Chassis layout structure of hydrogen fuel cell dump truck and hydrogen fuel cell dump truck

Abstract

This application provides a hydrogen fuel cell dump truck chassis layout structure and a hydrogen fuel cell dump truck, relating to the technical field of hydrogen fuel cell dump trucks. The hydrogen fuel cell dump truck chassis layout structure provided by this application includes a frame, a hydrogen stack, a thermal management unit, a radiator, a high-voltage distribution box, and a multi-functional controller. The frame has a first axle, a second axle, and a third axle arranged sequentially along a first direction. The radiator, thermal management unit, and hydrogen stack are sequentially arranged on the frame below the dump truck's cab along the first direction to dissipate heat from the hydrogen stack. The thermal management unit integrates cab air conditioning and battery cooling functions. The high-voltage distribution box and multi-functional controller are located on the frame, between the second and third axles, and are electrically connected to the hydrogen stack. This application provides a hydrogen fuel cell dump truck chassis layout structure and a hydrogen fuel cell dump truck, which are convenient to maintain and have high safety.

Description

Technical Field

[0001] This application relates to the field of hydrogen fuel cell dump truck technology, and in particular to a chassis layout structure for a hydrogen fuel cell dump truck and a hydrogen fuel cell dump truck. Background Technology

[0002] Driven by energy transition and dual-carbon goals, hydrogen fuel cell dump trucks are widely used in heavy-duty transportation scenarios due to their advantages such as zero carbon emissions and long driving range. The rationality of their overall vehicle structure layout directly affects operational reliability and maintenance economy. To achieve efficient space utilization, existing hydrogen fuel cell dump trucks typically add a controller frame above the hydrogen stack, integrating core electrical control components such as the high-voltage box and multi-function controller onto this frame. However, due to space constraints, the battery water-cooling unit is placed below and behind the battery frame. This existing arrangement has significant drawbacks. The hydrogen stack, as a core energy conversion component, requires regular maintenance, but because it is obscured by the controller frame and related components, maintenance or troubleshooting requires first removing the controller frame and all components on it. This cumbersome disassembly process consumes a significant amount of manpower and time, severely impacting maintenance convenience and efficiency. Furthermore, it may damage high-voltage components or wiring harnesses during disassembly, creating safety hazards. Summary of the Invention

[0003] To address at least one of the problems mentioned in the background art, this application provides a hydrogen fuel cell dump truck chassis layout structure and a hydrogen fuel cell dump truck, which are convenient to maintain and highly safe.

[0004] To achieve the above objectives, this application provides the following technical solution:

[0005] In a first aspect, this application provides a chassis layout structure for a hydrogen fuel cell dump truck, including a frame, a hydrogen stack, a thermal management unit, a radiator, a high-voltage power distribution box, and a multi-functional controller;

[0006] The chassis is provided with a first axle, a second axle and a third axle at intervals along the first direction. Wheels are installed on the first axle, the second axle and the third axle. The radiator, the thermal management unit and the hydrogen stack are arranged on the chassis below the cab of the dump truck along the first direction to dissipate heat from the hydrogen stack through the radiator. The thermal management unit integrates the functions of cab air conditioning and battery cooling. The first direction is consistent with the direction from the front to the rear of the dump truck.

[0007] The high-voltage distribution box and multi-function controller are mounted on the vehicle frame and located between the second and third axles. The high-voltage distribution box is electrically connected to the hydrogen stack and is used to distribute the output voltage of the hydrogen stack. The multi-function controller integrates at least the functions of vehicle control, hydrogen stack operation control and battery operation control.

[0008] As an optional implementation, the multi-function controller and the high-voltage distribution box are respectively installed on opposite sides of the vehicle frame in the width direction.

[0009] As an optional implementation, a power battery is also included, which provides power for the dump truck to travel. The power battery is disposed on the frame between the second axle and the third axle and is adjacent to the high-voltage distribution box in the first direction.

[0010] As an optional implementation, a low-voltage battery is also included, which is used to power at least the headlights and instrument panel. The low-voltage battery is disposed on the frame between the second and third axles and adjacent to the multi-function controller in the first direction.

[0011] As an optional implementation, an air reservoir is also included, which is used to provide gas for the braking of the dump truck. The air reservoir is disposed on the frame between the second axle and the third axle and is adjacent to the low-voltage battery in a first direction.

[0012] As an optional implementation, the thermal management unit includes a compressor, a condenser, a solenoid valve, a first electronic expansion valve, an evaporator, a second electronic expansion valve, a battery cooler, and an electric heater. The compressor, condenser, solenoid valve, first electronic expansion valve, and evaporator are connected in sequence to cool the cab through the evaporator.

[0013] The solenoid valve, the second electronic expansion valve, the battery cooler, and the compressor are connected in sequence. The solenoid valve controls the refrigerant to flow to the evaporator and the battery cooler respectively, thereby cooling the power battery through the battery cooler. The electric heater is used to heat the cab.

[0014] As an optional implementation, a mounting bracket is also included, which is disposed on the vehicle frame between the radiator and the hydrogen stack, and the thermal management unit is disposed on the vehicle frame.

[0015] As an optional implementation, the mounting bracket has a double-layer structure. The lower layer of the mounting bracket is equipped with at least a compressor and a battery cooler, while the upper layer of the mounting bracket is equipped with at least a first electronic expansion valve, a second electronic expansion valve, and an electric heater.

[0016] As an alternative implementation, the radiator includes two high-pressure cooling fans and is electrically connected to the hydrogen stack to be powered directly by the hydrogen stack.

[0017] Secondly, this application also provides a hydrogen fuel cell dump truck, including the hydrogen fuel cell dump truck chassis layout structure of the first aspect.

[0018] The hydrogen fuel cell dump truck chassis layout structure provided in this application includes a frame, a hydrogen stack, a thermal management unit, a radiator, a high-voltage distribution box, and a multi-function controller. The frame has a first axle, a second axle, and a third axle spaced apart along a first direction. Wheels are mounted on the first, second, and third axles. The radiator, thermal management unit, and hydrogen stack are sequentially arranged on the frame below the dump truck's cab along the first direction to dissipate heat from the hydrogen stack. The thermal management unit integrates cab air conditioning and battery cooling functions. The first direction is consistent with the direction from the front to the rear of the dump truck. The high-voltage distribution box and the multi-function controller are located on the frame, between the second and third axles. The high-voltage distribution box is electrically connected to the hydrogen stack and is used to distribute the output voltage of the hydrogen stack. The multi-function controller integrates at least vehicle control, hydrogen stack operation control, and battery operation control functions.

[0019] The hydrogen fuel cell dump truck chassis layout structure provided in this application arranges the radiator, thermal management unit, and hydrogen stack sequentially along the first direction from the front to the rear of the vehicle on the frame below the cab. Simultaneously, the high-voltage distribution box and multi-function controller are located on the frame between the second and third axles. This avoids the core electrical control components obstructing the space above the hydrogen stack. During hydrogen stack maintenance or troubleshooting, no other components need to be removed; the hydrogen stack can be operated directly, simplifying the disassembly process, significantly reducing labor and time costs, and improving maintenance convenience and efficiency. It also avoids safety hazards caused by disassembling high-voltage components or wiring harnesses. Furthermore, by integrating the cab air conditioning and battery cooling functions into the thermal management unit, the number of independent components is reduced, further optimizing the overall vehicle space utilization and reducing the complexity of component layout. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A schematic diagram of the hydrogen fuel cell dump truck chassis layout structure provided in an embodiment of this application;

[0022] Figure 2 This is a schematic diagram of the thermal management unit in the hydrogen fuel cell dump truck chassis layout structure provided in this embodiment of the application.

[0023] Figure 3 This is a schematic diagram of the radiator in the chassis layout structure of the hydrogen fuel cell dump truck provided in an embodiment of this application.

[0024] Figure 4 This is a schematic diagram of the thermal management unit in the chassis layout structure of the hydrogen fuel cell dump truck provided in this application embodiment.

[0025] Explanation of reference numerals in the attached figures:

[0026] 100-Hydrogen fuel cell dump truck chassis layout structure;

[0027] 110 - Frame;

[0028] 120-hydrogen stack;

[0029] 130 - Thermal Management Unit;

[0030] 131-Compressor; 132-Condenser; 133-Solenoid valve; 134-First electronic expansion valve; 135-Evaporator; 136-Second electronic expansion valve; 137-Battery cooler; 138-Electric heater;

[0031] 140 - Radiator;

[0032] 141 - High-pressure cooling fan;

[0033] 150-High voltage distribution box;

[0034] 160-Multi-function Controller;

[0035] 170-Power Battery;

[0036] 180-Low-voltage storage battery;

[0037] 190 - Gas storage tank;

[0038] 200 - Mounting bracket. Detailed Implementation

[0039] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0040] In this application, the terms “upper,” “lower,” “left,” “right,” “front,” “back,” “top,” “bottom,” “inner,” “outer,” “vertical,” “horizontal,” “lateral,” and “longitudinal” indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments, and are not intended to limit the indicated devices, elements, or components to having a specific orientation, or to be constructed and operated in a specific orientation.

[0041] Furthermore, in addition to indicating location or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0042] Furthermore, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0043] Furthermore, the terms "first," "second," etc., are primarily used to distinguish different devices, elements, or components (which may be the same or different in specific type and construction), and are not intended to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0044] To achieve efficient space utilization, existing hydrogen fuel cell dump trucks typically add a controller frame above the hydrogen stack, integrating core electrical control components such as the high-voltage box and multi-function controller onto this frame. Due to space constraints, the battery water-cooling unit is located below and behind the battery frame. However, this existing arrangement has significant drawbacks. The hydrogen stack, as a core energy conversion component, requires regular maintenance, but because it is obscured by the controller frame and related components, maintenance or troubleshooting requires first removing the controller frame and all its components. This cumbersome disassembly process consumes considerable manpower and time, severely impacting maintenance convenience and efficiency. Furthermore, it may damage high-voltage components or wiring harnesses during disassembly, creating safety hazards.

[0045] In view of this, this application provides a chassis layout structure for a hydrogen fuel cell dump truck, including a frame, a hydrogen stack, a thermal management unit, a radiator, a high-voltage distribution box, and a multi-function controller; the frame is provided with a first axle, a second axle, and a third axle arranged sequentially along a first direction, and wheels are mounted on the first axle, the second axle, and the third axle; the radiator, the thermal management unit, and the hydrogen stack are arranged sequentially along the first direction on the frame below the cab of the dump truck to dissipate heat from the hydrogen stack through the radiator; wherein, the thermal management unit integrates the functions of cab air conditioning and battery cooling; the first direction is consistent with the direction from the front to the rear of the dump truck; the high-voltage distribution box and the multi-function controller are disposed on the frame and located between the second axle and the third axle. By sequentially mounting the radiator, thermal management unit, and hydrogen stack on the frame below the cab along the first direction from the front to the rear of the vehicle, while placing the high-voltage distribution box and multi-function controller on the frame between the second and third axles, the obstruction of the space above the hydrogen stack by the core electrical control components is avoided. During hydrogen stack maintenance or troubleshooting, there is no need to remove other components, allowing direct operation of the hydrogen stack. This simplifies the disassembly process, significantly reduces manpower and time costs, improves maintenance convenience and efficiency, and avoids safety hazards caused by disassembling high-voltage components or wiring harnesses.

[0046] Figure 1 A schematic diagram of the hydrogen fuel cell dump truck chassis layout structure provided in an embodiment of this application; Figure 2 This is a schematic diagram of the thermal management unit in the hydrogen fuel cell dump truck chassis layout structure provided in this embodiment of the application. Figure 3 This is a schematic diagram of the radiator in the chassis layout structure of the hydrogen fuel cell dump truck provided in an embodiment of this application. Figure 4 This is a schematic diagram of the thermal management unit in the chassis layout structure of the hydrogen fuel cell dump truck provided in this application embodiment.

[0047] You can refer to this. Figures 1 to 4 This application provides a hydrogen fuel cell dump truck chassis layout structure 100, including a frame 110, a hydrogen stack 120, a thermal management unit 130, a radiator 140, a high-voltage power distribution box 150, and a multi-functional controller 160.

[0048] The frame 110 is provided with a first axle, a second axle and a third axle at intervals along a first direction. Wheels are installed on the first axle, the second axle and the third axle. The radiator 140, the thermal management unit 130 and the hydrogen stack 120 are arranged in sequence along the first direction on the frame 110 below the cab of the dump truck, so as to dissipate heat from the hydrogen stack 120 through the radiator 140. The thermal management unit 130 integrates the functions of cab air conditioning and battery cooling. The first direction is consistent with the direction from the front to the rear of the dump truck.

[0049] The high-voltage distribution box 150 and the multi-function controller 160 are mounted on the frame 110 and located between the second and third axles. The high-voltage distribution box 150 is electrically connected to the hydrogen stack 120 and is used to distribute the output voltage of the hydrogen stack 120. The multi-function controller 160 integrates at least the functions of vehicle control, hydrogen stack 120 operation control and battery operation control.

[0050] The hydrogen fuel cell dump truck chassis layout structure 100 provided in this application embodiment arranges the radiator 140, thermal management unit 130, and hydrogen stack 120 sequentially along the first direction from the front to the rear of the vehicle on the frame 110 below the cab. At the same time, the high-voltage distribution box 150 and multi-function controller 160 are arranged on the frame 110 between the second and third axles. This avoids the core electrical control components from obstructing the space above the hydrogen stack 120. When the hydrogen stack 120 is inspected or troubleshooted, there is no need to remove other components. The hydrogen stack 120 can be operated directly, which simplifies the disassembly process, greatly reduces manpower and time costs, and improves maintenance convenience and efficiency. At the same time, it avoids the safety hazards caused by disassembling high-voltage components or wiring harnesses. In addition, by integrating the cab air conditioning function and battery cooling function into the thermal management unit 130, the number of independent components is reduced, further optimizing the overall vehicle space utilization and reducing the complexity of component layout.

[0051] In the above embodiments, the multi-function controller 160 and the high-voltage distribution box 150 can be installed on opposite sides of the frame 110 in the width direction, respectively. Installing the multi-function controller 160 and the high-voltage distribution box 150 on opposite sides of the width of the frame 110 avoids stacking the two components on one side of the frame 110, fully utilizing the unused space in the width direction of the frame 110, reducing the space occupied in the length direction of the frame 110, and reserving more space for the installation and maintenance of other core components such as the hydrogen stack 120 and the thermal management unit 130, thereby improving the compactness and rationality of the overall chassis layout. Secondly, placing the two components on opposite sides increases the physical distance between them, avoiding local heat accumulation caused by concentrated placement, reducing the adverse effects of high-temperature environments on the insulation performance and operational stability of electrical components, and extending the service life of the components. Furthermore, separate placement allows the high-voltage distribution box 150 and the multi-function controller 160 to connect to the electrical loads or signal acquisition components on the same side, shortening the wiring harness length, reducing wiring harness crossing and tangling, simplifying the wiring harness routing, reducing the risk of wear or short circuits caused by friction and compression of the wiring harness, and facilitating daily inspection and maintenance of the wiring harness.

[0052] The two components are independently distributed on both sides of the frame 110, and can be disassembled and repaired independently. When one component fails, repair can be carried out without disassembling the other component, reducing repair procedures, improving repair efficiency, and avoiding secondary damage caused by mutual interference during component disassembly and assembly. In addition, the separate arrangement can increase the electromagnetic isolation distance between the high-voltage power distribution box 150 and the low-voltage control signal of the multi-function controller 160, reduce the electromagnetic interference of the high-voltage signal to the low-voltage control signal, improve the control accuracy and response speed of the multi-function controller 160, and ensure the stable operation of the vehicle control system.

[0053] In the above embodiments, a power battery 170 may also be included. The power battery 170 provides power for the dump truck to move. The power battery 170 is mounted on the frame 110 between the second and third axles and is adjacent to the high-voltage distribution box 150 along the first direction. By mounting the power battery 170 on the frame 110 between the second and third axles and being adjacent to the high-voltage distribution box 150 along the first direction, the unused space of the frame 110 between the second and third axles can be utilized to form a coordinated layout with the multi-functional controller 160 and the high-voltage distribution box 150, which are located on both sides of the width direction of the frame 110. This avoids excessive concentration of components in the length direction of the frame 110, improves the utilization rate of chassis space, and at the same time provides sufficient operating space for the maintenance of components such as the hydrogen stack 120 and the thermal management unit 130 under the cab.

[0054] In addition, the power battery 170, as a heavy-duty component of the vehicle, is located in the middle area of ​​the frame 110 between the second and third axles. This optimizes the axle load distribution of the vehicle, reduces the load concentration at the front or rear of the vehicle, and improves the driving stability and tire lifespan of the dump truck during heavy-duty transportation. The power battery 170 and the high-voltage distribution box 150 are arranged adjacent to each other along the first direction, which can also significantly shorten the length of the high-voltage wiring harness between them, reduce wiring harness resistance loss, reduce wiring harness layout complexity, and avoid electromagnetic radiation interference and safety hazards caused by long-distance high-voltage wiring harnesses. This also facilitates the daily inspection and maintenance of the wiring harness. The shortened high-voltage wiring harness can reduce energy loss during power transmission, improve power utilization efficiency, and indirectly extend the driving range of the hydrogen fuel cell dump truck, meeting the energy-saving requirements of heavy-duty transportation scenarios under the dual-carbon target.

[0055] The above embodiments may further include a low-voltage battery 180, which is used to power at least the vehicle lights and instrument panel. The low-voltage battery 180 is disposed on the frame 110 between the second and third axles and is adjacent to the multi-function controller 160 along the first direction. By disposing the low-voltage battery 180 on the frame 110 between the second and third axles and being adjacent to the multi-function controller 160 along the first direction, the space of the frame 110 between the second and third axles can be utilized to form a partitioned layout with the power battery 170, high-voltage distribution box 150, and multi-function controller 160. This avoids the spatial mixing and stacking of low-voltage and high-voltage components, improves the regularity of the chassis space layout, and fully utilizes the unused area in the middle of the frame 110, further reducing the length space occupied by component arrangement. The controller 160 is arranged adjacent to each other along the first direction, significantly shortening the length of the low-voltage control harness between them. This reduces bends and intersections in the harness arrangement, lowers the risk of signal attenuation and interference caused by long-distance wiring, simplifies the harness fixing and protection structure, and reduces the harness failure rate. The shortened low-voltage harness reduces voltage drop losses during power transmission, ensuring that the multi-function controller 160 outputs stable voltage to low-voltage electrical equipment such as headlights and instrument panels. This avoids problems such as abnormal headlight brightness and instrument panel display failures caused by voltage fluctuations, improving the reliability of the vehicle's low-voltage system. In addition, the adjacent arrangement of the low-voltage battery 180 and the multi-function controller 160 enables centralized maintenance of low-voltage system components. Maintenance personnel do not need to travel between different areas of the chassis, shortening the time for troubleshooting and component replacement. At the same time, the separate arrangement of low-voltage and high-voltage components reduces the safety hazard of high-voltage electric shock during maintenance.

[0056] In the above embodiments, an air reservoir 190 may also be included. The air reservoir 190 is used to provide gas for braking the dump truck. The air reservoir 190 is disposed on the frame 110 between the second axle and the third axle and is adjacent to the low-voltage battery 180 in the first direction. The air tank 190 is positioned on the frame 110 between the second and third axles and adjacent to the low-voltage battery 180 along the first direction. Utilizing the central space of the frame 110 between the second and third axles, it forms a compact and orderly partitioned layout with the power battery 170, high-voltage distribution box 150, multi-function controller 160, and low-voltage battery 180. This fully utilizes the unused space in the middle of the frame 110, avoiding the dispersed arrangement of components along the length of the frame 110, improving chassis space utilization, and preventing spatial interference between the air tank 190 and other core components, ensuring sufficient space for installation and maintenance. In terms of weight balance, the air tank 190, as a heavy-duty component of the vehicle's auxiliary system, is positioned in the central area of ​​the frame 110, forming a coordinated weight distribution with other heavy-duty components in the same area, such as the power battery 170 and low-voltage battery 180. This further optimizes the axle load distribution of the entire vehicle, reduces load offset at the front or rear of the vehicle, and improves the smoothness of driving and braking stability of the dump truck under heavy-duty transportation conditions.

[0057] The adjacent arrangement of the air reservoir 190 and the low-voltage battery 180 can shorten the pipeline length from the air reservoir 190 to the vehicle's braking system, reduce the number of pipeline bends, reduce pressure loss during gas transmission, ensure the air pressure response speed of the braking system, and improve the reliability of dump truck braking. It also simplifies the pipeline fixing structure and reduces the risk of air leakage due to vibration and wear. Furthermore, the adjacent arrangement of the air reservoir 190 and the low-voltage battery 180 allows for the centralized arrangement of low-voltage electrical system and braking air pressure system components. Maintenance personnel can complete maintenance operations such as replacing the low-voltage battery 180 and checking the air tightness and adjusting the air pressure of the air reservoir 190 in the same work area, reducing the time spent traveling between different areas of the chassis, improving maintenance efficiency, and avoiding the mixed arrangement of high-voltage components and low-voltage / air pressure system components, thus reducing safety hazards during maintenance.

[0058] In the above embodiments, the thermal management unit 130 may include a compressor 131, a condenser 132, a solenoid valve 133, a first electronic expansion valve 134, an evaporator 135, a second electronic expansion valve 136, a battery cooler 137, and an electric heater 138. The compressor 131, condenser 132, solenoid valve 133, first electronic expansion valve 134, and evaporator 135 are connected in sequence, thereby cooling the cab through the evaporator 135. The solenoid valve 133, second electronic expansion valve 136, battery cooler 137, and compressor 131 are connected in sequence, so that the solenoid valve 133 controls the refrigerant to flow to the evaporator 135 and the battery cooler 137 respectively, thereby cooling the power battery 170 through the battery cooler 137. The electric heater 138 is used to heat the cab.

[0059] It is understandable that the thermal management unit 130 integrates the cab air conditioning cooling function and the battery cooling function into the same thermal management unit 130, abandoning the traditionally independently arranged cab air conditioning system and battery water cooling unit, reducing the number of independent components in the whole vehicle, compressing the space occupied by component arrangement, optimizing the space layout under the cab and in the frame 110 area, and reserving sufficient operating space for maintenance of core components such as the hydrogen stack 120; the integrated design can realize the reuse of the cooling circuit, avoiding the superposition of energy consumption caused by the separate operation of independent systems. At the same time, through the precise control of the solenoid valve 133 and the electronic expansion valve, the cooling capacity can be dynamically allocated according to the cooling demand of the cab and the heat dissipation demand of the battery, reducing the overall energy consumption of the thermal management system and indirectly extending the driving range of the hydrogen fuel dump truck; the thermal management unit 130 can realize the independent or coordinated operation of the cab cooling mode and the battery cooling mode by switching the working state of the solenoid valve 133 and the first and second electronic expansion valves 136, adapting to the complex working conditions of cab temperature regulation and battery temperature control during the heavy-duty transportation of dump trucks, avoiding the limitation of the whole vehicle operation due to the failure of a single system, and improving the reliability of system operation.

[0060] When separate cooling for the cab is required, the compressor 131 starts and compresses the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant. The high-temperature, high-pressure gaseous refrigerant flows into the condenser 132 and, after being cooled by outside air, becomes a medium-temperature, high-pressure liquid refrigerant. The medium-temperature, high-pressure liquid refrigerant flows sequentially through the solenoid valve 133 and the first electronic expansion valve 134. After being throttled and depressurized by the first electronic expansion valve 134, it becomes a low-temperature, low-pressure gas-liquid mixture refrigerant. The low-temperature, low-pressure gas-liquid mixture refrigerant enters the evaporator 135 and exchanges heat with the air inside the cab. After absorbing heat, it vaporizes into a gaseous refrigerant, thus cooling the cab. The heat-absorbing gaseous refrigerant flows back to the compressor 131, completing the refrigeration cycle.

[0061] When the battery needs to be cooled separately, the high-temperature, high-pressure gaseous refrigerant output by the compressor 131 is cooled into a medium-temperature, high-pressure liquid refrigerant by the condenser 132. Then, the solenoid valve 133 switches the circuit, and the medium-temperature, high-pressure liquid refrigerant flows through the second electronic expansion valve 136 for throttling and pressure reduction, transforming into a low-temperature, low-pressure gas-liquid mixture refrigerant. It then enters the battery cooler 137, where it exchanges heat with the coolant of the power battery 170. After absorbing the heat from the coolant, it vaporizes into a gaseous refrigerant, thus cooling the power battery 170. The heat-absorbing gaseous refrigerant then flows back to the compressor 131, completing the battery cooling cycle.

[0062] When it is necessary to simultaneously cool the cab and the battery, the solenoid valve 133 adjusts the opening of the passage according to the preset strategy. With the precise flow control of the first and second electronic expansion valves 136, the medium-temperature high-pressure liquid refrigerant output from the condenser 132 is proportionally distributed to the evaporator 135 circuit and the battery cooler 137 circuit, so that the two circuits operate in parallel, simultaneously meeting the needs of cab temperature regulation and power battery 170 temperature control. The electric heater 138 starts in low-temperature environments to heat the coolant or cab air, ensuring the normal operating temperature of the power battery 170 and the comfort of the cab under low-temperature conditions.

[0063] In the above embodiments, a mounting bracket 200 may also be included. The mounting bracket 200 is disposed on the frame 110 between the radiator 140 and the hydrogen stack 120, and the thermal management unit 130 is disposed on the frame 110. The mounting bracket 200 and the thermal management unit 130 are disposed on the frame 110, respectively. The mounting bracket 200 can be installed using the gap between the radiator 140 and the hydrogen stack 120 in the frame 110 area below the cab, achieving precise positioning of the thermal management unit 130 in the frame 110 area below the cab. This avoids spatial interference between the thermal management unit 130 and core components such as the radiator 140 and the hydrogen stack 120. Simultaneously, the integrated arrangement of the thermal management unit 130 is completed using this gap space without occupying additional redundant space in the length direction of the frame 110, further optimizing the compact layout of components below the cab, ensuring no obstructions above the hydrogen stack 120, and reserving sufficient operating space for the maintenance of the hydrogen stack 120. The mounting bracket 200 provides a stable and rigid support structure for the thermal management unit 130, effectively dispersing the vibration load generated by the compressor 131 and other vibrating components during the operation of the thermal management unit 130. This reduces the impact of vibration on the vehicle frame 110 and surrounding components such as the radiator 140 and hydrogen stack 120, improving the operational stability of the thermal management unit 130 and its surrounding components. Simultaneously, the mounting bracket 200 provides integrated constraint on the piping and wiring harnesses of the thermal management unit 130, preventing wear or detachment due to vehicle vibration. When the thermal management unit 130 malfunctions, the connection structure between the mounting bracket 200 and the thermal management unit 130 can be directly disassembled for complete replacement or repair without disassembling the surrounding radiator 140 and hydrogen stack 120 components, reducing maintenance complexity. Furthermore, the separate arrangement of the thermal management unit 130, hydrogen stack 120, and radiator 140 facilitates quick location of the fault area by maintenance personnel, improving maintenance efficiency.

[0064] In the above embodiments, the mounting bracket 200 can be a double-layer structure. The lower layer of the mounting bracket 200 is equipped with at least the compressor 131 and the battery cooler 137, and the upper layer of the mounting bracket 200 is equipped with at least the first electronic expansion valve 134, the second electronic expansion valve 136, and the electric heater 138. The double-layer structure of the mounting bracket 200 can utilize the vertical space between the radiator 140 and the hydrogen stack 120 in the frame 110, and arrange the core components of the thermal management unit 130 in layers, avoiding the horizontal spatial diffusion of components, significantly reducing the overall volume occupied by the thermal management unit 130, and avoiding spatial interference with surrounding components such as the radiator 140 and the hydrogen stack 120. This further optimizes the compactness of the layout in the frame 110 area below the cab, ensuring that there are no obstructed components above the hydrogen stack 120 to meet the needs of maintenance operations. By placing heavier components such as the compressor 131 and battery cooler 137 on the lower layer of the mounting frame 200, and lighter components such as the first electronic expansion valve 134, the second electronic expansion valve 136, and the electric heater 138 on the upper layer, the overall center of gravity of the mounting frame 200 can be lowered, improving the structural stability and vibration resistance of the mounting frame 200. This avoids problems such as shaking and deformation of the mounting frame 200 under heavy vehicle driving or bumpy conditions, and at the same time reduces the local load impact of the mounting frame 200 on the vehicle frame 110.

[0065] The layered layout allows heavy, frequently requiring maintenance components such as the compressor 131 and battery cooler 137 to be placed in the lower layer, facilitating quick access, disassembly, and replacement by maintenance personnel. Lighter, smaller components like valves and electric heaters 138 are placed in the upper layer, reducing the risk of corrosion and damage from ground debris and mud. The layered layout also clarifies the connection paths of pipes and wiring harnesses for each component, preventing cross-contamination and reducing the risk of leaks and short circuits, thus improving the convenience and safety of maintenance operations. Furthermore, the double-layer structure enables centralized layered arrangement of components in the thermal management unit 130, creating physical partitions between the cab cooling circuit and the battery cooling circuit. This facilitates centralized piping laying and routing planning, shortens the connection length between different functional circuits, reduces pressure and heat loss during refrigerant transmission, and improves the cooling efficiency and temperature control response speed of the thermal management unit 130. The centralized layout also facilitates signal interface between the thermal management unit 130 and the vehicle control system, enhancing the accuracy and coordination of system control.

[0066] In the above embodiments, the heat sink 140 may include two high-pressure cooling fans 141. The heat sink 140 is electrically connected to the hydrogen stack 120 to be directly powered by the hydrogen stack 120. It is understood that the configuration of dual high-pressure cooling fans 141 can significantly increase the heat dissipation airflow and heat exchange area of ​​the heat sink 140, quickly removing the large amount of heat generated during the operation of the hydrogen stack 120, ensuring that the hydrogen stack 120 is always within its optimal operating temperature range, and avoiding the risk of overheating and shutdown of the hydrogen stack 120 due to single fan failure or insufficient heat dissipation capacity. The direct electrical connection between the heat sink 140 and the hydrogen stack 120 eliminates the intermediate link of power transfer through the high-voltage distribution box 150, shortening the power transmission path, reducing line impedance loss, and improving the response speed of the cooling fan start-up and speed adjustment. This enables real-time linkage between the heat changes of the hydrogen stack 120 and the fan speed adjustment, ensuring precise matching between the cooling system and the operating conditions of the hydrogen stack 120. The direct power supply method allows the energy consumption of the cooling fan to be directly supplied by the electrical energy output of the hydrogen stack 120, without occupying the power resources of the power battery 170, reducing the energy consumption of the power battery 170 and indirectly extending the driving range of the whole vehicle.

[0067] In addition, the direct power supply method simplifies the power supply link of the heat dissipation system, reduces the number of connecting parts, and lowers the probability of heat dissipation system failure due to connecting part failure. The dual-fan redundancy design can realize fault backup. When one fan fails, the other fan can maintain the basic heat dissipation function, avoiding safety accidents caused by heat dissipation interruption of the hydrogen stack 120. At the same time, the high-pressure cooling fan 141 is designed to adapt to the high-pressure output characteristics of the hydrogen stack 120, eliminating the need for additional voltage reduction devices, further simplifying the system structure and reducing maintenance costs.

[0068] Furthermore, this application embodiment also provides a hydrogen fuel cell dump truck, including the hydrogen fuel cell dump truck chassis layout structure 100 of the above embodiment. The hydrogen fuel cell dump truck chassis layout structure 100 includes a frame 110, a hydrogen stack 120, a thermal management unit 130, a radiator 140, a high-voltage distribution box 150, and a multi-function controller 160. The frame 110 is provided with a first axle, a second axle, and a third axle arranged sequentially along a first direction. Wheels are installed on the first axle, the second axle, and the third axle. The radiator 140, the thermal management unit 130, and the hydrogen stack 120 are arranged sequentially along the first direction on the frame 110 below the cab of the dump truck to dissipate heat from the hydrogen stack 120 through the radiator 140. The thermal management unit 130 integrates the functions of cab air conditioning and battery cooling. The high-voltage distribution box 150 and the multi-function controller 160 are disposed on the frame 110 and located between the second axle and the third axle.

[0069] By sequentially mounting the radiator 140, thermal management unit 130, and hydrogen stack 120 on the frame 110 below the cab along the first direction from the front to the rear of the vehicle, and simultaneously mounting the high-voltage distribution box 150 and multi-function controller 160 on the frame 110 between the second and third axles, the obstruction of the space above the hydrogen stack 120 by the core electrical control components is avoided. When inspecting or troubleshooting the hydrogen stack 120, there is no need to remove other components, and the hydrogen stack 120 can be operated directly, simplifying the disassembly process, significantly reducing manpower and time costs, and improving the maintenance convenience and efficiency of the hydrogen fuel cell dump truck.

[0070] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A chassis layout structure for a hydrogen fuel cell dump truck, characterized in that it includes a frame, a hydrogen stack, a thermal management unit, a radiator, a high-voltage power distribution box, and a multi-functional controller; The vehicle frame is provided with a first axle, a second axle, and a third axle spaced apart along a first direction. Wheels are mounted on the first axle, the second axle, and the third axle. The radiator, the thermal management unit, and the hydrogen stack are sequentially arranged on the vehicle frame below the cab of the dump truck along the first direction to dissipate heat from the hydrogen stack through the radiator. The thermal management unit integrates the functions of cab air conditioning and battery cooling, and the first direction is consistent with the direction from the front to the rear of the dump truck. The high-voltage power distribution box and the multi-function controller are mounted on the vehicle frame and located between the second axle and the third axle. The high-voltage power distribution box is electrically connected to the hydrogen stack and is used to distribute the output voltage of the hydrogen stack. The multi-function controller integrates at least the functions of vehicle control, hydrogen stack operation control and battery operation control. It also includes a mounting bracket disposed on the vehicle frame between the radiator and the hydrogen stack, and the thermal management unit disposed on the vehicle frame; The thermal management unit includes a compressor, a condenser, a solenoid valve, a first electronic expansion valve, an evaporator, a second electronic expansion valve, a battery cooler, and an electric heater. The mounting bracket has a double-layer structure. The lower layer of the mounting bracket is equipped with at least the compressor and the battery cooler, and the upper layer of the mounting bracket is equipped with at least the first electronic expansion valve, the second electronic expansion valve, and the electric heater. There are no obstructions above the hydrogen stack.

2. The hydrogen fuel cell dump truck chassis layout structure according to claim 1, characterized in that, The multi-function controller and the high-voltage distribution box are respectively installed on opposite sides of the vehicle frame in the width direction.

3. The hydrogen fuel cell dump truck chassis layout structure according to claim 2, characterized in that, It also includes a power battery, which provides power for the dump truck to move. The power battery is mounted on the frame between the second axle and the third axle and is adjacent to the high-voltage distribution box along the first direction.

4. The hydrogen fuel cell dump truck chassis layout structure according to claim 3, characterized in that, It also includes a low-voltage battery, which is used to power at least the headlights and instrument panel. The low-voltage battery is disposed on the frame between the second axle and the third axle and is adjacent to the multi-function controller along the first direction.

5. The hydrogen fuel cell dump truck chassis layout structure according to claim 4, characterized in that, It also includes an air reservoir for providing gas for braking the dump truck. The air reservoir is disposed on the frame between the second axle and the third axle and is adjacent to the low-voltage battery along the first direction.

6. The hydrogen fuel cell dump truck chassis layout structure according to claim 5, characterized in that, The compressor, the condenser, the solenoid valve, the first electronic expansion valve, and the evaporator are connected in sequence, thereby cooling the cab through the evaporator; The solenoid valve, the second electronic expansion valve, the battery cooler, and the compressor are connected in sequence to control the refrigerant to flow to the evaporator and the battery cooler respectively through the solenoid valve, thereby cooling the power battery through the battery cooler, and the electric heater is used to heat the cab.

7. The hydrogen fuel cell dump truck chassis layout structure according to any one of claims 1-6, characterized in that, The radiator includes two high-pressure cooling fans and is electrically connected to the hydrogen stack to directly supply power through the hydrogen stack.

8. A hydrogen fuel cell dump truck, characterized in that, Includes the hydrogen fuel cell dump truck chassis layout structure as described in any one of claims 1-6.

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