Wide-temperature-range intelligent heat management system for cooperative utilization of multi-source energy of heavy vehicle

Abstract

The invention relates to the technical field of vehicle heat management and multi-source energy recovery, in particular to a wide-temperature-range intelligent heat management system for cooperative utilization of multi-source energy of a heavy vehicle. Comprising a solar photovoltaic current and heat collection subsystem, a multi-temperature-range energy storage and release subsystem, an engine tail gas waste heat recovery subsystem and an intelligent prediction control subsystem. The intelligent predictive control subsystem predicts solar radiation intensity and engine exhaust temperature and predicts battery electric quantity through fusion data based on an improved predictive model, and dynamically switches system operation modes: when the predictive electric quantity is high, an electric drive heat storage mode is started, a compressor mode of a reversible compressor / expansion unit is started, and photovoltaic panel waste heat recovery is enhanced; and when the predicted electric quantity is low, a thermal drive power generation mode is started, an expansion machine mode of the reversible compressor / expansion unit is started, and tail gas waste heat recovery and photovoltaic power generation are enhanced. Efficient bidirectional conversion of electric energy and wide-temperature-range heat energy and intelligent cooperative utilization of multi-source energy are achieved, and the comprehensive energy efficiency of the heavy vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management and multi-source energy recovery technology, and more specifically to a wide-temperature-range intelligent thermal management system for the coordinated utilization of multi-source energy in heavy-duty vehicles. The heavy-duty vehicles refer to commercial vehicles such as freight vehicles, construction machinery, and large buses with a maximum design gross vehicle weight of not less than 12 tons. These vehicles typically have large-displacement engines, high energy consumption characteristics, and their thermal management systems need to adapt to wide-temperature-range, high-load, and long-range operating conditions. Background Technology

[0002] Currently, heavy-duty vehicles suffer from energy waste during long-distance transportation. According to thermodynamic principles, the value of energy lies not only in its quantity (calorific value) but also in its "grade," that is, its availability and convertibility. Electrical energy is a high-grade energy source, easily and efficiently driving loads; while thermal energy varies greatly in grade and utilization potential depending on temperature. Currently, two types of thermal energy present in heavy-duty vehicles—the high-temperature waste heat carried by engine exhaust (400℃–600℃) and the waste heat generated by solar photovoltaic panels (60℃–90℃)—are not fully recovered and utilized. Traditional energy recovery systems mainly suffer from the following two major limitations: Firstly, energy recovery methods are limited. Common photovoltaic panels only convert solar energy into electrical output, and the low-to-medium temperature waste heat generated on the panel surface during the photovoltaic conversion process is usually directly lost into the environment without being effectively collected. As for the recovery of waste heat from engine exhaust, it is mostly limited to using it for low-grade heat demand scenarios, such as antifreeze heating, and there is a lack of technical means to efficiently convert it into high-grade energy such as electricity.

[0003] Secondly, the energy storage and conversion efficiency is low. Existing direct thermoelectric conversion technologies, such as thermocouple-based devices, typically have a conversion efficiency of less than 5%, which is insufficient to meet the efficiency requirements of automotive applications. Furthermore, existing systems generally lack cross-temperature range energy storage mechanisms that can adapt to the wide temperature range characteristics (-20℃ to 600℃) of heavy-duty vehicle heat sources. This results in low overall utilization of onboard energy. Specifically: When the engine is idling, the high-temperature exhaust heat generated by the engine is almost completely wasted. During driving, the electrical energy generated by photovoltaic power generation is limited by the instantaneous capacity of the vehicle's power battery, and the excess electrical energy cannot be stored as high-temperature heat energy for later use.

[0004] In summary, existing energy recovery systems for heavy-duty vehicles suffer from several drawbacks, including a single energy form (recovering only electrical energy or low-grade heat), low thermoelectric conversion efficiency, lack of adaptability across a wide temperature range (-20℃ to 600℃), and a lack of intelligent coordination among multiple energy sources. This results in a significant waste of available onboard energy, limiting the improvement of vehicle range and the optimization of overall energy efficiency. Summary of the Invention

[0005] In view of this, the present invention provides a wide-temperature-range intelligent thermal management system for the coordinated utilization of multi-source energy in heavy-duty vehicles. It aims to solve the problems of single energy form, low thermoelectric conversion efficiency, lack of wide-temperature-range adaptability, and lack of intelligent coordination of multi-source energy in existing energy recovery systems for heavy-duty vehicles. This improves the comprehensive utilization efficiency of on-board energy, realizes the cascade storage and efficient conversion of energy, and provides stable and efficient thermal management and auxiliary power support for vehicles.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a wide-temperature-range intelligent thermal management system for the coordinated utilization of multi-source energy in heavy vehicles, comprising: a solar photovoltaic power collection and heat collection subsystem, a multi-temperature-range energy storage and release subsystem, an engine exhaust waste heat recovery subsystem, and an intelligent predictive control subsystem. The solar photovoltaic power collection and heat collection subsystem is connected to the multi-temperature energy storage and release subsystem via a medium-low temperature phase change thermal storage tank and an on-board power battery. The engine exhaust waste heat recovery subsystem and the multi-temperature energy storage and release subsystem are connected by a high-temperature phase change heat storage tank. The solar photovoltaic power collection and heat collection subsystem is used to absorb solar energy and convert it into electrical energy stored in the vehicle power battery, while collecting waste heat from the photovoltaic panel and storing it in the medium and low temperature phase change heat storage tank. The multi-temperature-domain energy storage and release subsystem is used to achieve bidirectional conversion between electrical energy and thermal energy through a reversible compressor / expander unit, thus completing the energy storage and release process. The engine exhaust waste heat recovery subsystem is used to recover high-temperature waste heat from engine exhaust and store it in the high-temperature phase change heat storage tank. The intelligent predictive control subsystem is used to predict the charge level of the on-board power battery over a future period based on predicted future solar radiation intensity, predicted engine exhaust temperature, and the current status of the high-temperature phase change thermal storage tank and the medium- and low-temperature phase change thermal storage tank, as well as the vehicle's operating conditions. It then dynamically adjusts the operating mode of the multi-temperature domain energy storage and release subsystem and the recovery rate of each energy source based on the predicted charge level. When the predicted power is high, the electric drive thermal storage mode is activated, the reversible compressor / expander unit is controlled to work in compressor mode, and the recovery of exhaust waste heat is reduced, the photovoltaic power generation of the quick-release photovoltaic panel is reduced, and the recovery of waste heat of the photovoltaic panel is increased. When the predicted power generation is low, the thermal drive power generation mode is activated, the reversible compressor / expander unit is controlled to work in expander mode, and the recovery of waste heat from the exhaust gas is increased, the photovoltaic power generation of the quick-release photovoltaic panel is increased, and the recovery of waste heat from the photovoltaic panel is reduced.

[0007] In one specific implementation scheme, the solar photovoltaic power collection and heat collection subsystem includes: quick-release photovoltaic panels, a microchannel cooler, the medium-low temperature phase change heat storage tank, a first working fluid pump, and a booster chopper; The microchannel cooler is located directly below the quick-release photovoltaic panel; The outlet of the microchannel cooler is connected to the inlet of the medium-low temperature phase change heat storage tank, the outlet of the medium-low temperature phase change heat storage tank is connected to the inlet of the first working fluid pump, and the outlet of the first working fluid pump is connected to the inlet of the microchannel cooler, thus forming a thermal energy storage circuit. The output port of the quick-release photovoltaic panel is connected to the input port of the boost chopper, and the output port of the boost chopper is connected to the input port of the vehicle power battery, forming an energy storage circuit.

[0008] In one specific implementation scheme, the multi-temperature-domain energy storage and release subsystem includes: the reversible compressor / expander unit, the high-temperature phase change thermal storage tank, the throttle valve, the second working fluid pump, the medium-low temperature phase change thermal storage tank, the reversible generator / motor unit, and the reversible rectifier / inverter unit; The outlet of the medium-low temperature phase change thermal storage tank is connected to the inlet of the reversible compressor / expander unit, the outlet of the reversible compressor / expander unit is connected to the inlet of the high temperature phase change thermal storage tank, the outlet of the high temperature phase change thermal storage tank is connected to the inlet of the throttle valve, and the outlet of the throttle valve is connected to the inlet of the medium-low temperature phase change thermal storage tank, forming a fluid connection loop in the energy storage state. The outlet of the high-temperature phase change thermal storage tank is connected to the inlet of the reversible compressor / expander unit, the outlet of the reversible compressor / expander unit is connected to the inlet of the medium-low temperature phase change thermal storage tank, the outlet of the medium-low temperature phase change thermal storage tank is connected to the inlet of the second working fluid pump, and the outlet of the second working fluid pump is connected to the inlet of the high-temperature phase change thermal storage tank, forming a fluid connection loop in the energy release state. The output port of the vehicle-mounted power battery is connected to the input port of the reversible rectifier / inverter group, and the output port of the reversible rectifier / inverter group is connected to the input port of the reversible generator / motor group, forming a power connection path in the energy storage state. The output port of the reversible generator / motor set is connected to the input port of the reversible rectifier / inverter set, and the output port of the reversible rectifier / inverter set is connected to the input port of the vehicle power battery, forming a power connection path in the energy release state.

[0009] In one specific implementation, the engine exhaust waste heat recovery subsystem includes an engine exhaust waste heat recovery unit, the high-temperature phase change heat storage tank, and a third working fluid pump. The outlet of the engine exhaust waste heat recovery unit is connected to the inlet of the high-temperature phase change heat storage tank, the outlet of the high-temperature phase change heat storage tank is connected to the inlet of the third working fluid pump, and the outlet of the third working fluid pump is connected to the inlet of the engine exhaust waste heat recovery unit, thus forming a heat energy storage circuit.

[0010] In one specific implementation, the phase change material in the medium-low temperature phase change thermal storage tank is a paraffin-based mixture, and the tank body is lined with a 304 stainless steel anti-corrosion coating. The phase change material in the high-temperature phase change heat storage tank is a molten salt mixture, and the tank body is made of 310S austenitic stainless steel.

[0011] In a specific feasible implementation, the intelligent predictive control subsystem achieves the prediction and adjustment through the following operating method: The system integrates historical and real-time collected data on solar radiation, meteorology, geography, vehicle operating conditions, and equipment operation to generate high-quality spatiotemporal features. An improved Transformer-LSTM prediction model was built, which includes a feature encoder, sine and cosine position encoders, spatiotemporal dual-channel multi-head attention, feedforward network, LSTM feature enhancement module and fully connected output layer. The model was trained with historical features until convergence to obtain the target model. The target model's real-time output of the predicted future solar radiation intensity and engine exhaust temperature, combined with the current status of the high-temperature phase change heat storage tank and the medium-low temperature phase change heat storage tank, as well as the vehicle's operating conditions, is used to predict the amount of electricity in the on-board power battery over a future period of time. The operating mode of the multi-temperature domain energy storage and release subsystem and the recovery rate of each energy source are dynamically adjusted based on the predicted power consumption.

[0012] In one specific implementation scheme, the spatiotemporal dual-channel multi-head attention includes a spatial attention channel and a temporal attention channel; The spatial attention channel is used to calculate the dependencies of cross-sensor features within the same time step; The time attention channel is used to calculate the evolution of a single feature over consecutive time steps; The outputs of the spatial attention channel and the temporal attention channel are merged into a unified feature vector through a linear fusion layer.

[0013] In one specific implementation, the working fluid in the thermal energy storage circuit of the solar photovoltaic collector-thermal collector subsystem is an aqueous solution of ethylene glycol.

[0014] In one specific implementation, carbon dioxide is used as the working fluid in the fluid connection loop of the multi-temperature energy storage and release subsystem.

[0015] In one specific implementation scheme, the working fluid in the thermal energy storage circuit of the engine exhaust waste heat recovery subsystem is high-temperature synthetic oil.

[0016] Compared with existing technologies, the wide-temperature-range intelligent thermal management system for multi-source energy synergy utilization in heavy-duty vehicles described in this invention integrates solar photovoltaic power collection and heat collection, engine exhaust waste heat recovery, and based on... The transcritical cycle multi-temperature-range energy storage and release subsystem, combined with a machine learning-driven multi-mode switching strategy, achieves efficient bidirectional conversion of electrical energy and wide-temperature-range thermal energy, as well as intelligent coordination and cascade utilization of multi-source energy, with the following beneficial effects: 1. The wide-temperature-range intelligent thermal management system of the present invention simultaneously recovers solar electrical energy and low-temperature waste heat from photovoltaic panels through a solar photovoltaic power collection and heat collection subsystem; efficiently recovers high-temperature waste heat from engine exhaust through an engine exhaust waste heat recovery subsystem; and utilizes multi-temperature-range energy storage and release subsystems. The transcritical cycle and reversible compressor / expander unit achieve efficient bidirectional conversion and storage of electrical and thermal energy (covering medium and low temperatures to high temperatures); through the intelligent predictive control subsystem, based on the improved Transformer-LSTM model, it predicts the future energy state and dynamically optimizes the operation mode (electric-driven thermal storage / thermal-driven power generation) and the recovery of multiple sources (photovoltaic power generation, photovoltaic waste heat, exhaust gas waste heat); the invention as a whole realizes the coordinated recovery, cascade storage and efficient conversion of multi-source energy (light, electricity, high, medium and low temperature heat), improving the comprehensive energy utilization efficiency and range of heavy vehicles.

[0017] 2. This invention adopts a method based on... The transcritical cycle reversible compressor / expander unit achieves efficient operation of the same equipment in two modes: energy storage (compressor consumes electricity and stores heat) and energy release (expander heat drives power generation). It completes the bidirectional conversion between electrical energy and wide-temperature-range thermal energy (stored using medium- and low-temperature paraffin-based phase change materials and high-temperature molten salt phase change materials), which is more efficient than traditional thermoelectric conversion methods such as waste heat directly driving expander power generation.

[0018] 3. This invention innovatively applies an improved Transformer-LSTM model (a model combining an improved Transformer architecture with a long short-term memory network) in the intelligent predictive control subsystem. It integrates feature encoding, sine and cosine position encoding, spatiotemporal dual-channel multi-head attention (taking into account both spatial correlation and temporal evolution), LSTM feature enhancement, and a fully connected output layer. This enables it to accurately predict future solar radiation intensity and engine exhaust temperature, and based on this, predict battery charge trends. This provides core decision-making basis for intelligent switching of system modes and dynamic balancing of multi-source recovery efforts, thereby achieving optimal energy recovery and utilization.

[0019] 4. This invention utilizes low-temperature (20°C to 80°C, paraffin-based) and high-temperature (220°C to 400°C, molten salt) phase change thermal storage tanks to store waste heat of different grades (photovoltaic panel waste heat, exhaust gas waste heat) in stages, and combines it with... By combining transcritical working fluid cycles, efficient recovery and utilization of heat sources with a wide temperature range from -20℃ to 600℃ are achieved, thus broadening the system's operating temperature range and heat source compatibility.

[0020] 5. The intelligent dynamic scheduling strategy of this invention automatically switches between electric-driven thermal storage and thermal-driven power generation modes based on whether the predicted power consumption is high or low. It also coordinates the intensity of photovoltaic power generation, photovoltaic panel waste heat recovery, and exhaust gas waste heat recovery. For example, when the predicted power consumption is high, it strengthens thermal storage (recovering photovoltaic panel waste heat) and suppresses power generation and exhaust gas waste heat recovery; when the predicted power consumption is low, it strengthens power generation and exhaust gas waste heat recovery and suppresses photovoltaic panel waste heat recovery. This achieves a high degree of matching between the energy recovery strategy and the actual energy demand of the vehicle, maximizing energy utilization. Experimental verification shows that its overall thermoelectric conversion efficiency is improved compared to traditional systems (such as waste heat recovery systems where waste heat directly drives an expander to generate electricity).

[0021] 6. The system structure provided by this invention is clear and modularly designed. In addition to heavy vehicles, it can also be applied to application scenarios that require wide temperature range thermal management and multi-source energy recovery. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the structure of a wide-temperature-range intelligent thermal management system for multi-source energy collaborative utilization in heavy vehicles according to an embodiment of the present invention.

[0024] Figure 2 This is a schematic diagram of the operation logic of a wide-temperature-range intelligent thermal management system for multi-source energy collaborative utilization in heavy vehicles according to an embodiment of the present invention.

[0025] Explanation of reference numerals in the attached diagram: 1. Quick-release photovoltaic panel; 2. Boost chopper; 3. Vehicle power battery; 4. Microchannel cooler; 5. First working fluid pump; 6. Medium-low temperature phase change heat storage tank; 7. Reversible compressor / expander unit; 8. Reversible generator / motor unit; 9. Throttling valve; 10. Second working fluid pump; 11. Reversible rectifier / inverter unit; 12. High temperature phase change heat storage tank; 13. Third working fluid pump; 14. Engine exhaust waste heat recovery unit; 15. Power cable; 16. High temperature synthetic oil; 17. Carbon dioxide (ASHRAE number for refrigerant); 18. Ethylene glycol aqueous solution. Detailed Implementation

[0026] The technical solutions in the embodiments of the present invention will be clearly and completely described below. 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] The core concept of this invention lies in integrating solar photovoltaic power and heat collection, engine exhaust waste heat recovery, and based on... The system comprises four subsystems: multi-temperature-domain energy storage and release in transcritical cycles, and intelligent predictive control. These subsystems form a collaborative management platform capable of achieving efficient bidirectional conversion between electrical energy and thermal energy over a wide temperature range.

[0028] like Figure 1 As shown, the present invention discloses a wide-temperature-range intelligent thermal management system for the coordinated utilization of multi-source energy in heavy-duty vehicles, comprising: a solar photovoltaic power collection and thermal management subsystem, a multi-temperature-range energy storage and release subsystem, an engine exhaust waste heat recovery subsystem, and an intelligent predictive control subsystem (not shown separately in the figure; its operating logic is described in [reference needed]). Figure 2 Each subsystem is closely connected and communicates with the others via working fluid loops, power lines, and data buses. The solar photovoltaic power collection and thermal collection subsystem is connected to the multi-temperature energy storage and release subsystem via a low-temperature phase change thermal storage tank 6 and an on-board power battery 3; the engine exhaust waste heat recovery subsystem is connected to the multi-temperature energy storage and release subsystem via a high-temperature phase change thermal storage tank 12. The intelligent predictive control subsystem in the system can dynamically switch the system operating mode (energy storage or energy release) and intelligently adjust the intensity of energy recovery / generation based on predictions of future energy conditions, achieving optimal synergistic utilization of multi-source energy.

[0029] The specific structure and working process of each subsystem of the present invention will be described in detail below.

[0030] 1. Solar photovoltaic power collection and thermal collection subsystem like Figure 1As shown, the subsystem includes a quick-release photovoltaic panel 1, a boost chopper 2, an on-board power battery 3, a microchannel cooler 4, a first working fluid pump 5, and a low-temperature phase change thermal storage tank 6. The microchannel cooler 4 is located directly below the quick-release photovoltaic panel 1, with the two in close contact to efficiently remove waste heat from the photovoltaic panel. The thermal energy storage circuit is connected as follows: the outlet of the microchannel cooler 4 is connected to the inlet of the low-temperature phase change thermal storage tank 6; the outlet of the low-temperature phase change thermal storage tank 6 is connected to the inlet of the first working fluid pump 5; and the outlet of the first working fluid pump 5 is connected to the inlet of the microchannel cooler 4, forming a closed loop. The electrical energy storage circuit is connected as follows: the output port of the quick-release photovoltaic panel 1 is connected to the input port of the boost chopper 2; and the output port of the boost chopper 2 is connected to the input port of the on-board power battery 3. In a preferred embodiment, the working fluid in the thermal energy storage circuit is an aqueous solution of ethylene glycol 18, with an operating temperature range of -30°C to 90°C; the conductors of the electrical energy storage line are insulated aluminum stranded wires.

[0031] 2. Multi-temperature domain energy storage and release subsystem like Figure 1 As shown, this subsystem is the core of reversible energy conversion, including a reversible compressor / expander unit 7, a reversible generator / motor unit 8, a throttle valve 9, a second working fluid pump 10, a reversible rectifier / inverter unit 11, an on-board power battery 3, a high-temperature phase change thermal storage tank 12, and a medium- and low-temperature phase change thermal storage tank 6.

[0032] In energy storage mode (electrically driven thermal storage mode), the fluid connection circuit is as follows: the outlet of the low-temperature phase change thermal storage tank 6 is connected to the inlet of the reversible compressor / expander unit 7 (operating in compressor mode); the outlet of the reversible compressor / expander unit 7 (operating in compressor mode) is connected to the inlet of the high-temperature phase change thermal storage tank 12; the outlet of the high-temperature phase change thermal storage tank 12 is connected to the inlet of the throttle valve 9; and the outlet of the throttle valve 9 is connected to the inlet of the low-temperature phase change thermal storage tank 6. The electrical connection path is as follows: the output port of the on-board power battery 3 is connected to the input port of the reversible rectifier / inverter group 11 (operating in inverter mode); and the output port of the reversible rectifier / inverter group 11 (operating in inverter mode) is connected to the input port of the reversible generator / motor group 8 (operating in motor mode).

[0033] In the energy release state (thermal power generation mode), the fluid connection circuit is as follows: the outlet of the high-temperature phase change thermal storage tank 12 is connected to the inlet of the reversible compressor / expander unit 7 (operating in expander mode); the outlet of the reversible compressor / expander unit 7 (operating in expander mode) is connected to the inlet of the medium-low temperature phase change thermal storage tank 6; the outlet of the medium-low temperature phase change thermal storage tank 6 is connected to the inlet of the second working fluid pump 10; and the outlet of the second working fluid pump 10 is connected to the inlet of the high-temperature phase change thermal storage tank 12. The electrical connection path is as follows: the output port of the reversible generator / motor unit 8 (operating in generator mode) is connected to the input port of the reversible rectifier / inverter unit 11 (operating in rectifier mode); and the output port of the reversible rectifier / inverter unit 11 (operating in rectifier mode) is connected to the input port of the on-board power battery 3.

[0034] In a preferred embodiment, the working fluid of the fluid connection loop is carbon dioxide 17, which is suitable for transcritical cycles; the conductor of the electrical connection path is an insulated copper core wire.

[0035] 3. Engine exhaust waste heat recovery subsystem like Figure 1 As shown, the subsystem includes an engine exhaust waste heat recovery unit 14, a high-temperature phase change heat storage tank 12, and a third working fluid pump 13. The connection path of its thermal energy storage circuit is as follows: the outlet of the engine exhaust waste heat recovery unit 14 is connected to the inlet of the high-temperature phase change heat storage tank 12; the outlet of the high-temperature phase change heat storage tank 12 is connected to the inlet of the third working fluid pump 13; and the outlet of the third working fluid pump 13 is connected to the inlet of the engine exhaust waste heat recovery unit 14. In a preferred embodiment, the working fluid in the thermal energy storage circuit is a high-temperature synthetic oil 16, such as phenyl silicone oil or alkyl naphthalene, with an operating temperature range of 250°C to 400°C.

[0036] 4. Intelligent Predictive Control Subsystem The operating logic of the intelligent predictive control subsystem is as follows: Figure 2 As shown, the intelligent predictive control subsystem achieves its function by executing an intelligent predictive control method. This intelligent predictive control method receives data from various sensors in real time and outputs control commands to each actuator (boost chopper 2, first working fluid pump 5, reversible compressor / expander unit 7, reversible generator / motor unit 8, second working fluid pump 10, reversible rectifier / inverter unit 11, and third working fluid pump 13).

[0037] Compared with existing technologies, the technical improvements and advantages of this invention are mainly reflected in the bidirectional conversion mechanism of the multi-temperature domain energy storage and release subsystem, and the decision-making model of the intelligent predictive control subsystem. These two parts will be described in detail below.

[0038] 1. Based on Reversible energy conversion mechanism of transcritical cycle The core of this mechanism is the reversible compressor / expander unit 7. In electric-driven thermal storage mode, the reversible compressor / expander unit 7 operates in compressor mode. The low-temperature gaseous state in the medium-low temperature phase change thermal storage tank 6... Compressed into a supercritical or gaseous state under high temperature and pressure The heat released when flowing through the high-temperature phase change thermal storage tank 12 stores the compression heat and working fluid heat converted from electrical energy in the high-temperature phase change material. It then returns to the intermediate-low temperature tank after being depressurized and cooled by the throttling valve 9. In the thermal drive power generation mode, the reversible compressor / expander unit 7 operates in expander mode. The high-temperature phase change thermal storage tank 12 releases heat, storing the high-pressure... Working fluid heating, high temperature and high pressure The expander drives the reversible generator / motor unit 8 to generate electricity, converting thermal energy into electrical energy. The low temperature after the work is completed... The heat is absorbed in the medium-low temperature tank, and then pressurized and returned to the high-temperature tank by the second working fluid pump 10. This design achieves efficient and reversible conversion of electrical energy and thermal energy over a wide temperature range using the same set of hardware.

[0039] 2. Intelligent Predictive Control Methods and Improved Transformer-LSTM Model like Figure 2 As shown, the specific operation steps of the intelligent predictive control method are as follows: First, the system cleans and integrates historical and real-time collected solar radiation intensity, meteorological data, geographic coordinates, vehicle speed, engine exhaust temperature, coolant temperature, and photovoltaic panel temperature to generate a high-quality spatiotemporal feature matrix. The data cleaning rules specifically include: ① Missing value handling: For missing values ​​in the sensor data acquired due to signal interruption, interference, etc., time series interpolation methods (such as forward filling and linear interpolation) are used to supplement them to ensure time continuity; ② Outlier removal: Based on statistical methods (such as the 3σ principle) or physical constraints (such as engine exhaust temperature should not be lower than ambient temperature, and photovoltaic panel temperature should not exceed the material tolerance limit), identify and remove obvious outlier data points; ③ Data standardization: Z-score standardization is performed on features of different dimensions and magnitudes to make them meet the model input requirements and improve training stability; ④ Time alignment and resampling: Align multi-source heterogeneous data with a unified timestamp and resample at fixed time intervals (e.g., 1 minute) to form regular time-series data.

[0040] The specific data structure of the spatiotemporal feature matrix includes: setting the collected data to include T consecutive time points, with N types of features collected at each time point. The data is organized into a T-row, N-column matrix, where each row corresponds to a sampling time point and each column corresponds to a feature dimension.

[0041] The feature dimension N mainly includes: solar radiation intensity (unit: W / m²), meteorological data (such as ambient temperature, humidity, wind speed), geographic coordinates (longitude, latitude), vehicle speed (unit: km / h), engine exhaust temperature (unit: ℃), coolant temperature (unit: ℃), photovoltaic panel temperature (unit: ℃), etc.

[0042] In addition, derived features, such as solar altitude angle and vehicle cumulative mileage, can be added as needed for the model.

[0043] This matrix serves as the input to the model. Its row order represents the temporal order, and its column order represents the feature space, forming a spatiotemporal feature matrix with a clear spatiotemporal structure, which facilitates the subsequent extraction of information by the spatiotemporal attention mechanism.

[0044] Secondly, an improved Transformer-LSTM prediction model was built and trained. The improvement refers to the concatenation of a spatiotemporal dual-channel multi-head attention mechanism with an LSTM feature enhancement module, specifically designed to capture the spatiotemporal coupling characteristics and long-term trends of the vehicle energy system. This model includes a feature encoder, sine and cosine position encoding, spatiotemporal dual-channel multi-head attention, a feedforward network, an LSTM feature enhancement module, and a fully connected output layer. The spatiotemporal dual-channel multi-head attention layer is a key innovation of the model, comprising a spatial attention channel and a temporal attention channel. The spatial attention channel calculates the dependencies between different sensor features (such as solar radiation and exhaust temperature) within the same time step; the temporal attention channel calculates the evolution of a single feature across consecutive time steps. Subsequently, a linear fusion layer integrates the outputs of the two channels to form a unified feature vector, which incorporates the spatiotemporal correlation information. The model is trained using a historical spatiotemporal feature matrix until the verification loss converges, yielding the target prediction model.

[0045] For example, the spatial attention channel generates a spatial weight matrix by calculating the cosine similarity between the feature vectors of each sensor at the current time step; the temporal attention channel uses a scaled dot product mechanism to calculate the dependency of a single feature in adjacent time steps. The dual-channel outputs are weighted and fused using learnable weights α and (1-α), where α∈[0,1] is automatically optimized as a model parameter during training. The LSTM feature enhancement module receives the fused feature sequence, and its hidden layer dimension is set to be consistent with the Transformer output dimension (e.g., 128 dimensions). After capturing long-term trends through a gating mechanism, it is input into the fully connected layer.

[0046] Finally, real-time data is input into the target model, outputting predicted values ​​for future solar radiation intensity and engine exhaust temperature. Based on this, and combined with the current heat storage status of the high / low temperature storage tanks and vehicle operating conditions, the power charge trend of the on-board power battery 3 is predicted over a future period, and the power charge status is determined based on the comparison between the predicted power charge and preset thresholds. Specifically, a high power charge threshold (e.g., 80% of the total battery capacity) and a low power charge threshold (e.g., 20% of the total battery capacity) are set for judgment: when the predicted power charge is higher than the high power charge threshold, it is determined to be "high" power charge; when the predicted power charge is lower than the low power charge threshold, it is determined to be "low" power charge. The high power charge threshold and low power charge threshold can be determined through simulation optimization or real vehicle calibration based on historical energy consumption data of the vehicle, battery aging characteristics, driving conditions, and climate conditions, and can be dynamically adjusted during system initialization or operation.

[0047] For example, simulation optimization or real-vehicle calibration includes a two-stage process: First, offline initialization, which is to optimize the initial range of thresholds (such as a high threshold SOC of 75%-85%) based on historical data and simulation models with the goal of improving energy efficiency; Second, online adaptation, which is to make small dynamic adjustments to the thresholds (such as ±5%) based on actual effects (such as whether overcharging / over-discharging is effectively avoided) through rules or lightweight algorithms during system operation to adapt to specific vehicles and real-time operating conditions.

[0048] To more clearly demonstrate the intelligent collaborative effect of the present invention, the following describes in detail how the system performs dynamic scheduling and energy management using typical vehicle operating conditions.

[0049] Typical vehicle operating condition 1: Long-term idling stop The vehicle is idling, and the engine continues to run, generating high-temperature exhaust gases (approximately 400-600℃), with ample ambient light. Based on real-time data and historical models, the intelligent predictive control subsystem predicts that the onboard battery charge will remain high for the next 30 minutes. The system makes the following decisions: activate the electric drive thermal storage mode (reversible compressor / expander 7 operates in compressor mode); increase the power of the first working fluid pump 5 to enhance the recovery of waste heat from the photovoltaic panels to the low-temperature phase change thermal storage tank 6; reduce the efficiency of the booster chopper 2 to moderately suppress photovoltaic power generation and avoid battery overcharging; and reduce the power of the third working fluid pump 13 to reduce the intensity of exhaust gas waste heat recovery. At this time, the system converts excess electrical energy and photovoltaic panel waste heat into high-grade thermal energy and stores it in the high-temperature tank 12.

[0050] Typical vehicle operating condition 2: Long downhill section As the vehicle descends a slope, the engine exhaust temperature is considerable (approximately 300-450℃), sunlight may be weak, and the battery charge is at a low to medium level. The predictive model anticipates that the battery charge will drop to a low level in the future. The system makes the following decisions: activate the thermal power generation mode (reversible compressor / expander unit 7 operates in expander mode); increase the power of the third working fluid pump 13 to maximize the recovery of waste heat from the exhaust gas to the high-temperature tank 12; operate the booster chopper 2 at its optimal efficiency point to maximize photovoltaic power generation; reduce or stop the first working fluid pump 5 to suppress waste heat recovery from the photovoltaic panels. At this time, the system rapidly replenishes the battery charge using stable waste heat from the exhaust gas and maximized photovoltaic power generation.

[0051] Typical vehicle operating condition 3: High-speed driving in sunny / partly cloudy weather Solar radiation intensity fluctuates greatly, the engine operates at high load, and the battery charge is moderate. The predictive model forecasts that the battery charge will fluctuate. The system performs high-frequency dynamic adjustments: when solar radiation is strong shortly after the forecast (and the battery charge may increase), it briefly switches to electric-driven thermal storage mode, moderately increasing waste heat recovery from photovoltaic panels and slightly reducing exhaust gas recovery; when radiation is weak shortly after the forecast (and the battery charge may decrease), it quickly switches to thermal-driven power generation mode, increasing exhaust gas recovery and photovoltaic power generation while suppressing waste heat recovery from photovoltaic panels. This operating condition highly relies on the model's spatiotemporal dual-channel attention layer to capture the characteristic abrupt change patterns, achieving energy "peak shaving and valley filling".

[0052] Building upon core energy management functions, this invention ensures the system's wide temperature range adaptability and long-term operational reliability through material selection and structural design. Specifically, it includes: For the phase change thermal storage unit, the phase change material in the medium-low temperature phase change thermal storage tank 6 is a paraffin-based mixture (melting point 20℃ to 80℃), and the tank body is lined with a 304 stainless steel anti-corrosion coating for corrosion resistance and pressure resistance. The phase change material in the high temperature phase change thermal storage tank 12 is a molten salt mixture (such as potassium nitrate-sodium nitrite eutectic salt, melting point 220℃), and the tank body is made of 310S austenitic stainless steel to withstand high temperatures and molten salt corrosion. The working fluid in each loop (ethylene glycol aqueous solution, ...) The specification of high-temperature synthetic oil and its operating temperature range ensures that the system can operate safely and efficiently in a wide temperature range from -20℃ to 600℃.

[0053] Through the combined operation of the above specific embodiments, the present invention achieves the following verified technical advantages compared with the traditional system pointed out in the background art.

[0054] First, through the collaborative and reversible conversion mechanism of multiple subsystems, the multi-source recovery and cascade utilization of solar energy (light and heat) and engine exhaust waste heat are realized, which significantly improves the comprehensive utilization efficiency of vehicle energy.

[0055] Secondly, intelligent prediction and dynamic scheduling based on the improved Transformer-LSTM model enable the energy recovery strategy to be highly matched with the real-time needs of the vehicle, maximizing energy utilization.

[0056] Finally, the wide-temperature-range phase change thermal storage design and working fluid selection enable the system to adapt to complex and harsh environments, providing stable and efficient thermal management and auxiliary power support for heavy vehicles, thus verifying the practicality and advancement of the invention.

[0057] The various embodiments described in this specification are presented in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. 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 wide-temperature-range intelligent thermal management system for the coordinated utilization of multi-source energy in heavy-duty vehicles, characterized in that, include: Solar photovoltaic power collection and heat collection subsystem, multi-temperature energy storage and release subsystem, engine exhaust waste heat recovery subsystem, and intelligent predictive control subsystem; The solar photovoltaic power collection and heat collection subsystem is connected to the multi-temperature energy storage and release subsystem via a medium-low temperature phase change thermal storage tank and an on-board power battery. The engine exhaust waste heat recovery subsystem and the multi-temperature energy storage and release subsystem are connected by a high-temperature phase change heat storage tank. The solar photovoltaic power collection and heat collection subsystem is used to absorb solar energy and convert it into electrical energy stored in the vehicle power battery, while collecting waste heat from the photovoltaic panel and storing it in the medium and low temperature phase change heat storage tank. The multi-temperature-domain energy storage and release subsystem is used to achieve bidirectional conversion between electrical energy and thermal energy through a reversible compressor / expander unit, thus completing the energy storage and release process. The engine exhaust waste heat recovery subsystem is used to recover high-temperature waste heat from engine exhaust and store it in the high-temperature phase change heat storage tank. The intelligent predictive control subsystem is used to predict the charge level of the on-board power battery over a future period based on predicted future solar radiation intensity, predicted engine exhaust temperature, and the current status of the high-temperature phase change thermal storage tank and the medium- and low-temperature phase change thermal storage tank, as well as the vehicle's operating conditions. It then dynamically adjusts the operating mode of the multi-temperature domain energy storage and release subsystem and the recovery rate of each energy source based on the predicted charge level. When the predicted power is high, the electric drive thermal storage mode is activated, the reversible compressor / expander unit is controlled to work in compressor mode, and the recovery of exhaust waste heat is reduced, the photovoltaic power generation of the quick-release photovoltaic panel is reduced, and the recovery of waste heat of the photovoltaic panel is increased. When the predicted power generation is low, the thermal drive power generation mode is activated, the reversible compressor / expander unit is controlled to work in expander mode, and the recovery of waste heat from the exhaust gas is increased, the photovoltaic power generation of the quick-release photovoltaic panel is increased, and the recovery of waste heat from the photovoltaic panel is reduced.

2. The wide-temperature-range intelligent thermal management system for multi-source energy synergistic utilization in heavy-duty vehicles according to claim 1, characterized in that, The solar photovoltaic power collection and heat collection subsystem includes: quick-release photovoltaic panels, microchannel coolers, the medium-low temperature phase change heat storage tank, a first working fluid pump, and a booster chopper; The microchannel cooler is located directly below the quick-release photovoltaic panel; The outlet of the microchannel cooler is connected to the inlet of the medium-low temperature phase change heat storage tank, the outlet of the medium-low temperature phase change heat storage tank is connected to the inlet of the first working fluid pump, and the outlet of the first working fluid pump is connected to the inlet of the microchannel cooler, thus forming a thermal energy storage circuit. The output port of the quick-release photovoltaic panel is connected to the input port of the boost chopper, and the output port of the boost chopper is connected to the input port of the vehicle power battery, forming an energy storage circuit.

3. A wide-temperature-range intelligent thermal management system for multi-source energy synergistic utilization in heavy-duty vehicles according to claim 2, characterized in that, The multi-temperature energy storage and release subsystem includes: the reversible compressor / expander unit, the high-temperature phase change thermal storage tank, the throttle valve, the second working fluid pump, the medium-low temperature phase change thermal storage tank, the reversible generator / motor unit, and the reversible rectifier / inverter unit; The outlet of the medium-low temperature phase change thermal storage tank is connected to the inlet of the reversible compressor / expander unit, the outlet of the reversible compressor / expander unit is connected to the inlet of the high temperature phase change thermal storage tank, the outlet of the high temperature phase change thermal storage tank is connected to the inlet of the throttle valve, and the outlet of the throttle valve is connected to the inlet of the medium-low temperature phase change thermal storage tank, forming a fluid connection loop in the energy storage state. The outlet of the high-temperature phase change thermal storage tank is connected to the inlet of the reversible compressor / expander unit, the outlet of the reversible compressor / expander unit is connected to the inlet of the medium-low temperature phase change thermal storage tank, the outlet of the medium-low temperature phase change thermal storage tank is connected to the inlet of the second working fluid pump, and the outlet of the second working fluid pump is connected to the inlet of the high-temperature phase change thermal storage tank, forming a fluid connection loop in the energy release state. The output port of the vehicle-mounted power battery is connected to the input port of the reversible rectifier / inverter group, and the output port of the reversible rectifier / inverter group is connected to the input port of the reversible generator / motor group, forming a power connection path in the energy storage state. The output port of the reversible generator / motor set is connected to the input port of the reversible rectifier / inverter set, and the output port of the reversible rectifier / inverter set is connected to the input port of the vehicle power battery, forming a power connection path in the energy release state.

4. A wide-temperature-range intelligent thermal management system for multi-source energy synergy utilization in heavy-duty vehicles according to claim 3, characterized in that, The engine exhaust waste heat recovery subsystem includes an engine exhaust waste heat recovery unit, the high-temperature phase change heat storage tank, and a third working fluid pump. The outlet of the engine exhaust waste heat recovery unit is connected to the inlet of the high-temperature phase change heat storage tank, the outlet of the high-temperature phase change heat storage tank is connected to the inlet of the third working fluid pump, and the outlet of the third working fluid pump is connected to the inlet of the engine exhaust waste heat recovery unit, thus forming a heat energy storage circuit.

5. A wide-temperature-range intelligent thermal management system for multi-source energy synergy utilization in heavy-duty vehicles according to claim 1, characterized in that, The phase change material in the medium-low temperature phase change thermal storage tank is a paraffin-based mixture, and the tank body is lined with a 304 stainless steel anti-corrosion coating. The phase change material in the high-temperature phase change heat storage tank is a molten salt mixture, and the tank body is made of 310S austenitic stainless steel.

6. A wide-temperature-range intelligent thermal management system for multi-source energy synergy utilization in heavy-duty vehicles according to claim 1, characterized in that, The intelligent predictive control subsystem achieves the prediction and adjustment through the following operating method: The system integrates historical and real-time collected data on solar radiation, meteorology, geography, vehicle operating conditions, and equipment operation to generate high-quality spatiotemporal features. An improved Transformer-LSTM prediction model was built, which includes a feature encoder, sine and cosine position encoders, spatiotemporal dual-channel multi-head attention, feedforward network, LSTM feature enhancement module and fully connected output layer. The model was trained with historical features until convergence to obtain the target model. The target model's real-time output of the predicted future solar radiation intensity and engine exhaust temperature, combined with the current status of the high-temperature phase change heat storage tank and the medium-low temperature phase change heat storage tank, as well as the vehicle's operating conditions, is used to predict the amount of electricity in the on-board power battery over a future period of time. The operating mode of the multi-temperature domain energy storage and release subsystem and the recovery rate of each energy source are dynamically adjusted based on the predicted power consumption.

7. A wide-temperature-range intelligent thermal management system for multi-source energy synergistic utilization in heavy-duty vehicles according to claim 6, characterized in that, The spatiotemporal dual-channel multi-head attention includes a spatial attention channel and a temporal attention channel; The spatial attention channel is used to calculate the dependencies of cross-sensor features within the same time step; The time attention channel is used to calculate the evolution of a single feature over consecutive time steps; The outputs of the spatial attention channel and the temporal attention channel are merged into a unified feature vector through a linear fusion layer.

8. A wide-temperature-range intelligent thermal management system for multi-source energy synergy utilization in heavy-duty vehicles according to claim 2, characterized in that, The working fluid in the thermal energy storage circuit of the solar photovoltaic collector and collector subsystem is an aqueous solution of ethylene glycol.

9. A wide-temperature-range intelligent thermal management system for multi-source energy synergistic utilization in heavy-duty vehicles according to claim 3, characterized in that, The working fluid in the fluid connection loop of the multi-temperature energy storage and release subsystem is carbon dioxide.

10. A wide-temperature-range intelligent thermal management system for multi-source energy synergistic utilization in heavy-duty vehicles according to claim 4, characterized in that, The working fluid in the thermal energy storage circuit of the engine exhaust waste heat recovery subsystem is high-temperature synthetic oil.

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