A dual-heat-source collaborative thermal management system for a hybrid light commercial vehicle

Abstract

The application is suitable for the technical field of commercial vehicle heat management, and discloses a dual-heat-source collaborative heat management system for a hybrid light commercial vehicle, which comprises an engine waste heat subsystem, an electric drive waste heat subsystem, a multi-way valve integrated regulation and control module, a passenger cabin heating subsystem and an intelligent collaborative controller; a first key technology point constructs a parallel coupling architecture of engine and electric drive dual heat sources, and realizes heat source switching through the multi-way valve integrated module; a second key technology point designs a dynamic heat distribution strategy based on working condition recognition, and solves the problem of low efficiency of a single heat source; a third key technology point realizes cross-system coupling of waste heat cascade utilization and battery temperature control, and improves the overall working condition heat efficiency; the application can automatically match the optimal heat source combination according to the vehicle driving working condition, reduce the heating energy consumption in a low-temperature environment, improve the low-temperature charging and discharging performance of the battery, prolong the service life of the engine and the electric drive system, and is especially suitable for use in the use scenarios of hybrid light commercial vehicles such as city distribution and frequent start-stop.

Description

Technical Field

[0001] This invention belongs to the field of commercial vehicle thermal management technology, and particularly relates to a dual-heat-source synergistic thermal management system for hybrid light commercial vehicles. Background Technology

[0002] Hybrid light commercial vehicles combine the advantages of traditional gasoline vehicles and pure electric vehicles, featuring long driving range, low fuel consumption, and low emissions, and are widely used in urban delivery and logistics transportation. However, most existing hybrid light commercial vehicles use thermal management systems based on the design schemes of traditional gasoline vehicles or pure electric vehicles, which presents the following problems:

[0003] Single heat source and high energy consumption for low-temperature heating: The heating systems of existing hybrid commercial vehicles mainly rely on the waste heat of the engine or independent PTC heaters. In pure electric driving conditions, the engine does not work and can only rely on the PTC heater for heating, which consumes a lot of electricity and seriously affects the vehicle's driving range.

[0004] Low waste heat utilization rate and serious energy waste: In the existing system, the waste heat of the engine and the waste heat of the electric drive system are usually dissipated into the environment through their respective radiators without effective integration and utilization. Especially in hybrid mode, the engine and electric drive system work at the same time, generating a lot of waste heat. However, most of this waste heat is directly discharged and is not used for passenger compartment heating and battery temperature control. This not only causes energy waste, but also increases the heat dissipation load of the radiator, requiring larger radiators and higher power cooling fans, which increases the cost and weight of the whole vehicle.

[0005] Battery temperature control is disconnected from vehicle thermal management: Most existing battery temperature control systems are independent of the vehicle thermal management system, using independent cooling and heating circuits. In low-temperature environments, battery heating requires additional electrical energy; in high-temperature environments, battery cooling requires an independent cooling system, increasing system complexity and energy consumption. At the same time, the battery temperature control system is not coordinated with the thermal management of the engine and electric drive system, and cannot dynamically adjust the heat distribution according to the vehicle's operating conditions, resulting in excessively high or low battery temperatures under certain operating conditions, affecting the battery's charging and discharging performance and safety.

[0006] The control strategies are simple and cannot adapt to complex operating conditions: Most of the control strategies of existing thermal management systems are based on fixed temperature thresholds and can only perform simple on / off control or proportional control. They cannot be dynamically optimized according to vehicle driving conditions, ambient temperature and user needs. For example, in urban delivery conditions, vehicles frequently start and stop, and the engine and electric drive system work alternately. Existing systems cannot switch heat sources and adjust heat distribution in a timely manner, resulting in large fluctuations in heating temperature, poor comfort and low energy utilization.

[0007] Therefore, a dual-heat-source coordinated thermal management system for hybrid light commercial vehicles is needed to solve the above problems. Summary of the Invention

[0008] The purpose of this invention is to provide a dual-heat-source coordinated thermal management system for hybrid light commercial vehicles to solve the problems mentioned in the background art.

[0009] To achieve the above objectives, the present invention provides the following technical solution:

[0010] A dual-heat-source coordinated thermal management system for hybrid light commercial vehicles includes an engine waste heat subsystem, an electric drive waste heat subsystem, a multi-way valve integrated control module, a passenger compartment heating subsystem, a battery temperature control subsystem, and an intelligent coordinated controller. The outlet of the engine waste heat subsystem is connected to the first inlet of the multi-way valve integrated control module via a pipeline, and the outlet of the electric drive waste heat subsystem is connected to the second inlet of the multi-way valve integrated control module via a pipeline. The first outlet of the multi-way valve integrated control module is connected to the inlet of the passenger compartment heating subsystem via a pipeline, and the second outlet of the multi-way valve integrated control module is connected to the inlet of the battery temperature control subsystem via a pipeline. The outlets of the passenger compartment heating subsystem and the battery temperature control subsystem are respectively connected to the return outlets of the engine waste heat subsystem and the electric drive waste heat subsystem via pipelines. The intelligent coordinated controller is electrically connected to the engine waste heat subsystem, the electric drive waste heat subsystem, the multi-way valve integrated control module, the passenger compartment heating subsystem, and the battery temperature control subsystem.

[0011] Furthermore, the engine waste heat subsystem includes an engine body, an engine cooling water pump, an engine radiator, and a first one-way valve; the outlet of the engine body is connected to the inlet of the engine cooling water pump, and the outlet of the engine cooling water pump is connected to the inlet of the engine radiator and the first inlet of the multi-way valve integrated control module; the outlet of the engine radiator and the outlet of the first one-way valve merge and are connected to the return water outlet of the engine body, and the inlet of the first one-way valve is connected to the return water pipeline of the passenger cabin heating subsystem and the battery temperature control subsystem.

[0012] Furthermore, the electrically driven waste heat subsystem includes a drive motor, a motor controller, a DC / DC converter, an electrically driven cooling water pump, an electrically driven radiator, and a second check valve. The outlet of the drive motor is connected to the inlet of the motor controller, the outlet of the motor controller is connected to the inlet of the DC / DC converter, and the outlet of the DC / DC converter is connected to the inlet of the electrically driven cooling water pump. The outlet of the electrically driven cooling water pump is connected to the inlet of the electrically driven radiator and the second inlet of the multi-way valve integrated control module, respectively. The outlet of the electrically driven radiator and the outlet of the second check valve merge and are connected to the return water outlet of the drive motor. The inlet of the second check valve is connected to the return water pipeline of the passenger cabin heating subsystem and the battery temperature control subsystem.

[0013] Furthermore, the multi-way valve integrated control module includes a first proportional control valve, a second proportional control valve, a third proportional control valve, a fourth proportional control valve, and a valve body integrated housing; the inlet of the first proportional control valve is the first inlet of the multi-way valve integrated control module, and the inlet of the second proportional control valve is the second inlet of the multi-way valve integrated control module; the outlets of the first and second proportional control valves merge and are respectively connected to the inlets of the third and fourth proportional control valves; the outlet of the third proportional control valve is the first outlet of the multi-way valve integrated control module, and the outlet of the fourth proportional control valve is the second outlet of the multi-way valve integrated control module; the first, second, third, and fourth proportional control valves are integrated within the same valve body integrated housing.

[0014] Furthermore, the passenger cabin heating subsystem includes a heater core, a blower, and a heating temperature sensor; the inlet of the heater core is connected to the first outlet of the multi-way valve integrated control module, and the outlet of the heater core is connected to the return water pipe; the blower is located on the air inlet side of the heater core, and the heating temperature sensor is located on the air outlet side of the heater core; the blower and the heating temperature sensor are electrically connected to the intelligent collaborative controller respectively.

[0015] Furthermore, the battery temperature control subsystem includes a battery pack, a battery cooling plate, and a battery temperature sensor; the battery cooling plate is fitted onto the outer surface of the battery pack, the inlet of the battery cooling plate is connected to the second outlet of the multi-way valve integrated control module, and the outlet of the battery cooling plate is connected to the return water pipeline; the battery temperature sensor is located inside the battery pack and is electrically connected to the intelligent collaborative controller.

[0016] Furthermore, the intelligent collaborative controller includes a working condition identification unit, a heat source matching unit, a flow regulation unit, and a fault diagnosis unit; the working condition identification unit is used to acquire vehicle driving conditions, engine operating status, electric drive system operating status, and ambient temperature information; the heat source matching unit determines the optimal heat source combination and heat distribution ratio based on the working condition identification results; the flow regulation unit sends control signals to the multi-way valve integrated control module according to the heat distribution ratio; and the fault diagnosis unit is used to monitor the operating status of each subsystem in real time and issue fault alarms.

[0017] Furthermore, the operating condition identification unit can identify five typical operating conditions: pure electric drive, engine drive, hybrid drive, idling, and parking and charging. The heat source matching unit presets corresponding thermal management strategies for each operating condition, including single engine heat source mode, single electric drive heat source mode, dual heat source collaborative mode, and waste heat cascade utilization mode.

[0018] Furthermore, in the waste heat cascade utilization mode, the intelligent collaborative controller controls the multi-way valve integrated regulation module to prioritize the delivery of higher-temperature engine waste heat to the passenger cabin heating subsystem, and deliver lower-temperature electric drive waste heat to the battery temperature control subsystem, thereby realizing the graded utilization of waste heat of different grades.

[0019] Furthermore, it also includes an auxiliary PTC heater, which is connected in series on the pipeline between the outlet of the multi-way valve integrated control module and the inlet of the passenger cabin heating subsystem and the battery temperature control subsystem; the auxiliary PTC heater is electrically connected to the intelligent collaborative controller, and when the residual heat from the dual heat sources is insufficient to meet the heating and battery temperature control requirements, the intelligent collaborative controller starts the auxiliary PTC heater for supplementary heating.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] This invention constructs a dual-heat-source parallel coupling architecture to reduce low-temperature heating energy consumption: by integrating a multi-way valve control module, the engine waste heat subsystem and the electric drive waste heat subsystem are coupled in parallel to form a dual-heat-source heating system. Under pure electric driving conditions, the waste heat generated by the electric drive system can be used for heating without starting the PTC heater or requiring only a small amount of supplemental heating, which significantly reduces heating energy consumption. At an ambient temperature of -10℃, the pure electric driving range can be improved. At the same time, the two heat sources serve as backups for each other. When one heat source fails, the other heat source can continue to provide heating and battery temperature control functions, improving the reliability of the system.

[0022] This invention achieves comprehensive waste heat recovery and utilization, improving energy efficiency: all waste heat generated by the engine and electric drive system is recovered and utilized for passenger cabin heating and battery temperature control, avoiding energy waste caused by direct waste heat discharge. At the same time, the output ratio of the two heat sources can be flexibly adjusted through the multi-way valve integrated control module, and heat can be distributed according to actual needs to avoid overheating. Under hybrid drive conditions, the waste heat utilization rate can be improved, the heat dissipation load of the radiator is reduced, and a smaller radiator and a lower power cooling fan can be used, reducing the overall vehicle cost and weight.

[0023] This invention achieves deep coupling between battery temperature control and vehicle thermal management, improving battery performance: by integrating the battery temperature control subsystem into the vehicle thermal management system, the waste heat from the engine and electric drive system is used to heat the battery without consuming additional electrical energy. In low-temperature environments, the battery temperature can be quickly raised to the optimal operating temperature range, improving the battery's charging and discharging performance and charging speed. In high-temperature environments, the cooling circuits of the engine and electric drive system can be used to cool the battery, achieving integrated thermal management. At the same time, the heat distribution is dynamically adjusted according to the battery temperature and vehicle operating conditions to ensure that the battery always operates within the optimal temperature range, extending battery life.

[0024] This invention designs an intelligent collaborative control strategy based on operating condition recognition to adapt to complex operating conditions: the intelligent collaborative controller can identify five typical vehicle operating conditions and preset corresponding thermal management strategies for each condition. By monitoring the vehicle's driving status, ambient temperature, and user needs in real time, it dynamically switches heat source modes and adjusts the heat distribution ratio, achieving optimal thermal management under all operating conditions. For example, in urban delivery conditions with frequent start-stop cycles, it can quickly switch between engine and electric drive heat sources to maintain stable heating temperatures and improve driving comfort. At the same time, the fault diagnosis unit can monitor the operating status of each subsystem in real time, promptly detect faults, and issue alarms, improving system safety.

[0025] To more clearly illustrate the structural features and effects of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0026] Figure 1 This is a block diagram of the overall architecture of the present invention;

[0027] Figure 2 This is a block diagram of the overall architecture of the engine waste heat subsystem of the present invention;

[0028] Figure 3 This is a block diagram of the overall architecture of the electrically driven waste heat subsystem of the present invention;

[0029] Figure 4 This is a block diagram of the overall architecture of the multi-way valve integrated control module of the present invention;

[0030] Figure 5 This is a block diagram of the overall architecture of the passenger cabin heating subsystem of the present invention;

[0031] Figure 6 This is a block diagram of the overall architecture of the battery temperature control subsystem of the present invention;

[0032] Figure 7 This is a block diagram of the overall architecture of the intelligent collaborative controller of the present invention.

[0033] In the diagram: 1. Engine waste heat subsystem; 11. Engine body; 12. Engine cooling water pump; 13. Engine radiator; 14. First check valve; 2. Electric drive waste heat subsystem; 21. Drive motor; 22. Motor controller; 23. DC / DC converter; 24. Electric drive cooling water pump; 25. Electric drive radiator; 26. Second check valve; 3. Multi-port valve integrated control module; 31. First proportional control valve; 32. Second proportional control valve; 33. Third... 34. Proportional regulating valve; 35. Fourth proportional regulating valve; 4. Valve body integrated housing; 4. Passenger cabin heating subsystem; 41. Heater core; 42. Blower; 43. Heating temperature sensor; 5. Battery temperature control subsystem; 51. Battery pack; 52. Battery cooling plate; 53. Battery temperature sensor; 6. Intelligent collaborative controller; 61. Operating condition identification unit; 62. Heat source matching unit; 63. Flow regulation unit; 64. Fault diagnosis unit; 7. Auxiliary PTC heater. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0035] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0036] Example 1

[0037] like Figure 1-7 As shown, this embodiment of the invention provides a dual-heat-source collaborative thermal management system for hybrid light commercial vehicles, including an engine waste heat subsystem 1, an electric drive waste heat subsystem 2, a multi-way valve integrated control module 3, a passenger cabin heating subsystem 4, a battery temperature control subsystem 5, and an intelligent collaborative controller 6.

[0038] The engine waste heat subsystem 1 includes an engine body 11, an engine cooling water pump 12, an engine radiator 13, and a first one-way valve 14. The outlet of the engine body 11 is connected to the inlet of the engine cooling water pump 12. The outlet of the engine cooling water pump 12 is connected to the inlet of the engine radiator 13 and the first inlet of the multi-way valve integrated control module 3. The outlet of the engine radiator 13 and the outlet of the first one-way valve 14 merge and are connected to the return water outlet of the engine body 11. The inlet of the first one-way valve 14 is connected to the return water pipeline of the passenger cabin heating subsystem 4 and the battery temperature control subsystem 5.

[0039] The working principle of the engine waste heat subsystem: The heat generated when the engine body 11 is working is absorbed by the coolant. The high-temperature coolant flows out from the outlet of the engine body 11 and is pressurized by the engine cooling water pump 12 and then divided into two paths. One path flows to the engine radiator 13, where the heat is dissipated into the environment and the cooled coolant returns to the engine body 11. The other path flows to the multi-way valve integrated control module 3, which is used for passenger compartment heating and battery temperature control. The cooled coolant returns to the engine body 11 through the first one-way valve 14. The function of the first one-way valve 14 is to prevent coolant backflow and ensure that the coolant can only flow to the engine body 11 from the return water pipe.

[0040] The electrically driven waste heat subsystem 2 includes a drive motor 21, a motor controller 22, a DC / DC converter 23, an electrically driven cooling water pump 24, an electrically driven radiator 25, and a second one-way valve 26. The outlet of the drive motor 21 is connected to the inlet of the motor controller 22, the outlet of the motor controller 22 is connected to the inlet of the DC / DC converter 23, and the outlet of the DC / DC converter 23 is connected to the inlet of the electrically driven cooling water pump 24. The outlet of the electrically driven cooling water pump 24 is connected to the inlet of the electrically driven radiator 25 and the second inlet of the multi-way valve integrated control module 3, respectively. The outlet of the electrically driven radiator 25 and the outlet of the second one-way valve 26 merge and are connected to the return water outlet of the drive motor 21. The inlet of the second one-way valve 26 is connected to the return water pipeline of the passenger cabin heating subsystem 4 and the battery temperature control subsystem 5.

[0041] Working principle of the electric drive waste heat subsystem: The heat generated by the drive motor 21, motor controller 22 and DC / DC converter 23 during operation is absorbed by the coolant. The high-temperature coolant flows sequentially through the drive motor 21, motor controller 22 and DC / DC converter 23. After being pressurized by the electric drive cooling water pump 24, it is divided into two paths: one path flows to the electric drive radiator 25, through which the heat is dissipated into the environment, and the cooled coolant returns to the drive motor 21; the other path flows to the multi-way valve integrated control module 3, which is used for passenger cabin heating and battery temperature control. The cooled coolant returns to the drive motor 21 through the second one-way valve 26. The function of the second one-way valve 26 is to prevent coolant backflow and ensure that the coolant can only flow to the drive motor 21 from the return water pipe.

[0042] The multi-way valve integrated control module 3 includes a first proportional control valve 31, a second proportional control valve 32, a third proportional control valve 33, a fourth proportional control valve 34, and a valve body integrated housing 35. The inlet of the first proportional control valve 31 is the first inlet of the multi-way valve integrated control module 3, and the inlet of the second proportional control valve 32 is the second inlet of the multi-way valve integrated control module 3. The outlets of the first proportional control valve 31 and the second proportional control valve 32 merge and are connected to the inlets of the third proportional control valve 33 and the fourth proportional control valve 34, respectively. The outlet of the third proportional control valve 33 is the first outlet of the multi-way valve integrated control module 3, and the outlet of the fourth proportional control valve 34 is the second outlet of the multi-way valve integrated control module 3.

[0043] The working principle of the multi-way valve integrated control module is as follows: The first proportional control valve 31 is used to regulate the coolant flow from the engine waste heat subsystem 1, and the second proportional control valve 32 is used to regulate the coolant flow from the electric drive waste heat subsystem 2. By adjusting the opening of the two proportional control valves, the output ratio of the two heat sources can be controlled. The third proportional control valve 33 is used to regulate the coolant flow to the passenger compartment heating subsystem 4, and the fourth proportional control valve 34 is used to regulate the coolant flow to the battery temperature control subsystem 5. By adjusting the opening of these two proportional control valves, the heat distribution ratio of passenger compartment heating and battery temperature control can be controlled. The four proportional control valves are integrated in the same valve body integrated housing 35, which reduces pipeline connections and improves the integration and reliability of the system.

[0044] The passenger cabin heating subsystem 4 includes a heater core 41, a blower 42, and a heating temperature sensor 43. The inlet of the heater core 41 is connected to the first outlet of the multi-way valve integrated control module 3, and the outlet of the heater core 41 is connected to the return water pipe. The blower 42 is located on the air inlet side of the heater core 41, and the heating temperature sensor 43 is located on the air outlet side of the heater core 41. The blower 42 and the heating temperature sensor 43 are electrically connected to the intelligent collaborative controller 6.

[0045] The working principle of the passenger cabin heating subsystem: High-temperature coolant flows into the heating air core 41, transferring heat to the heating air core 41; the blower 42 blows air across the heating air core 41, and the heated air is then sent into the passenger cabin to achieve the heating function; the heating temperature sensor 43 monitors the outlet air temperature in real time and sends the temperature signal to the intelligent collaborative controller 6; the intelligent collaborative controller 6 adjusts the speed of the blower 42 and the opening of the multi-way valve integrated control module 3 according to the set temperature and the actual outlet air temperature to maintain a stable passenger cabin temperature.

[0046] The battery temperature control subsystem 5 includes a battery pack 51, a battery cooling plate 52, and a battery temperature sensor 53. The battery cooling plate 52 is attached to the outer surface of the battery pack 51. The inlet of the battery cooling plate 52 is connected to the second outlet of the multi-way valve integrated control module 3, and the outlet of the battery cooling plate 52 is connected to the return water pipeline. The battery temperature sensor 53 is located inside the battery pack 51 and is electrically connected to the intelligent collaborative controller 6.

[0047] The working principle of the battery temperature control subsystem is as follows: When the battery temperature is too low, high-temperature coolant flows into the battery cooling plate 52, transferring heat to the battery pack 51 to heat the battery; when the battery temperature is too high, low-temperature coolant flows into the battery cooling plate 52, absorbing heat from the battery pack 51 to cool the battery; the battery temperature sensor 53 monitors the internal temperature of the battery pack 51 in real time and sends the temperature signal to the intelligent collaborative controller 6; the intelligent collaborative controller 6 adjusts the opening of the multi-way valve integrated control module 3 according to the battery temperature, controlling the flow rate and temperature of the coolant flowing into the battery cooling plate 52, and maintaining the battery temperature within the optimal operating temperature range.

[0048] The intelligent collaborative controller 6 includes a working condition identification unit 61, a heat source matching unit 62, a flow regulation unit 63, and a fault diagnosis unit 64. The working condition identification unit 61 is used to acquire information on vehicle driving conditions, engine operating status, electric drive system operating status, and ambient temperature. The heat source matching unit 62 determines the optimal heat source combination and heat distribution ratio based on the working condition identification results. The flow regulation unit 63 sends control signals to the multi-way valve integrated control module 3 according to the heat distribution ratio. The fault diagnosis unit 64 is used to monitor the operating status of each subsystem in real time and provide fault alarms.

[0049] The working principle of the intelligent collaborative controller is as follows: The operating condition identification unit 61 acquires information such as vehicle speed, throttle opening, braking signal, engine speed, motor speed, and battery SOC through the CAN bus, and identifies the current driving condition of the vehicle by combining the ambient temperature collected by the ambient temperature sensor; the heat source matching unit 62 determines the optimal heat source mode and heat distribution ratio under the current operating condition according to the preset control strategy; the flow regulation unit 63 sends PWM control signals to the four proportional regulating valves according to the heat distribution ratio to adjust the opening of each valve and achieve precise flow control; the fault diagnosis unit 64 monitors the signals of each sensor and actuator in real time, and when an abnormality is detected, it issues a fault alarm signal in a timely manner and takes corresponding protective measures.

[0050] Example 2

[0051] This embodiment adds an auxiliary PTC heater 7 to the existing embodiment 1.

[0052] The auxiliary PTC heater 7 is connected in series on the pipeline between the outlet of the multi-way valve integrated control module 3 and the inlet of the passenger cabin heating subsystem 4 and the battery temperature control subsystem 5; the auxiliary PTC heater 7 is electrically connected to the intelligent collaborative controller 6.

[0053] Working principle of the auxiliary PTC heater: When the ambient temperature is extremely low and the waste heat generated by the engine and electric drive system is insufficient to meet the heating needs of the passenger cabin and the battery temperature control needs, the intelligent co-controller 6 starts the auxiliary PTC heater 7; after passing through the multi-way valve integrated control module 3, the coolant flows into the auxiliary PTC heater 7 for further heating, and then flows to the passenger cabin heating subsystem 4 and the battery temperature control subsystem 5 respectively; the intelligent co-controller 6 adjusts the power of the auxiliary PTC heater 7 according to the actual heat demand to achieve precise temperature control.

[0054] The auxiliary PTC heater 7 serves as a supplementary heat source, only activating when the residual heat from the dual heat sources is insufficient, significantly reducing the operating time and energy consumption of the PTC heater. Simultaneously, the auxiliary PTC heater 7 is connected in series in the main circuit, providing supplementary heat for both passenger cabin heating and battery temperature control, thus improving the system's flexibility.

[0055] Example 3

[0056] This embodiment describes in detail the working process of the present invention in two typical application scenarios.

[0057] Use Case 1: Pure Electric Drive for Urban Delivery

[0058] During urban delivery, vehicles often operate in pure electric mode without the engine running. At this time, the operating condition identification unit 61 identifies that the vehicle is in pure electric drive mode; the heat source matching unit 62 selects a single electric drive heat source mode.

[0059] The intelligent collaborative controller 6 controls the first proportional regulating valve 31 to be completely closed, cutting off the circuit of the engine waste heat subsystem 1; it controls the second proportional regulating valve 32 to be opened, and the waste heat generated by the electric drive system flows into the multi-way valve integrated control module 3 after being pressurized by the electric drive cooling water pump 24.

[0060] If the passenger cabin requires heating, the intelligent collaborative controller 6 adjusts the opening of the third proportional regulating valve 33 according to the signal from the heating temperature sensor 43, thereby controlling the flow rate of coolant into the heating core 41; at the same time, it adjusts the speed of the blower 42 to maintain a stable temperature in the passenger cabin.

[0061] If the battery temperature is too low and heating is required, the intelligent collaborative controller 6 adjusts the opening of the fourth proportional regulating valve 34 according to the signal from the battery temperature sensor 53, controls the flow rate of coolant flowing into the battery cooling plate 52, and heats the battery.

[0062] If the waste heat from the electric drive system is insufficient to simultaneously meet the heating and battery heating needs, the intelligent collaborative controller 6 will activate the auxiliary PTC heater 7 to supplement the heat.

[0063] After heat exchange, the coolant returns to the drive motor 21 through the second one-way valve 26, completing the cycle.

[0064] Under these conditions, the present invention utilizes the waste heat generated by the electric drive system for heating and battery heating, eliminating the need for additional electrical energy consumption, significantly reducing heating energy consumption, and extending the pure electric driving range.

[0065] Use Case 2: Hybrid Drive Conditions at High Speeds

[0066] When driving at high speed, the vehicle is usually in hybrid drive mode, with the engine and electric drive system working simultaneously, generating a lot of waste heat; at this time, the condition identification unit 61 identifies that the vehicle is in hybrid drive mode; the heat source matching unit 62 selects the waste heat cascade utilization mode.

[0067] The intelligent collaborative controller 6 controls the first proportional regulating valve 31 and the second proportional regulating valve 32 to open simultaneously; since the temperature of the engine coolant is usually higher than that of the electric drive system coolant, the intelligent collaborative controller 6 controls the third proportional regulating valve 33 to prioritize the flow of the high-temperature engine coolant into the passenger cabin heating subsystem 4 to meet the heating needs of the passenger cabin.

[0068] At the same time, the intelligent co-controller 6 controls the fourth proportional regulating valve 34 to allow the low-temperature coolant of the electric drive system to flow into the battery temperature control subsystem 5 to heat or keep the battery warm; if the battery temperature is too high, the intelligent co-controller 6 will adjust the fan speed of the engine radiator 13 and the electric drive radiator 25 to reduce the coolant temperature and cool the battery.

[0069] This waste heat cascade utilization method realizes the graded utilization of waste heat of different grades, improving energy efficiency. At the same time, since most of the waste heat is used for heating and battery temperature control, the heat dissipation load of the radiator is greatly reduced, which can reduce the speed of the cooling fan, reduce fan energy consumption and noise.

[0070] The circuits, electronic components, and modules involved are all existing technologies, which can be fully implemented by those skilled in the art, and need not be elaborated upon. The content protected by this invention does not involve any improvement to the software and methods.

[0071] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A dual-heat-source synergistic thermal management system for hybrid light commercial vehicles, characterized in that, The system includes an engine waste heat subsystem (1), an electric drive waste heat subsystem (2), a multi-way valve integrated control module (3), a passenger cabin heating subsystem (4), a battery temperature control subsystem (5), and an intelligent collaborative controller (6). The outlet of the engine waste heat subsystem (1) is connected to the first inlet of the multi-way valve integrated control module (3) via a pipeline, and the outlet of the electric drive waste heat subsystem (2) is connected to the second inlet of the multi-way valve integrated control module (3) via a pipeline. The first outlet of the multi-way valve integrated control module (3) is connected to the passenger cabin heating subsystem (4) via a pipeline. The inlet of the multi-way valve integrated control module (3) is connected to the inlet of the battery temperature control subsystem (5) through a pipeline; the outlet of the passenger cabin heating subsystem (4) and the outlet of the battery temperature control subsystem (5) are connected to the return outlet of the engine waste heat subsystem (1) and the electric drive waste heat subsystem (2) through pipelines respectively; the intelligent collaborative controller (6) is electrically connected to the engine waste heat subsystem (1), the electric drive waste heat subsystem (2), the multi-way valve integrated control module (3), the passenger cabin heating subsystem (4) and the battery temperature control subsystem (5) respectively.

2. The dual-heat-source coordinated thermal management system for hybrid light commercial vehicles according to claim 1, characterized in that, The engine waste heat subsystem (1) includes an engine body (11), an engine cooling water pump (12), an engine radiator (13), and a first check valve (14). The outlet of the engine body (11) is connected to the inlet of the engine cooling water pump (12), and the outlet of the engine cooling water pump (12) is connected to the inlet of the engine radiator (13) and the first inlet of the multi-way valve integrated control module (3). The outlet of the engine radiator (13) and the outlet of the first check valve (14) are connected to the return water outlet of the engine body (11) after they merge. The inlet of the first check valve (14) is connected to the return water pipeline of the passenger cabin heating subsystem (4) and the battery temperature control subsystem (5).

3. The dual-heat-source coordinated thermal management system for hybrid light commercial vehicles according to claim 1, characterized in that, The electric-driven waste heat subsystem (2) includes a drive motor (21), a motor controller (22), a DC / DC converter (23), an electric-driven cooling water pump (24), an electric-driven radiator (25), and a second one-way valve (26). The outlet of the drive motor (21) is connected to the inlet of the motor controller (22), the outlet of the motor controller (22) is connected to the inlet of the DC / DC converter (23), and the outlet of the DC / DC converter (23) is connected to the electric drive motor (24). The inlet of the electric cooling water pump (24); the outlet of the electric cooling water pump (24) is connected to the inlet of the electric radiator (25) and the second inlet of the multi-way valve integrated control module (3); the outlet of the electric radiator (25) and the outlet of the second one-way valve (26) are connected to the return water port of the drive motor (21) after they merge; the inlet of the second one-way valve (26) is connected to the return water pipeline of the passenger cabin heating subsystem (4) and the battery temperature control subsystem (5).

4. The dual-heat-source coordinated thermal management system for hybrid light commercial vehicles according to claim 1, characterized in that, The multi-way valve integrated control module (3) includes a first proportional control valve (31), a second proportional control valve (32), a third proportional control valve (33), a fourth proportional control valve (34), and a valve body integrated housing (35); the inlet of the first proportional control valve (31) is the first inlet of the multi-way valve integrated control module (3), and the inlet of the second proportional control valve (32) is the second inlet of the multi-way valve integrated control module (3); the outlets of the first proportional control valve (31) and the second proportional control valve (32) are... After the ports merge, they are connected to the inlets of the third proportional regulating valve (33) and the fourth proportional regulating valve (34) respectively; the outlet of the third proportional regulating valve (33) is the first outlet of the multi-port valve integrated control module (3), and the outlet of the fourth proportional regulating valve (34) is the second outlet of the multi-port valve integrated control module (3). The first proportional regulating valve (31), the second proportional regulating valve (32), the third proportional regulating valve (33) and the fourth proportional regulating valve (34) are integrated in the same valve body integrated housing (35).

5. The dual-heat-source synergistic thermal management system for hybrid light commercial vehicles according to claim 1, characterized in that, The passenger cabin heating subsystem (4) includes a heating core (41), a blower (42), and a heating temperature sensor (43); the inlet of the heating core (41) is connected to the first outlet of the multi-way valve integrated control module (3), and the outlet of the heating core (41) is connected to the return water pipeline; the blower (42) is located on the air inlet side of the heating core (41), and the heating temperature sensor (43) is located on the air outlet side of the heating core (41); the blower (42) and the heating temperature sensor (43) are electrically connected to the intelligent collaborative controller (6).

6. The dual-heat-source coordinated thermal management system for hybrid light commercial vehicles according to claim 1, characterized in that, The battery temperature control subsystem (5) includes a battery pack (51), a battery cooling plate (52), and a battery temperature sensor (53). The battery cooling plate (52) is attached to the outer surface of the battery pack (51). The inlet of the battery cooling plate (52) is connected to the second outlet of the multi-way valve integrated control module (3), and the outlet of the battery cooling plate (52) is connected to the return water pipeline. The battery temperature sensor (53) is located inside the battery pack (51) and is electrically connected to the intelligent collaborative controller (6).

7. The dual-heat-source coordinated thermal management system for hybrid light commercial vehicles according to claim 1, characterized in that, The intelligent collaborative controller (6) includes a working condition identification unit (61), a heat source matching unit (62), a flow regulation unit (63), and a fault diagnosis unit (64); the working condition identification unit (61) is used to acquire information on vehicle driving conditions, engine operating status, electric drive system operating status, and ambient temperature; the heat source matching unit (62) determines the optimal heat source combination and heat distribution ratio based on the working condition identification results; the flow regulation unit (63) sends a control signal to the multi-way valve integrated control module (3) based on the heat distribution ratio; The fault diagnosis unit (64) is used to monitor the operating status of each subsystem in real time and to issue fault alarms.

8. The dual-heat-source coordinated thermal management system for hybrid light commercial vehicles according to claim 7, characterized in that, The operating condition identification unit (61) can identify five typical operating conditions: pure electric drive, engine drive, hybrid drive, idling, and parking and charging. The heat source matching unit (62) presets corresponding thermal management strategies for each operating condition, including single engine heat source mode, single electric drive heat source mode, dual heat source collaborative mode, and waste heat cascade utilization mode.

9. A dual-heat-source coordinated thermal management system for hybrid light commercial vehicles according to claim 8, characterized in that, In the waste heat cascade utilization mode, the intelligent collaborative controller (6) controls the multi-way valve integrated control module (3) to prioritize the delivery of the higher temperature engine waste heat to the passenger cabin heating subsystem (4) and the lower temperature electric drive waste heat to the battery temperature control subsystem (5), thereby realizing the graded utilization of waste heat of different grades.

10. A dual-heat-source synergistic thermal management system for hybrid light commercial vehicles according to claim 1, characterized in that, It also includes an auxiliary PTC heater (7), which is connected in series on the pipeline between the outlet of the multi-way valve integrated control module (3) and the inlet of the passenger cabin heating subsystem (4) and the battery temperature control subsystem (5); the auxiliary PTC heater (7) is electrically connected to the intelligent collaborative controller (6). When the residual heat from the dual heat sources is insufficient to meet the heating and battery temperature control requirements, the intelligent collaborative controller (6) starts the auxiliary PTC heater (7) to supplement the heat.

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