Heavy truck pure electric vehicle type heat pump and fuel heater coupling system

Abstract

The utility model discloses a heavy truck pure electric vehicle type heat pump and fuel oil heater coupling system which comprises a first heat pump waterway loop and a second heat pump waterway loop which are respectively provided with a fuel oil heater and a water cooling condenser water side, and a fuel oil heating subsystem connected with the fuel oil heater. The second heat pump waterway loop is provided with a four-way valve I and a four-way valve II, and is connected with an electrically-driven cooling system through the four-way valve I and the four-way valve II; an air conditioning system is connected between the water side of the water-cooled condenser and the electrically-driven cooling system; the first heat pump water path loop replaces a heat pump of the air conditioning system to supply heat to the air conditioning system, and the fuel oil heating subsystem provides energy for a fuel oil heater and recovers waste gas. And the battery is heated through the second heat pump waterway loop. Deep coupling of the heat pump and the fuel oil heater is achieved, the limitation that the heat pump and the fuel oil heater operate independently in the prior art is broken through, and energy efficiency maximization is achieved through waste heat recovery and intelligent control; and the heat management problem of a pure electric vehicle model in an extreme environment is solved.

Description

Technical Field

[0001] This utility model relates to the field of thermal management technology for new energy vehicles, specifically, a coupling system of heat pump and fuel heater for a heavy-duty pure electric truck model. Background Technology

[0002] In traditional heavy-duty electric trucks, the heat pump system's heating efficiency drops significantly in low-temperature environments (COP decreases), and the PTC heater, which relies on battery power, has high energy consumption, resulting in a 30%-40% loss in driving range. A single heat pump system is insufficient to cover extreme environments below -20°C, while the fuel heater, when operating independently, lacks deep integration with the vehicle's thermal management system, leading to energy waste. Utility Model Content

[0003] To address the high-efficiency heating requirements of pure electric vehicles in extreme low-temperature environments, this utility model proposes a heat pump and fuel heater coupling system for heavy-duty electric trucks. By combining the heat pump system and the fuel heater, and through multi-mode coordinated control, waste heat recovery, and optimized energy distribution, it solves the problems of severe range reduction and low heating efficiency in pure electric vehicles during winter, while also meeting the needs of users in frigid regions for cabin comfort and battery performance stability.

[0004] The present invention solves the above problems through the following technical solution:

[0005] A heat pump and fuel heater coupling system for a heavy-duty electric truck includes: a first heat pump water circuit and a second heat pump water circuit with a fuel heater and a water-cooled condenser water side, and a fuel heating subsystem connected to the fuel heater. The second heat pump water circuit is equipped with four-way valve I and four-way valve II, and is connected to an electric drive cooling system through four-way valve I and four-way valve II. An air conditioning system is connected between the water-cooled condenser water side and the electric drive cooling system. The heat pump, which replaces the air conditioning system through the first heat pump water circuit, provides heating for the air conditioning system. The fuel heating subsystem provides energy to the fuel heater and performs exhaust gas recovery. The second heat pump water circuit also provides heating for the battery.

[0006] As a further improvement of this utility model, the fuel heating subsystem includes: a diesel refueling line consisting of a diesel tank, a diesel pump and a combustion chamber in the fuel heater connected in sequence, as well as an air intake and a fuel vapor recovery device connected to the fuel heater respectively.

[0007] As a further improvement of this utility model, the first heat pump water circuit includes: a heater pump, a water-cooled condenser water side, a temperature sensor I, a fuel heater, a temperature sensor II, a heater core, and a three-way valve II connected in sequence to form the circuit.

[0008] As a further improvement of this utility model, the second heat pump water circuit includes: a warm air water pump, a water-cooled condenser water side, a temperature sensor I, a fuel heater, a temperature sensor II, a warm air core, a three-way valve II, a four-way valve II, a battery water pump, a battery temperature sensor II, a battery liquid cooling plate, a battery temperature sensor I, a four-way valve I, and a three-way valve I, connected in sequence to form the circuit.

[0009] As a further improvement of this utility model, the electric drive cooling system includes: a four-way valve II, a three-way valve III, an electric drive water pump, a powertrain, a four-way valve I, a battery heat exchanger, and a first temperature sensor 33 of the electric drive cooling system, which are arranged in sequence to form a circuit.

[0010] As a further improvement of this utility model, the electric drive cooling system further includes: a three-way valve III connected in sequence to the radiator and the second temperature sensor 34 of the electric drive cooling system and then connected in parallel to the front end of the electric drive water pump, and an expansion tank connected separately in parallel to the front end of the electric drive water pump.

[0011] As a further improvement of this utility model, an electronic fan is provided next to the heat sink.

[0012] As a further improvement of this utility model, the air conditioning system includes: a first refrigerant circulation loop, a second refrigerant circulation loop, and a hot gas bypass loop formed by the parallel connection of a heat exchanger EXV valve and a heat exchanger, an evaporator EXV valve and an evaporator core, and a hot gas bypass valve.

[0013] As a further improvement of this utility model, the first refrigerant circulation loop includes a compressor, a water-cooled condenser refrigerant side, a liquid-gas separator, a heat exchanger EXV valve, and a heat exchanger connected in sequence to form the loop;

[0014] And / or the second refrigerant circulation loop includes a compressor, a water-cooled condenser refrigerant side, a liquid-gas separator, an evaporator core EXV valve, and an evaporator core connected in sequence to form the loop.

[0015] As a further improvement of this utility model, the hot gas bypass circuit includes a compressor, a water-cooled condenser (refrigerant side), a liquid-gas separator, and a hot gas bypass valve connected in sequence to form the circuit.

[0016] Compared with the prior art, this utility model has the following advantages and beneficial effects:

[0017] (1) This utility model realizes the deep coupling of heat pump and fuel heater, breaks through the limitation of independent operation of the two in traditional technology, and maximizes energy efficiency through waste heat recovery and intelligent control.

[0018] (2) The coupling system of this utility model has multi-mode adaptive control, which takes into account both energy efficiency and safety, and solves the problem of thermal management of pure electric vehicles in extreme environments.

[0019] (3) The modular design of the coupling system of this utility model can be adapted to different vehicle platforms, supports optional configuration of fuel heater, and expands the market application scope. Attached Figure Description

[0020] Figure 1 This is a circuit diagram of a heat pump and fuel heater coupling system for a heavy-duty electric truck model according to this utility model.

[0021] Figure 2 This is a circuit diagram showing the coordination when the first heat pump water circuit of this utility model is turned on;

[0022] Figure 3 This is a circuit diagram of the first heat pump water circuit and the fuel heating subsystem of this utility model;

[0023] Figure 4 This is the circuit diagram for the second heat pump water circuit of this utility model when it is turned on;

[0024] Figure 5 This is a circuit diagram of the electric drive cooling system of this utility model;

[0025] Figure 6 This is a circuit diagram of the air conditioning system of this utility model.

[0026] Figure reference numerals: 1. Fuel heater; 2. Water-cooled condenser (water side); 3. Heater pump; 4. Three-way valve I; 5. Four-way valve I; 6. Battery liquid cooling plate; 7. Battery water pump; 8. Battery heat exchanger; 9. Four-way valve II; 10. Three-way valve III; 11. Radiator; 12. Electric fan; 13. Expansion tank; 14. Electric water pump; 15. Powertrain; 16. Heater core; 17. Three-way valve II; 18. Compressor; 19. Water-cooled condenser (gas side); 20. Liquid-gas separator; 2 1. Hot gas bypass valve; 22. Heat exchanger EXV valve; 23. Heat exchanger; 24. Evaporator core; 25. Evaporator core EXV valve; 26. Diesel pump; 27. Diesel tank; 28. Air inlet; 29. ​​Combustion chamber; 30. Fuel vapor recovery device; 31. Temperature sensor I; 32. Temperature sensor II; 33. First temperature sensor of electric drive cooling system; 34. Second temperature sensor of electric drive cooling system; 35. Battery temperature sensor I; 36. Battery temperature sensor II. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0028] Example:

[0029] Combined with appendix Figure 1-6 As shown, a heat pump and fuel heater coupling system for a heavy-duty electric truck includes: a first heat pump water circuit and a second heat pump water circuit with a fuel heater and a water-cooled condenser water side, and a fuel heating subsystem connected to the fuel heater. The second heat pump water circuit is equipped with four-way valve I5 and four-way valve II9, and is connected to an electric drive cooling system through four-way valve I5 and four-way valve II9. An air conditioning system is connected between the water-cooled condenser water side and the electric drive cooling system. The heat pump, which replaces the air conditioning system through the first heat pump water circuit, provides heating for the air conditioning system. The fuel heating subsystem provides energy to the fuel heater and performs exhaust gas recovery. The second heat pump water circuit also provides heating for the battery.

[0030] When the heat pump of the air conditioning system fails to operate, the air conditioning is heated through the first heat pump water circuit, and the fuel heating subsystem provides energy to the fuel heater and recovers exhaust gas.

[0031] When the battery needs heating, it is heated through the second heat pump water circuit.

[0032] For details, please refer to the appendix. Figure 1 The entire coupling system consists of components such as fuel heater 1, water-cooled condenser water side 2, heater pump 3, three-way valve I 4, four-way valve I 5, battery liquid cooling plate 6, battery water pump 7, battery heat exchanger 8, four-way valve II 9, three-way valve III 10, radiator 11, electric fan 12, expansion tank 13, electric water pump 14, powertrain 15, heater core 16, three-way valve II 17, compressor 18, water-cooled condenser fuel side 19, liquid-gas separator 20, hot gas bypass valve 21, heat exchanger EXV valve 22, heat exchanger 23, evaporator core 24, evaporator core EXV valve 25, diesel pump 26, diesel tank 27, air intake vent 28, combustion chamber 29, and fuel vapor recovery device 30.

[0033] When the ambient temperature is low, such as -25℃, the heat pump cannot operate, and the fuel heater 1 is used for heating the air conditioner. In this case, heating is entirely provided by fuel heating. The workflow is as follows: Coolant sequentially enters the heater core pump 3, the water-side of the water-cooled condenser 2, temperature sensor I 31, fuel heater 1, temperature sensor II 32, heater core 16, and three-way valve II 17. The coolant in the three-way valve II 17 circulates back to the heater core pump 3, forming the first heat pump water circuit.

[0034] The operating logic is as follows: During heating demand, the heater pump 3 operates at a 50% duty cycle, monitoring the temperature of temperature sensor I 31, with a target temperature of 45℃. If the temperature difference exceeds 25℃, the heater pump 3 adjusts its duty cycle to 100%, and the fuel heater 1 starts operating at full load. The temperature of temperature sensor II 32 is monitored. Once the temperature remains below 0℃, the heater pump 3 returns to a 50% duty cycle, limiting the power output of the fuel heater 1. If the temperature difference between temperature sensor I 31 and temperature sensor II 32 is ≤ 5℃, the fuel heater 1 is shut down, and the heater pump 3 shuts down after a 3-minute delay.

[0035] The fuel heating subsystem includes: a diesel refueling line consisting of a diesel tank 27, a diesel pump 26 and a combustion chamber 29 in the fuel heater 1 connected in sequence, as well as an air intake vent 28 and a fuel vapor recovery device 30 connected to the fuel heater.

[0036] The workflow of the fuel heating subsystem is as follows: (Refer to Appendix) Figure 3 The fuel heater pump drives the diesel fuel. Diesel fuel enters the diesel pump 26 from the diesel tank 27 and then reaches the combustion chamber 29. At the same time, air enters the combustion chamber 29 from the air intake 28. The diesel-to-air ratio is controlled within the combustion chamber, and the temperature inside the combustion chamber remains around (200-800)℃. The water chamber and combustion chamber are tightly connected. After combustion in the combustion chamber, heat is transferred to the water chamber, which contains coolant. The heated coolant in the water chamber flows to various systems via the power of the water pump. After combustion, the exhaust gas is recovered by the fuel vapor recovery device 30.

[0037] See attached document Figure 4 When the battery requires heating, the water circulation loop forms a second heat pump water circuit, which is connected in sequence through the heater pump 3, the water-cooled condenser water side 2, temperature sensor I 31, fuel heater 1, temperature sensor II 32, heater core 16, and interfaces E2 and E1 in three-way valve II 17, interfaces B4 and B3 in four-way valve II 9, battery water pump 7, battery temperature sensor II 36, battery liquid cooling plate 6, battery temperature sensor I 35, interfaces A4 and A1 in four-way valve I 5, and interfaces D1 and D2 in three-way valve I 4, before returning to the heater pump 3.

[0038] The working principle of the second heat pump water circuit: When the ambient temperature is below 0℃, the fuel heater is used for heating first. The working process of the fuel heating subsystem is as follows: the duty cycle of the heater water pump 3 and the battery water pump is required to be 50% by default. The interface B4 of the four-way valve II9 is ​​connected to the interface B3. The interface A4 of the four-way valve I5 is connected to the interface A1. The interface D1 of the three-way valve I4 is connected to the interface D2. The interface E2 of the three-way valve II17 is connected to the interface E1.

[0039] See attached document Figure 5In addition, an electric drive cooling system is formed with other components through four-way valve I5 and four-way valve II9;

[0040] The electric drive cooling system includes: a four-way valve II 9, a three-way valve III 10, an electric drive water pump 14, a powertrain 15, a four-way valve I 5, a battery heat exchanger 8, and a first temperature sensor 33 of the electric drive cooling system, which are connected in sequence to form a circuit. The interface C3 of the three-way valve III 10 is connected in sequence to the radiator 11 at the front end of the electric drive water pump 14 and the second temperature sensor 34 of the electric drive cooling system, as well as an expansion tank 13 connected separately in parallel at the front end of the electric drive water pump 14.

[0041] The electric drive cooling system operates as follows: When the electric drive water pump 14 starts working, the entire electric drive water circuit begins operation. The water circulation sequence is as follows: electric drive water pump 14, powertrain 15, ports A2 and A3 of four-way valve I 5, battery heat exchanger 8, ports 34 and 33 of four-way valve II 9, ports C2 and C3 of three-way valve III 10, radiator 11, and expansion tank 13. During water circulation, the electric fan 12 located next to the radiator 11 also turns on, facilitating heat exchange between the air and water sides. When the powertrain 15 temperature exceeds 68°C, the electric drive water pump 14 is activated to begin water circulation, carrying heat to the radiator 11. The electric fan 12 then turns on, providing ample cooling for the radiator 11.

[0042] See attached document Figure 6 An air conditioning system is connected to the water-cooled condenser water side 2 and the battery heat exchanger 8;

[0043] An air conditioning system includes a first refrigerant circulation loop, a second refrigerant circulation loop, and a hot gas bypass loop, which are formed in parallel by heat exchanger EXV valve 22 and heat exchanger 23, evaporator EXV valve 25 and evaporator 24, and hot gas bypass valve 21.

[0044] Air conditioning system, working principle: When there is a cooling demand, compressor 18 is started. The first refrigerant circulation loop is as follows: compressor 18, water-cooled condenser refrigerant side 19, liquid-gas separator 20, heat exchanger EXV valve 22 and heat exchanger 23, and then back to compressor 18.

[0045] Alternatively, start compressor 18. The second refrigerant circulation loop is as follows: compressor 18, water-cooled condenser refrigerant side 19, liquid-gas separator 20, evaporator core EXV valve 25 and evaporator core 24, and return to compressor 18.

[0046] Alternatively, when the ambient temperature is very low, a hot gas bypass scheme can be used. The hot gas bypass circuit is as follows: compressor 18, water-cooled condenser side 19, liquid-gas separator 20 and hot gas bypass valve 21, and then back to the compressor.

[0047] This invention relates to a coupling system for a heat pump and a fuel heater in a heavy-duty electric truck, which optimizes the start-stop threshold of the fuel heater based on real-time energy consumption and heat load requirements. For example, when the battery SOC is below 20% and the ambient temperature is ≤25℃, the fuel heater is activated first to reduce the battery load.

[0048] Although the present invention has been described herein with reference to illustrative embodiments, the above embodiments are merely preferred embodiments of the present invention, and the implementation of the present invention is not limited to the above embodiments. It should be understood that those skilled in the art can design many other modifications and implementations, which will fall within the scope and spirit of the principles disclosed in this application.

Claims

1. A heavy truck pure electric vehicle type heat pump and fuel heater coupling system, characterized in that, The application relates to a heating system for a vehicle. The fuel heating subsystem comprises a diesel filling line formed by a diesel tank, a diesel pump and a combustion chamber in a fuel heater, and an air inlet and a fuel vapor recovery device connected to the fuel heater.

2. The heavy truck pure electric vehicle type heat pump and fuel heater coupling system according to claim 1, characterized in that, The first heat pump water circuit comprises a warm air water pump, a water-cooled condenser water side, a temperature sensor I, a fuel heater, a temperature sensor II, a warm air core and a three-way valve II connected in sequence to form a circuit.

3. The heavy truck pure electric vehicle type heat pump and fuel heater coupling system according to claim 1, characterized in that, The second heat pump water circuit comprises a warm air water pump, a water-cooled condenser water side, a temperature sensor I, a fuel heater, a temperature sensor II, a warm air core, a three-way valve II, a four-way valve II, a battery water pump, a battery temperature sensor II, a battery liquid cooling plate, a battery temperature sensor I, a four-way valve I and a three-way valve I connected in sequence to form a circuit.

4. The heavy truck pure electric vehicle type heat pump and fuel heater coupling system according to claim 1, characterized in that, The electric drive cooling system comprises a four-way valve II, a three-way valve III, an electric drive water pump, a power assembly, a four-way valve I, a battery heat exchanger and an electric drive cooling system first temperature sensor connected in sequence to form a circuit.

5. The heavy truck pure electric vehicle type heat pump and fuel heater coupling system according to claim 1, characterized in that, The electric drive cooling system further comprises a three-way valve III connected in parallel to the front end of the electric drive water pump after being connected in sequence to a radiator and an electric drive cooling system second temperature sensor, and an expansion water bottle connected in parallel to the front end of the electric drive water pump.

6. The heavy truck pure electric vehicle type heat pump and fuel heater coupling system according to claim 5, characterized in that, An electronic fan is arranged beside the radiator.

7. The heavy truck pure electric vehicle type heat pump and fuel heater coupling system according to claim 6, characterized in that, The air conditioning system comprises a refrigerant first circulation circuit, a refrigerant second circulation circuit and a hot gas bypass circuit formed by a heat exchanger EXV valve and a heat exchanger, an evaporating core EXV valve and an evaporating core, and a hot gas bypass valve connected in parallel.

8. The heavy truck pure electric vehicle type heat pump and fuel heater coupling system according to claim 1, characterized in that, The refrigerant first circulation circuit comprises a compressor, a water-cooled condenser agent side, a liquid-gas separation, a heat exchanger EXV valve and a heat exchanger connected in sequence to form a circuit.

9. The heavy truck pure electric vehicle heat pump and fuel heater coupling system of claim 8, wherein, And / or the refrigerant second circulation circuit comprises a compressor, a water-cooled condenser agent side, a liquid-gas separation, an evaporating core EXV valve and an evaporating core connected in sequence to form a circuit. The hot gas bypass circuit comprises a compressor, a water-cooled condenser agent side, a liquid-gas separation and a hot gas bypass valve connected in sequence to form a circuit.

10. The heavy truck pure electric vehicle heat pump and fuel heater coupling system of claim 8, wherein, ​

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