Comprehensive thermal management system and method for electric refrigerator car

Abstract

The invention discloses a comprehensive heat management system and method for an electric refrigerator car, and relates to the technical field of refrigerator cars. The electric refrigerator car comprehensive heat management system comprises a plurality of temperature control areas and a plurality of temperature control units. Any temperature control unit is connected with all the temperature control areas through pipelines and can form a temperature control loop with any temperature control area, and the pipeline communication state between each temperature control unit and any temperature control area is configured to be opened and closed. Based on the technical scheme disclosed by the invention, the electric refrigerator car can realize intelligent coordination of all-region heat management, can distribute work tasks of all temperature control units according to real-time working conditions, realizes dynamic matching and cross utilization of energy, ensures the optimal heat management effect, realizes the most efficient utilization of the total energy of the system, and improves the energy utilization efficiency. The temperature control effect of the cargo compartment is guaranteed, and the overall energy efficiency of the electric refrigerator car is greatly improved.

Description

Technical Field

[0001] This invention relates to the field of refrigerated truck technology, specifically to an integrated thermal management system and method for electric refrigerated trucks. Background Technology

[0002] Currently, electric refrigerated trucks generally adopt a centralized temperature control system and an integrated energy management architecture, which mainly integrates the passenger compartment air conditioning, power battery thermal management and refrigeration system of the refrigerated box.

[0003] In related technologies, the system typically relies on a single power battery pack to power the entire vehicle, drive one or two independent cooling / heating units, and deliver air to different areas of the physically isolated cargo compartment through air ducts, thereby achieving basic multi-temperature zone temperature control.

[0004] However, the relevant thermal management solutions have at least the following limitations: under normal vehicle operation, the cooling systems of the drive motor and power battery are independent of the cargo compartment refrigeration system, making it impossible to cross-utilize energy, and the overall energy efficiency of the system needs to be improved. Summary of the Invention

[0005] The purpose of this invention is to overcome the above-mentioned technical deficiencies and propose an integrated thermal management system and method for electric refrigerated trucks, which solves the technical problem of insufficient overall energy efficiency of electric refrigerated trucks in the prior art, affecting the temperature control effect of the cargo compartment.

[0006] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides an integrated thermal management system for an electric refrigerated truck, comprising: Multiple temperature-controlled zones; and Multiple temperature control units are provided, each of which is connected to all temperature control zones through a pipeline and can form a temperature control loop with any of the temperature control zones. The pipeline connection between each temperature control unit and any of the temperature control zones is configured to be openable and closedable.

[0008] In some embodiments, the plurality of temperature control units include a first temperature control unit and a second temperature control unit, the first temperature control unit and the second temperature control unit are respectively connected to one of the temperature control areas, and a bidirectional branch that can be opened and closed is provided between the first temperature control unit and the second temperature control unit.

[0009] In some embodiments, each of the temperature control units is connected to one or more temperature control zones via a pipeline, and can be connected to the pipeline of the remaining temperature control zones via the bidirectional branch.

[0010] In some embodiments, at least one of the temperature control units includes: compressor; A condenser, connected via piping to the outlet of the compressor; and A diverter valve, the inlet of which is connected to the outlet of the condenser via a pipeline, and having multiple outlets, each outlet of which is connected to one or more temperature control zones via a pipeline.

[0011] In some embodiments, the plurality of temperature control zones include a battery zone, a motor zone, a cab zone, and at least one cargo compartment temperature control zone.

[0012] In some embodiments, each of the temperature control zones is provided with at least two temperature control modes: cooling and heating, and the temperature control modes of each temperature control zone are set independently.

[0013] In some embodiments, the integrated thermal management system further includes multiple batteries, each of which is connected to all temperature control units via a pipeline and can form a temperature control loop with any of the temperature control units. The pipeline connection between each battery and any of the temperature control units is configured to be openable and closedable.

[0014] In some embodiments, each of the temperature control zones is connected to a waste heat recovery circuit, which is connected to a battery and / or a motor to recover heat from the battery and / or the motor.

[0015] Secondly, the present invention also provides a comprehensive thermal management method for electric refrigerated trucks, applied to the comprehensive thermal management system described in the first aspect, comprising the following steps: Collect temperature data from each temperature-controlled zone; Based on the temperature data, determine the temperature control mode for each temperature control zone; Based on the temperature control mode, set the working mode of each temperature control unit and the pipeline connection status; The temperature control mode includes at least a cooling mode and a heating mode, and the cooling mode and / or the heating mode are implemented by one or more temperature control units.

[0016] In some embodiments, setting the operating mode and pipeline connection status of each temperature control unit according to the temperature control mode includes: When the temperature control mode of one of the temperature control zones is determined to be the cooling mode, one or more of the first temperature control unit, the second temperature control unit, and the air-cooled structure are used to cool the temperature control zone. When the temperature control mode of one of the temperature control zones is determined to be the heating mode, heat from the motor and / or battery is recovered to heat that temperature control zone.

[0017] Compared with the prior art, the present invention provides an integrated thermal management system and method for electric refrigerated trucks. By setting up multiple temperature control zones on the electric refrigerated truck and setting up multiple temperature control units, each temperature control unit is connected to all temperature control zones through pipelines and can form a temperature control loop with any temperature control zone. By controlling the pipeline connection status between the temperature control zones and the temperature control units, each temperature control zone can use one or more temperature control units for cooling or heating.

[0018] In this way, the electric refrigerated truck can achieve intelligent coordination of thermal management across the entire area, breaking the fixed binding relationship between energy supply and demand in related technologies. It can allocate the working tasks of each temperature control unit according to real-time operating conditions, accurately delivering cold and heat to any temperature control area on demand. It achieves task-oriented dynamic matching and cross-utilization of energy, ensuring the most efficient use of the total system energy while achieving optimal thermal management effect, thereby guaranteeing the temperature control effect of the cargo compartment and greatly improving the overall energy efficiency of the electric refrigerated truck. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the system configuration of the integrated thermal management system in one embodiment of the present invention; Figure 2 This is a schematic diagram illustrating the principle of waste heat recovery in one embodiment of the present invention; Figure 3 This is a schematic diagram of the waste heat recovery circuit in one embodiment of the present invention; Figure 4 This is a flowchart illustrating the integrated thermal management method in one embodiment of the present invention.

[0020] Explanation of reference numerals in the attached drawings: 1. Battery; 11. First battery; 12. Second battery; 2. Motor; 3. Cab; 4. Cargo compartment temperature control zone; 41. First cargo compartment temperature control zone; 42. Second cargo compartment temperature control zone; 5. First temperature control unit; 51. First compressor; 52. First condenser; 53. First diverter valve; 54. First heat exchanger; 55. First reversing valve; 56. First liquid storage tank; 6. Second temperature control unit; 61. Second compressor; 62. Second condenser; 63. Second diverter valve; 64. Second liquid storage tank; 65. Second heat exchanger; 66. Third heat exchanger; 67. Third liquid storage tank; 7. Circulation pump; 8. Throttling valve; 9. Two-way branch; 91. Two-way valve; 10. Second reversing valve. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0022] In related technologies, the temperature control system of electric refrigerated trucks typically relies on a single power battery pack to power the entire vehicle, drive one or two independent refrigeration / heating units, and deliver air to different areas of the physically isolated cargo compartment through air ducts, thereby achieving basic multi-temperature zone temperature control functions.

[0023] However, the relevant thermal management solutions have at least the following limitations: under normal vehicle operation, the cooling systems of the drive motor and power battery are independent of the cargo compartment refrigeration system, making it impossible to cross-utilize energy, and the overall energy efficiency of the system needs to be improved.

[0024] To address the aforementioned technical problems, this invention provides a comprehensive thermal management system and method for electric refrigerated trucks, ensuring optimal thermal management while maximizing the utilization of total system energy, guaranteeing cargo compartment temperature control, and significantly improving the overall energy efficiency of electric refrigerated trucks.

[0025] Please see Figure 1 , Figure 1 This is a schematic diagram of the system configuration of an integrated thermal management system for an electric refrigerated truck according to an embodiment of the present invention. The integrated thermal management system for an electric refrigerated truck includes multiple temperature control zones and multiple temperature control units. Each temperature control unit is connected to all temperature control zones through a pipeline and can form a temperature control loop with any of the temperature control zones. The pipeline connection between each temperature control unit and any of the temperature control zones is configured to be openable or closed.

[0026] In practical applications, for any temperature control zone, one or more temperature control units can be activated according to its temperature control requirements, and the corresponding pipelines can be opened, so that the temperature control zone can be cooled or heated by one or more temperature control units. This enables task-oriented dynamic matching and cross-utilization of energy, ensuring optimal thermal management while facilitating the most efficient utilization of the system's total energy.

[0027] In one embodiment, please refer to Figure 1 The electric refrigerated truck includes at least a battery 1, a motor 2, a cab 3, and at least one cargo compartment. The aforementioned multiple temperature control zones can include a battery zone, a motor zone, a cab 3, and at least one cargo compartment temperature control zone 4. Each temperature control zone can be equipped with a temperature detection module (such as a temperature sensor, not shown in the figure) to cooperate with the onboard system to monitor its operating temperature in real time, facilitating efficient thermal management.

[0028] Understandably, in a conventional electric refrigerated truck, the battery area and motor area are usually heat-generating areas, which may have cooling and heating needs. For example, when battery 1 is overheating, the battery area needs to be cooled, but when the vehicle is in a low-temperature environment, the battery area may need to be heated.

[0029] Similarly, the cab 3 is also an area that requires both cooling and heating, while the cargo compartment temperature control zone 4 mostly needs to be refrigerated to maintain a low-temperature environment and meet the needs of cargo transportation. Of course, the actual temperature control requirements of each temperature control zone can be determined according to the actual application scenario, and there is no specific limitation.

[0030] Based on this, to meet the needs of most application scenarios, each temperature control zone can be set to both cooling and heating modes, allowing each temperature control zone to activate either cooling or heating mode as needed.

[0031] In one embodiment, to meet diverse transportation needs, the aforementioned cargo compartment temperature control zone 4 can be configured as two zones, referred to as the first cargo compartment temperature control zone 41 and the second cargo compartment temperature control zone 42, respectively. These two zones can be set independently and their cooling or heating functions can be controlled separately. Thus, the cargo compartment of this electric refrigerated truck can provide at least two different temperature-controlled refrigeration zones to meet the varying refrigeration requirements of goods.

[0032] In one embodiment, the electric refrigerated vehicle may be equipped with two or more batteries 1. Taking the case of two batteries 1 as an example, the two batteries 1 can be referred to as the first battery 11 and the second battery 12, respectively. The first battery 11 and the second battery 12 work together to not only improve the vehicle's range but also meet the application requirements of specific scenarios.

[0033] For example, during the charging and parking phase of long-distance transportation, one battery 1 can be connected to a charging pile for rapid recharging, while the other battery 1 can independently power the refrigeration / heating system to ensure stable cargo compartment temperature and prevent cargo spoilage caused by temperature control interruption during charging.

[0034] Understandably, the dual-battery architecture provides natural redundancy. If one battery or related component fails, the other battery can immediately take over the core load, providing power to the relevant temperature-controlled areas and significantly improving system reliability and business continuity. Furthermore, this architecture also supports dynamic power allocation during operation, enhancing overall system flexibility and availability.

[0035] Based on the various temperature control zones described above, in one embodiment, please refer to... Figure 1 The aforementioned multiple temperature control units may include a first temperature control unit 5 and a second temperature control unit 6. The first temperature control unit 5 and the second temperature control unit 6 work together to meet the cooling needs of any of the aforementioned temperature control zones.

[0036] Specifically, the first temperature control unit 5 may include a first compressor 51, a first condenser 52 and a first diverter valve 53. The outlet of the first compressor 51 can be connected to the inlet of the first condenser 52 through a pipeline. The outlet of the first condenser 52 can be connected to the inlet of the first diverter valve 53. The first diverter valve 53 may be provided with two outlets, and both outlets can be connected to one or more temperature control zones through pipelines.

[0037] For example, in one typical application scenario, one outlet of the first diversion valve 53 can be connected to the first heat exchanger 54 installed in the first cargo compartment temperature control zone 41 via a pipeline, while its other outlet can be connected to the first reversing valve 55 via a pipeline. The first reversing valve 55 can be a two-position three-way valve, which can be connected to the two battery areas mentioned above via pipelines respectively.

[0038] At this time, the pipe outlets of the two battery areas and the pipe outlet of the first heat exchanger 54 can be connected to the first liquid storage tank 56 at the same time. The outlet of the first liquid storage tank 56 can be connected to the inlet of the first compressor 51 through a pipe, and a circulation pump 7 can be installed on the pipe between the two.

[0039] Understandably, under the action of the circulating pump 7, the working fluid (such as coolant) can flow into the first compressor 51 through the first liquid storage tank 56. The working fluid discharged from the first compressor 51 can enter the condenser, and after condensation, the working fluid can enter the first diversion valve 53. At this time, the flow of the working fluid to the two-position three-way valve and / or the first heat exchanger 54 in the first cargo compartment temperature control zone 41 can be controlled by the first diversion valve 53.

[0040] When the working medium flows to the two-position three-way valve, the two-position three-way valve can control the flow of the medium to the battery area of ​​the first battery 11 and / or the battery area of ​​the second battery 12, and return to the first storage tank 56 after liquid cooling of the first battery 11 and / or the second battery 12.

[0041] When the working fluid flows to the first cargo compartment temperature control zone 41, it enters the first heat exchanger 54 and evaporates to absorb heat, which can cool the first cargo compartment temperature control zone 41. After evaporating and absorbing heat, the working fluid can also return to the first liquid storage tank 56.

[0042] In the above manner, under the action of the circulating pump 7, the working fluid can circulate in the pipeline structure between the first compressor 51 and the first liquid storage tank 56, and cool one or more temperature control areas of the first battery 11, the second battery 12 and the first cargo compartment temperature control zone 41.

[0043] Similarly, the second temperature control unit 6 may include a second compressor 61, a second condenser 62, and a second flow divider valve 63. The outlet of the second compressor 61 can be connected to the inlet of the second condenser 62 through a pipeline. The outlet of the second condenser 62 can be connected to the inlet of the second flow divider valve 63. The second flow divider valve 63 may be provided with two outlets, and both outlets can be connected to one or more temperature control zones through pipelines.

[0044] For example, in one typical application scenario, one outlet of the second diversion valve 63 can be connected to the second liquid storage tank 64 via a pipeline, and the outlet of the second liquid storage tank 64 can be connected to the second heat exchanger 65 located in the temperature control zone 42 of the second cargo compartment via a pipeline; at the same time, the other outlet of the second diversion valve 63 can be connected to the third heat exchanger 66 located in the cab 3 via a pipeline.

[0045] At this time, the outlet of the second heat exchanger 65 can be connected to the third liquid storage tank 67 through a pipeline. The outlets of the third liquid storage tank 67 and the third heat exchanger 66 can both be connected to the inlet of the second compressor 61 through pipelines. A circulation pump 7 can be installed on the outlet pipelines of the third liquid storage tank 67 and the third heat exchanger 66 respectively.

[0046] Understandably, under the action of the circulating pump 7, the working fluid can enter the second compressor 61 through the third liquid storage tank 67. The working fluid discharged from the second compressor 61 can enter the second condenser 62. After condensation, the working fluid can enter the second diversion valve 63. At this time, the flow of the working fluid to the second liquid storage tank 64 or the third heat exchanger 66 in the cab 3 can be controlled by the second diversion valve 63.

[0047] When the working fluid flows to the second storage tank 64, it can flow out of the second storage tank 64 and then into the second heat exchanger 65 in the second cargo compartment temperature control zone 42. At this time, the working fluid can evaporate and absorb heat in the second heat exchanger 65 and cool the second cargo compartment temperature control zone 42. The working fluid after evaporation and heat absorption can return to the third storage tank 67 through the pipeline.

[0048] When the working fluid flows into the cab 3, it can flow into the third heat exchanger 66 in the cab 3 and evaporate and absorb heat in the third heat exchanger 66 to cool the cab 3; the working fluid after evaporation and heat absorption can return to the second compressor 61 under the action of the circulating pump 7.

[0049] In this way, under the action of the circulating pump 7, the working fluid can circulate in the above-mentioned pipeline structure and cool one or both of the temperature control zones of the second cargo compartment temperature control zone 42 and the cab 3.

[0050] In one embodiment, a throttle valve 8 may be installed on the pipeline between the second liquid storage tank 64 and the second heat exchanger 65. This throttle valve 8 can be an electronic expansion valve. With the help of this electronic expansion valve, the flow rate of the working fluid entering the second heat exchanger 65 can be flexibly adjusted, thereby adjusting the cooling effect of the second cargo compartment temperature control zone 42.

[0051] In one embodiment, the outlet of the second liquid storage tank 64 is also connected to the motor area via a pipeline, and a throttling valve 8 (such as an electronic expansion valve) can be installed on the pipeline between the two. The pipeline outlet of the motor area can be connected to the third liquid storage tank 67. In this way, the working fluid in the second liquid storage tank 64 can flow through the pipeline to the motor 2 and perform liquid cooling on the motor 2; and the working fluid after absorbing heat can also return to the third liquid storage tank 67.

[0052] In one embodiment, please refer to Figure 1 A bidirectional branch 9 can also be provided between the first temperature control unit 5 and the second temperature control unit 6. The bidirectional branch 9 can be opened and closed, so that the working fluid in one temperature control unit can flow into the other temperature control unit.

[0053] Specifically, in one typical application scenario, one end of the bidirectional branch 9 can be connected to the aforementioned second liquid storage tank 64, while the other end can be connected to the connecting pipeline between the first condenser 52 and the first diverter valve 53. The bidirectional branch 9 is equipped with a bidirectional valve 91, which can be opened when a compressor failure occurs or when emergency heat dissipation is required.

[0054] At this time, the inlet of the second compressor 61 can be connected to the second reversing valve 10 through a pipeline. The second reversing valve 10 can be a two-position three-way valve. The other two ports on the two-position three-way valve can be connected to the first liquid storage tank 56 and the third heat exchanger 66 through pipelines respectively. The outlet pipeline of the third liquid storage tank 67 can be connected to the outlet pipeline of the third heat exchanger 66.

[0055] In this way, when the workload of the second compressor 61 is large, the first compressor 51 can take over the work, specifically as follows: open the two-way valve 91 on the two-way branch 9, and control the outlet pipeline of the third liquid storage tank 67 to be connected to the inlet pipeline of the first liquid storage tank 56 through the second reversing valve 10.

[0056] Thus, under the action of the circulating pump 7, the working fluid can enter the first compressor 51 through the first liquid storage tank 56. The working fluid discharged from the first compressor 51 enters the first condenser 52. The condensed working fluid can flow to the second liquid storage tank 64 through the bidirectional branch 9. The working fluid in the second liquid storage tank 64 can flow to the second cargo compartment temperature control zone 42 and / or the motor area to cool the second cargo compartment temperature control zone 42 and / or the motor 2. The working fluid after absorbing heat can return to the first liquid storage tank 56 through the third liquid storage tank 67 and the two-position three-way valve (i.e., the second reversing valve 10) in sequence to realize the circulation of the working fluid.

[0057] At this time, the second compressor 61 can remain in a stopped state, and the first compressor 51 can take over the work of the second compressor 61. It can also choose to provide liquid cooling to the second cargo compartment temperature control zone 42 and / or the motor area under the responsibility of the second compressor 61 as needed. It can also simultaneously meet the heat dissipation needs of its own temperature control area (i.e., the battery area and the first cargo compartment temperature control zone 41) through the first diversion valve 53.

[0058] In one embodiment, with the help of the bidirectional branch 9, when the workload of the first compressor 51 is large, the second compressor 61 can take over the work. To achieve this effect, the outlet of the first liquid storage tank 56 can be connected to the inlet of the second compressor 61 through a pipeline, and a circulation pump 7 can also be installed on the pipeline between the two.

[0059] At this time, the bidirectional valve 91 on the bidirectional branch 9 can be opened, and the outlet pipe of the third heat exchanger 66 can be connected to the inlet of the second compressor 61 through the second reversing valve 10. In this way, the working fluid in the third liquid storage tank 67 can enter the second compressor 61, and the working fluid discharged from the second compressor 61 can flow through the condenser to the second diversion valve 63. The working fluid discharged from the second diversion valve 63 can enter either the third heat exchanger 66 or the second liquid storage tank 64.

[0060] The working fluid entering the second storage tank 64 can flow not only to the second cargo compartment temperature control zone 42 and / or the motor area to cool the second cargo compartment temperature control zone 42 and / or the motor 2, but also to the first diversion valve 53 through the bidirectional branch 9, and under the control of the first diversion valve 53, to one or more temperature control zones among the first battery 11, the second battery 12 and the first cargo compartment temperature control zone 41, to cool the first battery 11, the second battery 12 and one or more temperature control zones among the first cargo compartment temperature control zone 41.

[0061] At this time, the working fluid discharged from the battery area and / or the first cargo compartment temperature control zone 41 can enter the first liquid storage tank 56 and return to the second compressor 61 through the pipeline between the first liquid storage tank 56 and the inlet of the second compressor 61; at the same time, the working fluid discharged from the second cargo compartment temperature control zone 42 and / or the motor area can return to the second compressor 61 along the outlet pipeline of the third liquid storage tank 67, thereby realizing the working fluid circulation.

[0062] Therefore, when the first compressor 51 is in a stopped state, the second compressor 61 can also take over the work of the first compressor 51, and can choose to provide liquid cooling to the first cargo compartment temperature control zone 41 and / or battery area (the area where the first battery 11 and / or the second battery 12 are located) under the responsibility of the first compressor 51, and can simultaneously meet the heat dissipation needs of its own temperature control area (i.e., the second cargo compartment temperature control zone 42 and the motor area).

[0063] In one embodiment, please refer to Figure 1 The integrated thermal management system may also include multiple air-cooling structures. For example, an air-cooling structure may be provided at the first battery 11, the second battery 12 and the motor 2, and the air-cooling structure may be an existing air-cooling structure.

[0064] At this time, depending on the heat dissipation requirements, the driver can choose to turn on or off the air-cooling structure at each position to turn on or off the air-cooling function at the corresponding position. The air-cooling function is independent of the liquid cooling method mentioned above. Both can be turned on independently or simultaneously, and there is no specific limitation on this.

[0065] For example, when the first battery 11 needs heat dissipation, the user can use the air-cooling structure at the corresponding location to air-cool the first battery 11; when the heat dissipation effect is insufficient, the user can switch to liquid cooling mode, or the user can simultaneously turn on the air-cooling and liquid-cooling functions at the first battery 11.

[0066] It should be noted that, with the help of the above-mentioned multiple temperature control units, one or more temperature control areas of the first battery 11, the second battery 12, the first cargo compartment temperature control area 41, the second cargo compartment temperature control area 42, and the motor area can be cooled, so that the corresponding temperature control area enters the cooling temperature control mode.

[0067] Meanwhile, based on the above system configuration, the temperature control modes of each temperature control zone can be independent of each other. For example, in a normal application scenario, the first battery 11 and the second battery 12 can both be met by the first temperature control unit 5, but the temperature control modes of the first battery 11 and the second battery 12 are not related to each other. That is, whether the first battery 11 turns on the heat dissipation function and what heat dissipation mode is used are not related to the temperature control mode of the second battery 12, and vice versa.

[0068] Furthermore, for any temperature control zone, by controlling the connection status of each pipeline in the system, it can be connected to any temperature control unit and form a temperature control loop with it. For example, in a conventional application scenario, the motor 2 can be cooled by air or form a temperature control loop with the second temperature control unit 6 to achieve liquid cooling. When the second compressor 61 stops, the bidirectional branch 9 mentioned above can be opened so that it can achieve liquid cooling with the help of the first temperature control unit 5.

[0069] In one embodiment, please refer to Figure 2-3 The integrated thermal management system also includes a waste heat recovery circuit, which can recover the heat from the battery 1 and the motor 2 and provide heating for the first cargo compartment temperature control zone 41 and / or the second cargo compartment temperature control zone 42.

[0070] Specifically, the waste heat recovery circuit includes a circulation pump 7 and a primary diversion valve. The outlet of the circulation pump 7 is connected to the inlet of the primary diversion valve. One outlet of the primary diversion valve can be connected to the pipeline inlet of the motor area, and its other outlet can be connected to the secondary diversion valve. The two outlets of the secondary diversion valve can be connected to the battery area of ​​the first battery 11 and the battery area of ​​the second battery 12, respectively.

[0071] At this time, the outlet pipe of the motor area can be connected to the first heat exchanger 54 and the second heat exchanger 65 respectively; similarly, the outlet pipes of the two battery areas can also be connected to the first heat exchanger 54 and the second heat exchanger 65 after they merge. The outlet pipes of the two heat exchangers (i.e., the first heat exchanger 54 and the second heat exchanger 65) can be connected to the inlet of the circulating pump 7 to realize the circulation of the working fluid.

[0072] Thus, under the action of the circulating pump 7, the working fluid can flow into the first-stage diversion valve, which can control the flow of the working fluid to the motor 2 and / or the second-stage diversion valve; the working fluid flowing to the motor 2 can absorb the heat of the motor 2 and then flow into the first heat exchanger 54 and / or the second heat exchanger 65; the working fluid flowing to the second-stage diversion valve can flow through the first battery 11 and / or the second battery 12, and after absorbing heat, it can also flow into the first heat exchanger 54 and / or the second heat exchanger 65.

[0073] Therefore, by means of this waste heat recovery circuit, heat from one or more temperature control zones in the first battery 11, the second battery 12, and the motor 2 can be recovered, and the recovered heat can be used to heat the first cargo compartment temperature control zone 41 and / or the second cargo compartment temperature control zone 42.

[0074] It should be noted that, for the sake of simplifying the system configuration, please refer to [link / reference needed]. Figure 3The aforementioned waste heat recovery circuit can be implemented using the aforementioned refrigeration circuit. The circulating pump 7 in the waste heat recovery circuit can be installed at any position in the refrigeration circuit as needed, or it can be represented as one or more circulating pumps 7 in the refrigeration circuit; the primary diversion valve can be represented as the aforementioned second diversion valve 63, and the secondary diversion valve can be represented as the aforementioned first diversion valve 53.

[0075] At this time, with the first compressor 51, the second compressor 61, the first condenser 52, and the second condenser 62 stopped working, by opening the aforementioned bidirectional branch 9, the working fluid can flow in the system loop of the second temperature control unit 6 and through the motor 2, or it can flow through the bidirectional branch 9 to the system loop of the first temperature control unit 5. After flowing through the first battery 11 and / or the second battery 12, it can return to the system loop of the second temperature control unit 6 through the outlet pipe of the first liquid storage tank 56. Conversely, the working fluid can also flow from the system loop of the first temperature control unit 5 to the system loop of the second temperature control unit 6, thus achieving working fluid circulation, which will not be elaborated further.

[0076] During the circulation of the working fluid, it can absorb heat from one or more temperature-controlled zones among the first battery 11, the second battery 12, and the motor 2. Simultaneously, through the first diversion valve 53 and the second diversion valve 63, the working fluid, after absorbing heat, can be directed to flow into the first heat exchanger 54 and / or the second heat exchanger 65, thereby heating the first cargo compartment temperature control zone 41 and / or the second cargo compartment temperature control zone 42.

[0077] Of course, in practical applications, this heating function is not limited to the first cargo compartment temperature control zone 41 and the second cargo compartment temperature control zone 42. For example, in some other embodiments, when the vehicle is in a low-temperature environment, the heat generated by the operation of the motor 2 can be absorbed by the working fluid circulation and used to heat one of the batteries 1.

[0078] Based on this, any temperature control area can theoretically absorb heat from one or more parts of the first battery 11, the second battery 12, and the motor 2 through the above-mentioned waste heat recovery circuit, and realize the heating mode. The relevant heating function can be automatically realized based on the vehicle control system and the above-mentioned temperature detection module, which will not be elaborated further.

[0079] It should be noted that in this embodiment, each temperature control zone may include at least two temperature control modes: cooling and heating, and the temperature control modes of each temperature control zone can be controlled independently. The heating mode of any temperature control zone can be achieved not only through the aforementioned waste heat recovery method, but also by installing a heater in the corresponding temperature control zone and utilizing the heater for heating; the specific implementation is not limited.

[0080] With the help of relevant temperature control modes, this integrated thermal management system can achieve intelligent coordination of thermal management across the entire area, breaking the fixed binding relationship between energy supply and demand in related technologies. It can allocate the work tasks of each temperature control unit according to real-time operating conditions (such as the cargo compartment needing to be refrigerated, battery 1 needing to be heated, and motor 2 needing to dissipate heat, etc.), and accurately deliver cold and heat to any temperature control area as needed. It achieves task-oriented dynamic matching and cross-utilization of energy, ensuring the most efficient use of the total energy of the system while achieving the best thermal management effect, thereby guaranteeing the temperature control effect of the cargo compartment and greatly improving the overall energy efficiency of the electric refrigerated truck.

[0081] Meanwhile, the integrated thermal management system can also utilize the energy of the power supply battery 1 to cool the battery 1 that is fast charging, keeping it within the optimal temperature range, thereby improving charging efficiency and extending the life of the battery 1.

[0082] Furthermore, it should be noted that in this embodiment, the integrated thermal management system can be applied to electric refrigerated trucks, but this does not mean that the system is only applicable to electric refrigerated trucks. In fact, integrated thermal management can be achieved using the same or similar methods for any vehicle or other equipment with refrigeration and / or heating needs, which will not be elaborated further here.

[0083] Please see Figure 4 Based on the above-mentioned integrated thermal management system for electric refrigerated trucks, this embodiment of the invention also provides an integrated thermal management method for electric refrigerated trucks, comprising the following steps: Collect temperature data from each temperature-controlled zone; Based on the temperature data, determine the temperature control mode for each temperature control zone; Based on the temperature control mode, set the working mode of each temperature control unit and the pipeline connection status; The temperature control mode includes at least a cooling mode and a heating mode, and the cooling mode and / or the heating mode are implemented by one or more temperature control units.

[0084] Understandably, by using temperature detection modules installed in each temperature control zone, the vehicle control system can monitor and collect temperature data from each zone in real time. By comparing the collected temperature data with preset temperature thresholds, the real-time temperature control requirements of each zone can be determined, and thus, the appropriate temperature control mode can be determined for each zone.

[0085] In practical applications, taking any one of the temperature control zones as an example, its temperature control mode can include at least two modes: cooling mode and heating mode. As can be seen from the previous description of the integrated thermal management system, each temperature control zone can achieve heating or cooling by means of one or more of the above-mentioned temperature control units.

[0086] At this point, the aforementioned step of "setting the working mode of each temperature control unit and the pipeline connection status according to the temperature control mode" may include: When the temperature control mode of one of the temperature control zones is determined to be the cooling mode, one or more of the first temperature control unit 5, the second temperature control unit 6 and the air-cooled structure are used to cool the temperature control zone. When the temperature control mode of one of the temperature control zones is determined to be the heating mode, the heat from the motor 2 and / or battery 1 is recovered to heat that temperature control zone.

[0087] Specifically, taking the refrigeration scenario as an example, in this embodiment, with the help of the aforementioned integrated thermal management system, the integrated thermal management method can at least achieve the following operating modes: When battery 1 needs heat dissipation, an air-cooling structure can be used to cool the first battery 11 and / or the second battery 12.

[0088] When battery 1 needs heat dissipation, but the air cooling effect is insufficient, the first temperature control unit 5 mentioned above can be used to perform working fluid liquid cooling for the first battery 11 and / or the second battery 12. At this time, liquid cooling can be performed simultaneously with air cooling or separately, and there is no specific limitation.

[0089] When the first cargo compartment temperature control zone 41 needs to be cooled, the first temperature control unit 5 mentioned above can be used to cool the first cargo compartment temperature control zone 41. At this time, the cooling of the first cargo compartment temperature control zone 41 and the heat dissipation of the battery 1 can be carried out simultaneously or separately, and there is no specific limitation.

[0090] When motor 2 needs heat dissipation, an air-cooling structure can be used to cool motor 2.

[0091] When motor 2 needs heat dissipation, but air cooling is insufficient, the second temperature control unit 6 can be used to cool motor 2 with working fluid liquid. At this time, liquid cooling can be carried out simultaneously with air cooling or separately, and there is no specific limitation.

[0092] When the second cargo compartment temperature control zone 42 needs to be cooled, the second temperature control unit 6 mentioned above can be used to cool the second cargo compartment temperature control zone 42. At this time, the cooling of the second cargo compartment temperature control zone 42 and the heat dissipation of the motor 2 can be carried out simultaneously or separately, and there is no specific limitation.

[0093] When the cab 3 needs to be cooled, the second temperature control unit 6 mentioned above can be used to cool the cab 3. At this time, the cooling of the cab 3, the heat dissipation of the motor 2 and the cooling of the second cargo compartment temperature control zone 42 can be carried out simultaneously or separately, and there is no specific limitation.

[0094] When the second compressor 61 fails to work properly, the first compressor 51 can take over the work of the second compressor 61. For details, please refer to the relevant explanation above, which will not be repeated here.

[0095] When the first compressor 51 fails to work properly, the second compressor 61 can be used to take over the work of the first compressor 51. For details, please refer to the relevant explanation above, which will not be repeated here.

[0096] Similarly, because the system loops are identical, in this integrated thermal management system, the heating mode of each temperature control zone can be operated independently or simultaneously by controlling the operating status of the compressor, condenser, and heater. Furthermore, the heating mode of any temperature control zone can also be synchronized with the cooling mode of another temperature control zone; details will not be elaborated further.

[0097] However, it should be noted that in this embodiment, for any temperature control area, in addition to conventional heating (i.e. heater heating), the heating mode can also be achieved in conjunction with the above-mentioned waste heat recovery circuit, and heater heating and waste heat recovery heating can be carried out separately or simultaneously.

[0098] In practical applications, the waste heat utilization mode relies on the circulation pump 7 to drive the working fluid circulation. Combined with the diversion valve, dual batteries 1 and the adaptive design of dual temperature control zones in the cargo compartment, it can achieve accurate recovery of excess heat from battery 1 / motor 2 and efficient energy utilization at the heating end. While meeting the heating needs of the cargo compartment, it can also supplement the heat of the cab 3, thereby improving energy utilization efficiency.

[0099] It should be noted that in this embodiment, the highly integrated dual-compressor system can simultaneously solve three major problems: precise temperature control in multiple temperature zones, active liquid cooling of motor 2, and cooling / heating, and can also simplify the vehicle structure.

[0100] Meanwhile, with the help of the waste heat recovery circuit, the waste heat generated during the operation of motor 2 and / or battery 1 can be "turned into treasure" to meet the heating demand and significantly improve energy utilization. In addition, the two temperature control units can perform flexible control and on-demand allocation according to real-time demand to avoid energy waste.

[0101] Among them, the active cooling design of motor 2 can effectively prevent it from being damaged due to overheating, which helps to extend its service life. The dual compressor architecture can form a redundant backup. When one compressor fails, the other compressor can quickly take over to maintain the temperature control capability of the core temperature zone and ensure the vehicle's uptime.

[0102] In addition, the system has a wide range of applications. It can not only ensure the temperature of the cargo compartment during transportation, but also form a "temperature air curtain" through the first temperature control unit 5 during loading and unloading, which can greatly reduce energy loss and significantly reduce energy consumption.

[0103] Based on this, a regional battery 1 is adopted, in which one battery 1 can focus on charging and the other battery 1 can independently power the refrigeration system to solve the problem of uncontrolled temperature in the cargo compartment during charging. Furthermore, the system can use the energy of the power supply battery 1 to actively cool the fast-charging battery 1, which significantly improves charging efficiency and helps extend the life of the battery 1. In addition, the dual batteries 1 can form a redundant backup. When one battery 1 fails, the system can still maintain the normal operation of the core functions, which greatly improves the reliability and operational continuity of the vehicle and ensures the refrigeration effect of the goods.

[0104] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A comprehensive thermal management system for electric refrigerated trucks, characterized in that, include: Multiple temperature-controlled zones; as well as Multiple temperature control units are provided, each of which is connected to all temperature control zones through a pipeline and can form a temperature control loop with any of the temperature control zones. The pipeline connection between each temperature control unit and any of the temperature control zones is configured to be openable and closedable.

2. The integrated thermal management system according to claim 1, characterized in that, The plurality of temperature control units include a first temperature control unit and a second temperature control unit. The first temperature control unit and the second temperature control unit are respectively connected to one of the temperature control areas, and a bidirectional branch that can be opened and closed is provided between the first temperature control unit and the second temperature control unit.

3. The integrated thermal management system according to claim 2, characterized in that, Each of the temperature control units is connected to one or more temperature control zones via a pipeline, and can be connected to the pipeline of the remaining temperature control zones via the bidirectional branch.

4. The integrated thermal management system according to claim 2, characterized in that, At least one of the temperature control units includes: compressor; A condenser, connected via piping to the outlet of the compressor; and A diverter valve, the inlet of which is connected to the outlet of the condenser via a pipe, and having multiple outlets, each outlet of which is connected to one or more temperature control zones via a pipe.

5. The integrated thermal management system according to claim 1, characterized in that, The multiple temperature control zones include the battery zone, the motor zone, the cab, and at least one cargo compartment temperature control zone.

6. The integrated thermal management system according to claim 5, characterized in that, Each of the aforementioned temperature control zones is provided with at least two temperature control modes: cooling and heating, and the temperature control modes of each temperature control zone are set independently.

7. The integrated thermal management system according to claim 1, characterized in that, The integrated thermal management system also includes multiple batteries. Each battery is connected to all temperature control units through a pipeline and can form a temperature control loop with any of the temperature control units. The pipeline connection between each battery and any of the temperature control units is configured to be openable and closedable.

8. The integrated thermal management system according to claim 1, characterized in that, Each of the temperature control zones is connected to a waste heat recovery circuit, which is connected to the battery and / or the motor to recover the heat from the battery and / or the motor.

9. A comprehensive thermal management method for an electric refrigerated truck, characterized in that, The integrated thermal management system applied to any one of claims 1-8 includes the following steps: Collect temperature data from each temperature-controlled zone; Based on the temperature data, determine the temperature control mode for each temperature control zone; Based on the temperature control mode, set the working mode of each temperature control unit and the pipeline connection status; The temperature control mode includes at least a cooling mode and a heating mode, and the cooling mode and / or the heating mode are implemented by one or more temperature control units.

10. The integrated thermal management method according to claim 9, characterized in that, The step of setting the operating mode and pipeline connection status of each temperature control unit according to the temperature control mode includes: When the temperature control mode of one of the temperature control zones is determined to be the cooling mode, one or more of the first temperature control unit, the second temperature control unit, and the air-cooled structure are used to cool the temperature control zone. When the temperature control mode of one of the temperature control zones is determined to be the heating mode, heat from the motor and / or battery is recovered to heat that temperature control zone.

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