Engine coolant thermal management system
By utilizing the engine coolant thermal management system, a three-way valve assembly, and different grade fuel switching, combined with a PTC heater and a fuel heater, the problem of incomplete waste heat circulation in hybrid heavy-duty mining trucks under severe cold conditions is solved. This achieves rapid fuel heating and cab warming, thereby reducing costs.
Patent Information
- Application Number
- CN202411168801.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-23
- Publication Date
- 2026-03-03
AI Technical Summary
In winter or frigid conditions, the waste heat circulation of the fuel engine in hybrid heavy-duty mining trucks is not comprehensive enough, making it difficult to achieve optimal energy control and affecting fuel costs and normal operation.
The engine coolant thermal management system is adopted. By switching between three-way valve components and different grades of fuel, combined with PTC heater and fuel heater, the coolant circulation path is optimized. The system utilizes engine waste heat and electric heating to achieve efficient fuel heating and cab warming.
It can quickly raise the fuel temperature in cold environments, reduce fuel costs, ensure normal engine operation, and achieve the heating function by efficiently utilizing waste heat and electric heating, thus achieving optimal energy control and cost management.
Smart Images
Figure CN121593889A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle engineering technology, and in particular to engine coolant thermal management systems. Background Technology
[0002] With societal development, new energy vehicles are becoming increasingly mature. Hybrid heavy-duty mining trucks, in particular, are better suited to current development and energy trends.
[0003] In existing hybrid heavy-duty mining trucks, the diesel fuel often waxes due to low temperatures in winter or severe cold, affecting the normal operation of the truck's fuel engine. Furthermore, the waste heat treatment of large fuel engines is not comprehensive enough, making it difficult to efficiently utilize the waste heat generated by the diesel engine for temperature control in the cab and fuel tank in cold environments. This hinders optimal energy control of the hybrid mining truck's energy cycle and is detrimental to fuel cost control under normal operating conditions. Summary of the Invention
[0004] This application provides an engine coolant thermal management system to solve the following technical problem: In winter or severe cold conditions, the waste heat circulation of large fuel engines is not comprehensive enough, making it difficult to achieve optimal energy control of the energy cycle of hybrid mining trucks, which is not conducive to fuel cost control.
[0005] The embodiments of this application adopt the following technical solutions:
[0006] On one hand, this application provides an engine coolant thermal management system, including: a heat dissipation module branch, an air conditioning module branch, a bypass branch, a first water pump, a second water pump, a fuel tank and a fuel heater, a fuel heat exchange module, and a three-way valve assembly. The heat dissipation module branch includes a heat dissipation module. The air conditioning module branch is sequentially connected to a fuel heater and an air conditioning module. The fuel heater is used to heat the coolant. The three-way valve assembly includes a first three-way valve, a second three-way valve, and a third three-way valve. The outlet of the first water pump is connected to the inlet of the engine cooling pipe. The heat dissipation module branch and the air conditioning module branch are respectively connected to the outlet of the engine cooling pipe and the inlet of the first water pump. The fuel tank is equipped with a low-grade fuel chamber and a high-grade fuel chamber. The fuel heat exchange module is disposed in the high-grade fuel chamber. One end of the fuel heat exchange module is connected to the first... The three-way valve and the second three-way valve are connected to the inlet of the first water pump and the inlet of the fuel heater. The other end of the fuel heat exchange module is provided with the third three-way valve. The third three-way valve is connected between the first three-way valve and the inlet of the water pump and the outlet of the air conditioning module. The second water pump is provided between the outlet of the third three-way valve and the outlet of the air conditioning module. When the hybrid vehicle receives the engine start signal, it obtains the first temperature of the high-octane fuel chamber and the second temperature of the engine cooling pipe outlet. If the first temperature is greater than a preset first threshold, the engine uses the fuel in the high-octane fuel chamber. If the first temperature is less than the preset first threshold, the engine uses the fuel in the low-octane fuel chamber. When the second temperature is greater than the second threshold, the three-way valve assembly is controlled to allow coolant to flow through the fuel heat exchange module.
[0007] This application embodiment, through engine coolant circulation thermal management, can better utilize the engine's waste heat to warm up fuel in cold environments. It can also utilize the residual heat of the circulating coolant to deliver warm air to the cab. Furthermore, by using a mixture of high-octane and low-octane fuels, operating costs can be controlled to the greatest extent, achieving optimal energy control and further controlling fuel costs. By using different three-way valves to control the circulating coolant branches, the utilization of transferred heat can be maximized. Under normal operating conditions, the additional heat carried by the engine coolant can be utilized to the greatest extent.
[0008] In one feasible implementation, if the first temperature is less than a preset first threshold, the engine uses fuel from the low-grade fuel chamber. The method further includes: when the second temperature is less than a third threshold, opening the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump, closing the valve of the second three-way valve flowing to the fuel heater, shutting off the second water pump, and starting the fuel heater.
[0009] In this embodiment, when the engine temperature is too low, i.e. when the second temperature is less than the third threshold, the coolant is heated by the fuel heater to rapidly raise the temperature of the fuel and the engine, thereby quickly raising the temperature to the normal operating temperature and ensuring the rapid start and normal operation of the heavy mining truck under cold conditions.
[0010] In one feasible implementation, if the first temperature is less than a preset first threshold, the engine uses fuel from the low-grade fuel chamber. The method further includes: when the second temperature is greater than a third threshold and less than a fourth threshold, closing the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump, opening the valve of the second three-way valve flowing to the fuel heater, turning on the second water pump, and starting the fuel heater, so that the coolant is heated by the fuel heater and then heated by the fuel heat exchanger to heat the fuel in the high-grade fuel chamber.
[0011] In this embodiment of the application, when the engine temperature is still relatively low, the high-octane fuel is directly heated by the activated fuel heater, thereby ensuring the rapid temperature rise of the high-octane fuel and preventing other modules from absorbing the heat transferred from the coolant. As a result, only the high-octane fuel, which is used to handle cold conditions, can obtain heat from the coolant.
[0012] In one feasible implementation, when the second temperature is greater than the fourth threshold, the fuel heater is turned off, the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump are opened, and the valve of the second three-way valve flowing to the fuel heater is closed, so that the coolant flowing through the engine heats the fuel in the high-grade fuel chamber via the fuel heat exchanger.
[0013] In this embodiment, when the engine temperature is high, it indicates that the engine operating temperature meets the requirements. In this case, the excess heat is directly transferred to the high-octane fuel, and the fuel heater under electric control is turned off. The extra heat generated by the engine is directly used to heat the high-octane fuel, eliminating the need for auxiliary heating from the fuel collector. This results in greater energy savings and reduced costs, allowing for the use of low-cost high-octane fuel more quickly and reducing the use of high-cost low-octane fuel.
[0014] In one feasible implementation, when the first temperature is higher than the fifth threshold, the valves connected to the first three-way valve and the fuel heat exchanger, the valves connected to the second three-way valve and the fuel heat exchanger, the valves connected to the third three-way valve and the first water pump, and the fuel heater are closed, so that the engine uses only the fuel in the high-octane fuel chamber.
[0015] In this embodiment, once the high-octane fuel reaches a normal temperature, further heating is unnecessary. That is, when the first temperature exceeds the fifth threshold, the high-octane fuel continues to supply fuel to the engine, ensuring the normal operation of the heavy-duty mining truck.
[0016] In one feasible implementation, the thermal management system further includes a PTC heater disposed between the fuel heater and the air conditioning module for heating the coolant. The operating power coefficient F(x) of the PTC heater is obtained based on a second temperature, battery SOC, battery temperature, and low-grade fuel balance, according to F(x) = a*(fourth threshold - second temperature) + b*SOC + c*(lowest optimal healthy temperature limit of battery - current battery temperature) - d*low-grade fuel balance; where a, b, c, and d are all weighted coefficients.
[0017] This application embodiment can also achieve electric heating of coolant and fuel heating of fuel heater through PTC heater, and then achieve balanced control of electric heating and fuel heating based on second temperature, battery SOC, battery temperature and low grade fuel balance, thereby achieving coolant heating with low cost and high efficiency.
[0018] In one feasible implementation, the ambient temperature is obtained. When the ambient temperature is less than a sixth threshold, and the first temperature is less than the sixth threshold, and the remaining low-grade fuel is higher than a seventh threshold, the energy consumption data in the future trip plan information is determined. If the energy consumption data is less than an eighth threshold, the PTC heater and fuel heater are turned off to stop heating the high-grade fuel chamber, and fuel is delivered to the engine only through low-grade fuel.
[0019] This application embodiment determines the working time by dividing the energy consumption changes equally into the future travel plans of heavy mining trucks, thereby determining whether it is a short-term operation using only low-octane fuel or a long-term operation using a mixture of low-octane and high-octane fuel.
[0020] In one feasible implementation, the historical operating power coefficient of the PTC heater is collected; the historical operating power coefficient is matched with the rated power of the PTC heater using a normalized fitting calculation of the relevant power curve to obtain the operating power change curve; based on the operating power change curve, the currently collected operating power coefficient is compared and matched to obtain the operating power change strategy of the PTC heater; based on the operating power change strategy, the power control of the PTC heater is completed.
[0021] This application embodiment uses a power variation strategy to linearly control the PTC heater, thereby combining it with the fuel heater to stabilize the coolant temperature and comprehensively control the power ratio of electric heating and fuel heating.
[0022] In one feasible implementation, if the energy consumption data is greater than or equal to the eighth threshold, the PTC heater and fuel heater are turned on to heat the high-octane fuel chamber; and the energy consumption data is segmented to obtain low-octane fuel consumption data and high-octane fuel consumption data; if the high-octane fuel consumption data is less than the ninth threshold, the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump are closed, the valve flowing from the second three-way valve to the fuel heater is opened, the second water pump is turned on and the fuel heater is started, and when the second temperature is greater than the fourth threshold, the second water pump and the fuel heater are kept on, so that the coolant is heated by the fuel heater and then heated by the fuel heat exchanger to heat the fuel in the high-octane fuel chamber, so that the fuel in the high-octane fuel chamber supplies fuel for the high-octane fuel consumption data.
[0023] This application embodiment, after judging the consumption value of the high-octane fuel consumption data, can directly use the fuel heater to continuously heat the high-octane fuel. That is, under a short vehicle operation condition, when the consumption value of the high-octane fuel consumption data is less than the ninth threshold, it is only necessary to use the fuel heater to continuously heat the high-octane fuel. At this time, the engine temperature has not yet continued to rise, and the efficiency of using the engine waste heat to heat the high-octane fuel is low and the temperature rise is slow. Therefore, the fuel heater is directly used to continuously heat the high-octane fuel until the heavy vehicle operation ends.
[0024] In one feasible implementation, if the ambient temperature is less than the sixth threshold and the second temperature is greater than the fourth threshold, the fuel heater is turned off, and the valves connecting the first three-way valve to the fuel heat exchanger and the third three-way valve to the first water pump are opened, so that the air conditioning module can deliver the heat transferred by the coolant to the cab; if the ambient temperature is less than the sixth threshold and the second temperature is less than or equal to the fourth threshold, the air conditioning module in the cab is electrically connected to deliver electric auxiliary heating air through the battery module; until the second temperature is greater than the fourth threshold, the battery module is controlled to disconnect the electric auxiliary heating module in the air conditioning module.
[0025] In this embodiment, the electric auxiliary heating module in the air conditioning module can be activated via the battery module when the engine temperature is not at the ideal temperature under cold conditions, thereby completing the initial delivery of warm air. When the second temperature is greater than the fourth threshold, that is, when the engine temperature rises to meet the requirements, the electric auxiliary heating module can be turned off, and the coolant temperature can be used directly to deliver warm air to the cab. Attached Figure Description
[0026] To more clearly illustrate the technical solutions in the embodiments of this application 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 some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:
[0027] Figure 1 This is a schematic diagram of an engine coolant thermal management system provided in an embodiment of this application. Detailed Implementation
[0028] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this application.
[0029] This application provides an engine coolant thermal management system. Figure 1 This is a schematic diagram of an engine coolant thermal management system provided in an embodiment of this application, as shown below. Figure 1As shown, the engine coolant thermal management system mainly includes: a cooling module branch, an air conditioning module branch, a bypass branch, a first water pump, a second water pump, a fuel tank and a fuel heater, a fuel heat exchange module, and a three-way valve assembly. The cooling module branch includes a cooling module. The air conditioning module branch is connected to the fuel heater and the air conditioning module in sequence. The fuel heater is used to heat the coolant. The three-way valve assembly includes a first three-way valve, a second three-way valve, and a third three-way valve. The outlet of the first water pump is connected to the inlet of the engine cooling pipe. The cooling module branch and the air conditioning module branch are respectively connected to the outlet of the engine cooling pipe and the inlet of the first water pump. The fuel tank is equipped with a low-grade fuel chamber and a high-grade fuel chamber. A fuel heat exchange module is installed in the high-grade fuel chamber. One end of the fuel heat exchange module is connected to the first three-way valve. The first three-way valve and the second three-way valve are connected to the inlet of the first water pump and the inlet of the fuel heater. The other end of the fuel heat exchange module is equipped with a third three-way valve. The third three-way valve is connected between the first three-way valve and the water pump inlet and the outlet of the air conditioning module. The outlet of the third three-way valve and the outlet of the air conditioning module are connected to the second water pump. When the hybrid vehicle receives the engine start signal, it obtains the first temperature of the high-grade fuel chamber and the second temperature of the engine cooling pipe outlet. If the first temperature is greater than the preset first threshold, the engine uses the fuel in the high-grade fuel chamber. If the first temperature is less than the preset first threshold, the engine uses the fuel in the low-grade fuel chamber. When the second temperature is greater than the second threshold, the three-way valve assembly is controlled to allow coolant to flow through the fuel heat exchange module.
[0030] Furthermore, if the first temperature is less than a preset first threshold, the engine uses fuel from the low-grade fuel chamber. The method also includes: when the second temperature is less than a third threshold, opening the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump, closing the valve of the second three-way valve flowing to the fuel heater, shutting off the second water pump, and starting the fuel heater.
[0031] As a possible implementation method, such as Figure 1 As shown, when the second temperature at the engine cooling pipe outlet is less than the third threshold, for example, when the second temperature is below -10°C, the engine temperature is too low. In this case, it is necessary to open the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump, close the valve of the second three-way valve flowing to the fuel heater, shut off the second water pump, and start the fuel heater. That is, the fuel heater is needed to burn and heat the low-grade fuel in the low-grade fuel chamber, thereby increasing the coolant temperature in the engine coolant circuit. This only raises the engine temperature and temporarily does not heat the high-grade fuel chamber, which is beneficial for the engine's cold start.
[0032] Furthermore, if the first temperature is less than a preset first threshold, the engine uses fuel from the low-octane fuel chamber. This also includes: when the second temperature is greater than the third threshold and less than the fourth threshold, closing the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump, opening the valve of the second three-way valve flowing to the fuel heater, turning on the second water pump and starting the fuel heater, so that the coolant is heated by the fuel heater and then heated by the fuel heat exchanger to heat the fuel in the high-octane fuel chamber.
[0033] As a possible implementation method, such as Figure 1 As shown, when the engine temperature rises slowly but has not yet reached a stable operating temperature, the heat generated is still relatively low, that is, when the second temperature is greater than the third threshold and less than the fourth threshold, for example, when the second temperature is between -10°C and 100°C, the valve connecting the first three-way valve to the fuel heat exchanger is closed. That is, the residual heat of the engine at low temperatures is not used to transfer to the high-octane fuel chamber. Only the heat generated in the fuel heater is used to transfer the heat to the high-octane fuel through the coolant to complete the heating of the fuel in the high-octane fuel chamber. In this way, even if the engine temperature is low, the high-octane fuel can be heated quickly. At the same time, the residual heat of the engine at this time can be used to raise the engine temperature more quickly, ensuring that the engine reaches the normal operating temperature as soon as possible.
[0034] Furthermore, when the second temperature is greater than the fourth threshold, the fuel heater is turned off, the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump are opened, and the valve flowing from the second three-way valve to the fuel heater is closed, so that the coolant flowing through the engine heats the fuel in the high-grade fuel chamber via the fuel heat exchanger.
[0035] As a possible implementation method, such as Figure 1 As shown, when the engine reaches a second temperature greater than 100°C, it means that the engine can operate normally and will generate excessive heat. Therefore, it is necessary to turn off the fuel heater, open the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump, and close the valve flowing to the fuel heater from the second three-way valve. Only the extra heat generated by the engine is used to transfer the fuel to the high-octane fuel chamber through the coolant, and the fuel heat exchanger heats the fuel in the high-octane fuel chamber.
[0036] Furthermore, when the first temperature is higher than the fifth threshold, the valves connected to the first three-way valve and the fuel heat exchanger, the valve connected to the second three-way valve and the fuel heat exchanger, the valve connected to the third three-way valve and the first water pump, and the fuel heater are closed, so that the engine only uses the fuel in the high-octane fuel chamber.
[0037] As a feasible implementation method, when the high-octane fuel temperature is higher than the fifth threshold, such as greater than 30°C, it can be considered that the high-octane fuel has reached the normal operating temperature. At this time, the valves connected to the fuel heat exchanger (first three-way valve), the fuel heat exchanger (second three-way valve), the water pump (third three-way valve), and the fuel heater can be closed. In other words, auxiliary heating treatment such as engine or fuel heating is no longer required, and high-octane fuel can be used directly.
[0038] Furthermore, the thermal management system also includes a PTC heater, which is positioned between the fuel heater and the air conditioning module to heat the coolant. Based on the second temperature, battery SOC, battery temperature, and remaining low-grade fuel, and according to F(x) = a*(fourth threshold - second temperature) + b*SOC + c*(lowest optimal healthy temperature limit of the battery - current battery temperature) - d*remaining low-grade fuel, the operating power coefficient F(x) of the PTC heater is obtained. Here, a, b, c, and d are all weighted coefficients.
[0039] As a feasible implementation method, a PTC heater installed between the fuel heater and the air conditioning module can be used to electrically heat the coolant. This means it can be used in conjunction with the fuel heater to quickly raise the coolant temperature. This allows for warming up the engine and high-octane fuel in cold conditions. By combining the second temperature, battery SOC, battery temperature, and remaining low-octane fuel, the proportion of the PTC heater in the total auxiliary heating system can be determined, which is represented by the operating power coefficient of the PTC heater.
[0040] Furthermore, the ambient temperature can be obtained through an external temperature sensor. When the ambient temperature is lower than the sixth threshold, and the first temperature is also lower than the sixth threshold, and the remaining low-grade fuel is higher than the seventh threshold, the energy consumption value in the future trip plan information is determined. If the energy consumption value is lower than the eighth threshold, the PTC heater and fuel heater are turned off to stop heating the high-grade fuel chamber, and fuel is delivered to the engine only through low-grade fuel.
[0041] In one embodiment, the required energy consumption can be estimated based on the vehicle's future travel information, i.e., how long the vehicle may run. When the heavy mining truck only needs to work for a short while, i.e., the energy consumption data is less than the eighth threshold, there is no need to heat the high-octane fuel. That is, the PTC heater and fuel heater are turned off, and the waste heat of the engine is not used to heat the high-octane fuel through the fuel converter. Only low-octane fuel needs to be used, thus ensuring the normal operation of the vehicle for a short period of time.
[0042] Furthermore, historical operating data of PTC heaters from multiple heavy-duty mining trucks were used to collect historical operating power coefficients for the PTC heaters. Then, the historical operating power coefficients were compared with the rated power of the PTC heaters using a normalized fitting calculation of the relevant power curves to obtain the operating power variation curve. Based on the operating power variation curve, the currently collected operating power coefficients were compared and matched to obtain the operating power variation strategy for the PTC heaters. Based on the operating power variation strategy, power control of the PTC heaters was achieved.
[0043] As a feasible implementation method, by utilizing historical operating power coefficients, the power curves of the historical operating power coefficients and the rated power of the PTC heater can be normalized and fitted to obtain the operating power change curve, which is to obtain the linear power change of the PTC heater in conjunction with the fuel heater, i.e., the operating power change strategy of the PTC heater. Using the obtained operating power change strategy, the actual operating power of the PTC heater under the current conditions of secondary temperature, battery SOC, battery temperature, and low-grade fuel balance can be determined directly, thereby maximizing the control of coolant temperature rise and overall energy consumption cost, achieving low-cost control of vehicle energy.
[0044] Furthermore, if the energy consumption data is greater than or equal to the eighth threshold, the PTC heater and fuel heater are turned on to heat the high-octane fuel chamber. The energy consumption data is then segmented to obtain low-octane fuel consumption data and high-octane fuel consumption data. If the high-octane fuel consumption data is less than the ninth threshold, the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump are closed. The valve flowing from the second three-way valve to the fuel heater is opened, the second water pump is turned on, and the fuel heater is started. When the second temperature is greater than the fourth threshold, the second water pump and the fuel heater remain running, allowing the coolant to be heated by the fuel heater and then by the fuel heat exchanger to heat the fuel in the high-octane fuel chamber, thus supplying fuel for the high-octane fuel consumption data.
[0045] As a feasible implementation method, when the energy consumption data is greater than or equal to the eighth threshold, meaning the heavy-duty mining truck operates for a slightly longer period, the energy consumption data needs to be segmented into low-octane fuel consumption data and high-octane fuel consumption data. Then, a threshold judgment is applied to the high-octane fuel consumption data. If the high-octane fuel consumption data is less than the ninth threshold (e.g., less than 5L), the fuel heater will remain on to continuously heat the high-octane fuel. Even if the second temperature at the engine coolant outlet exceeds the fourth threshold, the process will not switch, and the fuel heater will continue to heat the coolant. In this state, when the second temperature exceeds the fourth threshold, the fuel heater continues to heat the fuel in the high-octane fuel chamber via the fuel heat exchanger until the temperature of the high-octane fuel chamber reaches the fifth threshold (30°C). Only then will the heating of the high-octane fuel chamber stop. This allows heavy-duty mining trucks to quickly bring the high-octane fuel to the appropriate temperature even during slightly longer working periods. Since the working time is relatively short, shutting off the engine's additional heat transfer to the high-octane fuel is beneficial for the fuel heater's rapid heating capability to efficiently transfer heat to the high-octane fuel, avoiding the problem of slow heat transfer from the engine causing the high-octane fuel to heat up slowly in a short time, thus further improving the normal operating efficiency of the vehicle.
[0046] Furthermore, if the ambient temperature is less than the sixth threshold and the second temperature is greater than the fourth threshold, the fuel heater is turned off, and the valves connecting the first three-way valve to the fuel heat exchanger and the third three-way valve to the first water pump are opened, allowing the air conditioning module to deliver heat transferred by the coolant to the cab. If the ambient temperature is less than the sixth threshold and the second temperature is less than or equal to the fourth threshold, the battery module provides electric auxiliary heating to the air conditioning module in the cab via electrical connection. This continues until the second temperature exceeds the fourth threshold, at which point the battery module disconnects the electric auxiliary heating module in the air conditioning module.
[0047] As a feasible implementation method, when the engine's second temperature is still relatively low, that is, when the heat transferred by the coolant is relatively small, the battery module can be used to provide electric auxiliary heating for the air conditioning module under electrical connection. That is, the heating resistance wire of the electric auxiliary heating assists the air conditioning in delivering warm air. When the engine's second temperature is greater than the fourth threshold, it proves that the heat transferred by the coolant is sufficient. Therefore, the electrical connection of the electric auxiliary heating module in the air conditioning module is turned off, and only the heat transferred from the engine to the coolant is used to deliver warm air.
[0048] This application embodiment, through engine coolant circulation thermal management, can better utilize the engine's waste heat to warm up fuel in cold environments. It can also utilize the residual heat of the circulating coolant to deliver warm air to the cab. Furthermore, by using a mixture of high-octane and low-octane fuels, operating costs can be controlled to the greatest extent, achieving optimal energy control and further controlling fuel costs. By using different three-way valves to control the circulating coolant branches, the utilization of transferred heat can be maximized. Under normal operating conditions, the additional heat carried by the engine coolant can be utilized to the greatest extent.
[0049] The various embodiments in this application are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.
[0050] The foregoing has described specific embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
[0051] The above description is merely an embodiment of this application and is not intended to limit this application. For those skilled in the art, various modifications and variations can be made to the embodiments of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the embodiments of this application should be included within the scope of the claims of this application.
Claims
1. An engine coolant thermal management system, characterized in that, The thermal management system includes: a heat dissipation module branch, an air conditioning module branch, a bypass branch, a first water pump, a second water pump, a fuel tank and a fuel heater, a fuel heat exchange module, and a three-way valve assembly. The heat dissipation module branch includes a heat dissipation module. The air conditioning module branch is sequentially connected to the fuel heater and the air conditioning module. The fuel heater is used to heat the coolant. The three-way valve assembly includes a first three-way valve, a second three-way valve, and a third three-way valve. The outlet of the first water pump is connected to the inlet of the engine cooling pipe. The heat dissipation module branch and the air conditioning module branch are respectively connected to the outlet of the engine cooling pipe and the first... The fuel tank is equipped with a low-grade fuel chamber and a high-grade fuel chamber. The high-grade fuel chamber contains a fuel heat exchange module. One end of the fuel heat exchange module is connected to the inlet of the first water pump and the inlet of the fuel heater via a first three-way valve and a second three-way valve, respectively. The other end of the fuel heat exchange module is equipped with a third three-way valve. The third three-way valve is connected between the first three-way valve and the water pump inlet and the outlet of the air conditioning module. The second water pump is located between the outlet of the third three-way valve and the outlet of the air conditioning module. When the hybrid power engineering vehicle receives the engine start signal, it obtains the first temperature of the high-grade fuel oil chamber and the second temperature of the engine cooling pipe outlet. If the first temperature is greater than a preset first threshold, the engine uses fuel from the high-octane fuel chamber. If the first temperature is less than a preset first threshold, the engine uses fuel from the low-octane fuel chamber. When the second temperature is greater than the second threshold, the three-way valve assembly is controlled to allow coolant to flow through the fuel heat exchange module.
2. The thermal management system according to claim 1, characterized in that, If the first temperature is less than a preset first threshold, the engine uses fuel from the low-grade fuel chamber. The method further includes: when the second temperature is less than a third threshold, opening the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump, closing the valve of the second three-way valve flowing to the fuel heater, turning off the second water pump, and starting the fuel heater.
3. The thermal management system according to claim 2, characterized in that, If the first temperature is less than a preset first threshold, the engine uses fuel from the low-grade fuel chamber. The method further includes: when the second temperature is greater than a third threshold and less than a fourth threshold, closing the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump, opening the valve of the second three-way valve flowing to the fuel heater, turning on the second water pump and starting the fuel heater, so that the coolant is heated by the fuel heater and then heated by the fuel heat exchanger to heat the fuel in the high-grade fuel chamber.
4. The thermal management system according to claim 3, characterized in that, When the second temperature is greater than the fourth threshold, the fuel heater is turned off, the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump are opened, and the valve flowing from the second three-way valve to the fuel heater is closed, so that the coolant flowing through the engine heats the fuel in the high-grade fuel chamber via the fuel heat exchanger.
5. The thermal management system according to any one of claims 1-4, characterized in that, When the first temperature is higher than the fifth threshold, the valves connected to the first three-way valve and the fuel heat exchanger, the valves connected to the second three-way valve and the fuel heat exchanger, the valves connected to the first water pump and the fuel heater are closed, so that the engine uses only the fuel in the high-octane fuel chamber.
6. The thermal management system according to any one of claims 1-4, characterized in that, The thermal management system also includes a PTC heater, which is located between the fuel heater and the air conditioning module for heating the coolant. The operating power coefficient F(x) of the PTC heater is obtained based on the second temperature, battery SOC, battery temperature and low-grade fuel balance, and according to F(x) = a*(fourth threshold - second temperature) + b*SOC + c*(lowest optimal healthy temperature of battery - current battery temperature) - d*low-grade fuel balance; where a, b, c and d are weighted coefficients.
7. The thermal management system according to any one of claims 6, characterized in that, The ambient temperature is obtained. When the ambient temperature is less than the sixth threshold, and the first temperature is less than the sixth threshold, and the remaining low-grade fuel is higher than the seventh threshold, the energy consumption data in the future trip plan information is determined. If the energy consumption data is less than the eighth threshold, the PTC heater and fuel heater are turned off to stop heating the high-octane fuel chamber and fuel is delivered to the engine only using low-octane fuel.
8. The thermal management system according to claim 6, characterized in that, Collect the historical operating power coefficient of the PTC heater; The historical operating power coefficient and the rated power of the PTC heater are used to perform normalized fitting calculations on the relevant power curves to obtain the operating power change curve; Based on the operating power change curve, the currently collected operating power coefficient is compared and matched to obtain the operating power change strategy of the PTC heater; Based on the aforementioned operating power variation strategy, power control of the PTC heater is achieved.
9. The thermal management system according to claim 7, characterized in that, If the energy consumption data is greater than or equal to the eighth threshold, then the PTC heater and fuel heater are turned on to heat the high-grade fuel chamber. The energy consumption data is then segmented to obtain low-octane fuel consumption data and high-octane fuel consumption data. If the consumption value of the high-octane fuel is less than the ninth threshold, then the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump are closed. The valve of the second three-way valve flowing to the fuel heater is opened. The second water pump is turned on and the fuel heater is started. When the second temperature is greater than the fourth threshold, the second water pump and the fuel heater are kept on. The coolant is heated by the fuel heater and then heated by the fuel heat exchanger to heat the fuel in the high-octane fuel chamber, so that the fuel in the high-octane fuel chamber supplies fuel for the high-octane fuel consumption data.
10. The thermal management system according to claim 7, characterized in that, If the ambient temperature is less than the sixth threshold and the second temperature is greater than the fourth threshold, then the fuel heater is turned off, and the valve connecting the first three-way valve to the fuel heat exchanger and the valve connecting the third three-way valve to the first water pump are opened, so that the air conditioning module can deliver the heat transferred by the coolant to the cab. If the ambient temperature is less than the sixth threshold and the second temperature is less than or equal to the fourth threshold, then the air conditioning module in the cab is electrically connected to deliver electric auxiliary heating air through the battery module. Until the second temperature exceeds the fourth threshold, the battery module is controlled to disconnect the electrical connection to the electric auxiliary heating module in the air conditioning module.