Thermal management system for commercial vehicle

Abstract

A heat management system for a commercial vehicle comprises a heating system, and the heating system comprises a warm air core body, a first water pump, a third electromagnetic valve, a fourth one-way valve, a second water pump, an engine, a third one-way valve, an electric heater and a parking warm air pipe. The warm air core body, the first water pump, the third electromagnetic valve, the fourth one-way valve, the second water pump, the engine, the third one-way valve and the electric heater form a first heating loop. And the warm air core body, the first water pump, the parking warm air pipe and the electric heater form a second heating loop. Compared with the prior art, the heating system has the advantages that the electric heater is arranged in the heating system, the anti-freezing solution in the engine can be heated before the engine is started, and the problems of insufficient combustion and the like caused by cold start of the engine are solved.

Description

Technical Field

[0001] The utility model belongs to the technical field of thermal management of commercial vehicles, and in particular relates to a thermal management system for commercial vehicles. Background Art

[0002] As the backbone of the transportation industry, commercial vehicles undertake important functions such as cargo transportation and passenger transportation, and play a vital role in economic development and social operation. Traditional commercial vehicles mostly use diesel engines as their power source, which have the characteristics of high torque and strong durability, but also bring high exhaust emissions, such as nitrogen oxides (NOx), particulate matter (PM), etc., especially during cold start, pollutants such as carbon soot, carbon monoxide and unburned hydrocarbons will be generated.

[0003] Cold start refers to restarting the engine when the internal temperature is consistent with the ambient temperature after it has not been running for a long time. In the cold start state, the antifreeze temperature is low and the oil viscosity is high, which increases the friction loss between the engine components and the fuel cannot be fully atomized and burned. When the engine is cold started, the exhaust temperature of the engine cannot quickly reach the temperature at which the three-way catalytic converter works, which in turn causes a significant increase in the concentration of soot, carbon monoxide and unburned hydrocarbons in the exhaust gas, which seriously violates the increasingly stringent emission regulations. In the prior art, although there have been some solutions to try to alleviate the cold start emission problem, such as adopting improved fuel injection strategies, advanced ignition systems, and optimized engine management software, these methods often focus on improving the combustion efficiency after starting, and have limited improvement on emissions at the moment of cold start. In particular, under extremely cold conditions, the effectiveness of these technologies is greatly reduced, and it is difficult to fundamentally solve the emission problem during cold start.

[0004] On the other hand, traditional commercial vehicles currently install a set of heating devices called diesel heaters to facilitate the provision of warm air in the cab when parking. However, the additional diesel heater has a simple structure and no post-processing device, resulting in untreated toxic and odorous gases in the warm air, which will bring certain risks to the safety of people in the cab. At the same time, in order to facilitate the provision of cold air in the cab when parking, traditional commercial vehicles will install a set of refrigeration devices called parking air conditioners. This device is generally installed at the position of the skylight, and the skylight is generally used by the driver as an escape route. This method will also bring certain safety risks to the driver during use. At the same time, the additional installation of diesel heaters and parking air conditioners also means an increase in the initial purchase cost of the vehicle, and also involves expenses in maintenance, energy consumption and other aspects, which undoubtedly increases the overall weight of the vehicle and affects energy efficiency. At the same time, the increased complexity of the system may also lead to an increase in the frequency and difficulty of maintenance, which may translate into higher holding costs for car owners in the long run.

[0005] Therefore, based on some of the above prior art situations, the present application has been further designed and improved. Utility Model Content

[0006] In view of the above shortcomings in the prior art, the utility model proposes a thermal management system for commercial vehicles, that is, an electric heater is integrated in the heating system, which can preheat the antifreeze before the engine starts. This design promotes the engine to quickly reach the ideal working temperature for post-processing, and effectively solves problems such as incomplete combustion caused by cold start. In addition, a refrigeration system is provided in the thermal management system, which can solve the cooling needs of the driver in the cab when parking without installing a parking air conditioner.

[0007] A thermal management system for a commercial vehicle includes a heating system, wherein the heating system includes a heater core, a first water pump, a third solenoid valve, a fourth one-way valve, a second water pump, an engine, a third one-way valve, an electric heater, and a parking heater pipe. The heater core, the first water pump, the third solenoid valve, the fourth one-way valve, the second water pump, the engine, the third one-way valve, and the electric heater form a first heating circuit. The heater core, the first water pump, the parking heater pipe, and the electric heater form a second heating circuit.

[0008] Preferably, the heating system further includes a thermostat, and the second water pump, the engine and the thermostat form a first circulation loop.

[0009] Preferably, the heating system further comprises a water tank, and the second water pump, the engine, the thermostat and the water tank form a second circulation loop.

[0010] Preferably, a refrigeration system is further included, the refrigeration system including an evaporator, a first compressor, a first check valve, a condenser, a first solenoid valve and a first throttle valve; the first compressor is driven by an engine. The evaporator, the first compressor, the first check valve, the condenser, the first solenoid valve and the first throttle valve form a first refrigeration circuit.

[0011] Preferably, the refrigeration system further comprises a second compressor, a second one-way valve, a second solenoid valve and a second throttle valve. The second compressor is an electronically driven compressor. The first compressor and the first one-way valve are connected to form a first branch, the second compressor and the second one-way valve are connected to form a second branch, and the first branch and the second branch are connected in parallel. The first solenoid valve and the first throttle valve are connected to form a third branch, the second solenoid valve and the second throttle valve are connected to form a fourth branch, and the third branch and the fourth branch are connected in parallel. The evaporator, the second compressor, the second one-way valve, the condenser, the second solenoid valve and the second throttle valve form a second refrigeration circuit.

[0012] Preferably, a high-pressure switch, an exhaust temperature sensor and a high-pressure needle valve are sequentially arranged between the parallel connection point on the outlet side of the first branch and the condenser.

[0013] Preferably, the first branch is provided with an intake temperature sensor on the inlet side of the first compressor.

[0014] Preferably, a liquid pipe needle valve, a liquid pipe temperature sensor and a drying filter are sequentially arranged between the condenser and the parallel connection point on the inlet side of the third branch.

[0015] Preferably, the heater core and the evaporator are assembled in an air conditioning box assembly, the air conditioning box assembly is arranged in the cab, and an indoor temperature sensor is arranged in the air conditioning box assembly.

[0016] Preferably, a cold air supply temperature sensor is provided near the evaporator in the air conditioning box assembly, and a warm air supply temperature sensor is provided near the warm air core.

[0017] Compared with the prior art, the utility model has the following beneficial effects:

[0018] 1. An electric heater is installed in the heating system to heat the antifreeze in the engine before the engine is started, solving problems such as incomplete combustion caused by cold start of the engine. The parking heating function is directly integrated into the thermal management system, which not only prolongs the heating time in the parking state, but also reduces production costs.

[0019] 2. The utility model can replace the traditional diesel heater and parking air conditioner, and realize the dual functions of efficient heating and rapid cooling in a single device. Compared with the traditional method of installing diesel heater and parking air conditioner on commercial vehicles, the utility model significantly improves the energy utilization rate, reduces energy consumption and environmental pollution, and complies with the urgent need for energy conservation and emission reduction in modern times. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the structure of the vehicle thermal management system of the utility model.

[0021] Figure 2 It is a structural diagram of the heating system.

[0022] Figure 3 It is a structural diagram of the refrigeration system.

[0023] The following is a description of the markings in the accompanying drawings of the specification:

[0024] 1. Heater core; 2. First water pump; 3. Third solenoid valve; 4. Fourth one-way valve; 5. Second water pump; 6. Engine; 7. Third one-way valve; 8. Electric heater; 9. Parking heater pipe; 10. Thermostat; 11. Water tank; 12. Cooling fan;

[0025] 13. Evaporator; 14. First compressor; 15. First check valve; 16. High pressure switch; 17. Exhaust temperature sensor; 18. High pressure needle valve; 19. Condenser; 20. Liquid pipe needle valve; 21. Liquid pipe temperature sensor; 22. Dry filter; 23. First solenoid valve; 24. First throttle valve; 25. Second compressor; 26. Second check valve; 27. Second solenoid valve; 28. Second throttle valve; 29. ​​Condensing fan; 30. Low pressure needle valve; 31. Intake temperature sensor;

[0026] 32. Indoor temperature sensor; 33. Cold air supply temperature sensor; 34. Warm air supply temperature sensor; 35. Blower. DETAILED DESCRIPTION

[0027] The present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0028] In the following embodiments, the same or similar reference numerals throughout represent the same or similar components or components with the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limitations on the present invention.

[0029] In the description of the present utility model, it should be understood that the terms: center, longitudinal, transverse, length, width, thickness, up, down, front, back, left, right, vertical, horizontal, top, bottom, inside, outside, clockwise, counterclockwise, etc. indicating the orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present utility model and simplifying the description, and therefore cannot be understood as limiting the present utility model. In addition, the terms: first, second, etc. are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features shown. In the description of the present utility model, unless otherwise clearly specified and limited, the terms: install, connect, connect, etc. should be understood in a broad sense, and ordinary technicians in this field can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0030] Reference Figure 1 and Figure 2A thermal management system for a commercial vehicle includes a heating system, wherein the heating system includes a heater core 1, a first water pump 2, a third solenoid valve 3, a fourth one-way valve 4, a second water pump 5, an engine 6, a third one-way valve 7, an electric heater 8 and a parking heater pipe 9. The heater core 1, the first water pump 2, the third solenoid valve 3, the fourth one-way valve 4, the second water pump 5, the engine 6, the third one-way valve 7 and the electric heater 8 form a first heating circuit. The heater core 1, the first water pump 2, the parking heater pipe 9 and the electric heater 8 form a second heating circuit.

[0031] Specifically, the heating system further includes a thermostat 10, and the second water pump 5, the engine 6 and the thermostat 10 form a first circulation loop. The heating system further includes a water tank 11, and the second water pump 5, the engine 6, the thermostat 10 and the water tank 11 form a second circulation loop. A heat dissipation fan 12 is provided on one side of the water tank 11.

[0032] The first circulation loop and the second circulation loop are internal circulations of the engine 6, and are used to cool the engine 6. The first circulation loop is a small circulation that does not pass through the water tank 11, and can rapidly increase the temperature of the engine 6. The second circulation loop is a large circulation that passes through the water tank 11, and can keep the engine 6 within a reasonable operating temperature range. When the engine 6 is just started, the coolant will first perform a small circulation, which is conducive to the engine 6 quickly reaching a normal operating temperature. After reaching the normal operating temperature, the coolant will perform a large circulation, which can keep the engine 6 within a reasonable operating temperature range.

[0033] In the present invention, the first heating circuit and the second heating circuit cooperate with the engine 6 to achieve vehicle thermal management in the following three ways:

[0034] When the engine 6 is started in a low temperature environment, the following cycle (i.e., the first heating loop) is performed: electric heater 8 (on)—heating core 1—first water pump 2—third solenoid valve 3—fourth check valve 4—second water pump 5—engine 6—third check valve 7. This cycle can make the antifreeze in the engine 6 reach a suitable operating temperature before the engine 6 is started, avoiding problems such as incomplete combustion caused by the cold start of the engine 6.

[0035] When driving, the air conditioning heating cycle in the cab is performed: engine 6—third one-way valve 7—electric heater 8 (off)—heating core 1—first water pump 2 (off)—third solenoid valve 3—fourth one-way valve 4—second water pump 5. This cycle can use the heat generated by the engine 6 to heat the environment in the cab.

[0036] When parking, the air conditioning heating cycle in the cab is performed, which can be divided into two situations: the first situation is when the engine 6 has just been turned off, the antifreeze in the engine 6 is still at a relatively high temperature, and the following cycle is performed: engine 6-third one-way valve 7-electric heater 8 (off)-warm air core 1-first water pump 2-third solenoid valve 3-second water pump 5. This cycle uses the waste heat of the engine 6 to heat the cab environment. The second situation is when the engine 6 is turned off, the antifreeze temperature drops to a point where it can no longer provide the cab with warm air higher than the cab temperature, and the following cycle (i.e., the second heating loop) is performed: electric heater 8 (on)-warm air core 1-first water pump 2-parking warm air pipe 9, at which time the third solenoid valve 3 is closed, and the heating in the cab relies on the electric heater 8.

[0037] refer to Figure 1 and Figure 3 The utility model also includes a refrigeration system, which includes an evaporator 13, a low-pressure needle valve 30, a first compressor 14, a first non-return valve 15, a high-pressure pressure switch 16, an exhaust temperature sensor 17, a high-pressure needle valve 18, a condenser 19, a liquid pipe needle valve 20, a liquid pipe temperature sensor 21, a drying filter 22, a first solenoid valve 23 and a first throttle valve 24; the first compressor 14 is driven by an engine 6. The evaporator 13, the first compressor 14, the first non-return valve 15, the condenser 19, the first solenoid valve 23 and the first throttle valve 24 form a first refrigeration circuit. A condensing fan 29 is provided on one side of the condenser 19.

[0038] The refrigeration system further includes a second compressor 25, a second one-way valve 26, a second solenoid valve 27 and a second throttle valve 28. The second compressor 25 is an electronically driven compressor. The first compressor 14 and the first one-way valve 15 are connected to form a first branch, the second compressor 25 and the second one-way valve 26 are connected to form a second branch, and the first branch and the second branch are connected in parallel. The first solenoid valve 23 and the first throttle valve 24 are connected to form a third branch, the second solenoid valve 27 and the second throttle valve 28 are connected to form a fourth branch, and the third branch and the fourth branch are connected in parallel. The evaporator 13, the second compressor 25, the second one-way valve 26, the condenser 19, the second solenoid valve 27 and the second throttle valve 28 form a second refrigeration circuit.

[0039] The first refrigeration circuit and the second refrigeration circuit of the utility model cooperate with the engine 6 to realize cooling in the cab, specifically in the following two ways: when driving, the engine 6 drives the first compressor 14 to cool through the first refrigeration circuit. When parking, the battery drives the second compressor 25 to cool through the second refrigeration circuit.

[0040] Preferably, the low-pressure needle valve 30 is arranged between the parallel connection point on the inlet side of the first branch and the evaporator 13. The high-pressure pressure switch 16, the exhaust temperature sensor 17 and the high-pressure needle valve 18 are arranged between the parallel connection point on the outlet side of the first branch and the condenser 19. The liquid pipe needle valve 20, the liquid pipe temperature sensor 21 and the drying filter 22 are arranged between the condenser 19 and the parallel connection point on the inlet side of the third branch. The first branch is provided with an intake temperature sensor 31 on the inlet side of the first compressor 14. The exhaust temperature sensor 17 detects the refrigerant temperature at the outlets of the two compressors. The high-pressure pressure switch 16 controls the refrigerant pressure at the outlets of the two compressors. The liquid pipe temperature sensor 21 is used to detect the refrigerant temperature in the pipeline after condensation.

[0041] For easy control, the heater core 1 and the evaporator 13 are assembled in the air conditioning box assembly, and the air outlet of the air conditioning box assembly is provided with a blower 35. The air conditioning box assembly can be integrated in the cab operating console, and there is no need to separately install a parking air conditioner. An indoor temperature sensor 32 is provided in the air conditioning box assembly. A cold air supply temperature sensor 33 is provided in the air conditioning box assembly near the evaporator 13, and a warm air supply temperature sensor 34 is provided near the heater core 1. The cab indoor temperature sensor 32 detects the real-time temperature in the cab, the cold air supply temperature sensor 33 is used to detect the temperature of the cold air supplied to the cab, and the warm air supply temperature sensor is used to detect the temperature of the warm air supplied to the cab.

[0042] The utility model can replace the traditional diesel heater and parking air conditioner, and realize the dual functions of efficient heating and rapid cooling in a single device. Compared with the traditional method of adding diesel heater and parking air conditioner to commercial vehicles, the utility model significantly improves the energy utilization rate, reduces energy consumption and environmental pollution, and complies with the urgent need for energy conservation and emission reduction in modern times.

[0043] The protection scope of the present invention includes but is not limited to the above embodiments. The protection scope of the present invention shall be based on the claims. Any replacement, deformation, and improvement of the technology that can be easily thought of by technicians in this field shall fall within the protection scope of the present invention.

Claims

1. A thermal management system for a commercial vehicle, characterized in that: Including heating and cooling systems; The heating system comprises a heater core (1), a first water pump (2), a third solenoid valve (3), a fourth one-way valve (4), a second water pump (5), an engine (6), a third one-way valve (7), an electric heater (8) and a parking heater pipe (9); the heater core (1), the first water pump (2), the third solenoid valve (3), the fourth one-way valve (4), the second water pump (5), the engine (6), the third one-way valve (7) and the electric heater (8) form a first heating circuit; the heater core (1), the first water pump (2), the parking heater pipe (9) and the electric heater (8) form a second heating circuit; The refrigeration system comprises an evaporator (13), a first compressor (14), a first non-return valve (15), a condenser (19), a first solenoid valve (23) and a first throttle valve (24); the first compressor (14) is driven by an engine (6); the evaporator (13), the first compressor (14), the first non-return valve (15), the condenser (19), the first solenoid valve (23) and the first throttle valve (24) form a first refrigeration circuit.

2. A thermal management system for a commercial vehicle according to claim 1, characterized in that: The heating system further comprises a thermostat (10), and the second water pump (5), the engine (6) and the thermostat (10) form a first circulation loop.

3. A thermal management system for a commercial vehicle according to claim 2, characterized in that: The heating system further comprises a water tank (11), and the second water pump (5), the engine (6), the thermostat (10) and the water tank (11) form a second circulation loop.

4. A thermal management system for a commercial vehicle according to claim 1, characterized in that: The refrigeration system further comprises a second compressor (25), a second one-way valve (26), a second solenoid valve (27) and a second throttle valve (28); the second compressor (25) is an electronically driven compressor; The first compressor (14) and the first non-return valve (15) are connected to form a first branch, the second compressor (25) and the second non-return valve (26) are connected to form a second branch, and the first branch and the second branch are connected in parallel; the first solenoid valve (23) and the first throttle valve (24) are connected to form a third branch, the second solenoid valve (27) and the second throttle valve (28) are connected to form a fourth branch, and the third branch and the fourth branch are connected in parallel; the evaporator (13), the second compressor (25), the second non-return valve (26), the condenser (19), the second solenoid valve (27) and the second throttle valve (28) form a second refrigeration circuit.

5. A thermal management system for a commercial vehicle according to claim 4, characterized in that: A high-pressure switch (16), an exhaust temperature sensor (17) and a high-pressure needle valve (18) are arranged in sequence between the parallel connection point on the outlet side of the first branch and the condenser (19).

6. A thermal management system for a commercial vehicle according to claim 4, characterized in that: The first branch is provided with an intake air temperature sensor (31) on the side of the inlet of the first compressor (14).

7. A thermal management system for a commercial vehicle according to claim 4, characterized in that: A liquid pipe needle valve (20), a liquid pipe temperature sensor (21) and a drying filter (22) are sequentially arranged between the condenser (19) and the parallel connection point on the inlet side of the third branch.

8. A thermal management system for a commercial vehicle according to claim 1, characterized in that: The heater core (1) and the evaporator (13) are assembled in an air conditioning box assembly, the air conditioning box assembly is arranged in the cab, and an indoor temperature sensor (32) is arranged in the air conditioning box assembly.

9. A thermal management system for a commercial vehicle according to claim 8, characterized in that: In the air conditioning box assembly, a cold air supply temperature sensor (33) is provided near the evaporator (13), and a warm air supply temperature sensor (34) is provided near the warm air core (1).

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