A multi-stage thermal management system for a vehicle

Abstract

The application relates to the technical field of vehicle thermal management, in particular to a multi-stage thermal management system for a vehicle, wherein the system comprises: a data refrigerant circuit for performing thermal management on a battery and a cab through refrigerant; a first coolant circuit for performing thermal management on the battery and the cab through coolant; and a second coolant circuit for performing thermal management on a controller group through coolant. The refrigerant circuit, the first coolant circuit and the second coolant circuit are integrated, a multi-stage regulation mechanism and system vehicle energy efficiency are realized, and safe and reliable operation of the vehicle under various working conditions is ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and more particularly to a multi-stage thermal management system for vehicles. Background Technology

[0002] New energy mining dump trucks typically operate in harsh environments, and prolonged high-load operation generates significant heat in the vehicle's battery, power, and electronic control systems. If this heat is not managed effectively and promptly, it can not only affect the vehicle's performance and reliability but also potentially lead to safety hazards. Battery thermal management systems, motor and electronic control cooling systems, and air conditioning systems ensure that all vehicle components operate within reasonable temperature ranges and provide a comfortable environment for the cab.

[0003] The main functions of thermal management in new energy mining dump trucks include: battery thermal management, motor and electronic control thermal management, and air conditioning. Traditional new energy mining dump trucks rely on three independent management systems: the battery thermal management system (TMS), the motor and electronic control thermal management system (ATS), and the air conditioning system. These three systems operate independently and are difficult to coordinate, making it difficult to achieve efficient energy utilization under complex working conditions. Furthermore, the independent nature of each component makes vehicle installation and maintenance inconvenient.

[0004] In summary, the technical problems existing in the relevant technologies need to be improved. Summary of the Invention

[0005] The main objective of this application is to provide a multi-level thermal management system, method, and storage medium for vehicles, aiming to solve the aforementioned problems.

[0006] To achieve the above objectives, this application proposes a multi-level thermal management system for vehicles, the system comprising: The refrigerant circuit is used for thermal management of the battery and cab via refrigerant. The first coolant circuit is used for thermal management of the battery and cab via coolant; The second coolant circuit is used for thermal management of the controller assembly via coolant.

[0007] In some embodiments, the refrigerant circuit includes a compressor, a first plate heat exchanger, a condenser, a solenoid valve, a thermostatic expansion valve, an evaporator core, an electronic expansion valve, and a second plate heat exchanger connected in sequence.

[0008] In some embodiments, the first coolant circuit includes a first water pump, a motor, a normally closed solenoid water valve, a first low-temperature radiator, a PTC heater, a first plate heat exchanger, an electric water valve, a heating element, and a water medium heat exchanger connected in sequence.

[0009] In some embodiments, the second coolant circuit includes a second water pump, a second cryogenic radiator, and a controller group connected in sequence.

[0010] In some embodiments, the thermal management of the battery and cab via refrigerant specifically includes: The refrigerant is compressed by the compressor into a high-temperature and high-pressure gas, which is then converted into a low-temperature gas-liquid mixture by the first plate heat exchanger and condenser. When the cab needs to be cooled, the solenoid valve and the thermal expansion valve are opened, and the low-temperature gas-liquid mixture exchanges heat with the gas in the cab through the evaporation core. When the battery needs to be cooled, the electronic expansion valve is opened, and the low-temperature gas-liquid mixture refrigerant exchanges heat with the battery coolant through the second plate heat exchanger.

[0011] In some embodiments, the method for thermal management of the battery and cab via coolant specifically includes: When heating of the battery and cab is not required, the first water pump is started, and the coolant exchanges heat with the motor, then flows back to the motor after exchanging heat again through the first low-temperature radiator. When heating of the battery and cab is required, the first water pump is started. The coolant is heated by the motor and then flows through the PTC heater. The PTC heater heats the coolant, and the heated coolant exchanges heat with the cab through the heating element, and at the same time exchanges heat with the battery through the water medium heat exchanger.

[0012] In some embodiments, the method for thermal management of the battery and cab via coolant further includes: When the battery needs to be cooled and the cab needs to be heated, the first water pump is started, and the coolant is heated by the motor and then split into the first coolant and the second coolant. The first coolant is returned to the first low-temperature radiator via the normally closed solenoid water valve. After the second coolant displaces the heat of the refrigerant in the first plate heat exchanger, it flows through the PTC heater for heating. The heated coolant then flows through the electric water valve into the heating element to exchange heat with the cab.

[0013] In some embodiments, the method of thermally managing the controller using coolant specifically includes: When the controller assembly needs cooling, start the second water pump; After the coolant flows out from the second water pump, it flows through the controller group and returns to the second low-temperature radiator for heat exchange, and then flows back to the second water pump.

[0014] In some embodiments, the system further includes: The data acquisition module is used to detect vehicle status data; The thermal management execution module is used to perform thermal management on the battery, cab, and controller group based on the vehicle's status data.

[0015] In some embodiments, the system further includes: The protection module is used to protect the refrigerant circuit, the first coolant circuit, and the second coolant circuit. The protection module includes a housing, which is equipped with an expansion tank and a fan.

[0016] The embodiments of this application include at least the following beneficial effects: This application provides a multi-level thermal management system for vehicles. This solution integrates a refrigerant circuit, a first coolant circuit, and a second coolant circuit to achieve a multi-level control mechanism and overall vehicle energy efficiency, ensuring the safe and reliable operation of the vehicle under various operating conditions. The refrigerant circuit, the first coolant circuit, and the second coolant circuit work in coordination with each other, thereby improving the system integration of this application and reducing space occupation. Attached Figure Description

[0017] Figure 1 A block diagram of a multi-level thermal management system for vehicles provided in this application embodiment; Figure 2 This application provides a structural diagram of multiple circuits as described in its embodiments. Figure 3 A flowchart of the refrigerant circuit process provided in the embodiments of this application; Figure 4 A flowchart of the first coolant circuit provided in this application embodiment; Figure 5 A flowchart of the second coolant circuit provided in this application embodiment; Figure 6 This is a structural diagram of the protection module provided in an embodiment of this application; Figure 7 This is a circuit diagram illustrating the operating conditions when the battery needs cooling and the air conditioner needs heating, as provided in an embodiment of this application.

[0018] Explanation of the reference numerals: 001, outer casing; 002, expansion tank; 003, water pipe interface; 004, fan. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit it. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0020] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various concepts, but unless otherwise stated, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the words “if,” “when,” or “in response to a determination” as used herein may be interpreted as “when…” or “when…” or “in response to a determination.”

[0021] As used in this application, the terms "at least one", "multiple", "each", "any", etc., "at least one" includes one, two or more, "multiple" includes two or more, "each" refers to each of the corresponding multiples, and "any" refers to any one of the multiples.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0023] Before providing a detailed description of the embodiments of this application, some of the nouns and terms involved in the embodiments of this application will be explained first. The nouns and terms involved in the embodiments of this application are subject to the following interpretations.

[0024] BMS stands for Battery Management System, which is typically an embedded hardware and software system responsible for comprehensive, full-lifecycle monitoring, protection, management, and optimization of the power battery pack. This ensures the battery pack operates safely, efficiently, and reliably, and extends its lifespan as much as possible.

[0025] ATS stands for Automatic Temperature Control System or Automatic Thermal Management System, which generally refers to an integrated system capable of automatically adjusting and controlling temperature. In the automotive field, it specifically refers to an integrated thermal management system that manages the generation, transfer, storage, and dissipation of heat throughout the vehicle. ATS has a broader scope than a standalone air conditioning or cooling system; it is an intelligent system with multiple loops, multiple heat sources, and multiple components working together.

[0026] Water-based heat exchangers are heat transfer stations that allow efficient heat transfer between two independent liquid circuits without direct mixing. They typically have complex flow channel designs (such as plate structures) that allow the hot coolant in the high-temperature circuit and the cold coolant in the low-temperature circuit to flow in opposite directions in close proximity. Heat from the high-temperature side is transferred to the low-temperature side through metal partitions.

[0027] Currently, in related technologies, the battery uses a Battery Thermal Management System (BMS) for cooling and preheating, the motor and electronic control system uses an Automatic Cooling System (ATS) for cooling, and the cab uses an air conditioning system for cooling and heating; these three systems are independent of each other. This leads to the following problems: a. The battery thermal management system, motor and electronic control system, and air conditioning system are independent, resulting in low system integration and large space requirements; b. Each system uses a separate controller, making coordinated control difficult; c. The heat generated by the motor is not recovered and utilized, resulting in low energy efficiency.

[0028] In view of this, this application provides a multi-level thermal management system for vehicles.

[0029] See Figure 1 As shown, the system of this application includes: The refrigerant circuit is used for thermal management of the battery and cab via refrigerant. The first coolant circuit is used for thermal management of the battery and cab via coolant; The second coolant circuit is used for thermal management of the controller assembly via coolant.

[0030] By integrating the refrigerant circuit, the first coolant circuit, and the second coolant circuit, a multi-level control mechanism and overall vehicle energy efficiency are achieved, ensuring the safe and reliable operation of the vehicle under various working conditions. The refrigerant circuit, the first coolant circuit, and the second coolant circuit work in coordination with each other, thereby improving the system integration of this application and reducing space occupation.

[0031] Multiple circuits communicate with the vehicle via CAN. By receiving relevant messages, they acquire vehicle status data (motor temperature, electronic control temperature, BMS commands, etc.). The thermal management controller acquires vehicle status data by receiving relevant messages, controls multiple components of the system based on the vehicle status data, and then sends the controlled results and internal status data of the thermal management system (temperature sensor data) to the vehicle through a specified message.

[0032] See Figure 2 As shown, in some embodiments, the refrigerant circuit module includes a compressor, a first plate heat exchanger, a condenser, a solenoid valve, a thermostatic expansion valve, an evaporator core, an electronic expansion valve, and a second plate heat exchanger connected in sequence.

[0033] Specifically, an electronic expansion valve and a second plate heat exchanger are installed on the parallel branch of the refrigerant circuit.

[0034] See Figure 2 As shown, in some embodiments, the first coolant circuit includes a first water pump, a motor, a normally closed solenoid water valve, a first low-temperature radiator, a PTC heater, a first plate heat exchanger, an electric water valve, a heating element, and a water medium heat exchanger connected in sequence.

[0035] See Figure 2 As shown, in some embodiments, the second coolant circuit includes a second water pump, a second cryogenic radiator, and a controller group connected in sequence.

[0036] Specifically, in this application, the controller group is divided into a first controller, a second controller, and a third controller.

[0037] In some embodiments, the connection sequence of the components in the refrigerant circuit, the first coolant circuit, and the second coolant circuit includes, but is not limited to, those shown below. Figure 2 As shown.

[0038] The system functions of this application include several individual functions such as electronic cooling, motor cooling, air conditioning refrigeration, air conditioning heating, low-temperature battery cooling (ambient temperature below 0°C), high-temperature battery cooling (ambient temperature above 0°C), and battery heating, as well as combinations of these functions.

[0039] The air conditioning cooling and battery high-temperature cooling systems share the same compressor and water pump; the air conditioning heating and battery heating systems share the same PTC heater and water pump.

[0040] Please see Figures 2-3 As shown, Figure 3 An optional flowchart for thermal management of the battery and cab using refrigerant is provided for embodiments of this application. Figure 3 The method may include, but is not limited to, steps S101 to S103, specifically: S101: The refrigerant is compressed by the compressor into a high-temperature and high-pressure gas, which is then converted into a low-temperature gas-liquid mixture by the first plate heat exchanger and condenser. S102: When it is necessary to cool the cab, after opening the solenoid valve and the thermal expansion valve, the low-temperature gas-liquid mixture exchanges heat with the gas in the cab through the evaporation core. S103: When the battery needs to be cooled, the electronic expansion valve is opened, and the low-temperature gas-liquid mixture refrigerant exchanges heat with the battery coolant through the second plate heat exchanger.

[0041] Please see Figure 2 , Figure 4As shown, Figure 4 An optional flowchart for thermal management of the battery and cab using coolant is provided for embodiments of this application. Figure 4 The method may include, but is not limited to, steps S201 to S203, specifically: S201: When heating of the battery and cab is not required, the first water pump is started, the coolant exchanges heat with the motor, and then flows back to the motor after exchanging heat through the first low-temperature radiator. S202: When heating of the battery and cab is required, the first water pump is started. The coolant is heated by the motor and then flows through the PTC heater. The PTC heater heats the coolant. The heated coolant exchanges heat with the cab through the heating core and at the same time exchanges heat with the battery through the water medium heat exchanger. S203: When the controller group needs to be cooled, the second water pump is started. The coolant flows through the controller group and returns to the second low-temperature radiator for heat exchange, and then flows back to the second water pump. Furthermore, thermal management of the battery and cab via coolant also includes: S204: When it is necessary to cool the battery and heat the cab, start the first water pump. The coolant is heated by the motor and then split into the first coolant and the second coolant. S205: The first coolant normally closed solenoid water valve returns to the first low-temperature radiator; S206: After the second coolant displaces the heat of the refrigerant through the first plate heat exchanger, it flows through the PTC heater for heating. The heated coolant then flows into the heating element through the electric water valve to exchange heat with the cab.

[0042] Please see Figure 2 , Figure 5 As shown, Figure 5 This application provides a flowchart of a controller thermal management process using coolant, as illustrated in an embodiment. Figure 5 The method may include, but is not limited to, steps S301 to S302, specifically: When the controller assembly needs cooling, start the second water pump; The coolant flows through the controller assembly and then returns to the second low-temperature radiator for heat exchange, before flowing back to the second water pump.

[0043] Specifically, in this application, the controller group is divided into a first controller, a second controller, and a third controller.

[0044] In some embodiments, the system of this application further includes: The data acquisition module is used to detect vehicle status data; The thermal management execution module is used to perform thermal management on the battery, cab, and controller group based on the vehicle's status data.

[0045] The protection module is used to protect the refrigerant circuit, the first coolant circuit, and the second coolant circuit. The protection module includes a housing 001, which is equipped with an expansion tank 002 and a fan 004.

[0046] Specifically, in this application, the expansion tank 002 includes a first expansion tank, a second expansion tank, and a third expansion tank, wherein the expansion tank 002 is connected to the refrigerant circuit, the first coolant circuit, and the second coolant circuit through a water pipe interface 003.

[0047] Specifically, in some embodiments, the outer casing 001 is a steel structure outer casing 001.

[0048] The control logic of the controlled component in the embodiment of the present invention will be described in detail and explained below, with specific application examples in specific scenarios: 1. Fan 004 control strategy: Fan 004 layout as follows Figure 6 As shown, fans 1-4 (used for motor cooling, air conditioning cooling, and battery high-temperature cooling) are... Figure 6 Fan 004 is in the second and third rows of the middle section; a. After the vehicle is connected to high voltage, when the temperature of the vehicle's main drive motor is 65℃, fan 004 starts to work. The initial speed of fan 004 is 30% of the full speed. When the motor temperature is ≥85℃, fan 004 runs at full speed, with linear stepless speed regulation between 65℃ and 85℃.

[0049] b. When the BMS requests cooling and the ambient temperature is ≥0℃, the battery high-temperature cooling function is used to cool the battery. The fan speed 004 is adjusted according to the difference between the BMS inlet water temperature and the BMS set temperature. The fan speed 004 satisfies the following relationship: the percentage of the fan speed 004 at its maximum speed is linearly related to the temperature difference.

[0050] c. When the air conditioner control panel is set to cooling mode, fan 004 operates at 30% of its full speed.

[0051] d. Use the highest speed among a, b, and c as the controlled speed of fans 1-4.

[0052] e. When the motor temperature is <63℃, and the BMS request mode changes from cooling mode to self-circulation or shutdown, and the air conditioner stops requesting cooling, fan 004 stops working.

[0053] f. When the relevant CAN bus signal is abnormal, fan 004 will run at 100% speed.

[0054] Fans 5-6 (used for heat dissipation of electronic control components and low-temperature battery cooling), i.e.Figure 6 The first fan in the middle row is 004; a. After the vehicle is powered by high voltage, when the temperature of any controller reaches 40℃, fan 004 starts to work. The initial speed of fan 004 is 30% of the full speed. When the controller temperature is ≥49℃, fan 004 runs at full speed. The speed is infinitely variable between 40℃ and 49℃. When the BMS requests cooling and the ambient temperature is <0℃, a low-temperature radiator is used to cool the battery. Fan speed 004 is adjusted based on the difference between the battery inlet temperature and the BMS set temperature, satisfying the following relationship: (Battery inlet water temperature T6 - target water temperature) ≥10℃; Fan 004 runs at full speed. (Battery inlet water temperature T6 - target water temperature) ∈ [0℃, 10℃) Fan 004 initial speed is 30% of full speed, linear stepless speed regulation between 0 and 10℃.

[0055] b. Use the higher speed of a and b as the controlled speed of fan 5-6.

[0056] c. When all controller temperatures are below 38°C, and the BMS switches from cooling mode to self-circulation or shuts down, the fan stops working.

[0057] d. When the relevant CAN signal is abnormal, fan 004 will run at 100% speed.

[0058] refer to Figure 2 As shown, the water pump control strategy is as follows: First water pump: The first water pump will run at full speed after the main drive motor is under high voltage and the motor temperature is ≥55℃; otherwise, the first water pump will stop running.

[0059] Second water pump: After the vehicle is under high pressure, the second water pump will run at full speed; otherwise, the second water pump will stop running.

[0060] Third water pump: When the first water pump is not working and the air conditioner requests heating or the battery requests heating, the third water pump runs at full speed. When the first water pump is working, the third water pump stops running; when the air conditioner is not heating and the battery is not heating, the third water pump stops working.

[0061] Fourth water pump: When the BMS requests cooling, heating, and self-circulation, the fourth water pump runs at full speed; otherwise, the fourth water pump stops working.

[0062] refer to Figure 2 As shown, the three-way valve control strategy is as follows: When the BMS requests cooling and the ambient temperature is <0℃, it controls the valve core of the three-way valve to move to mode 2, i.e., AB is open and AC is closed in the three-way valve; under other operating conditions, it controls the valve core of the three-way valve to move to mode 1, i.e., AB is closed and AC is open in the three-way valve.

[0063] First normally closed solenoid water valve: When the vehicle requests forced start of the thermal management unit, if the motor temperature is greater than 65°C, the first normally closed solenoid water valve 1 will be energized and the water valve will open; otherwise, the solenoid valve will be closed.

[0064] Second normally closed solenoid water valve: When the BMS requests heating, the second normally closed solenoid water valve is energized, opening the water valve; otherwise, it closes.

[0065] Electric compressor control strategy: a. When the BMS requests cooling (ambient temperature > 0℃) or the air conditioner requests cooling, the compressor starts working.

[0066] b. The BMS did not request cooling and the air conditioner did not request cooling, so the compressor is off.

[0067] c. A compressor fault signal was detected, and the compressor shut down.

[0068] d. When the air conditioner is turned on and the battery is not requesting high-temperature cooling (ambient temperature > 0°C), the compressor runs at a speed of 2000 rpm.

[0069] e. When the BMS requests high-temperature (ambient temperature > 0℃) cooling and the air conditioner does not request cooling, the controlled speed of the compressor satisfies the following: the compressor speed is linearly related to the temperature difference.

[0070] f. When the BMS requests high-temperature (ambient temperature > 0℃) cooling and the air conditioner requests cooling, the controlled speed of the compressor satisfies the following condition: temperature and speed have a linear relationship.

[0071] refer to Figure 2 As shown, the PTC heater control strategy is as follows: a. When the air conditioner requests heating but the BMS does not request heating, the PTC heater will only start one set of IGBTs.

[0072] b. When the BMS requests heating, the PTC starts two sets of IGBTs.

[0073] c. The BMS did not request heating and the air conditioner did not request heating, so the PTC heater is turned off.

[0074] Solenoid valve: The solenoid valve opens when the air conditioner requests cooling; otherwise, the solenoid valve closes.

[0075] Electronic expansion valve: When the BMS requests cooling and the ambient temperature is ≥0℃, the electronic expansion valve opens. The opening degree of the electronic expansion valve is adjusted according to the cooling demand sent by the BMS.

[0076] See Figure 7As shown below, the control logic of the controlled component in the embodiment of the present invention will be described in detail and explained in conjunction with the situation where the battery needs to be cooled and the air conditioner needs to be heated during vehicle operation: Under this operating condition, the coolant can carry away the waste heat from the motor and the heat pump energy generated by the compressor when the battery is cooling, and input it into the cab to provide heat to the cab. At this time, the PTC heater can be turned off, thereby saving the energy of the whole vehicle and achieving the effect of energy saving.

[0077] When the first water pump is working, the coolant is heated by the motor. However, since the heat dissipation power of the air conditioning heating core is less than the heat generated by the motor, the heat generation and heat dissipation cannot be balanced. Therefore, part of the coolant returns to the first low-temperature radiator for heat dissipation through the first normally closed solenoid water valve, while the remaining coolant replaces the heat of the refrigerant through the first plate heat exchanger (at this time, the battery is cooling, the compressor is working, and the high-temperature and high-pressure refrigerant flows through the first plate heat exchanger, utilizing the heat pump effect of the compressor).

[0078] Meanwhile, since the coolant displaces most of the heat from the refrigerant, the condenser fan 004 only needs to run at low speed, thus reducing energy consumption. The coolant then flows through the PTC heater. If the inlet water temperature is greater than 65°C, the PTC heater does not need to be turned on (thus achieving energy saving). The heated coolant flows into the heating core of the air conditioning indoor unit through the electric water valve, where it exchanges heat with the air in the driver's cab, thereby heating the driver's cab.

[0079] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0080] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0081] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0082] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0083] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0084] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0085] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0086] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0087] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0088] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0089] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A multi-stage thermal management system for vehicles, characterized in that, The system includes: The refrigerant circuit is used for thermal management of the battery and cab via refrigerant. The first coolant circuit is used for thermal management of the battery and cab via coolant; The second coolant circuit is used for thermal management of the controller assembly via coolant.

2. The multi-stage thermal management system for vehicles according to claim 1, characterized in that, The refrigerant circuit includes a compressor, a first plate heat exchanger, a condenser, a solenoid valve, a thermostatic expansion valve, an evaporator core, an electronic expansion valve, and a second plate heat exchanger connected in sequence.

3. The multi-stage thermal management system for vehicles according to claim 1, characterized in that, The first coolant circuit includes a first water pump, a motor, a normally closed solenoid water valve, a first low-temperature radiator, a PTC heater, a first plate heat exchanger, an electric water valve, a heating element, and a water medium heat exchanger connected in sequence.

4. The multi-stage thermal management system for vehicles according to claim 1, characterized in that, The second coolant circuit includes a second water pump, a second cryogenic radiator, and a controller group connected in sequence.

5. The multi-stage thermal management system for vehicles according to claim 2, characterized in that, The thermal management of the battery and cab via refrigerant specifically includes: The refrigerant is compressed by the compressor into a high-temperature and high-pressure gas, which is then converted into a low-temperature gas-liquid mixture by the first plate heat exchanger and condenser. When the cab needs to be cooled, the solenoid valve and the thermal expansion valve are opened, and the low-temperature gas-liquid mixture exchanges heat with the gas in the cab through the evaporation core. When the battery needs to be cooled, the electronic expansion valve is opened, and the low-temperature gas-liquid mixture refrigerant exchanges heat with the battery coolant through the second plate heat exchanger.

6. The multi-stage thermal management system for vehicles according to claim 3, characterized in that, The method for thermal management of the battery and cab using coolant specifically includes: When heating of the battery and cab is not required, the first water pump is started, and the coolant exchanges heat with the motor, then flows back to the motor after exchanging heat again through the first low-temperature radiator. When heating of the battery and cab is required, the first water pump is started. The coolant is heated by the motor and then flows through the PTC heater. The PTC heater heats the coolant, and the heated coolant exchanges heat with the cab through the heating element, and at the same time exchanges heat with the battery through the water medium heat exchanger.

7. The multi-stage thermal management system for vehicles according to claim 3, characterized in that, The method for thermal management of the battery and cab via coolant also includes: When the battery needs to be cooled and the cab needs to be heated, the first water pump is started, and the coolant is heated by the motor and then split into the first coolant and the second coolant. The first coolant is returned to the first low-temperature radiator via the normally closed solenoid water valve. After the second coolant displaces the heat of the refrigerant in the first plate heat exchanger, it flows through the PTC heater for heating. The heated coolant then flows through the electric water valve into the heating element to exchange heat with the cab.

8. The multi-stage thermal management system for vehicles according to claim 4, characterized in that, The method for thermal management of the controller via coolant specifically includes: When the controller assembly needs cooling, start the second water pump; After the coolant flows out from the second water pump, it flows through the controller group and returns to the second low-temperature radiator for heat exchange, and then flows back to the second water pump.

9. The multi-stage thermal management system for vehicles according to claim 1, characterized in that, The system also includes: The data acquisition module is used to detect vehicle status data; The thermal management execution module is used to perform thermal management on the battery, cab, and controller group based on the vehicle's status data.

10. The multi-stage thermal management system for vehicles according to claim 1, characterized in that, The system also includes: The protection module is used to protect the refrigerant circuit, the first coolant circuit, and the second coolant circuit. The protection module includes a housing, which is equipped with an expansion tank and a fan.

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