Commercial vehicle thermal management system

Abstract

The utility model discloses a commercial vehicle heat management system which comprises an electric control unit and a cooling loop. The cooling loop comprises an engine, a hydraulic retarder, a thermal management valve, a radiator, an electronic water pump and an electronic fan arranged on the side portion of the radiator, and the thermal management valve, the hydraulic retarder, the electronic water pump and the electronic fan are electrically connected with the electronic control unit. The cooling loop adjusting unit and the temperature detection unit are electrically connected with the electric control unit. The electric control unit controls adjustment of the cooling loop according to the working state of the hydraulic retarder. The temperature detection unit is used for detecting the temperature of cooling liquid in the engine and the temperature of cooling liquid in the hydraulic retarder and transmitting corresponding temperature signals to the electric control unit, and the electric control unit controls on-off of the heat management valve, the electronic water pump and the electronic fan according to the temperature signals. The engine and the hydraulic retarder share one cooling loop, and the flow of cooling liquid in the system is adjusted according to the water temperature of the whole system, so that the whole vehicle has good heat dissipation, and the heat efficiency of the whole vehicle is optimized.

Description

Technical Field

[0001] This utility model belongs to the field of engine technology, and in particular relates to a thermal management system for commercial vehicles. Background Technology

[0002] Currently, transportation companies and truck drivers are paying increasing attention to cargo load capacity and delivery timeliness, which has led to a continuous increase in the power of heavy-duty truck engines. However, this has resulted in truck service brakes operating under overload conditions. Friction brakes can no longer meet the braking requirements of all operating conditions, and in extreme cases, they may even fail completely, posing a significant threat to vehicle safety.

[0003] Hydraulic retarders, as an auxiliary braking system, play a crucial role in the braking conditions of commercial vehicles, especially under harsh conditions such as high load, emergency braking, and long-slope braking. The operating temperature of the hydraulic retarder directly affects its performance and reliability. Current technologies primarily control the coolant temperature through fixed cooling systems or manual adjustment devices. This approach suffers from drawbacks such as slow response, poor adaptability, and large temperature fluctuations, resulting in low overall vehicle thermal management efficiency. This, in turn, affects the service life and performance of the hydraulic retarder and reduces engine thermal efficiency. Summary of the Invention

[0004] The technical problem to be solved by this utility model is to provide a commercial vehicle thermal management system that allows the engine and hydraulic retarder to share a cooling circuit, and adjusts the flow rate of coolant in the system according to the water temperature of the whole system, so that the whole vehicle has good heat dissipation and optimizes the thermal efficiency of the whole vehicle.

[0005] To solve the above-mentioned technical problems, the technical solution of this utility model is as follows:

[0006] A commercial vehicle thermal management system is characterized by comprising an electronic control unit (ECU) and a cooling circuit. The cooling circuit includes an engine, a hydraulic retarder, a thermal management valve, a radiator, an electric water pump, and an electric fan disposed on the side of the radiator. The thermal management valve, the hydraulic retarder, the electric water pump, and the electric fan are electrically connected to the ECU. The commercial vehicle thermal management system further includes a cooling circuit adjustment unit and a temperature detection unit, which are electrically connected to the ECU. The ECU controls the adjustment of the cooling circuit according to the operating state of the hydraulic retarder. The temperature detection unit detects the temperature of the coolant in the engine and the temperature of the coolant in the hydraulic retarder, and transmits the corresponding temperature signals to the ECU. The ECU controls the switching of the thermal management valve, the electric water pump, and the electric fan according to the temperature signals.

[0007] Furthermore, the cooling regulation circuit is also equipped with an electric three-way valve, one outlet of which is connected to the waste heat recovery unit, and the waste heat recovery unit is also connected to the radiator.

[0008] Furthermore, the electric three-way valve is disposed between the thermal management valve and the radiator, with the inlet of the electric three-way valve connected to the thermal management valve and the other outlet of the electric three-way valve connected to the radiator.

[0009] Furthermore, the temperature detection unit includes a coolant temperature sensor A and a coolant temperature sensor B. The coolant temperature sensor A is used to detect the temperature of the coolant at the engine outlet, and the coolant temperature sensor B is used to detect the temperature of the coolant in the hydraulic retarder. The electronic control unit controls the thermal management valve based on the coolant temperature.

[0010] Furthermore, the electronic control unit includes an engine ECU and a multi-system coordination controller, wherein the engine ECU is electrically connected to the multi-system coordination controller.

[0011] Furthermore, the electronic control unit also includes a hydraulic retarder (RCU), which is electrically connected to the multi-system collaborative controller.

[0012] Furthermore, the thermal management valve includes a self-resetting actuator, which is electrically connected to the engine ECU.

[0013] Furthermore, the thermal management valve also includes a valve body, which is disposed in the cooling circuit.

[0014] Due to the adoption of the above technical solution, the beneficial effects of this utility model are:

[0015] This utility model discloses a commercial vehicle thermal management system comprising an electronic control unit (ECU) and a cooling circuit. The cooling circuit includes an engine, a hydraulic retarder, a thermal management valve, a radiator, an electric water pump, and an electric fan located on the side of the radiator. The thermal management valve, hydraulic retarder, electric water pump, and electric fan are all electrically connected to the ECU. The commercial vehicle thermal management system also includes a cooling circuit adjustment unit and a temperature detection unit, both electrically connected to the ECU. The ECU controls the adjustment of the cooling circuit based on the operating status of the hydraulic retarder. The temperature detection unit detects the temperature of the coolant in the engine and the hydraulic retarder, and transmits the corresponding temperature signals to the ECU. The ECU controls the switching of the thermal management valve, electric water pump, and electric fan based on the temperature signals. This utility model's commercial vehicle thermal management system allows the engine and hydraulic retarder to share a single cooling circuit. By adjusting the coolant flow rate within the system according to the overall system temperature, the system achieves excellent heat dissipation and optimizes overall vehicle thermal efficiency. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the thermal management system for commercial vehicles according to this utility model.

[0017] In the diagram, solid arrows represent the direction of electrical signal transmission;

[0018] Hollow arrows indicate the direction of coolant flow;

[0019] The dashed arrow indicates the direction of torque transmission;

[0020] In the diagram, 1. Engine ECU; 2. Self-reset actuator; 3. Valve body; 4. Hydraulic retarder RCU; 5. Engine; 6. Hydraulic retarder; 7. Coolant temperature sensor A; 8. Coolant temperature sensor B; 9. Multi-system coordinating controller; 10. Waste heat recovery unit; 11. Electric three-way valve; 12. Electric water pump; 13. Electric fan; 14. Radiator. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0022] Combination Figure 1 As shown, a thermal management system for a commercial vehicle includes an electronic control unit and a cooling circuit.

[0023] The cooling circuit includes an engine 5, a hydraulic retarder 6, a thermal management valve, a radiator 14, an electric water pump 12, and an electric fan 13 located on the side of the radiator 14. The thermal management valve, the hydraulic retarder 6, the electric water pump 12, and the electric fan 13 are electrically connected to the electronic control unit.

[0024] The commercial vehicle thermal management system also includes a cooling circuit adjustment unit and a temperature detection unit, which are electrically connected to the electronic control unit.

[0025] The electronic control unit controls the adjustment of the cooling circuit according to the working status of the hydraulic retarder 6.

[0026] The temperature detection unit is used to detect the temperature of the coolant in the engine 5 and the coolant in the hydraulic retarder 6, and transmits the corresponding temperature signal to the electronic control unit. The electronic control unit controls the switching of the thermal management valve, the electric water pump 12 and the electric fan 13 according to the temperature signal.

[0027] Preferably, an electric three-way valve 11 is also provided on the cooling regulation circuit. One outlet of the electric three-way valve 11 is connected to the waste heat recovery unit 10, and the waste heat recovery unit 10 is also connected to the radiator 14. The use of the waste heat recovery unit 10 effectively recovers and reuses heat.

[0028] More preferably, the electric three-way valve 11 is disposed between the thermal management valve and the radiator 14, with the inlet of the electric three-way valve 11 connected to the thermal management valve and the other outlet of the electric three-way valve 11 connected to the radiator 14.

[0029] Preferably, the core of the radiator 14 is made of aluminum-silicon alloy with a nano-hydrophilic coating, which improves heat dissipation efficiency by 18%, reduces the windward area by 10%, and is compatible with compact chassis layout.

[0030] Preferably, the temperature detection unit includes a coolant temperature sensor A7 and a coolant temperature sensor B8. The coolant temperature sensor A7 is used to detect the temperature of the coolant at the engine block outlet of the engine 1, and the coolant temperature sensor B8 is used to detect the temperature of the coolant in the hydraulic retarder 6. The electronic control unit controls the thermal management valve according to the coolant temperature.

[0031] Preferably, the electronic control unit includes an engine ECU 1 and a multi-system coordination controller 9, with the engine ECU 1 electrically connected to the multi-system coordination controller 9. The multi-system coordination controller 9 is an outsourced component, and its structure, control principle, and control process are common knowledge to those skilled in the art, and will not be described in detail here.

[0032] Preferably, both the electric fan 13 and the electric water pump 12 are permanent magnet synchronous motors, which can be set to any speed within the maximum speed range according to the command issued by the engine ECU1.

[0033] The electronic control unit also includes a hydraulic retarder RCU 4, which is electrically connected to the multi-system coordination controller 9.

[0034] Preferably, the thermal management valve includes a self-resetting actuator 2, which is electrically connected to the engine ECU 1.

[0035] More preferably, the thermal management valve also includes a valve body 3, which is disposed in the cooling circuit.

[0036] The thermal management valve uses existing thermal management valve technology. Its structure, working principle, and working process are common knowledge to those skilled in the art, and will not be described in detail here.

[0037] Engine 1 provides the power required for vehicle operation. Under rated operating conditions, its coolant outlet temperature ranges from 80 to 105°C, and its coolant flow rate is approximately 500 L / min.

[0038] The hydraulic retarder 6 generates braking force through hydraulic damping in situations requiring continuous braking, such as downhill driving, helping to stabilize the vehicle's speed and preventing brake pads from overheating and failing due to prolonged braking, thus improving driving safety. The heat generated during its operation can raise the coolant temperature by 20°C to 30°C, and the coolant inlet pressure is 0.2 to 0.3 MPa.

[0039] Cold start mode (T < 80℃): The thermal management valve is closed, and the coolant circulates only between engine 5 → hydraulic retarder 6 → thermal management valve → electric water pump 12 → engine 5, which is called the small circulation. The small circulation of engine 1 is common knowledge to those skilled in the art and will not be elaborated upon here. The warm-up time is shortened from the traditional 10-15 minutes to 5-8 minutes (supported by experimental data). During engine 1 warm-up, the coolant temperature rises rapidly, improving engine 1 efficiency. By shortening the warm-up time, fuel consumption during the cold start phase is reduced (experimental data: fuel consumption reduced by 3-5%).

[0040] Steady-state mode (80℃≤T≤91℃): PID algorithm dynamically adjusts the opening of the thermal management valve (0-100%). For example, when T=85℃, the opening is 20% (120L / min heat dissipation flow); when T=90℃, the opening is 50% (300L / min heat dissipation flow).

[0041] Overload protection mode (T > 91℃): The thermal management valve is fully open (600L / min), the coolant flows through the radiator 14, and the electric fan 13 starts in stages (increasing speed by 100r / min for every 1℃ increase, up to the maximum speed), ensuring that the temperature drops to the safe threshold within 10 minutes. This is referred to as the large circulation of the engine 1 coolant. The large circulation of the engine 1 coolant is common knowledge to those skilled in the art and will not be described in detail here.

[0042] Based on the instructions output by the engine ECU 1, the opening of the thermal management valve is precisely controlled in both the large and small circulation cycles, and the rotation angle of the valve body 3 is adjusted with an accuracy of no more than ±2°. When the self-reset actuator 2 of the thermal management valve fails to adjust, the self-reset function can adjust the thermal management valve to the large circulation state, ensuring that the coolant flows through the entire circulation of the engine 5, hydraulic retarder 6, radiator 14, and electric water pump 12 at maximum flow rate, thus preventing system cooling failure.

[0043] The operating temperature is stable at 90-105℃ (compared to fluctuations of ±15℃ in traditional systems), effectively improving the stability of braking torque and contributing to the extension of the lifespan of the hydraulic retarder 6.

[0044] The electronic water pump 12 and the electronic fan 13 operate according to actual heat dissipation needs. When the heat dissipation needs are low or no heat dissipation is required, the electronic water pump 12 and the electronic fan 13 operate at low speed or in standby mode to save the energy consumption of the whole vehicle. When the heat dissipation needs are high, the electronic water pump 12 and the electronic fan 13 increase their speed according to the temperature signal sent by the engine ECU 1, accelerate the flow of cooling air and internal coolant, and improve heat dissipation efficiency.

[0045] Coolant temperature sensor A7 and coolant temperature sensor B8 are used to detect the coolant temperature at the engine block outlet of engine 1 and the coolant temperature in hydraulic retarder 6, respectively. Both coolant temperature sensors A7 and B8 are NTC thermistor sensors (Amphenol MA100 series), with a measurement accuracy of ±0.5℃, a response time ≤2s, a measurement range of -40℃ to 150℃, and support CAN bus output. They measure the coolant temperature in real time and feed it back to engine ECU 1.

[0046] The waste heat recovery unit 10 is used to recover the waste heat generated by the hydraulic retarder 6 and the engine 5 for winter cab heating or battery pack preheating (compatible with new energy vehicles).

[0047] With a heat exchange efficiency of ≥70%, the energy consumption of the heating system can be reduced by 15% to 20%.

[0048] The recovered heat can be used in the following situations:

[0049] a) Winter cab heating:

[0050] The coolant flows through the heater in the cab and blows heat into the cab through the fan. When the coolant temperature is insufficient (entering the engine cold start stage), the system can automatically switch to auxiliary heating to ensure continuous heating.

[0051] b) In low-temperature environments, the coolant heats up the power battery through the battery preheating heat exchanger to enhance battery activity and optimize charging and discharging efficiency. If the residual heat is insufficient, the system can link with the battery management system to start the internal heating function to achieve mixed control of residual heat and active heating.

[0052] c) When the preheating recovery exceeds the demand (such as in summer or under high load conditions), the coolant circuit directly reverses its flow to the radiator 14 via the electric three-way valve 11. At the same time, the speed of the electric water pump 12 and the electric fan 13 is increased to release excess heat to the atmosphere and prevent the system from overheating. Meanwhile, the thermal management valve is still responsible for stabilizing the temperature of the engine 5 itself, ensuring that waste heat recovery does not affect the normal operation of the power system.

[0053] In practical applications, after a cold start of the commercial vehicle engine, the thermal management valve opens the small circulation loop. The coolant passes through the engine 5, hydraulic retarder 6, and thermal management valve, then directly enters the electronic water pump 12 and is pumped back into the engine 5, bypassing the radiator 14 to reduce heat loss and allow the engine 5 to quickly reach its optimal operating temperature. During a period after engine 5 starts, the coolant temperature within the small circulation loop continues to rise. The thermal management valve adjusts its opening according to commands from the engine ECU 1. Part of the coolant flows into the radiator 14 through the large circulation loop, mixing with the existing coolant and passively cooling down within the radiator 14. The remaining coolant continues to circulate in the small circulation loop, mixing with the coolant flowing out of the radiator 14, ensuring that the coolant within the engine 1 remains at its optimal operating temperature and preventing large temperature fluctuations within the engine 1. Simultaneously, the waste heat recovery unit 10 diverts coolant from the cooling circuit via an electric three-way valve 11 to extract heat as needed. During prolonged heavy-duty driving or long-distance braking of the hydraulic retarder 6, the coolant temperature sensor A 7 and the coolant temperature sensor B 8 detect that the coolant temperature exceeds the threshold and send feedback to the engine ECU 1. At this time, the engine ECU 1 issues a command to drive the self-resetting actuator 2 of the thermal management valve to activate the valve body 3 of the thermal management valve, opening the entire large circulation loop. The coolant quickly flows to the radiator 14, and the electric fan 13 runs to quickly cool down the engine. Within 5 minutes, the temperature is controlled within the rated range, ensuring that the hydraulic retarder 6 and the engine 5 operate within the normal water temperature range.

[0054] The commercial vehicle thermal management system of this invention ensures that the hydraulic retarder 6 and the engine 5 are always at the optimal operating temperature through real-time monitoring and automatic feedback.

[0055] The commercial vehicle thermal management system of this utility model significantly improves the heat exchange efficiency between coolant and ambient air through the linkage design of electronic fan 13 and thermal management valve.

[0056] This utility model's commercial vehicle thermal management system reduces the engine power consumption during winter heating (traditional water heating systems consume 3-5 kW of power), while also reducing the additional energy consumption for battery preheating (reducing the usage time of the auxiliary preheating system by more than 30%), optimizing thermal management, reducing energy waste, lowering emissions, and improving fuel economy.

[0057] The thermal management valve of this utility model's commercial vehicle thermal management system has a self-resetting normally open function, which effectively controls the risk of overheating, reduces the failure rate, and improves vehicle safety.

[0058] The commercial vehicle thermal management system of this invention utilizes the waste heat from the hydraulic retarder 6 to supplement the engine's waste heat, thus shortening the cab's warm-up time (especially under frequent braking conditions).

[0059] This utility model's commercial vehicle thermal management system utilizes multi-terminal heat extraction and dissipation, avoiding pressure fluctuations in the engine 5's cooling system, and ensuring long-life operation of high-temperature resistant components.

[0060] The hydraulic retarder 6 of the commercial vehicle thermal management system of this utility model delays the thermal fade phenomenon (the peak oil temperature is reduced by 10-15°C), extends the braking efficiency maintenance time by 15%-20%, and extends the brake pad life by 15%.

[0061] This utility model's commercial vehicle thermal management system integrates intelligent control and efficient heat dissipation design. The waste heat recovery unit utilizes a "dual heat source acquisition - intermediate medium transmission - multi-terminal intelligent distribution" technical approach to transform waste heat from "passive emission" to "active utilization." Its core control mechanism relies on real-time sensing of heat load demand through coolant temperature sensors A7 and B8. Combined with multi-mode logic and intelligent algorithms, it dynamically balances heat supply, improving vehicle energy efficiency, optimizing the driving environment and battery performance. This meets the enhanced thermal management requirements of modern commercial vehicles, effectively addressing the shortcomings of existing technologies and possessing practical application prospects and widespread promotional value.

[0062] The technical features with serial numbers mentioned in this manual (such as coolant temperature sensor A, coolant temperature sensor B, etc.) are only for distinguishing the technical features and do not represent the positional relationship, installation sequence, or working sequence of the technical features.

[0063] While specific embodiments of this utility model have been described above, those skilled in the art should understand that the described embodiments are merely some, not all, embodiments of this utility model. These are merely illustrative examples, and the scope of protection of this utility model is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of this utility model and without any inventive effort, but all such changes and modifications fall within the scope of protection of this utility model.

Claims

1. A thermal management system for commercial vehicles, characterized in that, Including the electronic control unit and cooling circuit; The cooling circuit includes an engine, a hydraulic retarder, a thermal management valve, a radiator, an electric water pump, and an electric fan disposed on the side of the radiator. The thermal management valve, the hydraulic retarder, the electric water pump, and the electric fan are respectively electrically connected to the electronic control unit. The commercial vehicle thermal management system further includes a cooling circuit adjustment unit and a temperature detection unit, which are electrically connected to the electronic control unit. The electronic control unit controls the adjustment of the cooling circuit according to the working state of the hydraulic retarder; The temperature detection unit is used to detect the temperature of the coolant in the engine and the coolant in the hydraulic retarder, and transmits the corresponding temperature signal to the electronic control unit. The electronic control unit controls the switching of the thermal management valve, the electronic water pump, and the electronic fan according to the temperature signal.

2. The commercial vehicle thermal management system as described in claim 1, characterized in that, The cooling circuit is also equipped with an electric three-way valve, one outlet of which is connected to the waste heat recovery unit, and the waste heat recovery unit is also connected to the radiator.

3. The commercial vehicle thermal management system as described in claim 2, characterized in that, The electric three-way valve is located between the thermal management valve and the radiator. The inlet of the electric three-way valve is connected to the thermal management valve, and the other outlet of the electric three-way valve is connected to the radiator.

4. The commercial vehicle thermal management system as described in claim 3, characterized in that, The temperature detection unit includes a coolant temperature sensor A and a coolant temperature sensor B. The coolant temperature sensor A is used to detect the temperature of the coolant at the engine outlet, and the coolant temperature sensor B is used to detect the temperature of the coolant in the hydraulic retarder. The electronic control unit controls the thermal management valve according to the coolant temperature.

5. The commercial vehicle thermal management system as described in claim 4, characterized in that, The electronic control unit includes an engine ECU and a multi-system coordination controller, and the engine ECU is electrically connected to the multi-system coordination controller.

6. The commercial vehicle thermal management system as described in claim 5, characterized in that, The electronic control unit also includes a hydraulic retarder (RCU), which is electrically connected to the multi-system collaborative controller.

7. The commercial vehicle thermal management system as described in claim 6, characterized in that, The thermal management valve includes a self-reset actuator, which is electrically connected to the engine ECU.

8. The commercial vehicle thermal management system as described in claim 7, characterized in that, The thermal management valve also includes a valve body, which is disposed in the cooling circuit.

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