling demand requires a significant amount of battery power to generate, leading to significant energy waste.

[0004] Furthermore, this discrete design presents particularly significant problems in hybrid vehicles. On one hand, the substantial waste heat generated during engine operation, which could be directly used for passenger compartment heating in traditional gasoline vehicles, is not effectively recovered and used for battery preheating or auxiliary passenger compartment heating in many existing hybrid solutions, necessitating the continued operation of the power-intensive PTC heater. On the other hand, the cooling capacity generated by the refrigeration system typically lacks a flexible and efficient allocation mechanism between the passenger compartment and battery cooling needs, failing to dynamically adjust according to real-time demands, resulting in system redundancy or insufficient cooling. The redundant configuration of components in each subsystem also increases the system's complexity, weight, and cost. Summary of the Invention

[0005] To address the above problems, the present invention aims to provide a thermal management integrated system for hybrid commercial vehicles. By integrating thermal management of multiple systems in the new energy hybrid vehicle, including the internal combustion engine, battery, motor and electronic control system, and passenger compartment, the system achieves the goals of cooling the internal combustion engine, maintaining a constant battery temperature, dissipating heat from the motor and electronic control system, and providing cooling and heating for the passenger compartment during driving and parking.

[0006] To achieve the above objectives, the present invention employs the following technical solution: This application provides a thermal management integrated system for a hybrid energy commercial vehicle, including: an engine cooling subsystem, a passenger compartment thermal management subsystem, a battery thermal management subsystem, and a motor electronic control thermal management subsystem; The engine cooling subsystem is used to dissipate heat from the engine block and intake air. The crew compartment thermal management subsystem is used to selectively utilize engine waste heat, refrigeration system cooling capacity, or electric heaters to achieve cooling and heating of the crew compartment through pipeline coupling and valve control. The battery thermal management subsystem is thermally coupled to the cooling circuits of the engine cooling subsystem and the passenger compartment thermal management subsystem through a heat exchanger and a chiller, respectively, so as to use the waste heat of the engine, the heat of the electric heater or the cold energy of the cooling system to regulate the temperature of the power battery. The motor and electronic control thermal management subsystem is used to independently dissipate heat from the drive motor and electronic control components.

[0007] In one optional implementation, the engine cooling subsystem includes an engine intake cooling circuit and a coolant cooling circuit. The engine intake cooling circuit is located on the engine's gas circuit, and an intercooler is installed on the engine intake cooling circuit. The coolant cooling circuit is located on the engine's coolant circuit. Along the flow direction of the high-temperature coolant, the circuit is sequentially equipped with a first temperature sensor, a first three-way water valve, a high-temperature radiator, a second temperature sensor, an expansion tank, a first liquid level sensor, and a water pump.

[0008] In one optional embodiment, the first temperature sensor is used to detect the temperature of the coolant flowing out after the engine cooling cycle; the second temperature sensor is used to detect the temperature of the coolant flowing out of the high-temperature radiator; the first level sensor is used to detect the level of coolant in the expansion tank; the first three-way water valve is provided with an inlet end, a first outlet end, and a second outlet end; the inlet end is connected to the outlet end of the engine coolant after the cooling cycle, the first outlet end is connected to the inlet end of the high-temperature radiator, and the second outlet end is connected to the inlet end of the engine coolant.

[0009] In one optional implementation, the crew compartment thermal management subsystem includes a crew compartment cooling circuit; The crew cabin cooling circuit is equipped with, in sequence, an electric compressor, a first pressure and temperature sensor, a condenser, a condenser fan, a second pressure and temperature sensor, a solenoid valve SOV, a thermal expansion valve TXV, an evaporator, an electronic expansion valve EXV, a chiller, and a third pressure and temperature sensor. The first and second pressure-temperature sensors are used to detect the inlet and outlet temperatures of the condenser, respectively; the third pressure-temperature sensor is used to detect the temperature at the outlet of the evaporator. The Chiller is used for heat exchange between the crew cabin thermal management subsystem and the battery thermal management subsystem. The solenoid valve SOV is used to control the flow of refrigerant by opening or closing the refrigeration circuit in the crew compartment.

[0010] In one optional implementation, the crew compartment thermal management subsystem includes a crew compartment heating circuit; The passenger compartment heating circuit is located on the engine coolant circuit. Along the coolant flow direction, the passenger compartment heating circuit is provided with a second three-way water valve, a heater water valve, a heater core, a PTC water heater, a heater water pump, and a third three-way water valve. The second three-way water valve has an inlet end, a first outlet end, and a second outlet end; the inlet end is connected to the engine coolant water collection end, the first outlet end is connected to the heat exchanger, and the second outlet end is connected to the inlet end of the heater water valve; The third three-way water valve has an inlet end, a first outlet end, and a second outlet end. The inlet end is connected to the outlet end of the heating water pump, the first outlet end is connected to the inlet end of the heating water valve, and the second outlet end is connected to the heat exchanger.

[0011] In one optional implementation, the passenger compartment heating circuit has two operating modes, including a passenger compartment driving heating mode and a passenger compartment parking heating mode. When the passenger compartment heating mode is activated, the coolant flows out from the engine coolant inlet and, under the pumping action of the water pump, flows sequentially through the inlet of the second three-way water valve, the second outlet of the second three-way water valve, the heater valve, the heater core, and finally returns to the engine coolant inlet. When the passenger compartment is in parking heating mode, the coolant flows out from the engine coolant inlet and, under the pumping action of the heater core pump, flows sequentially through the PTC water heater, the inlet of the third three-way valve (221A), the first outlet of the third three-way valve, the heater core valve, and finally back to the engine coolant inlet.

[0012] In an optional implementation, the battery thermal management subsystem includes a heat exchange circuit connected to the engine's coolant circuit. The heat exchange circuit is sequentially equipped with a chiller, a battery expansion tank, a second liquid level sensor, a third temperature sensor, a battery liquid cooling plate, a fourth temperature sensor, and a heat exchanger. The second liquid level sensor is used to detect the liquid level in the battery expansion tank, and the third and fourth temperature sensors are used to detect the temperature at the inlet and outlet of the battery liquid cooling plate, respectively. The heat exchange circuit is used as the cooling circuit of the battery system and the heating circuit of the battery system to exchange heat between the batteries.

[0013] In an optional implementation, when the heat exchange circuit is used as a cooling circuit for a battery system, two cooling modes are provided, including a first cooling mode and a second cooling mode. When the first cooling mode is executed, the coolant flows through the Chiller, the battery expansion tank, the second liquid level sensor, the third temperature sensor, the battery liquid cooling plate, the fourth temperature sensor, the heat exchanger, and finally back to the Chiller under the pumping action of the battery water pump. When the second cooling mode is executed, the coolant flows sequentially through the heat exchanger, battery expansion tank, second liquid level sensor, third temperature sensor, battery liquid cooling plate, and fourth temperature sensor under the pumping action of the battery water pump, and finally returns to the heat exchanger.

[0014] In an optional implementation, when the heat exchange circuit is used as a heating circuit for the battery system, two heating modes are provided, including a battery system driving heating mode and a battery system parking heating mode. When the battery system is in driving heating mode, the coolant flows out from the engine coolant inlet and, under the pumping action of the water pump, flows sequentially through the inlet of the second three-way water valve, the second outlet of the second three-way water valve, and the heat exchanger, finally returning to the engine coolant inlet. At this time, heat is transferred to the battery system heating circuit through the heat exchanger. The coolant that has undergone heat exchange in the battery system heating circuit flows out from the heat exchanger and, under the pumping action of the battery water pump, flows sequentially through the chiller, the battery expansion tank, and the battery liquid cooling plate, finally returning to the heat exchanger. When the battery system is in parking heating mode, the coolant flows out from the engine coolant inlet and, under the pumping action of the heater pump, flows sequentially through the PTC water heater, the inlet of the third three-way valve, the second outlet of the third three-way valve, and the heat exchanger, finally returning to the engine coolant inlet. At this time, heat is transferred to the battery system heating circuit through the heat exchanger. The coolant that has undergone heat exchange in the battery system heating circuit flows out from the heat exchanger and, under the pumping action of the battery water pump, flows sequentially through the chiller, the battery expansion tank, and the battery liquid cooling plate, finally returning to the heat exchanger.

[0015] In an optional embodiment, the motor control thermal management subsystem includes a motor water pump, a motor control liquid cooling heat sink, a fifth temperature sensor, a medium-temperature radiator, a sixth temperature sensor, and a motor expansion tank, which are connected in sequence through a motor control heat dissipation circuit. An electronic fan is arranged on the outside of the medium-temperature radiator to cool the coolant in the motor control heat dissipation circuit. The fifth and sixth temperature sensors are used to detect the inlet and outlet temperatures of the medium-temperature radiator.

[0016] As can be seen from the above technical solutions, the present invention has the following advantages: The integrated thermal management system for hybrid commercial vehicles provided in this application achieves efficient and precise management of the vehicle's thermal energy by deeply coupling and intelligently linking four subsystems: engine cooling, passenger compartment thermal management, battery thermal management, and motor and electronic control thermal management. This system intelligently recovers waste heat from the engine for battery preheating and passenger compartment heating, and flexibly allocates cooling capacity to the refrigeration system, dynamically adjusting between battery cooling and passenger compartment cooling needs. This significantly reduces reliance on high-energy-consuming auxiliary heating and cooling components, improving the overall energy efficiency of the vehicle. By sharing key heat exchange components and optimizing pipeline design, the system structure is simplified, reducing overall complexity and cost. Simultaneously, a multi-mode switchable control strategy ensures that the power battery and motor and electronic control system always operate within their optimal temperature range, guaranteeing passenger compartment thermal comfort under all operating conditions, ultimately improving the adaptability, economy, and reliability of the hybrid commercial vehicle in complex operating environments.

[0017] This application achieves a significant improvement in the overall vehicle energy utilization efficiency through deep coupling of multiple systems and intelligent thermal energy allocation. The system can recover high-quality waste heat generated by engine operation and prioritize its use for battery preheating at low temperatures and passenger compartment heating, thereby significantly reducing the activation time and power consumption of high-energy-consuming PTC heaters, directly increasing the vehicle's actual driving range in winter or low-temperature environments, and achieving the core goal of energy conservation and consumption reduction.

[0018] This application utilizes a unique piping design and valve control to construct a highly efficient heat exchange network between refrigerant and coolant. Excess cooling capacity generated by the passenger compartment air conditioning system can be intelligently distributed to the battery cooling circuit via a battery chiller; conversely, under specific operating conditions, the system can also achieve directional heat transfer. This dynamic allocation and sharing of cooling and heating resources avoids energy idleness and waste, bringing the vehicle's thermal management towards dynamic equilibrium.

[0019] This application simplifies the system architecture through component sharing and functional integration. Key components such as the battery cooler, plate heat exchanger, three-way water valve, and water pump are reused across multiple subsystems, reducing the number of redundant components such as independent radiators and heaters. This not only reduces the overall system weight, space occupation, and manufacturing cost, but also makes the layout more compact, facilitating installation and maintenance within the limited space of commercial vehicles.

[0020] This application utilizes multiple temperature sensors and a programmable control strategy to provide precise and reliable temperature protection for core components such as the battery, motor, and electronic control system. Regardless of changes in the external environment and operating conditions, the system can accurately maintain the battery temperature within the optimal operating window through mode switching, while ensuring sufficient heat dissipation for the motor and electronic control system. This active thermal management significantly improves the performance stability, lifespan, and overall vehicle safety of core components.

[0021] This application addresses the complex usage scenarios of hybrid commercial vehicles by designing multiple automatically switchable operating modes, including driving, parking, cooling, and heating. Whether it's long-distance driving, idling in congested traffic, cold starts in low temperatures, or operation in high temperatures, the system can automatically select the optimal thermal management strategy and quickly respond to the temperature requirements of each component. This significantly enhances the vehicle's adaptability to different climates and road conditions, ensuring performance and user comfort under all operating conditions. Attached Figure Description

[0022] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description 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.

[0023] Figure 1 This is a schematic diagram of the thermal management integrated system for the hybrid commercial vehicle provided in this application. Detailed Implementation

[0024] The specific system architecture and operation of the thermal management integrated system for hybrid commercial vehicles will be described in detail below, and various embodiments of this disclosure will be described more fully. This disclosure may have various embodiments, and adjustments and changes may be made therein. However, it should be understood that there is no intention to limit the various embodiments of this disclosure to the specific embodiments disclosed herein, but rather this disclosure should be understood to cover all adjustments, equivalents, and / or alternatives falling within the spirit and scope of the various embodiments of this disclosure.

[0025] In the following, the terms “comprising” or “may include”, which may be used in various embodiments of this disclosure, indicate the presence of the disclosed functions, operations, or elements, and do not limit the addition of one or more functions, operations, or elements. Furthermore, as used in various embodiments of this disclosure, the terms “comprising,” “having,” and their cognates are intended only to indicate a particular feature, number, step, operation, element, component, or combination of the foregoing, and should not be construed as primarily excluding the presence of one or more other features, numbers, steps, operations, elements, components, or combinations of the foregoing, or the possibility of adding one or more combinations of the foregoing.

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. 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.

[0027] Please see Figure 1 The diagram shown is a structural schematic of a thermal management integrated system for a hybrid commercial vehicle in a specific embodiment. The system includes: an engine cooling subsystem, a passenger compartment thermal management subsystem, a battery thermal management subsystem, and a motor electronic control thermal management subsystem.

[0028] The engine cooling subsystem is used to dissipate heat from the engine body and intake air; the passenger compartment thermal management subsystem is used to selectively utilize engine waste heat, cooling capacity of the refrigeration system, or electric heaters to achieve cooling and heating of the passenger compartment through pipe coupling and valve control; the battery thermal management subsystem is thermally coupled to the refrigeration circuits of the engine cooling subsystem and the passenger compartment thermal management subsystem through heat exchanger 317 and Chiller 2110 respectively, so as to utilize engine waste heat, electric heater heat, or cooling capacity of the refrigeration system to regulate the temperature of the power battery; the motor and electronic control thermal management subsystem is used to independently dissipate heat from the drive motor and electronic control components.

[0029] In a specific implementation, the engine cooling subsystem includes an engine intake cooling circuit and a coolant cooling circuit.

[0030] The engine intake cooling circuit is equipped with an intercooler 111 along the direction of high-pressure air flow.

[0031] The coolant heat dissipation circuit is provided with a first temperature sensor 121, a first three-way water valve 122, a high-temperature radiator 123, a second temperature sensor 124, an expansion tank 125, a first liquid level sensor 126, and a water pump 127 in sequence along the flow direction of the high-temperature coolant.

[0032] The first temperature sensor 121 is used to detect the temperature of the coolant flowing out after the engine cooling cycle. The second temperature sensor 124 is used to detect the temperature of the coolant flowing out of the high-temperature radiator 123. The first level sensor 126 is used to detect the coolant level in the expansion tank 125. The first three-way water valve 122 has an inlet end 122A, a first outlet end 122B, and a second outlet end 122C. The inlet end 122A of the first three-way water valve 122 is connected to the outlet end of the engine coolant after the cooling cycle, the first outlet end 122B of the first three-way water valve 122 is connected to the inlet end of the high-temperature radiator 123, and the second outlet end 122C of the first three-way water valve 122 is connected to the inlet end of the engine coolant.

[0033] For example, the engine cooling subsystem includes an engine intake air cooling circuit and a coolant cooling circuit. The engine intake air cooling circuit primarily cools the high-temperature, high-pressure gas entering the engine after turbocharging during driving. An intercooler 111 is located along the high-pressure air flow direction in this circuit, with the engine mechanical fan positioned behind it. When the vehicle is in motion, the engine drives the mechanical fan to cool the high-temperature, high-pressure air flowing into the intercooler, ensuring that the air entering the engine does not overheat. The coolant cooling circuit primarily cools the coolant circulating in the engine system during driving. Along the high-temperature coolant flow direction, a first temperature sensor 121, a first three-way water valve 122, a high-temperature radiator 123, a second temperature sensor 124, an expansion tank 125, a first level sensor 126, and a water pump 127 are sequentially arranged. By detecting the temperature at the engine coolant outlet, the engine coolant cooling circuit has two operating modes. When the first temperature sensor detects that the temperature T1 at the engine coolant outlet is less than or equal to the normal operating temperature Te0 of the engine coolant, the coolant does not need to dissipate heat. Under the pumping action of the water pump, the three-way valve in the coolant cooling circuit will control the coolant to flow directly to the engine coolant return port. When the engine coolant outlet temperature T1 is greater than the normal operating temperature Te0, the coolant needs to dissipate heat. Under the pumping action of the water pump, the three-way valve in the coolant cooling circuit will control the coolant to flow to the high-temperature radiator. The high-temperature radiator will dissipate heat and cool the engine coolant. Once the coolant has cooled down to within the normal operating temperature range, it will return to the coolant return port under the pumping action of the water pump.

[0034] It is important to note that the engine cooling subsystem includes an engine intake cooling circuit and a coolant cooling circuit. The engine intake cooling circuit has an intercooler installed along the flow direction of the high-temperature compressed air. The airflow from the engine's mechanical fan and the oncoming airflow during vehicle movement cools the compressed air in the intercooler, maintaining the engine's intake air temperature within a suitable range. The coolant cooling circuit has a temperature sensor at the engine coolant outlet to detect the outlet temperature. When the coolant outlet temperature T1 is less than or equal to the engine coolant's normal operating temperature Te0, no cooling is required. With the water pump running, the three-way valve in the coolant cooling circuit controls the coolant to flow directly to the engine coolant return port. When the coolant outlet temperature T1 is greater than the engine coolant's normal operating temperature Te0, cooling is required. With the water pump running, the three-way valve in the coolant cooling circuit controls the coolant to flow to the high-temperature radiator, where it cools the engine coolant. A temperature sensor is also installed at the outlet of the high-temperature radiator. A temperature sensor is used to detect the coolant temperature at the outlet of the high-temperature radiator. When the temperature T2 at the outlet of the high-temperature radiator is less than or equal to the normal operating temperature Te of the engine coolant, it indicates that the coolant has been sufficiently cooled. Under the pumping action of the water pump, the coolant will flow to the coolant return port of the engine coolant. When the temperature T2 at the outlet of the high-temperature radiator is greater than the normal operating temperature Te0 of the engine coolant, it indicates that the engine coolant has not been sufficiently cooled. At this time, the thermal management control module will send a command signal to the engine control unit (ECU). The ECU will increase the speed of the engine mechanical fan according to the received signal to cool the coolant in the high-temperature radiator more fully, so as to maintain the engine coolant within a suitable operating temperature range.

[0035] In a specific implementation, the crew cabin thermal management subsystem includes a crew cabin cooling circuit and a crew cabin heating circuit.

[0036] The refrigeration circuit of the crew compartment is provided with an electric compressor 211, a first pressure and temperature sensor 212, a condenser 213, a condenser fan 214, a second pressure and temperature sensor 215, a solenoid valve SOV 216, a thermal expansion valve TXV 217, an evaporator 218, an electronic expansion valve EXV 219, a chiller 2110, and a third pressure and temperature sensor 2111 in sequence along the refrigerant flow direction.

[0037] The first pressure and temperature sensor 212 and the second pressure and temperature sensor 215 detect the inlet and outlet temperatures of the condenser 213, respectively. The third pressure and temperature sensor 2111 detects the temperature at the outlet of the evaporator 218. The solenoid valve SOV 216 has two operating modes: open and closed. When SOV 216 is closed, the refrigeration system only cools the battery system and not the passenger compartment. When SOV 216 is open, the refrigeration system cools both the battery system and the passenger compartment simultaneously. The chiller 2110 is used to realize heat exchange between the passenger compartment thermal management system 200 and the battery thermal management system 300, and is an important component that couples the two systems together.

[0038] The crew cabin heating circuit is provided with a second three-way water valve 221, a heater water valve 222, a heater core 223, a PTC water heater 224, a heater water pump 225, and a third three-way water valve 226 in sequence along the coolant flow direction.

[0039] The passenger compartment heating circuit has two operating modes: a passenger compartment driving heating mode and a passenger compartment parking heating mode. The second three-way water valve 221 has an inlet end 221A, a first outlet end 221B, and a second outlet end 221C. The inlet end 221A of the second three-way water valve 221 is connected to the engine coolant intake end of the heating system; the first outlet end 221B of the second three-way water valve 221 is connected to the heat exchanger 317; and the second outlet end 221C of the second three-way water valve 221 is connected to the inlet end of the heater core valve 222. The third three-way water valve 226 has an inlet end 226A, a first outlet end 226B, and a second outlet end 226C. The inlet end 226A of the third three-way water valve 226 is connected to the outlet end of the heating water pump 225. The first outlet end 226B of the third three-way water valve 226 is connected to the inlet end of the heating water valve 222. The second outlet end 226C of the third three-way water valve 226 is connected to the heat exchanger 317.

[0040] The passenger compartment heating mode includes: after the coolant flows out from the engine coolant inlet, it flows sequentially through the inlet 221A of the second three-way water valve 221, the second outlet 221C of the second three-way water valve 221, the heater water valve 222, and the heater core 223 under the pumping action of the water pump 127, and finally returns to the engine coolant inlet.

[0041] The passenger compartment parking heating mode includes: after the coolant flows out from the engine coolant inlet, it flows sequentially through the PTC water heater 224, the inlet 221A of the third three-way water valve 226, the first outlet 226B of the third three-way water valve 226, the heater valve 222, and the heater core 223 under the pumping action of the heater pump 225, and finally returns to the engine coolant inlet.

[0042] It should be noted that the crew compartment thermal management subsystem includes a crew compartment refrigeration circuit and a crew compartment heating circuit. The refrigeration circuit of the crew compartment thermal management system, arranged sequentially along the refrigerant flow direction, includes an electric compressor, condenser, condenser fan, solenoid valve SOV, thermostatic expansion valve TXV, evaporator, electronic expansion valve EXV, and chiller. Temperature and pressure sensors are installed at the condenser inlet and outlet, and at the outlets of the evaporator and chiller. These temperature and pressure sensors are primarily used to ensure the normal operation of the crew compartment refrigeration circuit. When the pressure values ​​P1 and P2 detected by the temperature and pressure sensors at the condenser inlet and outlet, and the pressure values ​​P3 and P4 detected by the temperature and pressure sensors at the evaporator and chiller outlets are all lower than the normal pressure within the system, it indicates insufficient refrigerant in the refrigeration circuit or a leak in the refrigeration system. In this case, to protect the normal operation of the crew compartment refrigeration system, leak detection and refrigerant charging are necessary. When the pressure values ​​P1 and P2 detected by the temperature and pressure sensors at the condenser inlet and outlet, and the pressure values ​​P3 and P4 detected by the temperature and pressure sensors at the evaporator and Chiller outlet, are all higher than the normal pressure within the system, this may be due to excessive refrigerant or insufficient heat dissipation from the condenser. For the former, the refrigerant needs to be readjusted to a suitable range. For the latter, based on the detected pressure and temperature values, the controller of the refrigeration circuit will send a command signal to the electric fan to increase its speed, thereby improving condenser heat dissipation. The Chiller, as a component for heat exchange between the passenger compartment thermal management system and the battery thermal management system, couples the refrigeration circuits of the two systems together. In practical applications, controlling the opening of the electronic expansion valve EXV controls the distribution of cooling capacity between the battery refrigeration circuit and the passenger compartment refrigeration circuit, achieving integrated thermal management of the passenger compartment system and the battery system.

[0043] The heating circuit of the passenger compartment thermal management subsystem mainly consists of PTC water heaters, heater cores, heater pumps, heater valves, and heat exchangers. The heat exchanger is a crucial component coupling the passenger compartment heating circuit and the battery heating circuit; heat exchange between the two systems primarily occurs through the heat exchanger. In addition, the passenger compartment heating circuit includes two three-way valves. By controlling the opening and closing of these two valves, the flow of coolant within the system can be controlled, thereby enabling heating of the passenger compartment and battery system in both driving and parked states.

[0044] In a specific implementation, the battery thermal management subsystem includes a heat exchange circuit, which is connected to the engine's coolant circuit.

[0045] The heat exchange circuit is equipped with a Chiller 2110, a battery expansion tank 311, a second liquid level sensor 312, a third temperature sensor 314, a battery liquid cooling plate 315, a fourth temperature sensor 316, and a heat exchanger 317 in sequence.

[0046] The second liquid level sensor 312 is used to detect the liquid level in the battery expansion tank 311, and the third temperature sensor 314 and the fourth temperature sensor 316 are used to detect the temperature at the inlet and outlet of the battery liquid cooling plate 315, respectively.

[0047] Among them, the heat exchange circuit can be used as the cooling circuit and heating circuit of the battery system to exchange heat between the battery, depending on the application scenario.

[0048] The battery system cooling circuit has two modes. Based on the vehicle's cooling mode, heat exchange is achieved through Chiller 2110 or heat exchanger 317. The refrigerant flowing through Chiller 2110 will carry away the heat of the coolant in the battery system circuit. Mode 1: Under the pumping action of battery water pump 313, the refrigerant flows sequentially through Chiller 2110, battery expansion tank 311, second liquid level sensor 312, third temperature sensor 314, battery liquid cooling plate 315, fourth temperature sensor 316, and heat exchanger 317, finally returning to Chiller 2110 to form the battery cooling circuit. Mode 2: Under the pumping action of battery water pump 313, the refrigerant flows sequentially through heat exchanger 317, battery expansion tank 311, second liquid level sensor 312, third temperature sensor 314, battery liquid cooling plate 315, and fourth temperature sensor 316, finally returning to heat exchanger 317 to form the battery heat dissipation circuit.

[0049] The battery system heating circuit has two operating modes: battery system driving heating mode and battery system parking heating mode.

[0050] The battery system's driving heating mode includes: after the coolant flows out from the engine coolant intake, it flows sequentially through the inlet 221A of the second three-way water valve 221, the second outlet 221B of the second three-way water valve 221, and the heat exchanger 317 under the pumping action of the water pump 127, and finally returns to the engine coolant intake. At this time, heat is transferred to the battery system heating circuit through the heat exchanger 317. The coolant in the battery system heating circuit, after heat exchange, flows out from the heat exchanger 317 and, under the pumping action of the battery water pump 313, flows sequentially through the chiller 2110, the battery expansion tank 311, and the battery liquid cooling plate 315, and finally returns to the heat exchanger 316, forming the battery driving heating circuit.

[0051] The battery system parking heating mode includes: after the coolant flows out from the engine coolant intake, it flows sequentially through the PTC water heater 224, the inlet 221A of the third three-way water valve 226, the second outlet 226C of the third three-way water valve 226, the heat exchanger 317, and finally back to the engine coolant intake. At this time, heat is transferred to the battery system heating circuit through the heat exchanger 317. The coolant in the battery system heating circuit that has undergone heat exchange will flow out from the heat exchanger 317 and flow sequentially through the chiller 2110, the battery expansion tank 311, and the battery liquid cooling plate 315 under the pumping of the battery water pump 313, and finally back to the heat exchanger 317, forming the battery parking heating circuit.

[0052] It should be noted that the battery thermal management subsystem includes a battery system cooling circuit, a heat dissipation circuit, and a battery system heating circuit. The battery thermal management subsystem mainly includes components such as a battery water pump, a battery expansion tank, a heat exchanger, and a battery heat sink. A temperature sensor is installed at the inlet and outlet of the battery heat sink to detect the coolant temperature at the inlet and outlet of the battery heat sink. The system controller compares the temperature values ​​P3 and P4 at the inlet and outlet of the battery heat sink with the normal operating temperature Tb0 of the battery to calculate the battery's operating state and automatically switch the battery system's heating or cooling mode to ensure that the battery always operates at a suitable operating temperature, thereby achieving thermal management of the battery system.

[0053] As an example, since the passenger compartment thermal management subsystem and the battery thermal management subsystem are coupled together via Chiller 2110 and heat exchanger 317, heat exchange occurs in their thermal management loops regardless of whether the vehicle is in motion or parked. The following section will introduce the passenger compartment and battery system thermal management systems under several typical vehicle operating conditions.

[0054] When a vehicle is in a prolonged driving condition during the summer, both the passenger compartment and the battery system require cooling. The solenoid valve SOV216 is in the normally open state. The thermal management system controller detects and analyzes the heat dissipation requirements of the vehicle's passenger compartment and battery system, and automatically calculates the cooling capacity required by each of the passenger compartment and battery system under the current vehicle condition. By controlling the opening of the electronic expansion valve EXV219, the cooling capacity is distributed.

[0055] If the vehicle is in prolonged winter driving conditions, the passenger compartment requires heating while the battery system requires cooling. Heating of the passenger compartment will be achieved using waste heat from the engine. The thermal management controller sends a signal to adjust the opening of the heater core valve 223, thereby controlling the flow of coolant into the passenger compartment. Cooling of the battery system is still achieved through heat exchange via the Chiller 2110. The main difference is that the passenger compartment does not require cooling at this time; the solenoid valve SOV 216 is normally closed, and the refrigerant circulation does not pass through the evaporator 218 in the passenger compartment. The thermal management controller detects and analyzes the battery system's operating temperature, calculates the required cooling capacity, and adjusts the opening of the electronic expansion valve EXV 219 to regulate the cooling capacity of the battery system.

[0056] If the vehicle is parked in winter, both the passenger compartment and the battery system require heating. Since the engine is off when the vehicle is parked, the heating of the passenger compartment and the battery system is achieved by using a PTC water heater (224) to heat the coolant. By adjusting the three-way valve, under the pumping action of the heater pump (225), part of the coolant flows through the heater valve (222) into the heater core (223) to heat the passenger compartment; the rest flows through the heat exchanger (317) to exchange heat with the coolant in the battery system. Under the pumping action of the battery pump (313), the battery system is heated.

[0057] When the vehicle is charging in winter, the engine is idling, and both the passenger compartment and the battery system require heating. In this state, the heat source for both the passenger compartment and the battery system comes from the engine's waste heat. By controlling the opening and closing of the three-way valve, the high-temperature coolant flowing from the engine outlet is pumped by the heater core 223 through the heater valve 222 to heat the passenger compartment, while the rest flows through the heat exchanger 317 to exchange heat with the coolant in the battery system. Under the pumping of the battery water pump 313, the battery system is heated.

[0058] In a specific embodiment, the motor control thermal management subsystem includes a cooling motor control heat dissipation circuit. The coolant inside the circuit flows sequentially through the motor control liquid cooling heat sink 402, the fifth temperature sensor 403, the medium-temperature radiator 404, the sixth temperature sensor 405, and the motor expansion tank 406 under the pumping action of the motor water pump 401, and finally returns to the motor water pump 401. An electronic fan 407 is arranged on the outside of the medium-temperature radiator 404 to cool the coolant in the motor control heat dissipation circuit. The fifth temperature sensor 403 and the sixth temperature sensor 405 are used to detect the inlet and outlet temperatures of the medium-temperature radiator 404.

[0059] It is important to note that the internal coolant of the motor control thermal management subsystem flows through the intercooler radiator and motor control heat sink under the pumping action of the motor water pump. The intercooler radiator is the main heat dissipation component of the motor control thermal management system. An external electric fan is installed on the intercooler radiator to dissipate heat and cool the internal coolant. Temperature sensors are installed at both the inlet and outlet of the intercooler radiator. When the inlet temperature T5 of the intercooler radiator is less than or equal to the normal operating temperature Tm0 of the motor control system coolant, the motor control thermal management system does not need to dissipate coolant, and the external electric fan can be turned off. When the inlet temperature T5 of the intercooler radiator is greater than the normal operating temperature Tm0 of the motor control system coolant, and the intercooler radiator... When the radiator outlet temperature T6 is less than or equal to the normal operating temperature Tm0 of the motor control system coolant, it indicates that the current electric fan speed can meet the current heat dissipation requirements of the motor control system. In this case, the current electric fan speed needs to be maintained to continuously dissipate heat for the motor control system's thermal management system. When the intercooler inlet temperature T5 is greater than the normal operating temperature Tm0 of the motor control system coolant, and the intercooler outlet temperature T6 is also greater than the normal operating temperature Tm0 of the motor control system coolant, it indicates that the current electric fan speed cannot meet the current heat dissipation requirements of the motor control system. In this case, the thermal management system control module needs to send a start command signal to the electric fan to increase its speed in order to meet the current heat dissipation requirements of the motor control system.

[0060] In this embodiment, the thermal management integrated system for hybrid commercial vehicles proposed by the present invention provides a brand-new thermal management solution with high integration and low energy consumption ratio for hybrid vehicles. It can realize intelligent thermal management of various systems of hybrid vehicles under various operating conditions, thereby improving driving comfort and enhancing the stability and reliability of the whole vehicle system.

[0061] The above description of the disclosed embodiments enables those skilled in the art to make or use 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 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 disclosed herein.

Claims

1. A thermal management integrated system for hybrid commercial vehicles, characterized in that, include: Engine cooling subsystem, crew compartment thermal management subsystem, battery thermal management subsystem, and motor electronic control thermal management subsystem; The engine cooling subsystem is used to dissipate heat from the engine block and intake air. The crew compartment thermal management subsystem is used to selectively utilize engine waste heat, refrigeration system cooling capacity, or electric heaters to achieve cooling and heating of the crew compartment through pipeline coupling and valve control. The battery thermal management subsystem is thermally coupled to the refrigeration circuits of the engine cooling subsystem and the passenger compartment thermal management subsystem through heat exchangers (317) and Chiller (2110) respectively, so as to use the waste heat of the engine, the heat of the electric heater or the cold energy of the refrigeration system to regulate the temperature of the power battery. The motor and electronic control thermal management subsystem is used to independently dissipate heat from the drive motor and electronic control components.

2. The integrated thermal management system for hybrid commercial vehicles according to claim 1, characterized in that, The engine cooling subsystem includes an engine intake cooling circuit and a coolant cooling circuit. The engine intake cooling circuit is located on the engine's gas circuit, and an intercooler is installed on the engine intake cooling circuit. The coolant cooling circuit is located on the engine's coolant circuit. On the coolant cooling circuit, along the flow direction of the high-temperature coolant, a first temperature sensor (121), a first three-way water valve (122), a high-temperature radiator (123), a second temperature sensor (124), an expansion tank (125), a first liquid level sensor (126), and a water pump (127) are arranged in sequence.

3. The integrated thermal management system for hybrid commercial vehicles according to claim 2, characterized in that, The first temperature sensor (121) is used to detect the temperature of the coolant flowing out after the engine cooling cycle; the second temperature sensor (124) is used to detect the temperature of the coolant flowing out of the high-temperature radiator (123); the first liquid level sensor (126) is used to detect the liquid level of the coolant in the expansion tank (125); the first three-way water valve (122) is provided with an inlet end (122A), a first outlet end (122B), and a second outlet end (122C); the inlet end (122A) is connected to the outlet end of the engine coolant after the cooling cycle, the first outlet end (122B) is connected to the inlet end of the high-temperature radiator (123), and the second outlet end (122C) is connected to the inlet end of the engine coolant.

4. The integrated thermal management system for hybrid commercial vehicles according to claim 1, characterized in that, The crew cabin thermal management subsystem includes a crew cabin cooling circuit; The crew cabin cooling circuit is equipped with an electric compressor (211), a first pressure and temperature sensor (212), a condenser (213), a condenser fan (214), a second pressure and temperature sensor (215), a solenoid valve SOV (216), a thermal expansion valve TXV (217), an evaporator (218), an electronic expansion valve EXV (219), a chiller (2110), and a third pressure and temperature sensor (2111). The first pressure and temperature sensor (212) and the second pressure and temperature sensor (215) are used to detect the inlet and outlet temperatures of the condenser (213), respectively; the third pressure and temperature sensor (2111) is used to detect the temperature at the outlet of the evaporator (218); The Chiller (2110) is used for heat exchange between the crew cabin thermal management subsystem and the battery thermal management subsystem; The solenoid valve SOV (216) is used to control the flow of refrigerant by opening or closing the crew compartment refrigeration circuit.

5. The integrated thermal management system for hybrid commercial vehicles according to claim 4, characterized in that, The crew cabin thermal management subsystem includes a crew cabin heating circuit; The crew compartment heating circuit is located on the engine coolant circuit. Along the coolant flow direction, the crew compartment heating circuit is provided with a second three-way water valve (221), a heater water valve (222), a heater core (223), a PTC water heater (224), a heater water pump (225), and a third three-way water valve (226). The second three-way water valve (221) is provided with an inlet end (221A), a first outlet end (221B), and a second outlet end (221C); the inlet end (221A) is connected to the engine coolant water collection end, the first outlet end (221B) is connected to the heat exchanger (317), and the second outlet end (221C) is connected to the water inlet end of the heater water valve (222); The third three-way water valve (226) is provided with an inlet end (226A), a first outlet end (226B), and a second outlet end (226C). The inlet end (226A) is connected to the outlet end of the heating water pump (225), the first outlet end (226B) is connected to the inlet end of the heating water valve (222), and the second outlet end (226C) is connected to the heat exchanger (317).

6. The integrated thermal management system for hybrid commercial vehicles according to claim 5, characterized in that, The passenger compartment heating circuit has two operating modes, including passenger compartment driving heating mode and passenger compartment parking heating mode; When the passenger compartment is in the driving heating mode, the coolant flows out from the engine coolant inlet and, under the pumping action of the water pump (127), flows sequentially through the inlet (221A) of the second three-way water valve (221), the second outlet (221C) of the second three-way water valve (221), the heater water valve (222), the heater core (223), and finally returns to the engine coolant inlet. When the passenger compartment is in parking heating mode, the coolant flows out from the engine coolant inlet and, under the pumping action of the heater pump (225), flows sequentially through the PTC water heater (224), the inlet (221A) of the third three-way water valve (226), the first outlet (226B) of the third three-way water valve (226), the heater valve (222), and the heater core (223), and finally returns to the engine coolant inlet.

7. The integrated thermal management system for hybrid commercial vehicles according to claim 1, characterized in that, The battery thermal management subsystem includes a heat exchange circuit, which is connected to the engine's coolant circuit. The heat exchange circuit is provided with a Chiller (2110), a battery expansion tank (311), a second liquid level sensor (312), a third temperature sensor (314), a battery liquid cooling plate (315), a fourth temperature sensor (316), and a heat exchanger (317) in sequence. The second liquid level sensor (312) is used to detect the liquid level in the battery expansion tank (311), and the third temperature sensor (314) and the fourth temperature sensor (316) are used to detect the temperature of the inlet and outlet of the battery liquid cooling plate (315), respectively. The heat exchange circuit is used as the cooling circuit of the battery system and the heating circuit of the battery system to exchange heat between the batteries.

8. The integrated thermal management system for hybrid commercial vehicles according to claim 7, characterized in that, When the heat exchange circuit is used as a cooling circuit for a battery system, there are two cooling modes, including a first cooling mode and a second cooling mode. When the first cooling mode is executed, the coolant flows through the Chiller (2110), the battery expansion tank (311), the second liquid level sensor (312), the third temperature sensor (314), the battery liquid cooling plate (315), the fourth temperature sensor (316), the heat exchanger (317) in sequence under the pumping action of the battery water pump (313), and finally returns to the Chiller (2110). When the second cooling mode is executed, the coolant flows through the heat exchanger (317), the battery expansion tank (311), the second liquid level sensor (312), the third temperature sensor (314), the battery liquid cooling plate (315), the fourth temperature sensor (316) in sequence under the pumping action of the battery water pump (313), and finally returns to the heat exchanger (317).

9. The integrated thermal management system for hybrid commercial vehicles according to claim 8, characterized in that, When the heat exchange circuit is used as a heating circuit for the battery system, two heating modes are provided, including a battery system driving heating mode and a battery system parking heating mode. When the battery system is in driving heating mode, the coolant flows out from the engine coolant inlet and, under the pumping action of the water pump (127), flows sequentially through the inlet (221A) of the second three-way water valve (221), the second outlet (221B) of the second three-way water valve (221), and the heat exchanger (317), and finally returns to the engine coolant inlet. At this time, heat is transferred to the battery system heating circuit through the heat exchanger (317). The coolant that has undergone heat exchange in the battery system heating circuit flows out from the heat exchanger (317) and, under the pumping action of the battery water pump (313), flows sequentially through the Chiller (2110), the battery expansion tank (311), and the battery liquid cooling plate (315), and finally returns to the heat exchanger (316). When the battery system is in parking heating mode, the coolant flows out from the engine coolant inlet and, under the pumping action of the heater pump (225), flows sequentially through the PTC water heater (224), the inlet (221A) of the third three-way water valve (226), the second outlet (226C) of the third three-way water valve (226), and the heat exchanger (317), and finally returns to the engine coolant inlet. At this time, heat is transferred to the battery system heating circuit through the heat exchanger (317). The coolant that has undergone heat exchange in the battery system heating circuit flows out from the heat exchanger (317) and, under the pumping action of the battery water pump (313), flows sequentially through the Chiller (2110), the battery expansion tank (311), and the battery liquid cooling plate (315), and finally returns to the heat exchanger (317).

10. The integrated thermal management system for hybrid commercial vehicles according to claim 1, characterized in that, The motor control thermal management subsystem includes a motor water pump (401), a motor control liquid cooling heat sink (402), a fifth temperature sensor (403), a medium-temperature radiator (404), a sixth temperature sensor (405), and a motor expansion tank (406) connected in sequence through the motor control heat dissipation circuit. An electronic fan (407) is arranged on the outside of the medium-temperature radiator (404) to cool the coolant in the motor control heat dissipation circuit. The fifth temperature sensor (403) and the sixth temperature sensor (405) are used to detect the inlet and outlet temperatures of the medium-temperature radiator (404).

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