A multi-component cooperative heat dissipation control method and system of a hybrid power generation system

Abstract

The application discloses a kind of multi-component synergistic heat dissipation control method and system of hybrid power generation system, belong to power generation equipment thermal management technical field.The method includes: real-time acquisition battery pack temperature, engine cylinder temperature, muffler surface temperature and ambient temperature;According to temperature data, it is judged to enter waste heat heating mode or forced cooling mode;In waste heat heating mode, when battery pack temperature is lower than the first low temperature threshold and engine temperature is higher than the first available threshold, hot air generated by engine or muffler is guided to battery pack area by switching valve, and battery temperature is raised by using waste heat;In forced cooling mode, when any component is overheated, hot air is directed to external exhaust and cooling fan or negative pressure impeller is started to strengthen heat dissipation.The application realizes the synergistic control of waste heat recycling and forced cooling by working condition identification and heat flow dynamic distribution, reduces the whole machine energy consumption, simplifies system structure, improves environmental adaptability and operation reliability.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology for power generation equipment, and specifically to a multi-component coordinated heat dissipation control method and system for a hybrid power generation system. Background Technology

[0002] Hybrid power generation systems (gas / oil) integrate multiple heat sources, including battery packs, controllers, engines, and mufflers. Traditional thermal management solutions typically employ independent heat dissipation methods, directly expelling waste heat from each component to the outside. However, this "one-size-fits-all" approach ignores two key issues:

[0003] 1. Waste of thermal energy: When the engine is generating electricity, it produces a lot of heat energy, which is directly emitted and causes energy waste.

[0004] 2. Low-temperature start-up and performance: In cold environments, the performance of the battery pack degrades significantly and requires external heating to charge and discharge normally. Traditional solutions typically rely on PTC heaters, which consume additional electrical energy and increase system energy consumption.

[0005] While existing technologies include solutions for heating batteries using engine coolant, there are no mature solutions for recovering and utilizing waste heat from air cooling systems (especially for the high-temperature radiant heat from the muffler). Furthermore, current heat dissipation control systems are mostly passive response-based, lacking the ability to comprehensively manage and dynamically distribute the overall thermal energy of the machine.

[0006] Moreover, unlike automotive thermal management, hybrid power generation systems (especially portable or stationary units) have the following characteristics: highly compact space, with the engine, muffler, battery pack, and controller all housed in the same casing, resulting in strong thermal-fluid coupling; relatively continuous operating conditions with large load fluctuations; and higher requirements for system reliability and environmental adaptability. Directly transplanting the waste heat heating scheme based on liquid cooling circuits from automobiles to these air-cooled power generation systems will face unique challenges such as thermal short-circuiting, severe crosstalk, and control response delays. Summary of the Invention

[0007] One of the objectives of this invention is to provide a multi-component coordinated heat dissipation control method for hybrid power generation systems, which solves the problems of waste heat and difficulty in low-temperature start-up in the prior art.

[0008] To achieve the above objectives, a multi-component coordinated heat dissipation control method for a hybrid power generation system is provided. The hybrid power generation system includes a housing, within which are housed an engine, a muffler, a battery pack, and a controller, as well as a negative pressure impeller mechanically driven by the engine shaft. The engine is characterized by having a cylinder head cooling duct, which is divided into a first branch and a second branch. The first branch is connected to the muffler, and the second branch is connected to the battery pack area via a switching valve. The system also includes cooling fans independently configured for the battery pack and the controller. The method includes the following steps:

[0009] Temperature data acquisition steps: Real-time acquisition of temperature data, including battery pack temperature, engine block temperature, muffler surface temperature, and ambient temperature;

[0010] Operating condition identification and mode decision-making steps: Based on the temperature data, determine whether the hybrid power generation system is currently in heating demand mode or heat dissipation demand mode; firstly, determine whether the conditions for forced heat dissipation mode are met. If any of the following conditions are met, it is determined to enter forced heat dissipation mode: battery pack temperature is higher than the first high temperature threshold; engine block temperature is higher than the first heat dissipation threshold; muffler surface temperature is higher than the second heat dissipation threshold; if the conditions for forced heat dissipation mode are not met, and the battery pack temperature is lower than the first low temperature threshold and the engine block temperature is higher than the first usable threshold, it is determined to enter waste heat heating mode; if neither is met, it enters normal heat dissipation or standby mode.

[0011] Dynamic heat flow distribution steps: In the waste heat heating mode, the second branch is opened by controlling the switching valve, so that a portion of the engine cylinder head cooling air is guided through the pipe to the area where the battery pack is located to heat the battery pack; at this time, the independent cooling fans of the battery pack and controller are preferentially kept off or maintained at the minimum speed; however, intermittent or continuous operation at a speed below the rated speed is allowed when the surface temperature uniformity of the battery pack is insufficient; in the forced heat dissipation mode, the second branch is basically closed by controlling the switching valve, so that the engine cylinder head cooling air mainly flows through the first branch to the muffler and is then discharged.

[0012] Beneficial effects: Real-time monitoring of temperatures from four sources: battery pack, engine block, muffler, and environment. When the battery pack temperature is below the first low temperature threshold and the engine block temperature is above the first usable threshold, the system automatically enters waste heat heating mode; otherwise, it enters forced cooling mode. By switching valves, the cooling air from the engine cylinder head is directed to the battery pack area for heating or to the external exhaust vent for heat dissipation. This utilizes the previously wasted waste heat to achieve zero-energy low-temperature battery start-up. At the same time, the system intelligently switches modes according to operating conditions to avoid ineffective heating or insufficient heat dissipation, significantly improving the overall energy efficiency of the machine.

[0013] Furthermore, the waste heat heating mode also includes an exit control:

[0014] When the battery pack temperature rises above the second low temperature threshold, or the engine block temperature drops below the second usable threshold, the waste heat heating mode is exited and the system switches back to normal heat dissipation or standby mode. In normal heat dissipation mode, the switching valve closes the second branch, and the engine block cooling air is mainly discharged through the first branch.

[0015] Beneficial effects: When the battery pack temperature rises above the second low temperature threshold or the engine block temperature drops below the second usable threshold, the system exits the waste heat heating mode and switches back to normal heat dissipation or standby mode, preventing the battery from overheating and avoiding ineffective heating when the engine's residual heat is insufficient, thereby extending battery life and reducing system energy consumption.

[0016] Furthermore, the waste heat heating mode also includes a valve coarse adjustment step:

[0017] Real-time monitoring of battery pack temperature and calculation of the difference between it and the target heating temperature;

[0018] When the difference is greater than the first coarse adjustment threshold, the switching valve is fully opened to rapidly heat up the air with maximum hot air flow. When the difference is between the second and first coarse adjustment thresholds, the switching valve is adjusted to an opening proportional to the difference, and the hot air flow decreases linearly as the difference decreases. When the difference is less than the second coarse adjustment threshold, the switching valve is adjusted to the minimum or closed to stop hot air heating. Wherein, the first coarse adjustment threshold is greater than the second coarse adjustment threshold, and the second coarse adjustment threshold is greater than or equal to zero.

[0019] Beneficial effects: In waste heat heating mode, the valve opening is adjusted linearly in segments according to the difference between the battery pack temperature and the target heating temperature: fully open when the temperature difference is large, proportionally reduced when the temperature difference is medium, and closed when the temperature difference is small. This makes the hot air flow continuously controllable, avoids temperature shocks, and quickly approaches the target temperature, thus shortening the heating time.

[0020] Furthermore, the waste heat heating mode also includes a fine-tuning step for air mixing:

[0021] Based on the valve coarse adjustment steps, the overshoot deviation between the battery pack temperature and the target heating temperature is monitored in real time.

[0022] When the overshoot deviation is greater than zero and less than the preset fine-tuning threshold, the independent cooling fan of the battery pack is activated proportionally. The fan speed is positively correlated with the overshoot deviation, introducing cold air and hot air to mix and suppress temperature overshoot. When the overshoot deviation is less than or equal to zero, the cooling fan is kept off or maintained at the lowest speed, allowing hot air to continue heating. The fine-tuning threshold is less than or equal to the second coarse-tuning threshold.

[0023] Beneficial effects: Based on the coarse adjustment of the valve, the overshoot deviation of the battery pack temperature exceeding the target value is monitored. When the deviation is greater than zero and less than the fine adjustment threshold, the independent cooling fan is activated proportionally to mix in the cold air. The fan speed is proportional to the overshoot deviation, which accurately suppresses the temperature overshoot and makes the battery temperature smooth and stable near the target value. The fan is only activated within a small overshoot range, resulting in extremely low energy consumption and achieving two-level coordination of "coarse adjustment + fine adjustment".

[0024] Furthermore, the waste heat heating mode also includes a closed-loop control step for the temperature rise rate:

[0025] Preset the optimal temperature rise rate of the battery pack;

[0026] Real-time calculation of the actual temperature rise rate;

[0027] Compare the actual temperature rise rate with the optimal temperature rise rate: if the actual temperature rise rate is greater than the optimal temperature rise rate, reduce the opening of the switching valve to reduce the hot air flow rate; if the actual temperature rise rate is less than the optimal temperature rise rate, increase the opening of the switching valve to increase the hot air flow rate.

[0028] By adjusting the valve opening, the actual temperature rise rate can be made closer to the optimal temperature rise rate.

[0029] Beneficial effects: The optimal temperature rise rate of the battery pack is preset, the actual temperature rise rate is calculated in real time, and closed-loop control is performed by adjusting the valve opening to make the actual rate approach the optimal value. This avoids thermal stress caused by excessively rapid heating or damage to the battery due to prolonged low temperature caused by excessively slow heating, and ensures the safety and consistency of the heating process.

[0030] Furthermore, the waste heat heating mode also includes a hot air flow equalization control step:

[0031] Real-time data collection of the temperature of the hot air guided to the battery pack and the temperature of different areas on the surface of the battery pack;

[0032] When the temperature difference between the hot air and the lowest temperature area on the battery pack surface exceeds the preset flow equalization threshold, the independent cooling fan of the battery pack is activated at a speed lower than the rated speed to allow the hot air to spread evenly on the surface of the battery pack and eliminate local cold areas.

[0033] When the temperature difference is less than or equal to the flow equalization threshold, the cooling fan remains off.

[0034] Beneficial effects: Real-time acquisition of hot air temperature and temperature of different areas on the battery pack surface. When the temperature difference between the hot air and the lowest temperature area exceeds the flow equalization threshold, an independent cooling fan is started at low speed to evenly diffuse the hot air to the entire battery pack surface, eliminating local cold spots, improving battery pack temperature consistency, and extending overall lifespan. This function shares the same fan with the air mixing fine adjustment, realizing multiple uses of one fan and improving component utilization.

[0035] Furthermore, the forced heat dissipation mode includes graded control:

[0036] When the battery pack temperature is higher than the first high temperature threshold and the engine block temperature is less than or equal to the first heat dissipation threshold and the muffler surface temperature is less than or equal to the second heat dissipation threshold, only the cooling fans of the corresponding battery pack and controller are activated, and the fan speed is linearly adjusted according to the over-temperature range.

[0037] When the engine block temperature exceeds the first heat dissipation threshold or the muffler surface temperature exceeds the second heat dissipation threshold, this step is executed first, regardless of whether the battery pack temperature is overheating. The cooling air of the engine cylinder head is mainly directed to the external exhaust port of the housing, and the auxiliary cooling valve of the exhaust compartment is opened. The auxiliary cooling valve is located on the housing wall of the exhaust compartment.

[0038] Beneficial effects: Forced cooling adopts graded control: only low-power cooling fans are activated and linearly speed-regulated when the battery or controller overheats; when the engine or muffler overheats, hot air is mainly directed to the outside and auxiliary cooling valves are opened, using the negative pressure impeller driven by the engine to force heat dissipation, achieving on-demand cooling and reducing energy consumption and noise.

[0039] Furthermore, it also includes hot air crosstalk prevention control steps:

[0040] In the forced cooling mode, the air pressure difference between the air outlet area of ​​the battery pack and controller and the external environment is monitored; when the air pressure difference is lower than the preset safe air pressure difference, the speed of the corresponding cooling fan is automatically increased until the air pressure difference is restored to the safe range.

[0041] Beneficial effects: It monitors the air pressure difference between the battery pack's air outlet area and the external environment. When the pressure difference is lower than the safe value, it automatically increases the cooling fan speed to maintain positive pressure, prevents hot air from being drawn back, and ensures stable unidirectional cooling airflow.

[0042] Furthermore, the temperature data also includes the controller temperature, and the method further includes:

[0043] Fault emergency control steps: Real-time judgment of whether the battery pack temperature, engine block temperature, muffler surface temperature and controller temperature exceed the corresponding warning threshold; if the temperature of any component continues to exceed its warning threshold for a longer period than the preset time threshold, a fault prompt message is generated, and corresponding emergency handling strategies are provided according to the faulty component.

[0044] The emergency response strategy includes: if the battery pack overheats, prompting a reduction in charging power or a switch in power supply mode; if the muffler overheats, prompting a check of the fuel or gas mixture ratio or a reduction in load.

[0045] Beneficial effects: Real-time monitoring of the temperature of each component to see if it exceeds the warning threshold; generating fault prompts and targeted emergency strategies (such as reducing charging power or checking the mixing ratio) when the temperature continues to exceed the threshold, avoiding sudden shutdowns and improving equipment availability.

[0046] The second objective of this invention is to provide a multi-component coordinated heat dissipation control system for a hybrid power generation system, used to execute the multi-component coordinated heat dissipation control method for a hybrid power generation system as described above, including:

[0047] Multiple temperature sensors are located at least in the battery pack, engine block, muffler surface, and external environment;

[0048] The engine cylinder head cooling air duct has a first branch and a second branch. The first branch is connected to the muffler, and the second branch is connected to the area where the battery pack is located via a switching valve.

[0049] The switching valve is used to control the on / off state and opening degree of the second branch;

[0050] The negative pressure impeller is mechanically connected to the engine shaft and is driven to rotate by the engine.

[0051] Cooling fans are configured independently for the battery pack and controller;

[0052] Differential pressure sensors are installed in the air outlet area of ​​the battery pack and controller;

[0053] An auxiliary heat dissipation valve is installed on the shell wall of the exhaust compartment;

[0054] The controller is electrically connected to the temperature sensor, switching valve, cooling fan, differential pressure sensor, and auxiliary heat dissipation valve, respectively.

[0055] Beneficial effects: The control system of this invention integrates multiple temperature sensors, which are respectively arranged on the battery pack, engine block, muffler surface, and external environment to achieve accurate acquisition of four-source temperatures, providing reliable data for mode decision-making; the engine cylinder head cooling air duct has a first branch (connecting to the muffler) and a second branch (connecting to the battery pack via a switching valve). The switching valve can continuously adjust its opening. In waste heat heating mode, the second branch is opened and the hot air flow is controlled. In forced cooling mode, the second branch is closed and the hot air is mainly directed to the outside; the negative pressure impeller is mechanically connected to the engine shaft, and can generate strong suction when the engine is running without independent power. In conjunction with the opening of the exhaust chamber auxiliary cooling valve, it can achieve rapid heat dissipation under high heat load; the cooling fan is independently set for the battery pack and controller. In waste heat heating mode, it can operate at low speed to achieve uniform hot air flow (eliminating local cold areas). The system can also proportionally mix in cold air to suppress overshoot when there is a temperature overshoot, and linearly adjust the speed for forced cooling according to the degree of over-temperature in the forced cooling mode. At the same time, in the hot air anti-backflow control, it maintains positive pressure in the air outlet area by increasing the speed, realizing multiple uses of one fan. The differential pressure sensor is set in the air outlet area of ​​the battery pack to monitor the air pressure difference with the external environment in real time, ensuring a positive pressure environment to prevent hot air backflow. The controller includes a data acquisition module, a mode decision module, a heat flow distribution module, and a heating fine control module. It can execute all the control strategies mentioned above - including the switching between waste heat heating and forced cooling modes, valve coarse adjustment, air mixing fine adjustment, temperature rise rate closed loop, hot air flow equalization, graded heat dissipation, anti-backflow, and fault emergency handling, forming a complete closed-loop system from perception, decision-making, execution to feedback, which significantly improves the energy efficiency, safety, and environmental adaptability of the hybrid generator under multiple operating conditions. Attached Figure Description

[0056] Figure 1 This is a schematic diagram of the structure of a hybrid power generation system in a multi-component coordinated heat dissipation control method for a hybrid power generation system according to an embodiment of the present invention;

[0057] Figure 2 This is a flowchart illustrating a multi-component coordinated heat dissipation control method for a hybrid power generation system according to an embodiment of the present invention.

[0058] Figure 3 This is a schematic diagram of the cylinder head cooling air duct. Detailed Implementation

[0059] The reference numerals in the accompanying drawings include: air inlet 1, battery pack 2, controller 3, cooling fan 4, front negative pressure impeller 5, air filter 6, engine 7, rear negative pressure impeller 8, muffler 9, exhaust chamber 10, isolation chamber 11, and air outlet 12.

[0060] The following detailed description illustrates the specific implementation method:

[0061] Example

[0062] A multi-component coordinated heat dissipation control method for a hybrid power generation system, wherein the structure of the hybrid power generation system is as follows: Figure 1 As shown, the hybrid power generation system includes a housing, which contains two chambers, left and right. The right chamber contains, from right to left, a battery pack 2 and a controller 3. An air inlet 1 is located on the front side of the right chamber. A separate isolation chamber 11 is isolated on the side of the right chamber away from the air inlet 1. Cooling fans 4 for air intake and exhaust are designed at both ends of the controller 3 and the battery pack 2. An air outlet 12 is located on the outer wall of the housing on the opposite side of the right chamber. Combined with the isolation chamber 11, an internal airflow channel is formed to remove heat and prevent hot air from being drawn back in.

[0063] The left chamber, from right to left, includes an air filter 6, an engine 7 (with negative pressure impellers mechanically driven by the engine shaft at both ends, a front negative pressure impeller 5 and a rear negative pressure impeller 8), and a muffler 9. An air intake channel is provided between the right and left chambers. The air intake channel supplies air to the engine 7 via a rubber connection to the air filter 6. The muffler 9 has a side exhaust port (at the bottom of the left chamber). High-temperature gas then flows into the exhaust chamber 10 (at the far left of the left chamber) through a duct. The exhaust chamber 10 further reduces the casing temperature and isolates the mechanical and exhaust noise of the engine 7. Finally, the gas is discharged through the exhaust port on the left side of the casing. The optimization of the hybrid power generation system in this design includes: temperature sensors for each component, independently controllable cooling fans 4, and cylinder head cooling ducts on the engine, such as… Figure 3 As shown, the cylinder head cooling air duct is divided into a first branch and a second branch. The first branch connects to the muffler, and the second branch connects to the battery pack area via a switching valve. The switching valve is an electrically operated valve, specifically an electrically operated three-way solenoid valve. Figure 2 As shown, the method includes the following steps:

[0064] Temperature data acquisition steps: Set up several temperature sensors to collect temperature data in real time. The temperature data includes battery pack temperature T_bat, engine block temperature T_eng, muffler surface temperature T_sil, ambient temperature T_amb, and controller temperature T_inv.

[0065] Operating condition identification and mode decision-making steps: Determine whether the hybrid power generation system is currently in heating demand mode or heat dissipation demand mode based on the temperature data;

[0066] First, determine if the forced cooling conditions are met: If any of the following conditions are met, then enter forced cooling mode:

[0067] The battery pack temperature T_bat is higher than the first high temperature threshold T_high;

[0068] The engine block temperature T_eng is higher than the first heat dissipation threshold T_eng_max;

[0069] The surface temperature T_sil of the muffler is higher than the second heat dissipation threshold T_sil_max.

[0070] If the above-mentioned forced heat dissipation conditions are not met, and the battery pack temperature T_bat is lower than the first low temperature threshold T_low and the engine block temperature T_eng is higher than the first available threshold T_avail, then it is determined that the waste heat heating mode is entered.

[0071] If none of the above conditions are met, the system will enter either normal cooling or standby mode.

[0072] As an exemplary and not limiting parameter configuration, in one application scenario: the first low temperature threshold T_low = 0℃ (the battery needs to be heated if it is below this temperature), the first available threshold T_avail = 80℃ (the engine block temperature is above this temperature, indicating that there is sufficient residual heat to be recovered), the first high temperature threshold T_high = 45℃ (the battery temperature is above this temperature, requiring forced heat dissipation), the first heat dissipation threshold T_eng_max = 95℃ (the engine block temperature is above this temperature, requiring strong heat dissipation), and the second heat dissipation threshold T_sil_max = 160℃ (the muffler surface temperature is above this temperature, requiring increased heat dissipation). The above thresholds can be adaptively adjusted according to the battery type, engine displacement, operating environment, and heat dissipation requirements, and can be determined by those skilled in the art through a limited number of experiments.

[0073] Existing technologies generally treat the high-temperature exhaust gases generated by the engine and muffler as harmful substances and discharge them directly, resulting in wasted heat energy. Furthermore, when battery performance degrades in low-temperature environments, additional electrical energy is required to heat the battery using a PTC heater. This invention, through operating condition identification and mode decision-making steps, determines that a waste heat heating mode is entered when T_bat is below a first low-temperature threshold T_low and T_eng is above a first available threshold T_avail. A dynamic heat flow distribution step guides hot air to the battery pack area, utilizing the previously wasted waste heat to raise the battery temperature. This solution achieves zero-cost reuse of heat energy, solving the problem of difficult battery startup in low-temperature environments and avoiding the energy consumption of additional heating elements, significantly improving the overall energy efficiency of the device.

[0074] The waste heat heating mode further includes:

[0075] Exit Control: When the battery pack temperature T_bat rises above the second low-temperature threshold T_low2, or the engine block temperature drops below the second available threshold T_avail2, the waste heat heating mode is exited, and the system switches back to normal cooling or standby mode. In normal cooling mode, the switching valve closes the second branch, and all engine cylinder head cooling air is discharged through the first branch. As an exemplary and not limiting parameter configuration, in one application scenario: the second low-temperature threshold T_low2 = 15℃ (heating stops when the battery temperature rises above this level), and the second available threshold T_avail2 = 65℃ (insufficient waste heat is considered to occur when the engine block temperature drops below this level).

[0076] Valve coarse adjustment steps: Monitor the battery pack temperature T_bat in real time, and calculate the difference between it and the target heating temperature T_target, ΔT = T_target - T_bat;

[0077] When the difference ΔT is greater than the first coarse adjustment threshold, the opening of the switching valve is adjusted to be fully open to rapidly raise the temperature with the maximum hot air flow.

[0078] When the difference ΔT is between the second coarse adjustment threshold and the first coarse adjustment threshold, the opening of the switching valve is adjusted to a level proportional to the difference, and the hot air flow rate decreases linearly as the difference decreases.

[0079] When the difference ΔT is less than the second coarse adjustment threshold, the opening of the switching valve is adjusted to the minimum or closed to stop hot air heating;

[0080] The first coarse adjustment threshold is greater than the second coarse adjustment threshold, and the second coarse adjustment threshold is greater than or equal to zero.

[0081] Fine-tuning step: Based on the valve coarse-tuning step, monitor the overshoot deviation δ = T_bat - T_target between the battery pack temperature T_bat and the target heating temperature T_target in real time; when the overshoot deviation δ > 0 and δ is less than the preset fine-tuning threshold, start the independent cooling fan of the battery pack proportionally, the fan speed is proportional to the overshoot deviation δ: speed = K × δ, introduce cold air and hot air to mix, suppress temperature overshoot; when the overshoot deviation δ ≤ 0, keep the cooling fan off or maintain the minimum speed, allowing hot air to continue heating; wherein, the fine-tuning threshold is less than or equal to the second coarse-tuning threshold.

[0082] Temperature rise rate closed-loop control steps: Preset the optimal temperature rise rate V_opt for the battery pack; calculate the actual temperature rise rate V_act = d(T_bat) / dt in real time; compare the actual temperature rise rate V_act with the optimal temperature rise rate V_opt: if the actual temperature rise rate V_act is greater than the optimal temperature rise rate V_opt, reduce the opening of the switching valve to reduce the hot air flow; if the actual temperature rise rate V_act is less than the optimal temperature rise rate V_opt, increase the opening of the switching valve to increase the hot air flow; by adjusting the valve opening, make the actual temperature rise rate V_act approach the optimal temperature rise rate V_opt.

[0083] Hot air flow equalization control steps: Real-time acquisition of the temperature of the hot air guided to the battery pack and the temperature of different areas on the surface of the battery pack; When the temperature difference between the hot air temperature and the lowest temperature area on the surface of the battery pack is greater than the preset flow equalization threshold, the independent cooling fan of the battery pack is started to operate at a speed lower than the rated speed, so that the hot air is evenly diffused on the surface of the battery pack and local cold areas are eliminated; When the temperature difference is less than or equal to the flow equalization threshold, the cooling fan is kept off.

[0084] Tiered control: When the battery pack temperature T_bat is higher than the first high temperature threshold T_high, and the engine block temperature T_eng is less than or equal to the first heat dissipation threshold T_eng_max, and the muffler surface temperature T_sil is less than or equal to the second heat dissipation threshold T_sil_max (i.e., only the battery pack or controller is at risk of overheating), only the cooling fans of the corresponding battery pack and controller are activated, and the fan speed is linearly adjusted according to the overheating range to meet the local heat dissipation requirements in a low-power manner;

[0085] When the engine block temperature T_eng exceeds the first heat dissipation threshold T_eng_max, or the muffler surface temperature T_sil exceeds the second heat dissipation threshold T_sil_max (regardless of whether the battery pack temperature T_bat is overheating, this layer of control is prioritized), the second branch is essentially closed by switching the valve, so that the engine cylinder head cooling air is mainly directed to the external exhaust port of the housing (for example, in one application scenario, the switching valve can be adjusted so that the opening of the second branch is less than 15%, ensuring that more than 85% of the cylinder head cooling air is exhausted to the outside through the first branch), and the auxiliary cooling valve of the exhaust compartment is opened, using the negative pressure impeller driven by the engine to force the high-temperature gas to be extracted, thereby achieving rapid cooling of the entire machine. The auxiliary cooling valve is located on the housing wall of the exhaust compartment.

[0086] Dynamic heat flow distribution steps: In the waste heat heating mode, the second branch is opened by controlling the switching valve, so that a portion of the engine cylinder head cooling air is guided through the pipe to the area where the battery pack is located to heat the battery pack; at this time, the independent cooling fans of the battery pack and controller are preferentially kept off or maintained at the minimum speed; however, intermittent or continuous operation at a speed below the rated speed is allowed when the surface temperature uniformity of the battery pack is insufficient; in the forced heat dissipation mode, the second branch is basically closed by controlling the switching valve, so that the engine cylinder head cooling air mainly flows through the first branch to the muffler and is then discharged.

[0087] As an exemplary and not limiting configuration, in the forced cooling mode, the second branch is substantially closed by controlling the switching valve, allowing the engine cylinder head cooling air to primarily flow through the first branch to the muffler and then be discharged. For example, in one application scenario, the switching valve can be adjusted to maintain only a small opening of less than 15% (or be completely closed), ensuring that the hot air flow through the second branch does not exceed 15% of the total cylinder head cooling air flow, thus guaranteeing that more than 85% of the hot air is directed to the external exhaust vent through the first branch. Technicians can adaptively adjust this percentage based on the actual duct resistance and valve selection, as long as it ensures that the second branch is substantially closed so that the cooling air is primarily directed to the external exhaust vent.

[0088] This solution guides hot air to the battery pack area through a dynamic heat flow distribution process, utilizing previously wasted waste heat to raise the battery temperature. This approach achieves zero-cost heat energy reuse, solving the problem of difficult battery startup in low-temperature environments and avoiding the energy consumption of additional heating elements, significantly improving the overall energy efficiency of the device.

[0089] Existing air duct designs are fixed structures that cannot change the direction of hot airflow. Heat dissipation and heating functions are independent, requiring separate heat dissipation ducts and heating devices, leading to structural complexity and increased costs. This solution uses switchable airflow channels and valves to direct hot air to the battery area in waste heat heating mode and directly to the external exhaust vent in forced cooling mode. This "dual-purpose" design avoids the need for separate heating devices, achieves high system integration, and reduces manufacturing costs and space requirements.

[0090] Hot air anti-crosstalk control steps: In the forced cooling mode, the air pressure difference ΔP between the isolation chamber located below the battery pack 2 and controller 3 and the external environment is monitored by an air pressure sensor. When ΔP is lower than the preset safe pressure difference P_ref, the speed of the cooling fan corresponding to the air outlet of the isolation chamber is automatically increased until ΔP returns to a safe range to maintain a positive pressure environment in the isolation chamber. In this embodiment, the preset safe pressure difference P_ref = 10Pa. In the prior art, the exhausted hot air may be re-inhaled into the air inlet due to air pressure fluctuations, resulting in a decrease in cooling efficiency. This solution uses a hot air anti-backflow control step to monitor the air pressure difference ΔP between the isolation chamber and the external environment in real time. When ΔP is lower than the preset safe pressure difference, the fan speed is automatically increased to maintain a positive pressure environment. This mechanism effectively prevents hot air backflow, ensures the unidirectionality and stability of the cooling airflow, and improves the reliability of the heat dissipation system.

[0091] Fault emergency control steps: Real-time determination of whether T_bat, T_eng, T_sil and T_inv exceed the corresponding warning threshold; if the temperature of any component continues to exceed its warning threshold for a longer period than the preset time threshold, a fault prompt message is generated, and a corresponding emergency handling strategy is provided according to the faulty component.

[0092] The emergency response strategy includes: if T_bat overheats, prompting a reduction in charging power or a switch in power supply mode; if T_sil overheats, prompting a check of the fuel / gas mixture ratio or a reduction in load. Existing technologies often directly shut down the system for protection when abnormal heat dissipation occurs, affecting the continuity of equipment use. This solution, through fault emergency control steps, monitors in real time whether the temperature of each component exceeds the warning threshold, and generates fault warning information and provides targeted emergency response strategies (such as reducing charging power, checking the mixture ratio, etc.) when overheating continues. This tiered early warning and guidance-based emergency strategy enables operators to take timely measures, avoiding the impact of sudden shutdowns on work progress and improving equipment availability and safety.

[0093] In summary, this solution collects real-time temperature data from the battery pack, engine, muffler, and ambient environment, and establishes a cross-component thermal energy supply and demand matching mechanism: when the battery pack requires heat and the engine has the heating capacity, the spatial transfer of thermal energy is automatically completed; when any component overheats, it automatically switches to forced cooling mode. This globally coordinated control strategy enables the power generation system to adapt to different operating conditions such as low temperature, high temperature, and variable load, always maintaining the operation of each component within a reasonable temperature range.

[0094] A multi-component coordinated heat dissipation control system for a hybrid power generation system, used to execute the multi-component coordinated heat dissipation control method for a hybrid power generation system as described above, wherein its structural design includes:

[0095] Multiple temperature sensors are installed at least on the battery pack, engine block, muffler surface, and external environment to collect real-time data on battery pack temperature T_bat, engine block temperature T_eng, muffler surface temperature T_sil, ambient temperature T_amb, and controller temperature T_inv. The temperature sensors are thermistors, whose resistance changes significantly with temperature, and are common NTC types.

[0096] The engine cylinder head cooling duct has a first branch and a second branch. The first branch is connected to the muffler, and the second branch is connected to the area where the battery pack is located through a switching valve. If necessary, a fan can be installed in the cylinder head cooling duct to improve heat transfer efficiency.

[0097] A switching valve is used to control the on / off state and opening degree of the second branch; the switching valve is an electric valve, specifically an electric three-way valve or solenoid valve.

[0098] The negative pressure impeller is mechanically connected to the engine shaft and is driven to rotate by the engine.

[0099] The cooling fan is independently configured for the battery pack and controller. The cooling fan is either an axial or centrifugal fan, which is independently configured for the battery pack and controller respectively. It is used for local forced convection heat dissipation and features low power consumption and low noise.

[0100] A differential pressure sensor is installed at the air outlet of the isolation chamber to detect the air pressure difference ΔP between the isolation chamber and the external environment.

[0101] An auxiliary heat dissipation valve is installed on the shell wall of the exhaust compartment;

[0102] The controller is electrically connected to the temperature sensor, switching valve, cooling fan, differential pressure sensor, and auxiliary heat dissipation valve, respectively. The controller includes:

[0103] The data acquisition module is used to receive temperature data collected by the temperature sensor and differential pressure data collected by the differential pressure sensor.

[0104] The mode decision module is used to determine whether the system is currently in waste heat heating mode or forced heat dissipation mode based on the temperature data.

[0105] The heat flow distribution module is used to control the opening and closing of the switching valve, the start and stop and speed of the cooling fan, and the opening and closing of the auxiliary heat dissipation valve according to the decision results.

[0106] The heating fine control module is used to execute a heating control strategy (exit control, valve coarse adjustment step, air mixing fine adjustment step, temperature rise rate closed-loop control step, hot air flow equalization control step) of a multi-component coordinated heat dissipation control method for a hybrid power generation system in waste heat heating mode. For example, it adjusts the switching valve opening according to the difference between the battery pack temperature and the target heating temperature, adjusts the cooling fan speed according to the overshoot deviation, adjusts the hot air flow rate according to the temperature rise rate, and compensates the valve opening according to the hot air temperature deviation.

[0107] In the forced cooling mode, the hot air anti-crosstalk control module monitors the air pressure difference ΔP between the isolation chamber located below the battery pack and controller and the external environment. When ΔP is lower than the preset safe pressure difference P_ref, it automatically increases the speed of the cooling fan corresponding to the air outlet of the isolation chamber until ΔP returns to the safe range to maintain the positive pressure environment of the isolation chamber.

[0108] The fault emergency control module is used to determine in real time whether the battery pack temperature T_bat, engine block temperature T_eng, muffler surface temperature T_sil, and controller temperature T_inv exceed the corresponding warning threshold. If the temperature of any component exceeds its warning threshold for a longer than a preset time threshold, a fault prompt message will be generated, and a corresponding emergency handling strategy will be provided according to the faulty component.

[0109] The emergency response strategy includes: if T_bat exceeds the temperature limit, prompting a reduction in charging power or a switch in power supply mode; if the muffler surface temperature T_sil exceeds the temperature limit, prompting a check of the fuel / gas mixture ratio or a reduction in load.

[0110] The above descriptions are merely embodiments of the present invention. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A multi-component coordinated heat dissipation control method for a hybrid power generation system, the hybrid power generation system comprising a housing, wherein the housing houses an engine, a muffler, a battery pack, and a controller, as well as a negative pressure impeller mechanically driven by the engine shaft, characterized in that: The engine is equipped with a cylinder head cooling duct, which is divided into a first branch and a second branch. The first branch is connected to the muffler, and the second branch is connected to the area where the battery pack is located via a switching valve. The system also includes cooling fans independently configured for the battery pack and the controller. The method includes the following steps: Temperature data acquisition steps: Real-time acquisition of temperature data, including battery pack temperature, engine block temperature, muffler surface temperature, and ambient temperature; Operating condition identification and mode decision-making steps: Based on the temperature data, determine whether the hybrid power generation system is currently in heating demand mode or heat dissipation demand mode; firstly, determine whether the conditions for forced heat dissipation mode are met. If any of the following conditions are met, it is determined to enter forced heat dissipation mode: battery pack temperature is higher than the first high temperature threshold; engine block temperature is higher than the first heat dissipation threshold; muffler surface temperature is higher than the second heat dissipation threshold; if the conditions for forced heat dissipation mode are not met, and the battery pack temperature is lower than the first low temperature threshold and the engine block temperature is higher than the first usable threshold, it is determined to enter waste heat heating mode; if neither is met, it enters normal heat dissipation or standby mode. Dynamic heat flow distribution steps: In the waste heat heating mode, the second branch is opened by controlling the switching valve, so that a portion of the engine cylinder head cooling air is guided through the pipe to the area where the battery pack is located to heat the battery pack; at this time, the independent cooling fans of the battery pack and controller are preferentially kept off or maintained at the minimum speed; however, intermittent or continuous operation at a speed below the rated speed is allowed when the surface temperature uniformity of the battery pack is insufficient; in the forced heat dissipation mode, the second branch is basically closed by controlling the switching valve, so that the engine cylinder head cooling air mainly flows through the first branch to the muffler and is then discharged.

2. The multi-component coordinated heat dissipation control method for a hybrid power generation system according to claim 1, characterized in that, The waste heat heating mode also includes an exit control: When the battery pack temperature rises above the second low temperature threshold, or the engine block temperature drops below the second usable threshold, the waste heat heating mode is exited and the system switches back to normal heat dissipation or standby mode. In normal cooling mode, the switching valve closes the second branch, and the engine cylinder head cooling air is mainly discharged through the first branch.

3. The multi-component coordinated heat dissipation control method for a hybrid power generation system according to claim 1, characterized in that, The waste heat heating mode also includes a valve coarse adjustment step: Real-time monitoring of battery pack temperature and calculation of the difference between it and the target heating temperature; When the difference is greater than the first coarse adjustment threshold, the switching valve is fully opened to rapidly heat up the air with maximum hot air flow. When the difference is between the second and first coarse adjustment thresholds, the switching valve is adjusted to an opening proportional to the difference, and the hot air flow decreases linearly as the difference decreases. When the difference is less than the second coarse adjustment threshold, the switching valve is adjusted to the minimum or closed to stop hot air heating. Wherein, the first coarse adjustment threshold is greater than the second coarse adjustment threshold, and the second coarse adjustment threshold is greater than or equal to zero.

4. The multi-component coordinated heat dissipation control method for a hybrid power generation system according to claim 3, characterized in that, The waste heat heating mode also includes a fine-tuning step for air mixing: Based on the valve coarse adjustment steps, the overshoot deviation between the battery pack temperature and the target heating temperature is monitored in real time. When the overshoot deviation is greater than zero and less than the preset fine-tuning threshold, the independent cooling fan of the battery pack is activated proportionally. The fan speed is positively correlated with the overshoot deviation, introducing cold air and hot air to mix and suppress temperature overshoot. When the overshoot deviation is less than or equal to zero, the cooling fan is kept off or maintained at the lowest speed, allowing hot air to continue heating. The fine-tuning threshold is less than or equal to the second coarse-tuning threshold.

5. The multi-component coordinated heat dissipation control method for a hybrid power generation system according to claim 4, characterized in that, The waste heat heating mode also includes a closed-loop control step for the temperature rise rate: Preset the optimal temperature rise rate of the battery pack; Real-time calculation of the actual temperature rise rate; Compare the actual temperature rise rate with the optimal temperature rise rate: if the actual temperature rise rate is greater than the optimal temperature rise rate, reduce the opening of the switching valve to reduce the hot air flow rate; if the actual temperature rise rate is less than the optimal temperature rise rate, increase the opening of the switching valve to increase the hot air flow rate. By adjusting the valve opening, the actual temperature rise rate can be made closer to the optimal temperature rise rate.

6. The multi-component coordinated heat dissipation control method for a hybrid power generation system according to claim 3, characterized in that, The waste heat heating mode also includes a hot air flow equalization control step: Real-time data collection of the hot air temperature guided to the battery pack and the temperature of different areas on the surface of the battery pack; When the temperature difference between the hot air and the lowest temperature area on the battery pack surface exceeds the preset flow equalization threshold, the independent cooling fan of the battery pack is activated at a speed lower than the rated speed to allow the hot air to spread evenly on the surface of the battery pack and eliminate local cold areas. When the temperature difference is less than or equal to the flow equalization threshold, the cooling fan remains off.

7. The multi-component coordinated heat dissipation control method for a hybrid power generation system according to claim 1, characterized in that, The forced cooling mode includes graded control: When the battery pack temperature is higher than the first high temperature threshold and the engine block temperature is less than or equal to the first heat dissipation threshold and the muffler surface temperature is less than or equal to the second heat dissipation threshold, only the cooling fans of the corresponding battery pack and controller are activated, and the fan speed is linearly adjusted according to the over-temperature range. When the engine block temperature exceeds the first heat dissipation threshold or the muffler surface temperature exceeds the second heat dissipation threshold, this step is executed first, regardless of whether the battery pack temperature is overheating. The cooling air of the engine cylinder head is mainly directed to the external exhaust port of the housing, and the auxiliary cooling valve of the exhaust compartment is opened. The auxiliary cooling valve is located on the housing wall of the exhaust compartment.

8. The multi-component coordinated heat dissipation control method for a hybrid power generation system according to claim 1, characterized in that, It also includes hot air crosstalk prevention control steps: In the forced cooling mode, the air pressure difference between the air outlet area of ​​the battery pack and controller and the external environment is monitored; when the air pressure difference is lower than the preset safe air pressure difference, the speed of the corresponding cooling fan is automatically increased until the air pressure difference is restored to the safe range.

9. The multi-component coordinated heat dissipation control method for a hybrid power generation system according to claim 1, characterized in that, The temperature data also includes the controller temperature, and the method further includes: Fault emergency control steps: Real-time judgment of whether the battery pack temperature, engine block temperature, muffler surface temperature and controller temperature exceed the corresponding warning threshold; if the temperature of any component continues to exceed its warning threshold for a longer period than the preset time threshold, a fault prompt message is generated, and corresponding emergency handling strategies are provided according to the faulty component. The emergency response strategy includes: if the battery pack overheats, prompting the user to reduce the charging power or switch the power supply mode; if the muffler overheats, prompting the user to check the fuel or gas mixture ratio or reduce the load.

10. A multi-component coordinated heat dissipation control system for a hybrid power generation system, characterized in that, A method for implementing a multi-component coordinated heat dissipation control of a hybrid power generation system as described in any one of claims 1 to 9, comprising: Multiple temperature sensors are located at least in the battery pack, engine block, muffler surface, and external environment; The engine cylinder head cooling air duct has a first branch and a second branch. The first branch is connected to the muffler, and the second branch is connected to the area where the battery pack is located via a switching valve. The switching valve is used to control the on / off state and opening degree of the second branch; The negative pressure impeller is mechanically connected to the engine shaft and is driven to rotate by the engine. Cooling fans are configured independently for the battery pack and controller; Differential pressure sensors are installed in the air outlet area of ​​the battery pack and controller; An auxiliary heat dissipation valve is installed on the shell wall of the exhaust compartment; The controller is electrically connected to the temperature sensor, switching valve, cooling fan, differential pressure sensor, and auxiliary heat dissipation valve, respectively. The controller includes: The data acquisition module is used to receive temperature data and differential pressure data; The mode decision module is used to determine whether the system is currently in waste heat heating mode or forced heat dissipation mode based on temperature data. The heat flow distribution module is used to control the opening and closing of the switching valve, the start and stop and speed of the cooling fan, and the opening and closing of the auxiliary heat dissipation valve according to the decision results. The heating precision control module is used to adjust the switching valve opening based on the difference between the battery pack temperature and the target heating temperature in waste heat heating mode, adjust the cooling fan speed based on the overshoot deviation, adjust the hot air flow rate based on the temperature rise rate, and compensate the valve opening based on the hot air temperature deviation.

Images