Thermal management system, work vehicle, and method of controlling a thermal management system

Abstract

The present disclosure relates to a thermal management system, a thermal management control method and a construction vehicle, the thermal management system comprising: a plurality of refrigeration units (1); a master controller (2) connected with a vehicle controller of the construction vehicle, configured to acquire a current operating condition of the construction vehicle, and determine a target operating number of the refrigeration units (1) and a target operating state of the refrigeration units (1) according to the current operating condition; and a plurality of slave controllers (3) connected with the master controller (2) and respectively connected with each of the refrigeration units (1), configured to adjust the refrigeration units (1) corresponding to the target operating number to the corresponding target operating state.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle thermal management technology, and in particular to a thermal management system, an engineering vehicle, and a control method for the thermal management system. Background Technology

[0002] The application of new energy technologies in heavy mining vehicles is becoming increasingly widespread. The core components of heavy mining vehicles, such as power batteries, drive motors, and electronic control systems, generate a large amount of heat during operation, which places extremely high demands on the cooling capacity, reliability, and control precision of the thermal management system.

[0003] In order to meet the peak cooling demand of tens or even hundreds of kilowatts, related technologies adopt a parallel or modular design of multiple compression refrigeration units, and are supplemented by multiple sets of cooling fans, water pumps and other components working together. This results in a complex thermal management system with many components and a high degree of coupling of control logic. Summary of the Invention

[0004] In view of this, the present disclosure provides a thermal management system, an engineering vehicle, and a thermal management system control method, which helps to improve cooling performance.

[0005] In one aspect of this disclosure, a thermal management system for engineering vehicles is provided, comprising:

[0006] Multiple refrigeration units;

[0007] The main controller, used to connect to the vehicle controller of the engineering vehicle, is configured to acquire the current operating conditions of the engineering vehicle and determine the target number of refrigeration units and the target operating status of the refrigeration units based on the current operating conditions; and

[0008] Multiple slave controllers, which are signal-connected to the master controller and each to a refrigeration unit, are configured to adjust the refrigeration units corresponding to the target number of units in operation to the target operating state.

[0009] In some embodiments, the controller is configured to cause the compressor of each refrigeration unit corresponding to the target number of operating units to operate at preload power for a preset duration, and then cause each refrigeration unit corresponding to the target number of operating units to operate at its respective energy efficiency ratio power.

[0010] In this context, the preload power under each operating condition is greater than the energy efficiency ratio power, and the energy efficiency ratio power is the load rate corresponding to the highest energy efficiency ratio of each refrigeration unit.

[0011] In some embodiments, the current operating conditions acquired by the main controller include the driving and power conditions of the engineering vehicle and the heat generation power, including the heat generation power of the battery system, the heat generation power of the motor system and the heat generation power of the hydraulic system.

[0012] The main controller is further configured to determine the corresponding preload coefficient based on driving and power conditions, and to determine the target number of refrigeration units to operate based on the product of heat generation power and preload coefficient.

[0013] The target number of refrigeration units in operation is directly proportional to the product of the heating power and the preload coefficient.

[0014] In some embodiments, the driving and power conditions of the engineering vehicle include a first condition, a second condition, and a third condition, wherein the heat generation power under the third condition is greater than the heat generation power under the second condition, and the heat generation power under the second condition is greater than the heat generation power under the first condition.

[0015] Among them, the third preload factor corresponding to the third working condition is greater than the second preload factor under the second working condition, and the second preload factor under the second working condition is greater than the first preload factor under the first working condition.

[0016] In some embodiments, the third operating condition is the charging condition of the engineering vehicle, and the main controller is further configured to reduce the target temperature in response to the engineering vehicle operating in the third operating condition.

[0017] In some embodiments, the operating conditions of the engineering vehicle acquired by the main controller include driving and power conditions, ambient temperature, and refrigerant condensation pressure;

[0018] The main controller is further configured to determine the target speed of the cooling unit's fans based on ambient temperature, condensing pressure, and driving and power conditions, and to cause the slave controller to adjust the number of fans corresponding to the target number of fans to the target speed.

[0019] In some embodiments, the master controller is configured to cause the compressor of the refrigeration unit corresponding to the faulty slave controller to operate at maximum power in response to a communication failure with the slave controller.

[0020] In some embodiments, the master controller is configured to, in response to the presence of a faulty slave controller among a plurality of slave controllers, cause the other slave controllers to operate at preload power for a preset duration, and then determine the target number of refrigeration units to operate based on the product of the heating power and the preload factor.

[0021] In some embodiments, the slave controller is configured to operate each refrigeration unit at preload power in response to a master controller failure.

[0022] In another aspect of this disclosure, an engineering vehicle is provided, comprising:

[0023] Such as any of the above thermal management systems.

[0024] In another aspect of this disclosure, a thermal management system control method based on any of the above-described thermal management systems is provided, comprising:

[0025] The main controller obtains the current operating conditions of the engineering vehicle and determines the target number of refrigeration units and the target operating status of the refrigeration units based on the current operating conditions.

[0026] The controller adjusts the refrigeration units corresponding to the target number of units in operation to the target operating state.

[0027] In some embodiments, adjusting the operating state of the corresponding refrigeration unit specifically includes:

[0028] The compressor of each refrigeration unit corresponding to the target number of units in operation is set to operate at preload power for a preset duration;

[0029] Each refrigeration unit corresponding to the target number of operations operates at its respective energy efficiency ratio power;

[0030] Among them, the preload power under different current operating conditions is greater than the energy efficiency ratio power, and the energy efficiency ratio power is the load rate corresponding to the highest energy efficiency ratio of each refrigeration unit.

[0031] Therefore, according to the embodiments of this disclosure, the main controller is responsible for upper-level decision-making, global coordination, and vehicle interaction, while the slave controller is responsible for the lower-level execution and local closed-loop control of the refrigeration unit. The main controller only needs to focus on the high-level coordination logic and does not need to know the specific driving details of each compressor, which greatly simplifies the software. The slave controller's software can reuse standardized modules, reducing the overall development difficulty.

[0032] The main controller determines the cooling demand based on the real-time operating conditions of the engineering vehicle, and then determines the number of cooling units to be operated and the operating conditions of each cooling unit. This ensures that the cooling effect provided by the cooling units matches the heat load of the engineering vehicle, achieving precise temperature regulation, which helps to improve cooling performance and optimize energy efficiency while meeting cooling requirements. Attached Figure Description

[0033] The accompanying drawings, which form part of this specification, illustrate embodiments of this disclosure and, together with the specification, serve to explain the principles of this disclosure.

[0034] This disclosure will become clearer with reference to the accompanying drawings and the following detailed description, wherein:

[0035] Figure 1 These are schematic diagrams of the structure of some embodiments of the thermal management system according to this disclosure;

[0036] Figure 2 This is a schematic diagram of the system architecture according to some embodiments of the thermal management system disclosed herein;

[0037] Figure 3 This is a flowchart of some embodiments of the thermal management system control method according to the present disclosure;

[0038] Figure 4 This is a flowchart of some other embodiments of the thermal management system control method according to the present disclosure.

[0039] In the picture:

[0040] 1. Refrigeration unit;

[0041] 2. Main controller; 21. Demand analysis and decision-making module; 22. Cooperative scheduling module;

[0042] 3. From the controller;

[0043] 10. Thermal management system; 20. Battery system; 30. Motor control system and DC-DC system; 40. Vehicle controller.

[0044] It should be understood that the dimensions of the various parts shown in the accompanying drawings are not drawn to actual scale. Furthermore, the same or similar reference numerals denote the same or similar components. Detailed Implementation

[0045] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The descriptions of the exemplary embodiments are merely illustrative and are in no way intended to limit the present disclosure or its application or use. The present disclosure may be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that the present disclosure will be thorough and complete, and will fully express the scope of the disclosure to those skilled in the art. It should be noted that, unless specifically stated otherwise, the relative arrangement of components and steps, the composition of materials, numerical expressions, and values ​​set forth in these embodiments should be interpreted as exemplary only and not as limiting.

[0046] The terms "first," "second," and similar words used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Words such as "including" or "contains" mean that the element preceding the word encompasses the element listed after it, and do not exclude the possibility of encompassing other elements as well. Terms such as "above," "below," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, this relative positional relationship may also change accordingly.

[0047] In this disclosure, when a specific device is described as being located between a first device and a second device, an intermediary device may or may not be present between the specific device and the first or second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other devices without an intermediary device, or it may be not directly connected to the other devices but have an intermediary device.

[0048] All terms used in this disclosure (including technical or scientific terms) have the same meaning as understood by one of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary, such as a dictionary, should be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as having an idealized or highly formalized meaning, unless expressly defined herein.

[0049] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0050] In related technologies, some large-scale multi-unit thermal management systems adopt a centralized single-controller solution, where a central controller is responsible for the direct control of all cooling components. This controller collects cooling demand signals from the entire vehicle as well as sensor signals from each subsystem. The central controller has a built-in complex control algorithm that directly calculates and outputs control commands for starting and stopping each compressor, rotating each water pump, and controlling the speed of each set of fans.

[0051] Centralized single-controller solutions require writing control strategies for every possible operating condition and all component combinations, resulting in a large amount of code and high logical coupling, making software development, maintenance, and upgrades extremely difficult. When adding or removing compressor units to accommodate different vehicle models or cooling capacity requirements, the entire central controller's software and hardware interfaces must be redesigned and verified, leading to poor versatility. A failure in the central controller can paralyze the entire thermal management system, posing a single point of failure risk to system reliability. As the number of units increases, the sensor signals and actuator commands that the central controller needs to process grow linearly, placing extremely high demands on the controller's computing power and real-time performance, potentially creating performance bottlenecks.

[0052] In some related technologies, large-scale multi-unit thermal management systems adopt a parallel multi-controller scheme. The system equips each independent compressor unit with an independent sub-controller. These sub-controllers receive the same vehicle demand signal and each runs an independent and complete set of control logic to determine whether the compressor unit under their responsibility should be started and at what power. There is no master-slave coordination relationship between the sub-controllers; they make decisions solely based on their own algorithms.

[0053] In parallel multi-controller schemes, each sub-controller makes independent decisions, lacking global coordination. This can lead to frequent simultaneous start-stops of multiple compressors at critical load points, or a "you start, I shut down" competition, resulting in unstable system output, increased energy consumption, and reduced component lifespan. Each sub-controller makes decisions based on local information, failing to achieve optimal load allocation among multiple units. For example, it cannot intelligently prioritize load allocation to more energy-efficient units, thus reducing overall system efficiency. Furthermore, the system lacks a global perspective, making unified fault diagnosis, operational status monitoring, and energy efficiency statistics difficult to achieve.

[0054] Some master-slave architecture coordination strategies in related technologies are designed for steady-state or quasi-steady-state conditions and are mostly used in systems with relatively stable operating conditions and slow load changes. However, heavy mining equipment faces significant vibration and shock, is prone to instantaneous communication loss, is susceptible to solder joint fatigue, and experiences a sudden surge in heat generation during charging or full-load ramp-up. Furthermore, the simultaneous startup of multiple high-power components can cause a sudden drop in battery voltage. The control strategies in related technologies cannot meet the thermal management requirements of heavy mining equipment.

[0055] In view of this, in one aspect of the present disclosure, a thermal management system is provided for engineering vehicles, which can improve the cooling performance of engineering vehicles and meet the cooling requirements of heavy vehicles such as batteries, electric drives, and hydraulic systems, and is especially suitable for heavy equipment such as electric large mining dump trucks and electric mining trucks.

[0056] Figure 1 These are schematic diagrams illustrating the structure of some embodiments of the thermal management system according to this disclosure. Figure 2 This is a schematic diagram of the system architecture according to some embodiments of the thermal management system disclosed herein. Figure 1 The arrows in the image indicate the direction of signal transmission. Figure 2 The arrows in the image indicate the direction of coolant flow. (Refer to...) Figure 1 and Figure 2 The thermal management system includes multiple refrigeration units 1, a main controller 2, and multiple slave controllers 3.

[0057] The refrigeration unit 1 includes a refrigerant circulation loop and a fan. The refrigerant circulation loop includes a compressor, a water pump, etc. The refrigeration unit 1 provides low-temperature coolant to cool the battery system 20, motor control system, and DC-DC (DC-DC) system 30 of the engineering vehicle. The refrigeration unit 1 provides low-temperature coolant at 20°C to the battery system 20 and medium-temperature coolant at less than 65°C to the motor control system and DC-DC system 30.

[0058] The main controller 2 is used to connect to the vehicle controller 30 of the engineering vehicle and is configured to obtain the current operating conditions of the engineering vehicle and determine the target number of refrigeration units 1 and the target operating status of refrigeration units 1 based on the current operating conditions.

[0059] Multiple slave controllers 3 are signal-connected to the master controller 2, and each slave controller 3 is signal-connected to each refrigeration unit 1. The slave controller 3 is configured to adjust the refrigeration unit 1 corresponding to the target number of operations to the target operating state according to the target number of operations and the target operating state determined by the master controller 2.

[0060] The target number of refrigeration units 1 is the number of refrigeration units 1 that need to be in operation among multiple refrigeration units 1. The target operating status of refrigeration unit 1 includes parameters such as the operating time and operating power of refrigeration unit 1.

[0061] The main controller 2 receives the overall cooling demand signal from the vehicle controller 30, the battery controller, and the thermal management demand module. The overall cooling demand signal includes the target temperature, heat load request, etc.

[0062] The main controller 2 internally includes a demand analysis and decision-making module 21 and a collaborative scheduling module 22. The collaborative scheduling module 22 has a built-in working condition-policy mapping table and receives vehicle status signals from the whole vehicle in real time.

[0063] The collaborative scheduling module 22 determines the current or upcoming operating condition based on the vehicle signals. Based on the driving and power conditions and heat generation power, it mobilizes different numbers of cooling units 1 to operate at a pre-calibrated power. During operation, it dynamically adjusts the number of operating cooling units 1 to increase or decrease based on the inlet and body warning temperatures of each required component, and issues a unified and coordinated set of instructions to the controller 3.

[0064] In addition to analyzing the overall cooling demand, the main controller 2 can also receive direct temperature signals from each cooling object and calculate the required total cooling capacity on its own, rather than relying entirely on the demand signal provided by the vehicle.

[0065] The instruction set includes not only start / stop commands, but also target evaporation temperature, evaporation temperature difference, and start / stop sequence / timing logic, such as a 1-second start delay. The demand analysis and decision module 21 records the operating time of each refrigeration unit 1, prioritizing the use of refrigeration units 1 with shorter operating times to achieve balanced wear. Simultaneously, it ensures smooth commissioning and decommissioning of multiple refrigeration units 1 to avoid shock effects.

[0066] Each slave controller 3 controls an independent refrigeration unit 1. Slave controller 3 receives coordination commands from the master controller 2 and is responsible for translating these commands into specific control actions for each component of the refrigeration unit 1. It uses its own mature, closed-loop control algorithms, such as PID control, to ensure that parameters such as evaporator temperature and suction superheat within the refrigeration unit 1 accurately follow the reference values ​​issued by the master controller. Slave controller 3 feeds back the operating status of the refrigeration unit 1 and local sensor data to the master controller 2.

[0067] The main controller 2 and all slave controllers 3 are connected via an in-vehicle network such as CAN (Controller Area Network) bus or Ethernet to achieve reliable and real-time transmission of commands and data. CAN-FD (Flexible Data-rate) bus redundancy or dual-channel hot standby communication can also be used to improve vibration resistance reliability at the hardware level, complementing the software fault-tolerance strategy.

[0068] The current operating conditions of engineering vehicles include parameters such as driving and power conditions, heat generation power, ambient temperature, and refrigerant condensation pressure. Driving and power conditions include rapid uphill and heavy load conditions, charging conditions, braking and energy recovery conditions, smooth driving conditions, and redundant conditions.

[0069] The refrigeration unit 1 that needs to be operated can be operated in rotation, which can smooth out the total power fluctuation of the system and avoid instantaneous high load on the vehicle's power grid or engine, thereby reducing fuel consumption or battery wear.

[0070] In this embodiment, the main controller 2 is responsible for upper-level decision-making, global coordination, and vehicle interaction, while the slave controller 3 is responsible for the lower-level execution and local closed-loop control of the refrigeration unit 1. The main controller 2 only needs to focus on the high-level coordination logic and does not need to know the specific driving details of each compressor, which greatly simplifies the software. The software of the slave controller 3 can reuse standardized modules, reducing the overall development difficulty. The collaborative scheduling module 22 of the main controller 2, through centralized decision-making and issuing coordination instructions, fundamentally avoids the competition and oscillations that may be caused by multiple slave controllers 3 making independent decisions, and can improve the stability of the thermal management system output.

[0071] The main controller 2 determines the cooling demand based on the real-time operating conditions of the engineering vehicle, and then determines the number of cooling units 1 that need to be operated and the operating conditions of each cooling unit 1, so that the cooling effect provided by the cooling unit 1 matches the heat load of the engineering vehicle, achieving precise temperature regulation, which helps to improve cooling performance and optimize energy efficiency while meeting cooling requirements.

[0072] refer to Figure 1 and Figure 2 In some embodiments, the controller 3 is configured to cause the compressor of each refrigeration unit 1 corresponding to the target number of operating units to operate at a preloaded power for a preset duration, and then cause each refrigeration unit 1 corresponding to the target number of operating units to operate at its respective energy efficiency ratio power. The preloaded power under each operating condition is greater than the energy efficiency ratio power, where the energy efficiency ratio power is the load rate corresponding to the highest energy efficiency ratio of each refrigeration unit 1.

[0073] The preload power, preset duration, and energy efficiency ratio power of each refrigeration unit 1 under different operating conditions are determined according to the calibration.

[0074] The compressor of refrigeration unit 1 is first operated at a higher preload power for a preset time, which enables the compressor, water pump and fan of refrigeration unit 1 to operate at preload power, reserve cooling capacity for the upcoming thermal shock and avoid temperature runaway. After the preset time, the heat demand of the engineering vehicle is in a stable state, and then each refrigeration unit 1 is operated at its own energy efficiency ratio power, thereby saving energy consumption.

[0075] When the difference between the actual inlet temperature of the battery system and the target inlet temperature of the battery is less than or equal to 8°C, and when the difference between the actual inlet temperature of the motor system and other components and the ambient temperature is less than or equal to 8°C, the heat demand of the engineering vehicle is in a stable state.

[0076] In this embodiment, the vehicle first runs at preloaded power for a preset duration, which can quickly suppress the peak temperature under the harsh working conditions of the engineering vehicle and bring the temperature back to a safe range, avoiding the risk of triggering power reduction protection or even thermal runaway. After the temperature stabilizes, the vehicle switches to power efficiency ratio operation to reduce the power consumption of the thermal management system, which helps to improve the vehicle's range and working time, and can also prevent the cooling unit 1 from continuously operating at its limit, thus improving the operational reliability of the cooling unit 1.

[0077] In some embodiments, the current operating conditions acquired by the main controller 2 include the driving and power conditions of the engineering vehicle and the heat generation power, including the heat generation power of the battery system, the heat generation power of the motor system and the heat generation power of the hydraulic system.

[0078] The main controller 2 is further configured to determine the corresponding preload coefficient based on driving and power conditions, and to determine the target number of refrigeration units 1 in operation based on the product of heat generation power and the preload coefficient. The target number of refrigeration units 1 in operation is proportional to the product of heat generation power and the preload coefficient.

[0079] The preload factor varies with the heat demand under different operating conditions. For example, the preload factor is 1 under stable operating conditions, 1.0~1.3 under braking downhill energy recovery operating conditions, 1.3~1.5 under climbing and heavy load operating conditions, and 1.5~1.8 under charging operating conditions.

[0080] The heat generation power is the sum of the heat generation power of the battery system, the heat generation power of the motor system, and the heat generation power of the hydraulic system. The heat generation power of the battery system is calculated in real time based on the charging and discharging current and internal resistance model. The heat generation power of the motor system is determined by looking up the torque, speed, and efficiency MAP chart. The heat generation power of the hydraulic system is estimated based on the pump pressure and flow rate.

[0081] Furthermore, the target number of operations is equal to the ratio of the product of the heating power and the preload coefficient to the preset calibration parameter. The preset calibration parameter is the product of the nominal cooling capacity of the cooling unit 1 and the system coupling efficiency coefficient. The system coupling efficiency coefficient is the ratio of the actual output cooling capacity to the total electric power consumed by the vehicle for cooling.

[0082] In this embodiment, the number of refrigeration units 1 to be operated is determined according to the cooling requirements corresponding to different driving and power conditions and heat generation power of the engineering vehicle. Different numbers of refrigeration units 1 are mobilized to operate. The target number of operation is proportional to the product of the preload coefficient and the heat generation power, which enables the cooling capacity of the refrigeration unit 1 to be precisely matched with the operating conditions of the engineering vehicle, achieves efficient heat dissipation, and avoids excessive cooling and energy consumption.

[0083] In some embodiments, the driving and power conditions of the engineering vehicle include a first condition, a second condition, and a third condition, wherein the heat generation power under the third condition is greater than the heat generation power under the second condition, and the heat generation power under the second condition is greater than the heat generation power under the first condition.

[0084] The third preload factor for the third working condition is greater than the second preload factor for the second working condition, and the second preload factor for the second working condition is greater than the first preload factor for the first working condition. The value range of the third preload factor is 1.5 to 1.8, the value range of the second preload factor is 1.3 to 1.5, and the value range of the first preload factor is 1.0 to 1.3.

[0085] Furthermore, the first operating condition is the braking downhill energy recovery condition, the second operating condition is the climbing and heavy load condition, and the third operating condition is the charging condition. Under the climbing and heavy load condition, the battery system of the engineering vehicle will generate a peak heat load. The heat load under the charging condition is greater than the heat load under the climbing and heavy load condition and is also greater than the heat load under the braking downhill energy recovery condition.

[0086] Engineering vehicles generate significant heat during charging, requiring the deployment of more cooling units to create greater heat dissipation capacity. This quickly removes the heat accumulated inside the battery, preventing the cell temperature from exceeding the safety threshold and triggering charging power degradation or thermal runaway protection.

[0087] When engineering vehicles are climbing hills and carrying heavy loads, the motor, inverter, and hydraulic system generate a lot of heat and have a large power demand. Compared with the charging mode, the number of cooling units 1 is relatively small. Under the premise of ensuring that the core components do not overheat, the power consumption of the thermal management system should be reduced as much as possible, and the electrical energy should be provided to the drive system for climbing, so as to give priority to the driving force.

[0088] When the engineering vehicle brakes downhill, the motor reverses to generate electricity, mobilizing a smaller number of cooling units 1 to reduce the energy consumption of the thermal management system itself, allowing more recovered energy to be stored in the battery.

[0089] In this embodiment, the preload coefficient varies with the driving and power conditions of the engineering vehicle. Step-by-step cooling adjustment is implemented for different driving and power conditions of the engineering vehicle. This maximizes heat dissipation during charging to prevent thermal runaway, provides moderate heat dissipation to ensure driving force during uphill and heavy-load conditions, and minimizes heat dissipation during braking and downhill energy recovery conditions to maximize energy feedback. Thus, the thermal management system achieves a balance between charging speed, uphill power, and energy recovery efficiency while ensuring thermal safety.

[0090] In some embodiments, the third operating condition is the charging condition of the engineering vehicle, and the main controller 2 is further configured to reduce the target temperature in response to the engineering vehicle operating in the third operating condition.

[0091] In this embodiment, actively reducing the target temperature during charging can allow a higher charging current to continue for a longer period of time while ensuring safety, thereby maintaining high-power fast charging and preventing overheating at the end of charging from forcing a power reduction or interrupting charging, so that the entire charging cycle can be maintained at the maximum allowable charging power, thus improving charging integrity.

[0092] In some embodiments, the operating conditions of the engineering vehicle acquired by the main controller 2 include driving and power conditions, ambient temperature, and refrigerant condensing pressure. The main controller 2 is further configured to determine the target speed of the fan in the refrigeration unit 1 based on the ambient temperature, condensing pressure, and driving and power conditions, and to cause the slave controller 3 to adjust the number of fans corresponding to the target operating speed to the target speed. The starting point for fan speed is calibrated based on the ambient temperature; the higher the temperature, the higher the starting speed.

[0093] Different driving and power conditions require different fan speeds. The fan speed in the third condition can be set to be higher than that in the second condition, and the fan speed in the second condition can be set to be higher than that in the first condition.

[0094] For example, under stable operating conditions, when the radiator outlet temperature is >35℃, the fan starts at 500 r / min; under climbing and heavy load conditions, when the radiator outlet temperature is >35℃, the fan starts at 1000 r / min; under charging conditions, when the radiator outlet temperature is >35℃, the fan starts at 1200 r / min; under braking downhill energy recovery conditions, when the radiator outlet temperature is >35℃, the fan starts at 800 r / min.

[0095] Furthermore, when low noise is required during charging, the maximum fan speed can be limited. Once the condensing pressure reaches a certain high level, the fan speed limit can be lifted.

[0096] In this embodiment, the fan speed is adjusted comprehensively based on ambient temperature, condensing pressure, driving and power conditions. Natural air cooling can be fully utilized to avoid unnecessary fan energy consumption. Condensing pressure is the core factor to ensure the healthy operation of the thermal management system. Under heavy load, the fan speed is limited to ensure drive priority and automatically adapt to different environments and different operating scenarios.

[0097] In some embodiments, the main controller 2 is configured to, in response to a communication failure of the slave controller 3, cause the compressor of the refrigeration unit 1 corresponding to the malfunctioning slave controller 3 to operate at maximum power. In this embodiment, causing the compressor of the refrigeration unit 1 corresponding to the malfunctioning slave controller 3 to operate at maximum power ensures that the heat dissipation capacity of the refrigeration unit 1 remains at its peak even during a communication failure. This effectively prevents overheating, power reduction, or even thermal runaway accidents caused by the loss of communication, ensuring basic heat dissipation needs are met. This allows the vehicle to complete the current work cycle and drive to a safe area for maintenance, avoiding a breakdown on the spot.

[0098] In some embodiments, the main controller 2 is configured to, in response to the presence of a faulty slave controller 3 among the plurality of slave controllers 3, cause the other non-faulty slave controllers 3 to operate at preload power for a preset duration, and then determine the target number of refrigeration units 1 to operate based on the product of the heating power and the preload coefficient.

[0099] In this embodiment, other cooling units 1 that are communicated with the controller 3 are first operated with a larger preload power to prevent overheating caused by a sudden decrease in cooling capacity. After stabilization, the target number of cooling units 1 to be operated is determined according to actual needs.

[0100] In some embodiments, the slave controller 3 is configured to operate each cooling unit 1 at preload power in response to a failure of the master controller 2. In this embodiment, when the master controller 2 fails, each slave controller 3 independently controls the corresponding cooling unit 1 to operate at preload power, preventing system failure from causing overheating shutdown of components requiring cooling and maximizing the protection of the entire system's operation.

[0101] In another aspect of this disclosure, an engineering vehicle is provided, including a thermal management system as described in any of the above embodiments. Engineering vehicles include, but are not limited to, mining trucks, tunnel boring machines, cranes, etc., and the thermal management system of any of the above embodiments can also be applied to large ships.

[0102] In this embodiment, the thermal management system of the engineering vehicle can accurately meet the cooling demand according to the real-time operating conditions of the engineering vehicle, so that the cooling effect provided by the cooling unit 1 matches the heat load of the engineering vehicle, which helps to improve the cooling effect of the engineering vehicle and optimize energy efficiency while meeting the cooling demand.

[0103] Figure 3This is a flowchart of some embodiments of the thermal management system control method according to the present disclosure. Figure 4 This is a flowchart of some other embodiments of the thermal management system control method according to the present disclosure, with reference to... Figures 3-4 In another aspect of the present disclosure, a thermal management system control method based on any of the above embodiments is provided, including steps S1 to S2.

[0104] In step S1, the current operating conditions of the engineering vehicle are obtained through the main controller 2, and the target number of refrigeration units 1 and the target operating status of refrigeration units 1 are determined based on the current operating conditions.

[0105] In step S2, the slave controller 3 adjusts the target operating state of the refrigeration unit 1 corresponding to the target operating number according to the target operating number and target operating state determined by the master controller 2.

[0106] In this embodiment, the cooling demand is determined based on the real-time operating conditions of the engineering vehicle, and then the number of cooling units 1 to be operated and the operating conditions of each cooling unit 1 are determined, so that the cooling effect provided by the cooling unit 1 matches the heat load of the engineering vehicle, achieving precise temperature regulation and better cooling effect, and optimizing energy efficiency while meeting the cooling demand.

[0107] In some embodiments, adjusting the operating state of the corresponding refrigeration unit 1 specifically includes: causing the compressor of each refrigeration unit 1 corresponding to the target number of operating units to operate at preload power for a preset time; and causing each refrigeration unit 1 corresponding to the target number of operating units to operate at its respective energy efficiency ratio power. The preload power under each operating condition is greater than the energy efficiency ratio power, and the energy efficiency ratio power is the load rate corresponding to the highest energy efficiency ratio of each refrigeration unit 1.

[0108] In this embodiment, the vehicle first runs at preloaded power for a preset duration, which can quickly suppress the peak temperature under the harsh working conditions of the engineering vehicle and bring the temperature back to a safe range, avoiding the risk of triggering power reduction protection or even thermal runaway. After the temperature stabilizes, the vehicle switches to power efficiency ratio operation to significantly reduce the power consumption of the thermal management system, which helps to improve the vehicle's range and operating time, and can also prevent the cooling unit 1 from continuously operating at its limit, thus improving the reliability of the cooling unit 1.

[0109] refer to Figures 1-4 The following is the thermal management control process for engineering vehicles under various operating conditions:

[0110] Rapid Climbing and Heavy Load Conditions: When the vehicle is detected to be entering a steep, heavy-load climbing condition, the peak heat load of the electric drive / battery system is predicted to be generated. The coordinated scheduling module 22 does not wait for temperature sensor feedback, but instead adopts a pre-loading and over-supply strategy to make the cooling unit 1 operate at pre-load power, reserving cooling capacity for the upcoming thermal shock and avoiding temperature runaway.

[0111] Charging Condition: When the vehicle is detected to be entering or about to enter the charging condition, the peak heat load of the battery system is predicted. The coordinated scheduling module 22 does not wait for the cooling request, but also adopts the pre-loading and over-supply strategy to instruct all available cooling units 1 to operate at pre-load power in advance, and lowers the target temperature setpoint, for example, by 3-5°C, to reserve cooling capacity for the upcoming thermal shock and avoid temperature runaway.

[0112] Downhill braking energy recovery mode: When the vehicle is detected to be in a long downhill braking energy recovery state, it is predicted that the battery pack will generate continuous high heat. The module adopts a high-efficiency load sharing strategy, calculates the total cooling capacity required, and instructs multiple cooling units 1 to operate in coordination at the energy efficiency ratio power corresponding to their highest energy efficiency points, instead of allowing a single cooling unit 1 to operate at full load while the other cooling units 1 are shut down, thereby minimizing the power consumption of the cooling system itself while meeting the cooling requirements.

[0113] In smooth driving or light load mode: a single-unit optimal and rotational backup strategy is adopted. Under the premise of meeting cooling requirements, the most energy-efficient refrigeration unit 1 in the command section operates at its optimal energy efficiency point, and refrigeration unit 1 is periodically rotated to achieve balanced wear. The remaining refrigeration units 1 are in deep standby mode.

[0114] Vibration Resistance and Redundancy Mode: If a slave controller 3 experiences a communication failure, but the cooling unit 1 may still be operational at the physical level, then the corresponding cooling unit 1 will operate at maximum power. The main controller 2 will then coordinate with other cooling units 1 to operate in coordination based on the required cooling demand. If the physical cooling unit 1 cannot operate, other cooling units 1 will initially operate at preloaded power to prevent overheating caused by a sudden decrease in cooling capacity. Once the system stabilizes, the cooling units 1 will be repositioned according to actual needs. When the main controller 2 malfunctions, each slave controller 3 will automatically control its corresponding cooling unit 1 to operate at preloaded power to prevent overall cooling system failure and overheating shutdown of components requiring cooling, thus maximizing the overall system's operational safety.

[0115] refer to Figure 4 The following is the thermal management control process for engineering vehicles:

[0116] The main controller 2 receives the vehicle's requirements, analyzes them, and determines the operating mode and number of refrigeration units 1. The main controller 2 generates an instruction set and sends instructions to the slave controller 3 via the CAN bus.

[0117] The controller 3 receives instructions and executes local closed-loop control to make the corresponding refrigeration unit 1 run. The controller 3 then feeds back the monitored status and data to the main controller 2.

[0118] The main controller 2 monitors and makes judgments. When the target requirement is met or a stop signal is received, the main controller 2 issues a shutdown or load reduction command, causing the slave controllers 3 to execute the shutdown procedure, and all slave controllers 3 are safely shut down. When the target requirement has not been met or a stop signal has not been received, the main controller 2 continues to perform decision-making and coordination.

[0119] The embodiments of this disclosure have now been described in detail. To avoid obscuring the concept of this disclosure, some details known in the art have not been described. Those skilled in the art can fully understand how to implement the technical solutions disclosed herein based on the above description.

[0120] While specific embodiments of this disclosure have been described in detail by way of examples, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of this disclosure. Those skilled in the art should understand that modifications can be made to the above embodiments or equivalent substitutions can be made to some technical features without departing from the scope and spirit of this disclosure. The scope of this disclosure is defined by the appended claims.

Claims

1. A thermal management system for engineering vehicles, characterized in that, include: Multiple refrigeration units (1); The main controller (2) is used to connect to the vehicle controller of the engineering vehicle and is configured to obtain the current operating conditions of the engineering vehicle and determine the target number of the refrigeration unit (1) and the target operating status of the refrigeration unit (1) based on the current operating conditions. as well as Multiple slave controllers (3), which are signal-connected to the master controller (2) and to each of the refrigeration units (1), are configured to adjust the refrigeration units (1) corresponding to the target number of operating units to the target operating state.

2. The thermal management system as described in claim 1, characterized in that, The controller (3) is configured to make the compressor of each of the refrigeration units (1) corresponding to the target number of operations run at a preloaded power for a preset time, and then make each of the refrigeration units (1) corresponding to the target number of operations run at its respective energy efficiency ratio power; Wherein, the preload power under each operating condition is greater than the energy efficiency ratio power, and the energy efficiency ratio power is the load rate corresponding to the highest energy efficiency ratio of each of the refrigeration units (1).

3. The thermal management system as described in claim 2, characterized in that, The current operating conditions obtained by the main controller (2) include the driving and power conditions of the engineering vehicle and the heat generation power, wherein the heat generation power includes the heat generation power of the battery system, the heat generation power of the motor system and the heat generation power of the hydraulic system; The main controller (2) is further configured to determine the corresponding preload coefficient according to the driving and power conditions, and to determine the target number of the cooling unit (1) based on the product of the heating power and the preload coefficient. The target number of refrigeration units (1) is proportional to the product of the heating power and the preload coefficient.

4. The thermal management system as described in claim 3, characterized in that, The driving and power conditions of the engineering vehicle include a first condition, a second condition, and a third condition. The heat generation power under the third condition is greater than the heat generation power under the second condition, and the heat generation power under the second condition is greater than the heat generation power under the first condition. Wherein, the third preload factor corresponding to the third working condition is greater than the second preload factor under the second working condition, and the second preload factor under the second working condition is greater than the first preload factor under the first working condition.

5. The thermal management system as described in claim 4, characterized in that, The third operating condition is the charging condition of the engineering vehicle, and the main controller (2) is also configured to reduce the target temperature in response to the engineering vehicle operating in the third operating condition.

6. The thermal management system as described in claim 2 or 3, characterized in that, The operating conditions of the engineering vehicle obtained by the main controller (2) include driving and power conditions, ambient temperature and refrigerant condensation pressure; The main controller (2) is further configured to determine the target speed of the fan of the refrigeration unit (1) based on the ambient temperature, the condensing pressure and the driving and power conditions, and to cause the slave controller (3) to adjust the fan corresponding to the target number of operations to the target speed.

7. The thermal management system as described in any one of claims 2-5, characterized in that, The main controller (2) is configured to, in response to a communication failure of the slave controller (3), cause the compressor of the refrigeration unit (1) corresponding to the slave controller (3) that is experiencing the failure to operate at maximum power.

8. The thermal management system as described in any one of claims 3-5, characterized in that, The main controller (2) is configured to, in response to the presence of a faulty slave controller (3) among the multiple slave controllers (3), cause the other slave controllers (3) to operate at preload power for a preset duration, and then determine the target number of the cooling unit (1) to operate based on the product of the heating power and the preload coefficient.

9. The thermal management system as described in any one of claims 3-5, characterized in that, The slave controller (3) is configured to operate each of the refrigeration units (1) at preloaded power in response to a failure of the master controller (2).

10. An engineering vehicle, characterized in that, include: The thermal management system as described in any one of claims 1-9.

11. A control method for a thermal management system based on any one of claims 1 to 9, characterized in that, include: The main controller (2) obtains the current operating condition of the engineering vehicle and determines the target number of the refrigeration unit (1) and the target operating status of the refrigeration unit (1) based on the current operating condition. The controller (3) adjusts the refrigeration unit (1) corresponding to the target number of units in operation to the target operating state.

12. The thermal management system control method as described in claim 11, characterized in that, The operation of adjusting the operating state of the corresponding refrigeration unit (1) specifically includes: The compressor of each of the refrigeration units (1) corresponding to the target number of units in operation is operated at preload power for a preset duration; Each of the refrigeration units (1) corresponding to the target number of units in operation shall operate at its respective energy efficiency ratio power; Wherein, the preload power under different current operating conditions is greater than the energy efficiency ratio power, and the energy efficiency ratio power is the load rate corresponding to the highest energy efficiency ratio of each refrigeration unit (1).

Images