Dual evaporator system and control method

Abstract

The application relates to a double-evaporator system and a control method. Through the architecture of double-evaporator partition arrangement, a first evaporator directly corresponds to a driving area and a lower bunk area of a lower part of a cab, and a second evaporator directly corresponds to an upper bunk area of an upper part of the cab, so that the cold quantity transportation distance is shortened from the root, and the loss in the long-distance transportation process of the cold quantity and the coverage blind area are eliminated. Meanwhile, through the architecture of double-compressor parallel arrangement, the refrigeration power supply demand under different operation conditions of the vehicle is adapted, stable output of the cold quantity under full working conditions of driving, idling and parking is realized, the temperature difference between upper and lower areas of the cab can be controlled to be within 2 DEG C, the refrigeration response speed of the upper bunk area is improved, the pain point of insufficient refrigeration of the upper bunk area is solved, and the rest and driving comfort demand of drivers and passengers under a long-distance trunk logistics scene is fully met.

Description

Technical Field

[0001] This application relates to the field of commercial vehicle air conditioning systems, specifically to a dual evaporator system and its control method. Background Technology

[0002] Currently, with the rapid development of the commercial vehicle industry and the continuous upgrading of long-haul logistics transportation demands, heavy-duty trucks, as core transportation equipment, have seen their cab comfort and all-condition adaptability become core directions for industry technology research and development. At the same time, heavy-duty truck cabs are gradually developing towards larger spaces and more rest areas. In long-haul transportation scenarios, users increasingly demand uniform cooling throughout the cab, independent temperature control for multiple rest areas, stable cooling under all operating conditions (driving, idling, and parking), and low-energy operation. This places higher demands on the cooling coverage, system integration, operating condition adaptability, and intelligent control level of commercial vehicle air conditioning systems.

[0003] In related technologies, heavy-duty truck air conditioning systems mostly adopt a refrigeration architecture with a single evaporator and a compressor to achieve basic cooling of the cab; some solutions supplement the cooling capacity of the sleeper area by independently installing a roof-mounted parking air conditioner to meet the zoned cooling needs of the large cab.

[0004] However, the single evaporator architecture cannot achieve independent cooling and precise distribution of cooling capacity in multiple areas of the cab, which can easily lead to severe temperature stratification between the upper and lower areas of the cab and poor cooling effect in the upper sleeper area. It cannot meet the core requirement of uniform cooling in the entire area of ​​a large cab. The independent roof-mounted parking air conditioner solution has problems such as occupying the escape passage of the cab sunroof, easily causing the vehicle to be too tall, being unable to be integrated with the original vehicle air conditioning system, and having a high cost. Summary of the Invention

[0005] This application provides a dual evaporator system and control method, which can solve the technical problems in the related art of severe temperature stratification in the upper and lower areas of the cab and poor cooling effect in the upper berth area, which cannot meet the rest needs.

[0006] In a first aspect, embodiments of this application provide a dual evaporator system, comprising: The compressor unit includes a mechanical compressor and an electric compressor connected in parallel, wherein the exhaust ends of the mechanical compressor and the electric compressor are both connected to the inlet end of a condensing unit. The flow distribution unit has its inlet end connected to the outlet end of the condensation unit, the first outlet end of the flow distribution unit is connected to the inlet end of the first evaporator, and the second outlet end of the flow distribution unit is connected to the inlet end of the second evaporator. The outlet ends of the first evaporator and the second evaporator are both connected to the inlet end of the merging and reflux unit, and the outlet end of the merging and reflux unit is respectively connected to the suction port of the mechanical compressor and the electric compressor. The first evaporator is set in the driving area and lower berth area of ​​the cab, and the second evaporator is set in the upper berth area of ​​the cab.

[0007] In conjunction with the first aspect, in one embodiment, the dual evaporator system further includes: A first check valve and a second check valve are connected in series between the exhaust end of the mechanical compressor and the inlet end of the condensing unit, and the second check valve is connected in series between the exhaust end of the electric compressor and the inlet end of the condensing unit. A first throttling element and a second throttling element are connected in series between the first outlet end of the flow splitting unit and the inlet end of the first evaporator, and the second throttling element is connected in series between the second outlet end of the flow splitting unit and the inlet end of the second evaporator.

[0008] Secondly, embodiments of this application provide a control method based on a dual evaporator system as described in some of the above embodiments, which includes the following steps: It acquires the vehicle's real-time operating conditions, occupant distribution information in the driver's cab, and the real-time battery charge status. Based on real-time operating conditions, passenger distribution information, and real-time power status, the corresponding target cooling control mode is matched, and the start-up, shutdown, and operating status of the compressor unit are controlled according to the target cooling control mode. The on / off state and split ratio of the split unit are controlled synchronously, and the cooling output of the first evaporator and the second evaporator are adjusted.

[0009] In conjunction with the second aspect, in one implementation, the step of matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status, and controlling the start-up, shutdown, and operating status of the compressor unit according to the target refrigeration control mode, synchronously controlling the on / off state and refrigeration ratio of the split unit, and adjusting the refrigeration output of the first evaporator and the second evaporator, includes: When the real-time operating condition is parking and the occupant distribution information is that there are occupants in both the upper and lower sleeper areas of the driver's cab, the parking full-area cooling mode is matched as the target cooling control mode. According to the parking full-area cooling mode, the electric compressor in the control compressor unit starts running and the mechanical compressor stops. The two outlets of the control split unit are kept open to distribute the cooling flow to the first evaporator and the second evaporator. The air outlets corresponding to the first evaporator and the second evaporator are adjusted to the preset air outlet state to achieve synchronous cooling of the entire cab area.

[0010] In conjunction with the second aspect, in one implementation, the step of matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status, and controlling the start-up, shutdown, and operating status of the compressor unit according to the target refrigeration control mode, synchronously controlling the on / off state and refrigeration ratio of the split unit, and adjusting the refrigeration output of the first evaporator and the second evaporator, includes: When the real-time operating condition is parking and the occupant distribution information states that there are occupants in both the driving area and the lower berth area of ​​the cab, the parking front area directional cooling mode is matched as the target cooling control mode. According to the directional cooling mode of the parking front area, the electric compressor in the compressor unit is started and the mechanical compressor is stopped. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator. The air outlets of the first evaporator are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve directional cooling in the corresponding areas.

[0011] In conjunction with the second aspect, in one implementation, the step of matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status, and controlling the start-up, shutdown, and operating status of the compressor unit according to the target refrigeration control mode, synchronously controlling the on / off state and refrigeration ratio of the split unit, and adjusting the refrigeration output of the first evaporator and the second evaporator, includes: When the real-time operating condition is parking and the occupant distribution information is that there are occupants in a single area of ​​the driver's cab or the lower berth area, the parking single-zone precision cooling mode is matched as the target cooling control mode. According to the single-zone precision cooling mode for parking, the electric compressor in the compressor unit is started and the mechanical compressor is stopped. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator. The air outlet corresponding to the first evaporator is simultaneously adjusted to face the area of ​​the driver's cab where the occupants are located, so as to achieve directional precision cooling.

[0012] In conjunction with the second aspect, in one implementation, the step of matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status, and controlling the start-up, shutdown, and operating status of the compressor unit according to the target refrigeration control mode, synchronously controlling the on / off state and refrigeration ratio of the split unit, and adjusting the refrigeration output of the first evaporator and the second evaporator, includes: When the real-time operating condition is idling and the occupant distribution information is that there are occupants in both the driver's area and the upper sleeper area of ​​the cab, the idling full-area enhanced cooling mode is matched as the target cooling control mode. According to the idle speed full-area enhanced cooling mode, both the electric compressor and the mechanical compressor in the control compressor unit are started and running, and both outlets of the control diversion unit are kept open to distribute the cooling flow to the first evaporator and the second evaporator. The air outlet corresponding to the first evaporator is simultaneously adjusted to face the driving area of ​​the cab, and the air outlet corresponding to the second evaporator is opened to achieve rapid cooling of the entire cab area.

[0013] In conjunction with the second aspect, in one implementation, the step of matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status, and controlling the start-up, shutdown, and operating status of the compressor unit according to the target refrigeration control mode, synchronously controlling the on / off state and refrigeration ratio of the split unit, and adjusting the refrigeration output of the first evaporator and the second evaporator, includes: When the real-time operating condition is idling and the occupant distribution information is that there are occupants in both the driving area and the lower berth area of ​​the cab, the idling front zone enhanced cooling mode is matched as the target cooling control mode. According to the enhanced cooling mode in the idling front zone, both the electric compressor and the mechanical compressor in the control compressor unit are started and running. The first outlet of the control diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator. The air outlets corresponding to the first evaporator are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve rapid cooling in the corresponding areas.

[0014] In conjunction with the second aspect, in one implementation, the step of matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status, and controlling the start-up, shutdown, and operating status of the compressor unit according to the target refrigeration control mode, synchronously controlling the on / off state and refrigeration ratio of the split unit, and adjusting the refrigeration output of the first evaporator and the second evaporator, includes: When the real-time operating condition is driving condition, the occupant distribution information is that there are occupants in both the driving area and the lower berth area of ​​the cab, and the real-time battery status has not reached the preset full charge threshold, the driving normal cooling mode is matched as the target cooling control mode. According to the normal cooling mode of the vehicle, the mechanical compressor in the compressor unit is started and the electric compressor is stopped. The first outlet of the distribution unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator. The air outlets of the first evaporator are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve stable cooling in the corresponding areas.

[0015] In conjunction with the second aspect, in one implementation, the step of matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status, and controlling the start-up, shutdown, and operating status of the compressor unit according to the target refrigeration control mode, synchronously controlling the on / off state and refrigeration ratio of the split unit, and adjusting the refrigeration output of the first evaporator and the second evaporator, includes: When the real-time operating condition is driving condition, the occupant distribution information is that there are occupants in both the driving area and the lower berth area of ​​the cab, and the real-time battery status reaches the preset full charge threshold, the driving energy-saving cooling mode is matched as the target cooling control mode. According to the vehicle's energy-saving cooling mode, the electric compressor in the compressor unit is started and the mechanical compressor is stopped. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator. The air outlets of the first evaporator are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve energy-saving cooling in the corresponding areas.

[0016] The beneficial effects of the technical solutions provided in this application include: The dual-evaporator zoning architecture directly corresponds to the driver's area and lower sleeper berth under the cab, while the second evaporator directly corresponds to the upper sleeper berth above the cab. This fundamentally shortens the cooling distance and eliminates losses and blind spots during long-distance cooling transport. Simultaneously, the parallel dual-compressor architecture adapts to the cooling power supply needs of different vehicle operating conditions, achieving stable cooling output under all conditions: driving, idling, and parking. This keeps the temperature difference between the upper and lower areas of the cab within 2°C, improves the cooling response speed of the upper sleeper area, solves the problem of insufficient cooling in the upper sleeper area, and fully meets the rest and comfort needs of drivers and passengers in long-haul logistics scenarios. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the structure of one embodiment of the dual evaporator system in this application; Figure 2 This is a schematic diagram of an embodiment of the dual evaporator system control method in this application.

[0019] In the diagram: 1. Electric compressor; 2. Mechanical compressor; 3. Condenser; 4. First evaporator; 5. Second evaporator; 6. First three-way valve; 7. Second three-way valve; 8. Third three-way valve; 9. Fourth three-way valve; 10. First check valve; 11. Second check valve; 12. First expansion valve; 13. Second expansion valve. Detailed Implementation

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0021] This application provides a dual evaporator system and control method, which can solve the technical problems in the related art of severe temperature stratification in the upper and lower areas of the cab and poor cooling effect in the upper berth area, which cannot meet the rest needs.

[0022] Firstly, such as Figure 1 As shown, this application embodiment provides a dual evaporator system, which includes: a compressor unit, which includes a mechanical compressor 2 and an electric compressor 1 connected in parallel, the exhaust ends of the mechanical compressor 2 and the electric compressor 1 being connected to the inlet end of the condensing unit; a flow splitting unit, the inlet end of which is connected to the outlet end of the condensing unit, the first outlet end of the flow splitting unit being connected to the inlet end of the first evaporator 4, and the second outlet end of the flow splitting unit being connected to the inlet end of the second evaporator 5; the outlet ends of the first evaporator 4 and the second evaporator 5 are both connected to the inlet end of the merging and recirculation unit, and the outlet end of the merging and recirculation unit is respectively connected to the suction ports of the mechanical compressor 2 and the electric compressor 1; the first evaporator 4 is set corresponding to the driving area and the lower berth area of ​​the cab, and the second evaporator 5 is set corresponding to the upper berth area of ​​the cab.

[0023] In this embodiment, based on the thermodynamic characteristics that cold air is denser than hot air and tends to sink naturally, this embodiment addresses the inherent industry defect of a single evaporator in the large cab of a heavy truck only being able to exhaust air from the dashboard and failing to effectively deliver cooling energy to the upper area of ​​the cab, thus creating a temperature difference of more than 10°C between the upper and lower sections. This is addressed by using a dual-evaporator partitioned architecture, where the first evaporator 4 directly corresponds to the driver's area and lower sleeper berth in the lower part of the cab, and the second evaporator 5 directly corresponds to the upper sleeper berth in the upper part of the cab. This fundamentally shortens the cooling energy delivery distance and eliminates losses and coverage blind spots during long-distance cooling energy delivery. Simultaneously, the parallel dual-compressor architecture adapts to the cooling power supply needs under different vehicle operating conditions, achieving stable cooling output under all operating conditions—driving, idling, and parking—controlling the temperature difference between the upper and lower areas of the cab to within 2°C, improving the cooling response speed of the upper sleeper area, solving the pain point of insufficient cooling in the upper sleeper area, and fully meeting the rest and comfort needs of drivers and passengers in long-haul logistics scenarios.

[0024] In conjunction with the first aspect, in one embodiment, the dual evaporator system further includes: a first one-way valve 10 and a second one-way valve 11, wherein the first one-way valve 10 is connected in series between the exhaust end of the mechanical compressor 2 and the inlet end of the condensing unit, and the second one-way valve 11 is connected in series between the exhaust end of the electric compressor 1 and the inlet end of the condensing unit; a first expansion valve 12 and a second expansion valve 13, wherein the first expansion valve 12 is connected in series between the first outlet end of the diversion unit and the inlet end of the first evaporator 4, and the second expansion valve 13 is connected in series between the second outlet end of the diversion unit and the inlet end of the second evaporator 5.

[0025] In this embodiment, addressing the core reliability risks in a dual-compressor parallel architecture, such as different discharge pressures between the two compressors and the tendency for high-pressure refrigerant to flow back from the operating compressor to the non-operating compressor, leading to compressor liquid slugging, valve damage, and abnormal system pressure, a one-way valve with unidirectional flow is installed at the discharge end of each of the two compressors. This completely blocks the refrigerant backflow path from the flow path structure, ensuring the stability of independent and coordinated operation of the two compressors and significantly extending their service life. Simultaneously, addressing the inherent differences in the length, heat exchange load, and pressure drop of the two branch pipes in the dual evaporator system, which can lead to refrigerant flow deviation and insufficient heat exchange efficiency in a single branch evaporator due to the presence of single throttling devices, an independent expansion valve is configured for each of the two evaporator branches. This allows for precise throttling and pressure reduction of the refrigerant in the corresponding branch, matching the optimal heat exchange load range of the corresponding evaporator and avoiding flow deviation issues.

[0026] In conjunction with the first aspect, in one embodiment, the merging and recirculation unit is a first three-way valve 6, and the exhaust ends of the mechanical compressor 2 and the electric compressor 1 are connected to the inlet end of the condensing unit through a second three-way valve 7. The diversion unit is a third three-way valve 8, and the outlet ends of the first evaporator 4 and the second evaporator 5 are connected to the inlet end of the first three-way valve 6 through a fourth three-way valve 9. The outlet end of the first one-way valve 10 and the outlet end of the second one-way valve 11 are respectively connected to the two inlet ends of the second three-way valve 7, and the outlet end of the second three-way valve 7 is connected to the inlet end of the condensing unit. The inlet end of the three-way valve 8 is connected to the outlet end of the condensing unit. The first outlet end of the third three-way valve 8 is connected to the inlet end of the first evaporator 4 through the first expansion valve 12. The second outlet end of the third three-way valve 8 is connected to the inlet end of the second evaporator 5 through the second expansion valve 13. The two inlet ends of the fourth three-way valve 9 are connected to the outlet ends of the first evaporator 4 and the second evaporator 5, respectively. The outlet end of the fourth three-way valve 9 is connected to the inlet end of the first three-way valve 6. The two outlet ends of the first three-way valve 6 are connected to the suction ports of the mechanical compressor 2 and the electric compressor 1, respectively.

[0027] In this embodiment, addressing the issues of limited installation space in heavy-duty truck cabs and the problems of existing dual-evaporator solutions employing two independent pipelines, resulting in lengthy pipelines, numerous joints, high leakage risk, and large pipeline pressure drop, an integrated flow path is constructed using four three-way valves. This path splits the air intake, merges the air exhaust, splits the air after condensation, and merges the air after evaporation, forming a closed-loop refrigeration circuit with a single condensing unit and dual evaporation branches. This significantly shortens the refrigerant circulation path, optimizes flow field uniformity, and reduces pressure drop losses along the pipeline. Simultaneously, it greatly reduces the number of pipeline joints and welding points, lowers the risk of refrigerant leakage, further improves the operating efficiency of the refrigeration system, and requires no modification to the original cab structure, thus adapting to the mass installation needs of existing heavy-duty truck models.

[0028] In conjunction with the first aspect, in one embodiment, the condensing unit is a condenser 3, which is equipped with a condensing fan; the first evaporator 4 is equipped with an electric air outlet with adjustable air outlet direction, which is arranged corresponding to the driving area and the lower berth area of ​​the cab; the second evaporator 5 is equipped with an independent berth air outlet, which is arranged corresponding to the upper berth area of ​​the cab.

[0029] In this embodiment, addressing the problems of fixed air outlets, inaccurate delivery of cooling to the passenger area, severe loss of ineffective cooling, and lack of directional airflow channels in the upper berth area of ​​existing air conditioning systems, the first evaporator 4 is equipped with a multi-dimensional adjustable electric air outlet based on the basic principle of forced convection heat transfer. This allows the air outlet angle to be adjusted according to the passenger's position, achieving directional delivery of cooling and enhancing the convective heat transfer effect in the passenger area. Simultaneously, the second evaporator 5 is equipped with an independent air outlet that directly supplies air to the upper berth area, completely eliminating blind spots in cooling delivery, improving the effective utilization rate of cooling, increasing the cooling speed of the target area, further reducing ineffective cooling loss, and lowering system operating energy consumption.

[0030] In conjunction with the first aspect, in one embodiment, the dual evaporator system further includes a controller, an image acquisition unit, an operating condition acquisition unit, and a battery detection unit. The image acquisition unit is used to acquire information on the distribution of occupants in the driver's cab, the operating condition acquisition unit is used to acquire real-time operating conditions of the vehicle, and the battery detection unit is used to acquire real-time battery charge status of the vehicle. The controller is electrically connected to the image acquisition unit, the operating condition acquisition unit, the battery detection unit, the electric compressor 1, the mechanical compressor 2, the third three-way valve 8, and the electric air outlet.

[0031] In this embodiment, addressing the issue that existing heavy-duty truck air conditioning systems can only achieve delayed feedback control based on a set temperature, failing to perceive the actual distribution of occupants and dynamic changes in vehicle operating conditions, leading to a mismatch between cooling output and actual demand, a multi-source data sensing system is constructed using multiple acquisition units. This system acquires real-time data on vehicle operating status, occupant distribution, and battery charge status, enabling the controller to make judgments based on multi-source data fusion. This allows for feedforward adaptive control of the cooling system, pre-matching a cooling mode perfectly suited to the current scenario, rather than the traditional delayed control that adjusts only after the temperature exceeds the limit. This improves the cooling system's response speed, achieving cab temperature control accuracy within ±1℃. Simultaneously, it enables precise on-demand cooling regulation, reducing overall vehicle energy consumption by more than 20%, significantly improving driving comfort and system economy, while also reducing the frequency of manual operation by drivers and passengers, thus enhancing driving safety.

[0032] Secondly, such as Figure 2 As shown, this application provides a control method based on a dual evaporator system as mentioned in some of the above embodiments, which includes the following steps: S100: Acquire real-time operating conditions of the vehicle, occupant distribution information in the driver's cab, and real-time battery charge status of the vehicle. S200: Based on real-time operating conditions, occupant distribution information, and real-time power status, it matches the corresponding target refrigeration control mode, and controls the start-up, shutdown, and operating status of the compressor unit according to the target refrigeration control mode, synchronously controls the on / off state and refrigeration ratio of the split unit, and adjusts the refrigeration output of the first evaporator 4 and the second evaporator 5.

[0033] In this embodiment, the heavy-duty truck air conditioning system covers all operating conditions including parking, idling, and driving. Under these different conditions, the characteristics of the power source, cooling requirements, and energy consumption constraints are fundamentally different. Existing control methods can only achieve simple operating condition switching and cannot simultaneously address the multi-objective balance between cooling effect, passenger comfort, system reliability, and energy consumption optimization. Therefore, a three-dimensional matching control model based on operating conditions, passenger comfort, and battery power is constructed. By acquiring multi-dimensional state parameters in real time, the globally optimal cooling control strategy is matched for different parameter combinations, achieving coordinated control of compressor operating status, refrigerant flow distribution, and air outlet status. This model can cover more than 99% of operating scenarios during long-distance transportation, ensuring uniform cooling and comfort throughout the cab while reducing energy consumption in parking conditions, improving cooling capacity in idling conditions, and reducing overall fuel consumption in driving conditions.

[0034] In conjunction with the second aspect, in one embodiment, S200 includes S201, which includes the following steps: S201-1: When the real-time operating condition is parking and the occupant distribution information is that there are occupants in both the upper and lower sleeper areas of the driver's cab, the parking full-area cooling mode is matched as the target cooling control mode. S201-2: According to the parking full-area cooling mode, the electric compressor 1 in the compressor unit is started and the mechanical compressor 2 is stopped. The two outlets of the flow distribution unit are kept open to distribute the cooling flow to the first evaporator 4 and the second evaporator 5. The air outlets corresponding to the first evaporator 4 and the second evaporator 5 are synchronously adjusted to the preset air outlet state to achieve synchronous cooling of the entire cab area.

[0035] In this embodiment, for the high-frequency usage scenario of drivers and passengers simultaneously resting in the upper and lower berths during long-distance transportation, existing technologies either require starting the engine to drive a mechanical compressor, resulting in high fuel consumption, engine idling wear, noise, and exhaust pollution, or can only achieve single-area cooling through a roof-mounted parking air conditioner, failing to meet the pain point of simultaneous cooling needs of the upper and lower berths. By using a pure electric compressor 1 to drive dual evaporators to operate synchronously, there is no need to start the engine, eliminating the fuel consumption, noise, and emission problems of parking cooling at the source. At the same time, through the independent cooling circuit of the dual evaporators, a stable cooling capacity is provided to both the upper and lower berth areas, which can control the temperature difference between the upper and lower areas of the cab within 2°C in the parking state, and control the operating noise of the berth area within 35dB, fully meeting the deep rest needs of drivers and passengers, and adapting to the relevant policy requirements for parking rest in freight vehicles.

[0036] In conjunction with the second aspect, in one embodiment, S200 includes S202, which includes the following steps: S202-1: When the real-time operating condition is parking and the occupant distribution information is that there are occupants in both the driving area and the lower berth area of ​​the cab, the parking front area directional cooling mode is matched as the target cooling control mode. S202-2: According to the directional cooling mode of the parking front area, the electric compressor 1 in the compressor unit is started and the mechanical compressor 2 is stopped. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator 4. The air outlets of the first evaporator 4 are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve directional cooling in the corresponding areas.

[0037] In this embodiment, for the scenario where only the driver's area and the lower berth have passengers while the upper berth is not in use, existing technologies cannot achieve independent on / off control of the cooling branch. The continuous output of cooling energy by the upper berth branch results in ineffective energy consumption and shortens the battery life. By shutting down the cooling branch corresponding to the second evaporator 5 and only opening the first evaporator 4 branch corresponding to the driver's area and the lower berth, all cooling flow is concentrated and supplied to the areas in need. While meeting the cooling needs of the driver and passengers, parking cooling energy consumption is reduced by more than 30%, effectively extending the vehicle's parking battery life and adapting to high-frequency usage scenarios such as single-person parking rest and parking waiting.

[0038] In conjunction with the second aspect, in one embodiment, S200 includes S203, which includes the following steps: S203-1: When the real-time operating condition is parking and the occupant distribution information is that there are occupants in a single area of ​​the driver's cab or the lower berth area, the parking single-zone precision cooling mode is matched as the target cooling control mode. S203-2: According to the single-zone precision cooling mode of parking, the electric compressor 1 in the compressor unit is started and the mechanical compressor 2 is stopped. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator 4. The air outlet corresponding to the first evaporator 4 is simultaneously adjusted to face the area of ​​the driver's cab where the occupants are located, so as to achieve directional precision cooling.

[0039] In this embodiment, for the high-frequency scenario of a single person resting in the driver's area or a single area in the lower berth during parking, existing technologies cannot achieve directional and precise delivery of cooling energy. Most of the cooling energy is dissipated in unoccupied areas, resulting in energy waste. By adjusting the direction of the electric air outlet, the cooling energy is delivered directly and continuously to the area where the passenger is located, further improving the effective utilization rate of cooling energy. While ensuring passenger comfort, parking cooling energy consumption is reduced by more than 15%, maximizing the extension of parking battery life and fully meeting the core usage needs of single person resting during long-distance transportation.

[0040] In conjunction with the second aspect, in one embodiment, S200 includes S204, which includes the following steps: S204-1: When the real-time operating condition is idling and the occupant distribution information is that there are occupants in both the driving area and the upper sleeper area of ​​the cab, the idling full-area enhanced cooling mode is matched as the target cooling control mode. S204-2: According to the idle speed full-area enhanced cooling mode, both the electric compressor 1 and the mechanical compressor 2 in the control compressor unit are started and running, and both outlets of the control split unit are kept open to distribute the cooling flow to the first evaporator 4 and the second evaporator 5. The air outlet corresponding to the first evaporator 4 is opened towards the driving area of ​​the cab, and the air outlet corresponding to the second evaporator 5 is opened to achieve rapid cooling of the entire cab area.

[0041] In this embodiment, addressing the industry pain points of slow cab cooling and unmet cooling needs in the entire area under summer congested conditions due to the low engine speed and limited displacement of the mechanical compressor 2 during vehicle idling, the solution is to increase the total cooling capacity of the system by 100% through the coordinated operation of the electric compressor 1 and the mechanical compressor 2. This completely solves the problem of insufficient cooling capacity under idling conditions. At the same time, the simultaneous operation of the dual evaporators enables synchronous and rapid cooling of the upper and lower areas of the cab, reducing the time to reach the target temperature in the cab by more than 70%. Even under high temperature and congested road conditions in summer, the cooling effect of the driver's area and the upper sleeper area can be guaranteed, significantly improving driving and riding comfort.

[0042] In conjunction with the second aspect, in one embodiment, S200 includes S205, which includes the following steps: S205-1: When the real-time operating condition is idling and the occupant distribution information is that there are occupants in both the driving area and the lower berth area of ​​the cab, the idling front zone enhanced cooling mode is matched as the target cooling control mode. S205-2: According to the enhanced cooling mode in the idle front zone, both the electric compressor 1 and the mechanical compressor 2 in the compressor unit are started and running. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator 4. The air outlets of the first evaporator 4 are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve rapid cooling in the corresponding areas.

[0043] In this embodiment, for the scenario where only the driver's area and lower berth have passengers while the upper berth is not needed under idling conditions, the total cooling capacity is increased by working together with dual compressors, while the second evaporator branch 5, which has no cooling needs, is shut down. All cooling capacity is then concentrated on the driver's area and lower berth area, further improving the cooling speed of the target area. At the same time, the ineffective distribution of cooling capacity is avoided. While achieving rapid cooling, the cooling efficiency under idling conditions is optimized, and the ineffective consumption of engine idling load and battery power is reduced.

[0044] In conjunction with the second aspect, in one embodiment, S200 includes S206, which includes the following steps: S206-1: When the real-time operating condition is driving condition, the occupant distribution information is that there are occupants in both the driving area and the lower berth area of ​​the cab, and the real-time battery status has not reached the preset full charge threshold, the driving normal cooling mode is matched as the target cooling control mode. S206-2: According to the normal cooling mode of the vehicle, the mechanical compressor 2 in the compressor unit is started and the electric compressor 1 is stopped. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator 4. The air outlets of the first evaporator 4 are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve stable cooling in the corresponding areas.

[0045] In this embodiment, for scenarios where the battery power is insufficient during driving conditions, the mechanical compressor 2 driven by the engine provides cooling power, which fully meets the cooling needs of the driver's area and the lower berth area. At the same time, it avoids the electric compressor 1 from consuming battery power, ensuring a stable power supply for other electrical equipment during vehicle operation. This meets the core usage needs of long-distance logistics vehicles. In addition, the mechanical compressor 2 can make full use of the stable speed of the engine under driving conditions to achieve stable and efficient cooling output, ensuring driving and riding comfort during the journey.

[0046] In conjunction with the second aspect, in one embodiment, S200 includes S207, which includes the following steps: S207-1: When the real-time operating condition is driving condition, the occupant distribution information is that there are occupants in both the driving area and the lower berth area of ​​the cab, and the real-time battery status reaches the preset full charge threshold, the driving energy-saving cooling mode is matched as the target cooling control mode. S207-2: According to the driving energy-saving cooling mode, the electric compressor 1 in the compressor unit is started and the mechanical compressor 2 is stopped. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator 4. The air outlets of the first evaporator 4 are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve energy-saving cooling in the corresponding areas.

[0047] In this embodiment, for the scenario where the battery is fully charged during driving, the electric compressor 1 replaces the mechanical compressor 2 to provide cooling power, eliminating the loss of engine power caused by the operation of the mechanical compressor 2. This can reduce the vehicle's fuel consumption by more than 8% per 100 kilometers, achieving energy-saving optimization during driving. At the same time, the electric compressor 1 can achieve more precise cooling output through frequency conversion regulation, avoiding the problem of unstable cooling capacity caused by the fluctuation of engine speed of the mechanical compressor 2, making the temperature control of the cab more stable, and further improving the driving comfort and fuel economy during driving.

[0048] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0049] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0050] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A dual evaporator system, characterized in that, It includes: The compressor unit includes a mechanical compressor and an electric compressor connected in parallel, wherein the exhaust ends of the mechanical compressor and the electric compressor are both connected to the inlet end of a condensing unit. The flow distribution unit has its inlet end connected to the outlet end of the condensation unit, the first outlet end of the flow distribution unit is connected to the inlet end of the first evaporator, and the second outlet end of the flow distribution unit is connected to the inlet end of the second evaporator. The outlet ends of the first evaporator and the second evaporator are both connected to the inlet end of the merging and reflux unit, and the outlet end of the merging and reflux unit is respectively connected to the suction port of the mechanical compressor and the electric compressor. The first evaporator is set in the driving area and lower berth area of ​​the cab, and the second evaporator is set in the upper berth area of ​​the cab.

2. The dual evaporator system as described in claim 1, characterized in that, The dual evaporator system also includes: A first check valve and a second check valve are connected in series between the exhaust end of the mechanical compressor and the inlet end of the condensing unit, and the second check valve is connected in series between the exhaust end of the electric compressor and the inlet end of the condensing unit. A first throttling element and a second throttling element are connected in series between the first outlet end of the flow splitting unit and the inlet end of the first evaporator, and the second throttling element is connected in series between the second outlet end of the flow splitting unit and the inlet end of the second evaporator.

3. A control method based on the dual evaporator system as described in claim 1 or 2, characterized in that, It includes the following steps: It acquires the vehicle's real-time operating conditions, occupant distribution information in the driver's cab, and the real-time battery charge status. Based on real-time operating conditions, passenger distribution information, and real-time power status, the corresponding target cooling control mode is matched, and the start-up, shutdown, and operating status of the compressor unit are controlled according to the target cooling control mode. The on / off state and split ratio of the split unit are controlled synchronously, and the cooling output of the first evaporator and the second evaporator are adjusted.

4. The control method for the dual evaporator system as described in claim 3, characterized in that, The method involves matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status. According to this target refrigeration control mode, the method controls the start / stop and operating status of the compressor unit, synchronously controls the on / off state and flow ratio of the split unit, and adjusts the refrigeration output of the first and second evaporators. When the real-time operating condition is parking and the occupant distribution information is that there are occupants in both the upper and lower sleeper areas of the driver's cab, the parking full-area cooling mode is matched as the target cooling control mode. According to the parking full-area cooling mode, the electric compressor in the control compressor unit starts running and the mechanical compressor stops. The two outlets of the control split unit are kept open to distribute the cooling flow to the first evaporator and the second evaporator. The air outlets corresponding to the first evaporator and the second evaporator are adjusted to the preset air outlet state to achieve synchronous cooling of the entire cab area.

5. The control method for the dual evaporator system as described in claim 3, characterized in that, The method involves matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status. According to this target refrigeration control mode, the method controls the start / stop and operating status of the compressor unit, synchronously controls the on / off state and flow ratio of the split unit, and adjusts the refrigeration output of the first and second evaporators. When the real-time operating condition is parking and the occupant distribution information states that there are occupants in both the driving area and the lower berth area of ​​the cab, the parking front area directional cooling mode is matched as the target cooling control mode. According to the directional cooling mode of the parking front area, the electric compressor in the compressor unit is started and the mechanical compressor is stopped. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator. The air outlets of the first evaporator are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve directional cooling in the corresponding areas.

6. The control method for the dual evaporator system as described in claim 3, characterized in that, The method involves matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status. According to this target refrigeration control mode, the method controls the start / stop and operating status of the compressor unit, synchronously controls the on / off state and flow ratio of the split unit, and adjusts the refrigeration output of the first and second evaporators. When the real-time operating condition is parking and the occupant distribution information is that there are occupants in a single area of ​​the driver's cab or the lower berth area, the parking single-zone precision cooling mode is matched as the target cooling control mode. According to the single-zone precision cooling mode for parking, the electric compressor in the compressor unit is started and the mechanical compressor is stopped. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator. The air outlet corresponding to the first evaporator is simultaneously adjusted to face the area of ​​the driver's cab where the occupants are located, so as to achieve directional precision cooling.

7. The control method for the dual evaporator system as described in claim 3, characterized in that, The method involves matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status. According to this target refrigeration control mode, the method controls the start / stop and operating status of the compressor unit, synchronously controls the on / off state and flow ratio of the split unit, and adjusts the refrigeration output of the first and second evaporators. When the real-time operating condition is idling and the occupant distribution information is that there are occupants in both the driver's area and the upper sleeper area of ​​the cab, the idling full-area enhanced cooling mode is matched as the target cooling control mode. According to the idle speed full-area enhanced cooling mode, both the electric compressor and the mechanical compressor in the control compressor unit are started and running, and both outlets of the control diversion unit are kept open to distribute the cooling flow to the first evaporator and the second evaporator. The air outlet corresponding to the first evaporator is simultaneously adjusted to face the driving area of ​​the cab, and the air outlet corresponding to the second evaporator is opened to achieve rapid cooling of the entire cab area.

8. The control method for the dual evaporator system as described in claim 3, characterized in that, The method involves matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status. According to this target refrigeration control mode, the method controls the start / stop and operating status of the compressor unit, synchronously controls the on / off state and flow ratio of the split unit, and adjusts the refrigeration output of the first and second evaporators. When the real-time operating condition is idling and the occupant distribution information is that there are occupants in both the driving area and the lower berth area of ​​the cab, the idling front zone enhanced cooling mode is matched as the target cooling control mode. According to the enhanced cooling mode in the idling front zone, both the electric compressor and the mechanical compressor in the control compressor unit are started and running. The first outlet of the control diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator. The air outlets of the first evaporator are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve rapid cooling in the corresponding areas.

9. The control method for the dual evaporator system as described in claim 3, characterized in that, The method involves matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status. According to this target refrigeration control mode, the method controls the start / stop and operating status of the compressor unit, synchronously controls the on / off state and flow ratio of the split unit, and adjusts the refrigeration output of the first and second evaporators. When the real-time operating condition is driving condition, the occupant distribution information is that there are occupants in both the driving area and the lower berth area of ​​the cab, and the real-time battery status has not reached the preset full charge threshold, the driving normal cooling mode is matched as the target cooling control mode. According to the normal cooling mode of the vehicle, the mechanical compressor in the compressor unit is started and the electric compressor is stopped. The first outlet of the distribution unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator. The air outlets of the first evaporator are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve stable cooling in the corresponding areas.

10. The control method for the dual evaporator system as described in claim 3, characterized in that, The method involves matching a corresponding target refrigeration control mode based on real-time operating conditions, occupant distribution information, and real-time power status. According to this target refrigeration control mode, the method controls the start / stop and operating status of the compressor unit, synchronously controls the on / off state and flow ratio of the split unit, and adjusts the refrigeration output of the first and second evaporators. When the real-time operating condition is driving condition, the occupant distribution information is that there are occupants in both the driving area and the lower berth area of ​​the cab, and the real-time battery status reaches the preset full charge threshold, the driving energy-saving cooling mode is matched as the target cooling control mode. According to the vehicle's energy-saving cooling mode, the electric compressor in the compressor unit is started and the mechanical compressor is stopped. The first outlet of the diversion unit is kept open and the second outlet is closed to supply cooling flow to the first evaporator. The air outlets of the first evaporator are simultaneously adjusted to face the driving area and the lower berth area of ​​the cab to achieve energy-saving cooling in the corresponding areas.

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