Thermal management energy-saving system of extended-range hybrid power bus and optimization control method of thermal management energy-saving system

Abstract

The invention discloses a thermal management energy-saving system of an extended-range hybrid power bus and an optimization control method, and belongs to the technical field of bus thermal management. The system comprises a thermal management main body module, a temperature sensing module, an intelligent control module, a two-way circulation module, a redundancy guarantee module and an energy consumption monitoring module, a module collaborative architecture is combined with a two-way circulation branch, and through multi-dimensional accurate collection, rapid and stable switching of an electronic three-way valve and differential adaptation of the branch, the energy consumption of the two-way circulation module is improved. Precise matching of thermal management and different temperature scenes is achieved, through functional partition and combined operation of PTC heating, semiconductor heat dissipation and water-cooling heat dissipation, in combination with dynamic regulation and control of the whole vehicle working condition, the endurance state and the temperature deviation degree, refined management and control are achieved for different temperature deviation degrees and the whole vehicle working condition, the high energy consumption defect of a single thermal management mode is avoided, and the service life of the whole vehicle is prolonged. The power battery is always in the optimal working interval, the heat management energy consumption is reduced to the maximum extent, and the energy utilization efficiency of the whole vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of bus thermal management technology, and in particular to a range-extended hybrid electric bus thermal management energy-saving system and optimized control method. Background Technology

[0002] The efficiency and lifespan of the power battery in range-extended hybrid buses are extremely sensitive to temperature. High temperatures can easily lead to thermal runaway risks, while low temperatures significantly reduce charging and discharging efficiency. This problem is particularly prominent in commercial vehicle scenarios involving complex road conditions, extreme climates, and frequent start-stop operations. Traditional thermal management systems often employ a single heat dissipation / heating mode, which suffers from drawbacks such as low temperature control precision, pressure surges during pipeline switching, and significant energy waste. In low-temperature environments, reliance on continuous high-power heating leads to cumulative energy consumption, while in high-temperature scenarios, the long-term full-load operation of a single water-cooling system exacerbates the burden on the main battery. Furthermore, the thermal management strategy is not deeply integrated with the vehicle's charging and discharging status, driving range, and other operating conditions, making it difficult to adapt to the temperature control requirements of all scenarios. At the same time, traditional systems lack effective energy consumption monitoring and redundancy protection mechanisms, making it impossible to achieve dynamic strategy optimization or cope with the safety risks after the main thermal management unit fails, thus restricting the energy utilization efficiency and operational reliability of range-extended hybrid buses. Summary of the Invention

[0003] The purpose of this invention is to provide a thermal management energy-saving system and optimized control method for range-extended hybrid electric buses to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a thermal management energy-saving system for a range-extended hybrid electric bus, comprising a thermal management main module, a temperature sensing module, an intelligent control module, a dual-circuit module, a redundancy protection module, and an energy consumption monitoring module;

[0005] The temperature sensing module is used to collect temperature data in real time and transmit it to the intelligent control module. The temperature data includes the power battery temperature and the ambient temperature.

[0006] The intelligent control module is used to dynamically adjust the working mode of the dual-circulation module and the operating status of the thermal management main module based on temperature data.

[0007] The dual-circuit module includes an insulated circulation branch and a non-insulated circulation branch, which are used to switch the operation of different circulation branches according to different temperature scenarios. The switching of the dual-circuit module is realized by an electronic three-way valve.

[0008] The redundancy protection module is used to activate the backup heat dissipation mechanism when the main thermal management unit fails.

[0009] The energy consumption monitoring module is used to generate a thermal management energy consumption report by combining energy consumption data with the charging and discharging efficiency of the power battery.

[0010] Furthermore, the thermal management main module includes a PTC heating unit, a semiconductor heat dissipation unit, and a water-cooling heat dissipation unit;

[0011] The PTC heating unit is used to rapidly heat up the power battery when it is at a low temperature; the semiconductor heat dissipation unit is a low-voltage thermoelectric cooler used to achieve medium-intensity heat dissipation through a heat exchanger and heat dissipation structure; the water-cooled heat dissipation unit is used to achieve efficient heat dissipation in high-temperature scenarios through water cooling.

[0012] The PTC heating unit, semiconductor heat dissipation unit, and water cooling heat dissipation unit can be operated selectively by an intelligent control module, allowing one or two of them to operate at a time.

[0013] Furthermore, the heat-insulating circulation branch of the dual-circulation module includes a vacuum-insulated expansion tank, a heat-insulated pipe, and a one-way valve. The inner wall of the pipe of the heat-insulating circulation branch is provided with a nano heat-insulating coating, and the thickness of the heat-insulating layer of the vacuum-insulated expansion tank is 3-8cm.

[0014] The non-insulated circulation branch includes an expansion tank, pipelines, and a flow sensor, and is used for rapid heat exchange in heat dissipation scenarios.

[0015] Furthermore, the regulation logic of the intelligent control module includes:

[0016] It communicates with the vehicle control system and obtains data on the charging and discharging status of the power battery, the vehicle's operating speed, and the driving range through the vehicle control system.

[0017] When the vehicle is charging and has sufficient range, increase the heat dissipation threshold and reduce the frequency of heat dissipation.

[0018] When the driving range is lower than the preset value, the low-power semiconductor heat dissipation mode will be used first.

[0019] Furthermore, the temperature sensing module includes a battery-embedded temperature sensor, an ambient temperature sensor, and inlet / outlet temperature sensors for the pipeline.

[0020] Furthermore, an optimized control method, applied to a range-extended hybrid electric bus thermal management energy-saving system as described in claim 1, includes the following steps:

[0021] The system collects data on the power battery temperature, ambient temperature, and pipeline inlet and outlet temperatures. After filtering, the data is transmitted to the intelligent control module, which then obtains data on the power battery charging and discharging status, vehicle operating speed, and driving range through the vehicle control system.

[0022] The optimal operating temperature range for the power battery is defined as 18-28℃. The temperature deviation ΔT is calculated, which is the current temperature minus the midpoint value of the optimal range. The vehicle operating conditions are determined based on the charging and discharging status and the vehicle's operating speed. The vehicle operating conditions include stationary conditions, driving conditions, and charging conditions.

[0023] Based on the ΔT value range and the vehicle operating conditions, the branch switching of the dual-circuit module and the operating status and power parameters of the thermal management main module are dynamically adjusted. The dual-circuit module switches branches through an electronic three-way valve with a response time of ≤0.5s, and the water flow in the pipeline is kept continuous during the switching process.

[0024] The energy consumption data of the PTC heating unit, semiconductor heat dissipation unit and water cooling heat dissipation unit are statistically analyzed, and a thermal management energy consumption report is generated by combining the power battery charging and discharging efficiency. The energy consumption report is then fed back to the intelligent control module, and the thermal management strategy parameters are iteratively optimized based on the energy consumption report.

[0025] When the intelligent control module detects a fault in the main thermal management unit, it triggers the redundancy protection module to activate the backup heat dissipation mechanism to ensure that the power battery temperature remains within a safe range.

[0026] Furthermore, when ΔT≤-8℃ and the vehicle is in a static or driving condition, the following operations shall be performed:

[0027] The PTC heating unit and the heat preservation circulation branch are started, and a stepped heating mode is adopted. The initial heating power of the PTC heating unit is controlled at 80% of the rated power. When the power battery temperature rises to 15°C, the heating power is reduced to 50% of the rated power until the power battery temperature reaches 22°C and heating is stopped. The heat preservation circulation branch continuously maintains pressure and stores hot water.

[0028] Furthermore, when ΔT≤-8℃ and the vehicle is in charging condition, perform the following operations:

[0029] The PTC heating unit and the heat preservation circulation branch are started, and the heating power of the PTC heating unit is dynamically adjusted according to the charging current. When the charging current is ≥100A, the heating power is increased to 60% of the rated power; when the charging current is <100A, the heating power is maintained at 40% of the rated power.

[0030] Furthermore, when -8℃ < ΔT < 8℃ and the vehicle is under any operating condition, perform the following operations:

[0031] The PTC heating unit, semiconductor heat dissipation unit and water cooling heat dissipation unit are not activated. They maintain a constant temperature naturally only through the heat preservation circulation branch. The heat preservation characteristics of the heat preservation circulation branch are used to maintain the stable temperature of the power battery.

[0032] When 8℃≤ΔT<15℃ and the vehicle is under any operating condition, perform the following operations:

[0033] The non-insulated circulation branch and the semiconductor heat dissipation unit are activated, and the intelligent control module dynamically adjusts the power of the semiconductor heat dissipation unit according to the ambient temperature.

[0034] When the ambient temperature is ≤15℃, the power of the semiconductor heat dissipation unit is set to 30% of the rated power; when the ambient temperature is 15-25℃, the power of the semiconductor heat dissipation unit is set to 50% of the rated power; when the ambient temperature is >25℃, the power of the semiconductor heat dissipation unit is set to 70% of the rated power.

[0035] Furthermore, when ΔT ≥ 15℃ and the vehicle is in a stationary or charging condition, the following operations shall be performed:

[0036] Start the water-cooled heat dissipation unit and the non-insulated circulation branch, and control the water-cooled heat dissipation unit to adopt intermittent cooling mode, stopping operation for 2 minutes every 10 minutes of cooling;

[0037] When ΔT ≥ 15℃ and the vehicle is in operation, perform the following operations:

[0038] The water-cooled heat dissipation unit and the heat preservation circulation branch are activated, and the vehicle kinetic energy recovery system is activated simultaneously to prioritize the supply of electrical energy recovered by the kinetic energy recovery system to the water-cooled heat dissipation unit.

[0039] Compared with the prior art, the beneficial effects of the present invention are:

[0040] 1. The modular collaborative architecture of this invention combines dual-path circulation branches. Through multi-dimensional accurate acquisition of temperature sensing modules, rapid and stable switching of electronic three-way valves, and differentiated adaptation of insulated / non-insulated branches, it solves the problems of switching shock and temperature sensing lag in the thermal management system, achieves accurate matching of thermal management with different temperature scenarios, and forms a dual support of safety and energy saving with the redundancy protection module and energy consumption monitoring module, effectively extending the service life of pipelines and power batteries, and improving system reliability and adaptability.

[0041] 2. This invention constructs a mechanism that combines a three-level thermal management unit with three-dimensional control logic. Through the functional zoning and combined operation of PTC heating, semiconductor heat dissipation, and water cooling, combined with dynamic control of vehicle operating conditions, range status, and temperature deviation, it avoids the high energy consumption defects of a single thermal management mode. During charging, it adjusts the power according to the charging current, prioritizes low-energy heat dissipation when the range is insufficient, and links kinetic energy recovery when the driving temperature is high. This ensures that the power battery is always in the optimal operating range of 18-28℃, while maximizing the reduction of thermal management energy consumption and improving the energy utilization efficiency of the whole vehicle.

[0042] 3. This invention designs a differentiated and precise control process for all scenarios. Through personalized strategies such as stepped heating, dynamic power adjustment, and intermittent cooling, it achieves refined management for different temperature deviations and vehicle operating conditions. In low-temperature scenarios, it avoids the superposition of heating shock and energy consumption. In medium-temperature scenarios, it utilizes the thermal insulation characteristics to maintain a constant temperature naturally. In high-temperature scenarios, it optimizes heat dissipation load and energy recovery. Compared with traditional control methods, it reduces thermal management energy consumption by 15%-25%, while reducing power battery temperature fluctuations and extending its cycle life, thus balancing energy saving and battery protection. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the thermal management energy-saving optimization method of the present invention. Detailed Implementation

[0044] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] Please see Figure 1 The present invention provides the following technical solutions:

[0046] A range-extended hybrid electric bus thermal management energy-saving system includes a thermal management main module, a temperature sensing module, an intelligent control module, a dual-circuit module, a redundancy protection module, and an energy consumption monitoring module.

[0047] The temperature sensing module is used to collect temperature data in real time and transmit it to the intelligent control module. The temperature data includes the power battery temperature and ambient temperature data. The temperature sensing module includes a battery built-in temperature sensor, an ambient temperature sensor, and pipeline inlet and outlet temperature sensors. The collected data is filtered and then transmitted to the intelligent control module for temperature change trend prediction and thermal management effect feedback.

[0048] The intelligent control module is used to dynamically adjust the working mode of the dual-circulation module and the operating status of the thermal management main module based on temperature data.

[0049] The dual-circulation module includes an insulated circulation branch and a non-insulated circulation branch, which are used to switch the operation of different circulation branches according to different temperature scenarios. The switching of the dual-circulation module is achieved through an electronic three-way valve. The response time of the electronic three-way valve is ≤0.5s. During the switching process, the water flow in the pipeline is kept continuous to avoid pressure changes from impacting the pipeline and the power battery.

[0050] A redundancy protection module is used to activate the backup cooling mechanism in the event of a failure of the main thermal management unit;

[0051] The energy consumption monitoring module is used to collect energy consumption data from the PTC heating unit, semiconductor heat dissipation unit, and water cooling heat dissipation unit. It combines the power battery charging and discharging efficiency to generate a thermal management energy consumption report, providing data support for the strategy optimization of the intelligent control module.

[0052] In the above embodiments, by constructing a modular collaborative architecture for the thermal management system, a closed-loop control of the entire chain—temperature sensing, intelligent regulation, cycle adaptation, redundancy protection, and energy consumption monitoring—is achieved. The temperature sensing module integrates sensors and initiates thermal management intervention in advance based on trend prediction, avoiding damage to the power battery caused by large temperature fluctuations. The dual-circulation module uses an electronic three-way valve to achieve rapid switching in ≤0.5s while maintaining continuous water flow during switching, solving the technical pain point of pressure shock caused by traditional pipeline switching and effectively extending the service life of pipelines and power batteries. The energy consumption monitoring module specifically calculates the energy consumption of the thermal management unit and generates accurate reports based on charging and discharging efficiency. The redundancy protection module strengthens the safety defense line through a backup mechanism, achieving multi-dimensional collaboration of accurate sensing, intelligent regulation, safety protection, and energy-saving optimization, significantly improving the reliability and adaptability of the thermal management system.

[0053] The main thermal management module includes a PTC heating unit, a semiconductor heat dissipation unit, and a water-cooling heat dissipation unit;

[0054] The PTC heating unit is used for rapid heating of the power battery at low temperatures; the semiconductor heat dissipation unit is a low-voltage powered thermoelectric cooler used to achieve medium-intensity heat dissipation through heat exchangers and heat dissipation structures; the water-cooled heat dissipation unit is used to achieve efficient heat dissipation in high-temperature scenarios through water cooling.

[0055] The PTC heating unit, semiconductor heat dissipation unit, and water cooling heat dissipation unit can be selected to operate in one or two ways through an intelligent control module.

[0056] The insulated circulation branch of the dual-circulation module includes a vacuum-insulated expansion tank, insulated pipes, and a one-way valve. The inner wall of the pipes in the insulated circulation branch is coated with a nano-insulation coating. The insulation layer of the vacuum-insulated expansion tank is 3-8cm thick, which provides long-term insulation for the heated water.

[0057] The non-insulated circulation branch includes a conventional expansion tank, ordinary pipelines, and a flow sensor, used for rapid heat exchange in heat dissipation scenarios.

[0058] The control logic of the intelligent control module includes:

[0059] It communicates with the vehicle control system and obtains data on the charging and discharging status of the power battery, the vehicle's operating speed, and the driving range through the vehicle control system.

[0060] When the vehicle is charging and has sufficient range, increase the heat dissipation threshold and reduce the frequency of heat dissipation.

[0061] When the driving range is lower than the preset value, the low-power semiconductor heat dissipation mode will be used first.

[0062] In the above embodiments, the main thermal management module adopts a three-level energy efficiency adaptation. Through the functional zoning and combined operation of PTC heating, semiconductor heat dissipation, and water cooling, it achieves efficient thermal management in all temperature scenarios. The PTC heating unit focuses on rapid heating at low temperatures, the semiconductor heat dissipation unit completes medium-intensity heat dissipation in a low-voltage power supply mode, and the water cooling unit provides powerful cooling for high-temperature scenarios. The operation mode of selecting one or two of the three avoids the high energy consumption problem of a single thermal management unit operating at full load. The dual-circulation branch adapts to different thermal management needs through differentiated structural design. The heat-insulating circulation branch uses a vacuum-insulated expansion tank with a nano-insulating coating and insulation layer to achieve long-term heat preservation of the heated water and reduce the energy consumption of repeated heating. The non-insulating circulation branch uses conventional materials and flow sensor configuration to ensure rapid heat exchange efficiency in heat dissipation scenarios. The precise matching of the two types of branches with the three-level thermal management unit improves the thermal management response speed and minimizes ineffective energy consumption.

[0063] An optimized control method, applied to the above-mentioned range-extended hybrid electric bus thermal management energy-saving system, includes the following steps:

[0064] The system collects data on the power battery temperature, ambient temperature, and pipeline inlet and outlet temperatures. After filtering, the data is transmitted to the intelligent control module, which then obtains data on the power battery charging and discharging status, vehicle operating speed, and driving range through the vehicle control system.

[0065] The optimal operating temperature range for the power battery is defined as 18-28℃. The temperature deviation ΔT is calculated as the current temperature minus the midpoint value of the optimal range. The vehicle operating conditions are determined based on the charging and discharging status and the vehicle's operating speed. The vehicle operating conditions include stationary conditions, driving conditions, and charging conditions.

[0066] Based on the ΔT value range and the vehicle operating conditions, the branch switching of the dual-circuit module and the operating status and power parameters of the thermal management main module are dynamically controlled. The dual-circuit module switches branches through an electronic three-way valve with a response time of ≤0.5s, and the water flow in the pipeline is kept continuous during the switching process.

[0067] The energy consumption data of PTC heating unit, semiconductor heat dissipation unit and water cooling heat dissipation unit are collected, and a thermal management energy consumption report is generated by combining the power battery charging and discharging efficiency. The energy consumption report is fed back to the intelligent control module, and the thermal management strategy parameters are iteratively optimized based on the energy consumption report.

[0068] When the intelligent control module detects a fault in the main thermal management unit, it triggers the redundancy protection module to start the backup heat dissipation mechanism to ensure that the power battery temperature is within a safe range.

[0069] In the above embodiments, by deeply integrating with the vehicle control system, the system breaks through the single control logic of thermal management relying solely on temperature parameters, achieving dynamic adaptation across three dimensions: operating conditions, range, and temperature. By acquiring data on charging and discharging status, operating speed, and range, the system optimizes control strategies accordingly: during charging, the heat dissipation threshold is adjusted based on the range adequacy to avoid ineffective heat dissipation; when the range is insufficient, a low-energy semiconductor heat dissipation mode is prioritized to maximize the saving of main battery energy consumption. This solves the problem of energy waste caused by the disconnect between thermal management and vehicle operating conditions. The multi-dimensional collaborative control logic not only ensures the optimal operating temperature of the power battery under different vehicle operating conditions but also achieves a balance between thermal management energy consumption and vehicle range, significantly improving the energy utilization efficiency of the range-extended hybrid bus.

[0070] When ΔT≤-8℃ and the vehicle is in a static or driving condition, perform the following operations:

[0071] The PTC heating unit and the heat preservation circulation branch are started, and a stepped heating mode is adopted. The initial heating power of the PTC heating unit is controlled at 80% of the rated power. When the power battery temperature rises to 15°C, the heating power is reduced to 50% of the rated power until the power battery temperature reaches 22°C and heating is stopped. The heat preservation circulation branch continuously maintains pressure and stores hot water.

[0072] When ΔT≤-8℃ and the vehicle is in charging mode, perform the following operations:

[0073] The PTC heating unit and heat preservation circulation branch are activated, and the heating power of the PTC heating unit is dynamically adjusted according to the charging current. When the charging current is ≥100A, the heating power is increased to 60% of the rated power; when the charging current is <100A, the heating power is maintained at 40% of the rated power.

[0074] When -8℃ < ΔT < 8℃ and the vehicle is under any operating condition, perform the following operations:

[0075] The PTC heating unit, semiconductor heat dissipation unit, and water cooling heat dissipation unit are not activated. The battery temperature is maintained naturally only through the heat preservation circulation branch, utilizing the heat preservation characteristics of the heat preservation circulation branch to maintain the stability of the power battery temperature.

[0076] When 8℃≤ΔT<15℃ and the vehicle is under any operating condition, perform the following operations:

[0077] The non-insulated circulation branch and semiconductor heat dissipation unit are activated, and the intelligent control module dynamically adjusts the power of the semiconductor heat dissipation unit according to the ambient temperature.

[0078] When the ambient temperature is ≤15℃, the power of the semiconductor heat dissipation unit is set to 30% of the rated power; when the ambient temperature is 15-25℃, the power of the semiconductor heat dissipation unit is set to 50% of the rated power; when the ambient temperature is >25℃, the power of the semiconductor heat dissipation unit is set to 70% of the rated power.

[0079] When ΔT≥15℃ and the vehicle is in a static or charging condition, perform the following operations:

[0080] Start the water-cooled heat dissipation unit and the non-insulated circulation branch, and control the water-cooled heat dissipation unit to use intermittent cooling mode, stopping operation for 2 minutes every 10 minutes of cooling;

[0081] When ΔT ≥ 15℃ and the vehicle is in operation, perform the following operations:

[0082] The water-cooled heat dissipation unit and the heat preservation circulation branch are activated, and the vehicle's kinetic energy recovery system is activated simultaneously, so that the electrical energy recovered by the kinetic energy recovery system is given priority to the water-cooled heat dissipation unit.

[0083] In the above embodiments, the optimized control method is based on the dual determination of temperature deviation ΔT and vehicle operating conditions, and constructs a differentiated thermal management strategy for all scenarios. This achieves the organic unity of precise temperature control and energy saving. For different ΔT ranges and operating condition combinations, personalized solutions such as stepped heating, dynamic power heat dissipation, and intermittent cooling are designed. In low-temperature static / driving conditions, stepped heating of 80%-50% is used to avoid high-temperature shock. In low-temperature charging conditions, the heating power is dynamically adjusted according to the charging current to avoid the high energy consumption of charging and heating superimposed. In the medium-temperature range, the temperature is naturally constant only through the insulation branch, making full use of the pipeline insulation characteristics to save energy. In high-temperature driving conditions, the kinetic energy recovery system is linked to prioritize the supply of water-cooled heat dissipation power to reduce the load on the main battery. The entire control process is logically rigorous and the parameters are precise, ensuring that the power battery operates in the optimal range of 18-28℃. Through refined power regulation and energy recovery coordination, the thermal management energy consumption is reduced by 15%-25% compared with traditional control methods, while extending the cycle life of the power battery.

[0084] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A thermal management energy-saving system for a range-extended hybrid electric bus, characterized in that, It includes a thermal management main module, a temperature sensing module, an intelligent control module, a dual-circuit module, a redundancy protection module, and an energy consumption monitoring module; The temperature sensing module is used to collect temperature data in real time and transmit it to the intelligent control module. The temperature data includes the power battery temperature and the ambient temperature. The intelligent control module is used to dynamically adjust the working mode of the dual-circulation module and the operating status of the thermal management main module based on temperature data. The dual-circuit module includes an insulated circulation branch and a non-insulated circulation branch, which are used to switch the operation of different circulation branches according to different temperature scenarios. The switching of the dual-circuit module is realized by an electronic three-way valve. The redundancy protection module is used to activate the backup heat dissipation mechanism when the main thermal management unit fails. The energy consumption monitoring module is used to generate a thermal management energy consumption report by combining energy consumption data with the charging and discharging efficiency of the power battery.

2. The thermal management energy-saving system for a range-extended hybrid bus as described in claim 1, characterized in that, The thermal management main module includes a PTC heating unit, a semiconductor heat dissipation unit, and a water-cooling heat dissipation unit; The PTC heating unit is used to rapidly heat up the power battery when it is at a low temperature; the semiconductor heat dissipation unit is a low-voltage thermoelectric cooler used to achieve medium-intensity heat dissipation through a heat exchanger and heat dissipation structure; the water-cooled heat dissipation unit is used to achieve efficient heat dissipation in high-temperature scenarios through water cooling. The PTC heating unit, semiconductor heat dissipation unit, and water cooling heat dissipation unit can be operated selectively by an intelligent control module, allowing one or two of them to operate at a time.

3. The thermal management energy-saving system for a range-extended hybrid bus as described in claim 2, characterized in that, The insulated circulation branch of the dual-circulation module includes a vacuum-insulated expansion tank, an insulated pipe, and a one-way valve. The inner wall of the pipe of the insulated circulation branch is provided with a nano-insulation coating, and the insulation layer of the vacuum-insulated expansion tank is 3-8cm thick. The non-insulated circulation branch includes an expansion tank, pipelines, and a flow sensor, and is used for rapid heat exchange in heat dissipation scenarios.

4. The thermal management energy-saving system for a range-extended hybrid bus as described in claim 3, characterized in that, The regulation logic of the intelligent control module includes: It communicates with the vehicle control system and obtains data on the charging and discharging status of the power battery, the vehicle's operating speed, and the driving range through the vehicle control system. When the vehicle is charging and has sufficient range, increase the heat dissipation threshold and reduce the frequency of heat dissipation. When the driving range is lower than the preset value, the low-power semiconductor heat dissipation mode will be used first.

5. The thermal management energy-saving system for a range-extended hybrid bus as described in claim 4, characterized in that, The temperature sensing module includes a battery-embedded temperature sensor, an ambient temperature sensor, and inlet / outlet temperature sensors for the pipeline.

6. An optimized control method, applied to the thermal management energy-saving system of a range-extended hybrid bus as described in claim 4, characterized in that, Includes the following steps: The system collects data on the power battery temperature, ambient temperature, and pipeline inlet and outlet temperatures. After filtering, the data is transmitted to the intelligent control module, which then obtains data on the power battery charging and discharging status, vehicle operating speed, and driving range through the vehicle control system. The optimal operating temperature range for the power battery is defined as 18-28℃. The temperature deviation ΔT is calculated, which is the current temperature minus the midpoint value of the optimal range. The vehicle operating conditions are determined based on the charging and discharging status and the vehicle's operating speed. The vehicle operating conditions include stationary conditions, driving conditions, and charging conditions. Based on the ΔT value range and the vehicle operating conditions, the branch switching of the dual-circuit module and the operating status and power parameters of the thermal management main module are dynamically adjusted. The dual-circuit module switches branches through an electronic three-way valve with a response time of ≤0.5s, and the water flow in the pipeline is kept continuous during the switching process. The energy consumption data of the PTC heating unit, semiconductor heat dissipation unit and water cooling heat dissipation unit are statistically analyzed, and a thermal management energy consumption report is generated by combining the power battery charging and discharging efficiency. The energy consumption report is then fed back to the intelligent control module, and the thermal management strategy parameters are iteratively optimized based on the energy consumption report. When the intelligent control module detects a fault in the main thermal management unit, it triggers the redundancy protection module to activate the backup heat dissipation mechanism to ensure that the power battery temperature remains within a safe range.

7. The optimization control method as described in claim 6, characterized in that, When ΔT≤-8℃ and the vehicle is in a static or driving condition, perform the following operations: The PTC heating unit and the heat preservation circulation branch are started, and a stepped heating mode is adopted. The initial heating power of the PTC heating unit is controlled at 80% of the rated power. When the power battery temperature rises to 15°C, the heating power is reduced to 50% of the rated power until the power battery temperature reaches 22°C and heating is stopped. The heat preservation circulation branch continuously maintains pressure and stores hot water.

8. The optimization control method as described in claim 6, characterized in that, When ΔT≤-8℃ and the vehicle is in charging mode, perform the following operations: The PTC heating unit and the heat preservation circulation branch are started, and the heating power of the PTC heating unit is dynamically adjusted according to the charging current. When the charging current is ≥100A, the heating power is increased to 60% of the rated power; when the charging current is <100A, the heating power is maintained at 40% of the rated power.

9. The optimization control method as described in claim 6, characterized in that, When -8℃ < ΔT < 8℃ and the vehicle is under any operating condition, perform the following operations: The PTC heating unit, semiconductor heat dissipation unit and water cooling heat dissipation unit are not activated. They maintain a constant temperature naturally only through the heat preservation circulation branch. The heat preservation characteristics of the heat preservation circulation branch are used to maintain the stable temperature of the power battery. When 8℃≤ΔT<15℃ and the vehicle is under any operating condition, perform the following operations: The non-insulated circulation branch and the semiconductor heat dissipation unit are activated, and the intelligent control module dynamically adjusts the power of the semiconductor heat dissipation unit according to the ambient temperature. When the ambient temperature is ≤15℃, the power of the semiconductor heat dissipation unit is set to 30% of the rated power; when the ambient temperature is 15-25℃, the power of the semiconductor heat dissipation unit is set to 50% of the rated power; when the ambient temperature is >25℃, the power of the semiconductor heat dissipation unit is set to 70% of the rated power.

10. The optimization control method as described in claim 6, characterized in that, When ΔT≥15℃ and the vehicle is in a static or charging condition, perform the following operations: Start the water-cooled heat dissipation unit and the non-insulated circulation branch, and control the water-cooled heat dissipation unit to adopt intermittent cooling mode, stopping operation for 2 minutes every 10 minutes of cooling; When ΔT ≥ 15℃ and the vehicle is in operation, perform the following operations: The water-cooled heat dissipation unit and the heat preservation circulation branch are activated, and the vehicle kinetic energy recovery system is activated simultaneously to prioritize the supply of electrical energy recovered by the kinetic energy recovery system to the water-cooled heat dissipation unit.

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