Vehicle equipment thermal management system and vehicle

Abstract

The embodiment of the utility model provides a vehicle equipment heat management system and a vehicle, and relates to the technical field of vehicles. The system comprises a thermal management system of a battery, a thermal management system of a power system, a thermal management system of a cab and a heat exchange system. The heat management system of the battery comprises a heating part and a cooling part, the heating part and the cooling part are connected with other heat management systems through a water inlet pipeline and a water outlet pipeline respectively, heat exchange is achieved through the battery heat exchange device, and the heat exchange system is used for achieving heat exchange between a main heat dissipation loop of the loading system and other heat management systems. According to the scheme, heat of the power system and the loading system of the pump truck is effectively recycled and utilized, and energy consumption of the pump truck is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle equipment thermal management system and a vehicle. Background Technology

[0002] With the development of the automotive industry, energy conservation, emission reduction, and new energy vehicles are gradually becoming industry trends. Pump trucks, as specialized engineering vehicles, are widely used in various industrial and construction projects, and the recovery and utilization of heat from the pump truck's superstructure has become an important technological development direction.

[0003] Existing vehicle thermal management technologies are primarily applied to passenger cars and commercial vehicles. Because their energy-consuming and heat-generating components are concentrated in the vehicle's powertrain and driving systems, these technologies typically employ integrated system designs using multi-way valves and heat pumps, utilizing a six-way valve structure to recover heat from the range extender and electric drive circuit for heating the battery and cab. However, during operation, the engine and hydraulic system of a concrete pump truck are usually under high load, with the generated heat concentrated in components such as the hydraulic pump and hydraulic motor. The pumping structure requires a separate cooling system. Existing thermal management technologies cannot effectively address the heat recovery and utilization of the concrete pump truck's superstructure.

[0004] Therefore, providing a thermal management solution for the pump truck's superstructure system is an urgent technical problem to be solved. Utility Model Content

[0005] This application provides a vehicle equipment thermal management system and a vehicle to achieve the effect of recovering and utilizing the heat of the pump truck's superstructure system.

[0006] In a first aspect, embodiments of this application provide a vehicle equipment thermal management system, comprising:

[0007] Thermal management system for batteries, thermal management system for power systems, thermal management system and heat exchange system for the cab;

[0008] The battery thermal management system includes a heating section and a cooling section. The heating section and the cooling section are connected to other thermal management systems through water inlet pipes and water outlet pipes, respectively, and heat exchange is achieved through a battery heat exchange device.

[0009] The heat exchange system is used to enable the main heat dissipation circuit of the superstructure system to exchange heat with other thermal management systems.

[0010] In one possible implementation, the heat exchange system includes a heat exchanger.

[0011] In one possible implementation, the vehicle equipment thermal management system further includes a cooling system comprising a chassis cooling section, a cab cooling section, and a battery cooling section.

[0012] The battery cooling section is used to exchange heat with the cooling section in the battery's thermal management system.

[0013] In one possible implementation, the thermal management system of the power system includes: a first radiator, a first fan, a first water tank, a first water pump, and an engine;

[0014] The first radiator, the first water pump and the engine are connected in sequence through pipelines to form the thermal circuit of the power system.

[0015] The outlet of the first kettle is connected to the first water pump for supplying water to the first water pump;

[0016] The first fan is located on one side of the first heat sink and is used to cool the first heat sink by means of air cooling.

[0017] In one possible implementation, the thermal management system of the cab includes: a second radiator, a second water pump, and an electric heater connected in sequence via pipes to form a thermal circuit for the cab;

[0018] The second radiator is located in the vehicle's air conditioning unit and is used to heat the air inside the driver's cabin through heat exchange.

[0019] In one possible implementation, the heating section of the battery's thermal management system includes the battery heat exchange device, the second water pump, and a piping section that forms a thermal loop with the electric heater;

[0020] The cooling section of the battery thermal management system includes the battery heat exchange device, the second water tank, the third water pump, and the cooling pipeline of the power battery.

[0021] The battery heat exchange device includes multiple plate heat exchangers. The second water tank is used to supply water to the third water pump. The cooling pipe of the power battery is sequentially connected to the third water pump and the battery heat exchange device to form a cooling circuit. The cooling circuit exchanges heat with the battery cooling section.

[0022] In one possible implementation, the battery cooling section includes a second fan, a plate heat exchanger, a condenser, a compressor, and a first electronic expansion valve;

[0023] The first electronic expansion valve is used to control the on / off state of the pipeline connected to the plate heat exchanger, the compressor is used to compress the gaseous refrigerant in the pipeline, the condenser is used to dissipate heat from the gaseous refrigerant in the pipeline, and the second fan is used to cool the condenser.

[0024] In one possible implementation, the cab cooling system includes an evaporator, a second electronic expansion valve, the compressor, the condenser, a second fan, and a third fan;

[0025] The evaporator is installed in the air conditioning unit, the third fan is installed on one side of the evaporator to cool the evaporator, and the second electronic expansion valve is used to control the on / off of the pipes connected to the evaporator.

[0026] In one possible implementation, the chassis cooling system includes a third radiator, a fourth fan, a fourth water pump, a generator and controller, a drive motor and controller, and a third water tank, which are connected in sequence via pipes.

[0027] The third radiator is used to reduce the temperature of the water flowing through it, the third water tank is used to supply water to the fourth water pump, and the fourth fan is used to cool the third radiator.

[0028] Secondly, embodiments of this application provide a vehicle, including: a controller and the vehicle equipment thermal management system described in the first aspect, wherein the controller is used to control the vehicle equipment thermal management system to implement thermal management.

[0029] The vehicle equipment thermal management system and vehicle provided in this application embodiment include a battery thermal management system, a power system thermal management system, a cab thermal management system, and a heat exchange system. The battery thermal management system includes a heating section and a cooling section, which are connected to other thermal management systems via inlet and outlet water pipes, respectively, and exchange heat through a battery heat exchange device. The heat exchange system facilitates heat exchange between the main heat dissipation circuit of the superstructure system and other thermal management systems. This solution effectively recovers and utilizes heat from the pump truck's power system and superstructure system, reducing the pump truck's energy consumption. Attached Figure Description

[0030] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0031] Figure 1 A schematic diagram of the structure of a vehicle equipment thermal management system provided in this application Figure 1 ;

[0032] Figure 2 A schematic diagram of the structure of a vehicle equipment thermal management system provided in this application Figure 2 ;

[0033] Figure 3 A flowchart illustrating a vehicle equipment thermal management control method provided in this application. Figure 1 ;

[0034] Figure 4 A flowchart illustrating a vehicle equipment thermal management control method provided in this application. Figure 2 ;

[0035] Figure 5 A schematic diagram of the structure of a vehicle equipment thermal management control device provided in this application;

[0036] Figure 6 This is a schematic diagram of the structure of a controller provided in this application.

[0037] Explanation of reference numerals in the attached figures:

[0038] 1: First radiator; 2: First fan; 3: First water tank; 4: First water pump; 5: Engine; 6: Third radiator; 7: Fourth fan; 8: Fourth water pump; 9: Generator and controller; 10: Drive motor and controller; 11: Third water tank; 12: Electric heater; 13: Second water pump; 14: Second fan; 15: Compressor; 16: Condenser; 17: Air conditioning unit; 18: Third fan; 19: Evaporator; 20: Second electronic expansion valve; 21: Second radiator; 22: Battery heat exchange device; 23: Plate heat exchanger; 24: First electronic expansion valve; 25: Third water pump; 26: Second water tank; 27: Power battery; 28: Upper structure system; 29: Heat exchanger.

[0039] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0040] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0041] The application background of this application is explained as follows:

[0042] With the continuous expansion of the industrial sector and the booming development of the construction industry, concrete pump trucks are increasingly widely used in engineering projects due to their high efficiency and convenience. However, during the operation of a concrete pump truck, the superstructure system generates a large amount of heat. Recovering and utilizing the heat from the superstructure system of the pump truck has gradually become an important development direction in the field of concrete pump truck technology. It has profound significance and great potential for improving energy efficiency, reducing energy consumption, and achieving sustainable development.

[0043] Existing vehicle thermal management technologies are mainly applied to passenger cars and commercial vehicles. They typically employ integrated system designs with multi-way valves and heat pump systems, using a six-way valve structure to recover heat from the range extender and electric drive circuit for heating the battery and cab.

[0044] However, as an important type of construction machinery, concrete pump trucks have significantly different operating characteristics compared to passenger cars and commercial vehicles. During operation, the pump truck's engine and hydraulic system operate under high load for extended periods. At this time, the generated heat accumulates more concentratedly in key components such as the hydraulic pump and hydraulic motor. Taking the hydraulic pump as an example, under high load, internal mechanical friction and the flow of high-pressure oil generate a significant amount of heat. However, the heat recovery and utilization methods of ordinary vehicle thermal management systems, which are designed for relatively dispersed heat sources, are not effectively adapted to the heat recovery and utilization of the pump truck's superstructure.

[0045] In summary, providing a thermal management solution for the pump truck's superstructure system is an urgent technical problem to be solved.

[0046] Based on the aforementioned technical problems, the inventors, while researching the recovery and utilization of heat in the pump truck's superstructure system, discovered that by setting up a heat exchange system in the superstructure system to facilitate heat exchange between the main heat dissipation circuit of the superstructure system and other thermal management systems, and combining this system with the battery thermal management system, power system thermal management system, and cab thermal management system to form a vehicle equipment thermal management system, effective recovery and utilization of heat from the superstructure system can be achieved. Simultaneously, by controlling this vehicle equipment thermal management system to meet the thermal management needs of each system in the vehicle, unnecessary energy loss can be effectively avoided, thereby reducing the overall energy consumption of the pump truck. Based on this, this application provides a vehicle equipment thermal management system and a vehicle.

[0047] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0048] Figure 1 A schematic diagram of the structure of a vehicle equipment thermal management system provided in this application Figure 1,like Figure 1 As shown, the vehicle equipment thermal management system 100 includes:

[0049] The thermal management system for the battery, the thermal management system for the power system, the thermal management system for the cab, and the heat exchange system.

[0050] The battery's thermal management system is used to maintain the vehicle battery within its optimal operating temperature range to ensure its performance and lifespan. Batteries generate heat during charging and discharging; excessively high or low temperatures can affect battery efficiency and safety.

[0051] In one possible implementation, the battery's thermal management system includes a heating section and a cooling section, which are connected to other thermal management systems via inlet and outlet water pipes, respectively, and achieve heat exchange through a battery heat exchange device.

[0052] A battery heat exchanger connects the cooling and heating sections of the battery's thermal management system via piping, enabling effective heat exchange between them. Specifically, when the battery needs cooling, the cooling section absorbs excess heat and transfers it to the heating section or other heat dissipation medium through the heat exchanger, thus lowering the battery's temperature. Conversely, when the battery needs heating, the heating section transfers heat to the battery through the heat exchanger to raise its temperature. The battery heat exchanger helps maintain the battery within its optimal operating temperature range, preventing overheating or overcooling, ensuring battery safety and efficiency, and improving battery reliability and lifespan.

[0053] The powertrain's thermal management system controls the engine's operating temperature. Engines generate a significant amount of heat during operation; excessively high temperatures can lead to overheating and damage. This system absorbs and dissipates excess heat by circulating coolant through the inlet and outlet pipes, ensuring the engine operates at its optimal temperature, improving fuel efficiency, and reducing emissions.

[0054] The cab thermal management system is used to regulate the temperature inside the cab by heating or cooling the air, keeping the temperature and humidity within a suitable range and improving the driving experience for both the driver and passengers.

[0055] In another possible implementation, the heat exchange system is used to enable the main heat dissipation circuit of the superstructure system to exchange heat with other thermal management systems.

[0056] The heat exchange system includes a heat exchanger, which is integrated into the superstructure system. It is designed to achieve heat exchange between the main heat dissipation circuit of the superstructure system and other thermal management systems. That is, the heat in the main heat dissipation circuit is effectively transferred to other thermal management systems through the heat exchanger, so as to realize the recovery and utilization of heat in the superstructure system and thus optimize the overall thermal management efficiency of the vehicle.

[0057] The vehicle equipment thermal management system provided in this application includes a battery thermal management system, a power system thermal management system, a cab thermal management system, and a heat exchange system. The battery thermal management system maintains the battery within its optimal operating temperature range through heating and cooling; the power system thermal management system controls the engine's operating temperature by circulating coolant; the cab thermal management system improves driver and passenger comfort by regulating air temperature and humidity; and the heat exchange system is integrated into the superstructure system to facilitate heat exchange between the superstructure system's main cooling circuit and other thermal management systems. This vehicle equipment thermal management system coordinates the temperature control of various subsystems to ensure that key vehicle components operate within their optimal temperature ranges, achieving heat recovery and utilization from the vehicle's superstructure system, thereby optimizing the overall thermal management efficiency of the vehicle.

[0058] Figure 2 A schematic diagram of the structure of a vehicle equipment thermal management system provided in this application Figure 2 ,like Figure 2 As shown, in this embodiment... Figure 1 Based on the embodiments, the structure of the vehicle equipment thermal management system 100 is described in detail below:

[0059] In one possible implementation, the heat exchange system includes a heat exchanger 29.

[0060] like Figure 1 As described in the embodiment, the heat exchange system includes a heat exchanger 29, which is disposed in the superstructure system 28. The purpose of the heat exchanger 29 is to realize heat exchange between the main heat dissipation circuit of the superstructure system 28 and other thermal management systems. That is, the heat in the main heat dissipation circuit is effectively transferred to other thermal management systems through the heat exchanger 29, so as to realize the recovery and utilization of heat in the superstructure system 28.

[0061] In one possible implementation, the thermal management system of the power system includes: a first radiator 1, a first fan 2, a first water tank 3, a first water pump 4, and an engine 5.

[0062] The first radiator 1 is a device used to reduce the temperature of the coolant in the engine 5. It is typically made of metal and has good thermal conductivity and corrosion resistance. The first radiator 1 maintains the optimal operating temperature of the engine 5 by transferring heat from the coolant to the surrounding air. For example, the first radiator 1 may be a high-temperature radiator.

[0063] The first fan 2 is used to increase the speed of airflow over the first radiator 1, thereby improving heat dissipation efficiency. It can be mechanically driven or electrically driven, and is usually installed on one side of the first radiator 1 to ensure effective airflow for cooling.

[0064] In this solution, the kettle refers to an expansion tank or coolant storage tank used to store excess coolant.

[0065] The first water pump 4 is used to continuously circulate the coolant or heating liquid in the first water tank 3 in the thermal management system of the power system, to help regulate the temperature of the thermal management system of the power system, prevent overheating or overcooling, and ensure that the engine 5 operates within the optimal operating temperature range.

[0066] The first radiator 1, the first water tank 3, and the first water pump 4 are physically connected to the housing of the engine 5 through pipes to form a thermal circuit of the power system. Water is pumped by the first water pump 4 and circulates in the pipes. When the combustion temperature of the engine 5 is high, the water in the thermal circuit can absorb the heat of the engine 5 housing for heat exchange. The temperature of the water discharged from the first water pump 4 is detected to reflect the internal temperature of the engine 5. If the water discharged from the first water pump 4 is high, it indicates that the inside of the engine 5 is hot.

[0067] Specifically, the outlet of the first water tank 3 is connected to the first water pump 4 to supply water to the first water pump 4, and the first fan 2 is located on one side of the first radiator 1 to cool the first radiator 1 by means of air cooling. Through the thermal management system of the power system, the overall performance and reliability of the engine are improved, while reducing energy consumption and emissions.

[0068] In one possible implementation, the cab's thermal management system includes a second radiator 21, a second water pump 13, and an electric heater 12 connected in sequence via pipes to form a thermal circuit for the cab.

[0069] The second radiator 21 is a key component of the vehicle's air conditioning system. It heats the air by circulating coolant and delivers the warm air into the cabin to increase the interior temperature.

[0070] The second water pump 13 is used to circulate coolant or heating liquid in the thermal management system of the cab, ensuring that the second radiator 21 can continuously obtain a heat source in order to effectively heat the air entering the cab.

[0071] The electric heater 12 can provide rapid and efficient heating through various principles such as electromagnetic induction, infrared radiation, electric heating film and positive temperature coefficient thermistor (PTC). Among them, the PTC is equivalent to a resistor, whose resistance increases with the increase of temperature and has self-regulating characteristics. When a specific temperature is reached, the PTC element will automatically reduce the current to prevent overheating.

[0072] Specifically, the second radiator 21 is installed in the vehicle's heating, ventilation, and air conditioning (HVAC) unit 17, used to heat the air inside the driver's cab through heat exchange. The HVAC unit 17, used to regulate and distribute the temperature and airflow within the vehicle, includes several sub-components such as the evaporator 19 for the cab cooling section, the third fan 18, and the second electronic expansion valve (EXV) 20. Through the cab's thermal management system, the cab's temperature regulation capabilities can be optimized, improving the passenger's driving experience while reducing energy consumption.

[0073] In one possible implementation, the heating section of the battery's thermal management system includes a battery heat exchange device 22, a second water pump 13, and a piping section forming a thermal circuit with the electric heater 12.

[0074] like Figure 1 As described in the embodiment, the battery heat exchange device 22 is used to connect the cooling and heating parts of the battery's thermal management system through pipelines, thereby enabling effective heat exchange between the two. In the heating part of the battery's thermal management system, the battery heat exchange device 22 is used to increase the temperature of the water in the pipeline through a heat exchange process, thereby heating the battery.

[0075] The second water pump 13 is used to circulate coolant or heating liquid in the battery's thermal management system, causing the medium to circulate in the thermal circuit so as to continuously transfer heat.

[0076] The electric heater 12 acts as a heat source in the thermal circuit, raising the temperature of the medium in the thermal circuit by generating heat.

[0077] In one possible implementation, the cooling section of the battery's thermal management system includes a battery heat exchanger 22, a second water tank 26, a third water pump 25, and cooling pipes for the power battery 27.

[0078] In the cooling section of the battery's thermal management system, the battery heat exchanger 22 is used to reduce the temperature of the water in the pipeline through a heat exchange process, thereby achieving temperature regulation.

[0079] The third water pump 25 is used to circulate coolant or heating liquid in the battery's thermal management system, causing the medium to circulate in the thermal circuit for continuous heat transfer.

[0080] The cooling pipes of the power battery 27 refer to the piping system arranged around the battery to transport coolant, ensuring that the coolant can flow effectively through the battery, carry away the heat it generates, and prevent the battery from overheating.

[0081] Specifically, the battery heat exchange device 22 includes multiple plate heat exchangers 23, a second water tank 26 for supplying water to the third water pump 25, and the cooling pipes of the power battery 27 are sequentially connected to the third water pump 25 and the battery heat exchange device 22 to form a cooling circuit. The cooling circuit exchanges heat with the battery cooling section. Through the battery thermal management system, the battery's temperature regulation capability is optimized, ensuring the battery's safety and efficiency in various environments, while extending the battery's service life.

[0082] exist Figure 1 Based on the embodiment, the vehicle equipment thermal management system 100 also includes a cooling system, which includes a chassis cooling section, a cab cooling section, and a battery cooling section.

[0083] The chassis cooling section typically involves cooling the vehicle's powertrain, including the generator, drive motor, and controllers. This section uses components such as radiators, fans, and liquid cooling circuits to ensure that the powertrain operates within an efficient and safe temperature range, preventing overheating and performance degradation.

[0084] The cooling section of the cab is mainly used to reduce the ambient temperature inside the vehicle to ensure passenger comfort. It typically includes components such as the evaporator 19, compressor 15, and condenser 16 of the air conditioning system. It reduces the air temperature inside the vehicle by circulating refrigerant and distributes the cool air to various areas of the cab through the ventilation system.

[0085] The battery cooling section is used to exchange heat with the cooling section in the battery's thermal management system to maintain the optimal operating temperature of the power battery. It removes the heat generated by the battery during charging and discharging through methods such as liquid cooling or air cooling, preventing the battery from overheating, extending battery life, and improving its performance and safety.

[0086] In one possible implementation, the battery cooling section includes a second fan 14, a battery heat exchanger 22, a condenser 16, a compressor 15, and a first electronic expansion valve 24.

[0087] The second fan 14 is used to increase airflow to improve cooling efficiency. It is usually installed near the condenser 16 or other heat exchangers to help dissipate heat and reduce system temperature by accelerating airflow.

[0088] The condenser 16 is used to cool and liquefy the high-temperature and high-pressure refrigerant gas discharged from the compressor 15. In the condenser 16, the refrigerant releases heat and dissipates it to the surrounding environment through a second fan 14 located on one side or through natural convection.

[0089] The compressor 15 is the driving device for the refrigeration cycle. By compressing the refrigerant gas, it increases its pressure and temperature, enabling it to release heat in the condenser 16. The compressor 15 causes the refrigerant to circulate in the battery cooling section, maintaining the continuous operation of the refrigeration cycle.

[0090] The first electronic expansion valve 24 is used to regulate the flow rate of refrigerant entering the battery heat exchange device. By changing the opening of the valve port, the flow of refrigerant is precisely controlled to optimize the cooling effect and efficiency of the battery cooling section.

[0091] Specifically, the second fan 14 is located on one side of the condenser 16, the first electronic expansion valve 24 is used to control the on / off state of the pipes connecting to the plate heat exchanger 23, the compressor 15 is used to compress the gaseous refrigerant in the pipes, that is, to compress the low-temperature, low-pressure gaseous refrigerant in the pipes into a high-temperature, high-pressure gaseous refrigerant, and the condenser 16 is used to dissipate heat from the gaseous refrigerant in the pipes, that is, to dissipate the high-temperature, high-pressure gaseous refrigerant in the pipes into a high-temperature, high-pressure liquid refrigerant. Through the battery cooling system, the battery's operating temperature is effectively reduced, overheating is prevented, battery safety and performance are improved, and battery life is extended.

[0092] In one possible implementation, the cab cooling system includes an evaporator 19, a second electronic expansion valve 20, a compressor 15, a condenser 16, a second fan 14, and a third fan 18.

[0093] Evaporator 19 is a key heat exchanger in the air conditioning system, used to absorb heat from the air inside the vehicle. The refrigerant changes from a liquid to a gaseous state in evaporator 19, absorbing heat from the surrounding air and thus lowering the air temperature. The cooled air is then delivered into the passenger compartment through air ducts, providing a comfortable ambient temperature.

[0094] The second electronic expansion valve 20 is used to control the opening and closing of the pipe connected to the evaporator 19. The flow rate of refrigerant entering the evaporator 19 can be controlled by adjusting the opening of the valve port of the second electronic expansion valve 20.

[0095] The third fan 18 is used to increase airflow on one side of the evaporator 19. By accelerating the airflow through the evaporator 19, the third fan 18 helps to transfer the heat of the air in the vehicle to the refrigerant more effectively, so that the refrigerant absorbs heat and evaporates more quickly in the evaporator 19, thereby allowing the cooled air to be delivered into the cabin more quickly.

[0096] Specifically, the evaporator 19 is housed in the air conditioning unit 17, and the third fan 18 is located on one side of the evaporator 19 to cool it and accelerate airflow through it. The second electronic expansion valve 20 controls the flow of refrigerant into the evaporator 19 by adjusting the valve opening of the second electronic expansion valve 20. This cab cooling system quickly and effectively reduces the temperature inside the cab, providing a comfortable environment while optimizing energy efficiency.

[0097] In one possible implementation, the chassis cooling system includes a third radiator 6, a fourth fan 7, a fourth water pump 8, a generator and controller 9, a drive motor and controller 10, and a third water tank 11, which are connected in sequence by pipes.

[0098] The third radiator 6 is a heat exchanger used to lower the temperature of the coolant by transferring heat from the coolant to the surrounding air, helping to maintain suitable temperatures for the various components in the chassis cooling system and ensuring their efficient operation. For example, the third radiator 6 can be a low-temperature radiator.

[0099] The fourth water pump 8 is used to circulate coolant in the cooling system of the chassis cooling section, so as to promote the circulation of the medium in the thermal circuit for continuous heat transfer.

[0100] Generators are typically driven by motors and are used to convert mechanical energy into electrical energy, providing power to electrical systems and charging batteries.

[0101] The controller is an integrated electronic control unit used to manage and coordinate the operation of various components in the vehicle's thermal management system.

[0102] A drive motor is an electric motor used to power a vehicle, which converts electrical energy into mechanical energy to drive the vehicle.

[0103] Specifically, the third radiator 6 is used to reduce the temperature of the water flowing through it, the third water tank 11 is used to supply water to the fourth water pump 8, and the fourth fan 7 is used to cool the third radiator 6. Through the chassis cooling system, the reliability and performance of the chassis components are improved, the service life of the equipment is extended, and the vehicle's energy efficiency is optimized.

[0104] The vehicle equipment thermal management system provided in this application embodiment includes a power system thermal management system that ensures the engine operates at its optimal temperature and prevents overheating through a radiator, fan, water tank, water pump, and engine thermal circuit. The cab thermal management system provides a comfortable interior temperature environment through a radiator, electric heater, and water pump. The battery thermal management system regulates battery temperature, prevents overheating, and extends battery life through a battery heat exchanger, water pump, electric heater, water tank, and power battery. The heat exchange system facilitates heat transfer, recovery, and utilization between the superstructure system and other thermal management systems via heat exchangers. Furthermore, the vehicle equipment thermal management system includes a chassis cooling section, a cab cooling section, and a battery cooling section. Through the synergistic effect of multiple thermal management systems, this vehicle equipment thermal management system achieves effective heat exchange and circulating cooling, realizes the recovery and utilization of heat from the superstructure system, and improves the overall performance and reliability of the vehicle.

[0105] Figure 3 A flowchart illustrating a vehicle equipment thermal management control method provided in this application. Figure 1 This method is applied to the thermal management controller of a vehicle, such as Figure 3 As shown, the method includes:

[0106] S301: Obtain vehicle operating data.

[0107] In this step, vehicle operating data includes vehicle speed, battery charge, powertrain operating status, superstructure operating status, interior and exterior temperatures, and interior and exterior humidity. Vehicle speed refers to the vehicle's speed during operation, usually expressed in kilometers per hour (km / h), reflecting the vehicle's current driving status and power demands. Battery charge indicates the remaining battery power, usually expressed as a percentage, used to assess the vehicle's range and battery health. Powertrain operating status includes parameters such as engine speed, load, and temperature, helping to determine engine performance. Superstructure operating status refers to the working status of the pumping hydraulic system or mixer, including parameters such as hydraulic system pressure, flow rate, and temperature, or mixer parameters such as mixing speed, mixing time, and mixing uniformity. Interior and exterior temperatures refer to the ambient temperatures inside and outside the vehicle, respectively, while interior and exterior humidity refers to the humidity levels inside and outside the vehicle, affecting interior air quality and comfort, and potentially impacting the operation of dehumidification or humidification systems. By monitoring this operating data, a comprehensive understanding and optimized management of the vehicle's operating status can be achieved.

[0108] S302: Based on the vehicle's operating data, the thermal management software determines the thermal management requirements of each system in the vehicle.

[0109] In this step, thermal management software is a software tool used to analyze and optimize the vehicle's thermal management system. Based on the vehicle's operating data, it determines the thermal management requirements of each system. These requirements include cooling, refrigeration, heating, and dehumidification. Cooling includes cab cooling, and simultaneous cab cooling and battery cooling; refrigeration includes battery cooling, engine cooling, drive motor and controller cooling, simultaneous engine and generator and controller cooling, and simultaneous engine, generator and controller and battery cooling; heating includes cab heating and battery heating; dehumidification includes cab dehumidification, and simultaneous cab dehumidification and battery cooling.

[0110] Based on vehicle operating data, thermal management software can determine the thermal management requirements of each vehicle system, enabling intelligent and precise control of vehicle thermal management. This ensures the provision of optimal thermal management strategies under different driving conditions, thereby improving vehicle operating efficiency and safety.

[0111] S303: Based on the thermal management requirements of each system, control the vehicle equipment thermal management system to achieve thermal management.

[0112] This application provides a vehicle thermal management control method that acquires vehicle operating data, including vehicle speed, battery charge, operating status of the powertrain and superstructure systems, as well as interior and exterior temperatures and humidity. Based on this data, thermal management software intelligently analyzes and determines the thermal management needs of various vehicle systems, such as cooling, heating, and dehumidification, and controls the vehicle's thermal management system to make corresponding adjustments and responses. This method achieves intelligent and precise control of vehicle thermal management, ensuring optimal thermal management strategies under different driving conditions, thereby improving vehicle energy efficiency, performance, and reliability, extending the service life of key components, and enhancing the comfort and safety of the driver and passengers.

[0113] exist Figure 3 Based on the previous embodiment, in S302, thermal management software determines the thermal management requirements of each system in the vehicle based on the vehicle's operating condition data, specifically including:

[0114] For example, if the interior temperature is above 25°C, the vehicle speed is above 30 km / h, and the battery temperature is below 35°C, it indicates that the driver is in a high-temperature environment, and the battery temperature is normal, requiring no additional cooling. In this case, the vehicle's thermal management requirement is cabin cooling. If the interior temperature is above 25°C, the vehicle speed is above 30 km / h, the battery temperature is above 35°C, and the battery charge is above 80%, it indicates that the driver is in a high-temperature environment, the battery is at a high charge level and temperature, requiring battery cooling to protect battery life. In this case, the vehicle's thermal management requirement is both cabin cooling and battery cooling.

[0115] If the battery temperature is greater than 35°C and the battery charge is greater than 80%, it indicates that the battery temperature is high and the battery is in a high charge state. Therefore, the vehicle's thermal management requirement at this time is battery cooling. If the water pump outlet temperature in the thermal circuit connected to the engine housing is greater than 90°C and the vehicle speed is less than 30 km / h, it indicates that the vehicle is operating under overload and low speed is causing insufficient heat dissipation. Therefore, the vehicle's thermal management requirement at this time is engine cooling. If the drive motor temperature is greater than 80°C, the controller temperature is greater than 60°C, and the vehicle speed is greater than 80 km / h, it indicates that the vehicle is operating under high-speed, high-load conditions. Therefore, the vehicle's thermal management requirement at this time is cooling of both the drive motor and the controller. If the water pump outlet temperature in the thermal circuit connected to the engine housing is greater than 90°C, the generator temperature is greater than 70°C, and the vehicle is in a continuous power supply state from the range extender, then the vehicle's thermal management requirement at this time is simultaneous cooling of the engine, generator, and controller. If the water pump outlet temperature in the thermal circuit connected to the engine housing is greater than 95°C, the generator temperature is greater than 75°C, and the battery temperature is greater than 40°C, the vehicle may be in a heavily loaded towing and climbing state. In this case, the vehicle's thermal management requirement is to cool the engine, generator and controller, and battery simultaneously.

[0116] If the interior temperature is below 5°C, the vehicle speed is below 10 km / h, the vehicle is at low speed or parked, and the engine's residual heat is insufficient, then the vehicle's thermal management requirement is determined to be cab heating. If the battery temperature is below 5°C, the battery charge is below 20%, and the battery is in a low-charge state requiring preheating to ensure charging or discharging, then the vehicle's thermal management requirement is determined to be battery heating.

[0117] If the humidity inside the vehicle is greater than 70% and the temperature is between 20℃ and 25℃, the temperature is relatively comfortable but the humidity is high. In this case, the vehicle's thermal management requirement is dehumidification of the driver's compartment. If the humidity inside the vehicle is greater than 65% and the battery temperature is greater than 30℃, the vehicle's thermal management requirement is dehumidification of the driver's compartment while simultaneously cooling the battery.

[0118] The examples listed above are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, if the driver or other control systems actively request thermal management, the vehicle's thermal management requirements will be determined accordingly.

[0119] Figure 4 A flowchart illustrating a vehicle equipment thermal management control method provided in this application. Figure 2 ,like Figure 4 As shown, in this embodiment... Figure 3 Based on the embodiments, if the thermal management requirements include the need for a heat source, the vehicle equipment thermal management system is controlled to achieve thermal management based on the thermal management requirements of each system, specifically including:

[0120] First, based on the vehicle's operating status, determine the required heat source. This heat source can include the power system, electric heaters, or the superstructure system.

[0121] S401: If the operating status indicates that the power system is in working condition, and the water temperature in the thermal circuit of the power system's thermal management system is greater than the first preset temperature, then the power system is determined to be the heat source required for the heat source.

[0122] In this step, the first preset temperature is used to indicate the temperature of the water in the thermal circuit of the power system's thermal management system. The setting of the first preset temperature should be based on the principle of ensuring the engine can operate efficiently. Too high a temperature may cause the engine to overheat, affecting its performance and lifespan, while too low a temperature may prevent the full utilization of waste heat.

[0123] Specifically, if the vehicle's operating parameters indicate that the power system is in operation and the water temperature in the thermal circuit of the power system's thermal management system is greater than the first preset temperature, say 80°C, then the heat generated by the engine during operation is high enough to be used as a heat source for other systems. Therefore, the power system is identified as the heat source required for the heat source. By utilizing the engine's waste heat for cab heating or battery heating, the dependence on other energy sources is reduced, and energy consumption and emissions are lowered.

[0124] S402: If the operating status indicates that the power system is not working, or the water temperature in the thermal circuit of the power system's thermal management system is less than or equal to the first preset temperature, then when the water temperature in the main heat dissipation circuit of the upper system is higher than the second preset temperature, the required heat source is determined to be the upper system; when the water temperature in the main heat dissipation circuit of the upper system is less than or equal to the second preset temperature, the required heat source is determined to be the electric heater.

[0125] In this step, the second preset temperature is used to indicate whether the water temperature in the main heat dissipation circuit of the superstructure system can serve as a heat source to meet the system's thermal management requirements. The setting of the second preset temperature should be based on the principle of effectively utilizing the waste heat of the superstructure system while ensuring the system's safety and responsiveness, in order to optimize energy efficiency and prevent unnecessary heat source switching. If the second preset temperature is set too high, the heat generated by the superstructure system may not be utilized in a timely manner, resulting in wasted thermal energy; if the temperature is set too low, the superstructure system may be used frequently when not needed, increasing the risk of system overheating.

[0126] Specifically, if, based on the vehicle's operating parameters, the vehicle's operating status indicates that the powertrain is not in operation, or as described in S401, the water temperature in the thermal management system's thermal circuit is less than 80°C, then other heat sources need to be found to meet the thermal management requirements. In this case, if the water temperature in the main cooling circuit of the superstructure system is higher than the second preset temperature, assuming it is 80°C, it indicates that the heat generated by the superstructure system during operation is sufficiently high and can be used as a heat source for other systems. Therefore, the heat source required is determined to be the superstructure system, used for cab heating or battery heating, reducing dependence on other energy sources and lowering energy consumption and emissions.

[0127] However, if the water temperature in the main cooling circuit of the superstructure system does not exceed 80°C, the heat is insufficient to effectively transfer and maintain the temperature required by the system that needs a heat source, thus failing to meet thermal management requirements. Therefore, an electric heater is determined to be the heat source required to provide rapid and efficient heating.

[0128] S403: Based on the heat source, control the vehicle equipment thermal management system to achieve thermal management.

[0129] Based on the vehicle's operating status, after determining the required heat source, the vehicle's thermal management controller controls the vehicle equipment thermal management system described in the aforementioned embodiment to achieve thermal management. Table 1 shows the cyclic operation of each component in the vehicle's various systems under different thermal management requirements.

[0130] Table 1. Cyclic operation of various components in different vehicle systems under different thermal management requirements.

[0131]

[0132] As shown in Table 1, the vehicle's thermal management controller controls various components in the vehicle's thermal management system to meet different thermal management needs. As shown in section 2.1 of Table 1, when the thermal management requirement of the vehicle's systems is cab heating, and the heat source is determined to be an electric heater, the vehicle's thermal management controller controls the second radiator 21, the second water pump 13, and the electric heater 12 to operate in a cyclical manner. Specifically, the second water pump 13 starts, propelling the coolant through the pipeline. The coolant first passes through the electric heater 12, which, as an electric heating element, heats the coolant flowing through it. The heated coolant continues to flow to the second radiator 21, where it transfers heat to the cab air, thus heating the cab.

[0133] The vehicle's thermal management controller, based on the corresponding component circulation paths in the vehicle's thermal management system, ensures that the vehicle's thermal management system can effectively provide the required temperature regulation under different environmental and operating conditions, thereby optimizing the vehicle's overall performance and energy efficiency.

[0134] This application provides a vehicle equipment thermal management control method that flexibly selects the power system, electric heater, or superstructure system as the heat source based on the vehicle's operating status and thermal management requirements, thereby achieving different thermal management controls. Specifically, when the power system is in operation and the coolant temperature of its thermal management system is higher than a first preset temperature, the engine's waste heat is used as the heat source; if the power system is not in operation or the coolant temperature is insufficient, it is determined whether the coolant temperature of the superstructure system is higher than a second preset temperature to decide whether to use waste heat; otherwise, the electric heater is used as the heat source. Through this method, the vehicle's thermal management controller can control the various components in the system to operate according to a predetermined cycle path under different thermal management requirements, thereby achieving efficient temperature regulation, reducing dependence on external energy, lowering energy consumption and emissions, and ensuring the vehicle's comfort and performance in various environments.

[0135] Figure 5 A schematic diagram of the structure of a vehicle equipment thermal management control device provided in this application is shown below. Figure 5 As shown, the vehicle equipment thermal management control device 50 provided in this embodiment includes:

[0136] The first processing module 501 is used to acquire the vehicle's operating condition data;

[0137] The second processing module 502 is used to determine the thermal management requirements of each system of the vehicle based on the vehicle's operating condition data using thermal management software.

[0138] The third processing module 503 is used to control the vehicle equipment thermal management system to achieve thermal management based on the thermal management requirements of each system.

[0139] In one possible implementation, if the thermal management requirements include a need for a heat source, the third processing module 503 is specifically used for:

[0140] Determine the heat source required based on the vehicle's operating status;

[0141] Based on the heat source, control the vehicle equipment thermal management system to achieve thermal management;

[0142] The heat source includes a power system, an electric heater, or an upper-mounted system.

[0143] In one possible implementation, the third processing module 503 is further used for:

[0144] If the operating status indicates that the power system is in operation, and the water temperature in the thermal circuit of the power system's thermal management system is greater than the first preset temperature, then the power system is determined to be the heat source required for the heat source.

[0145] In one possible implementation, the vehicle equipment thermal management control device 50 further includes a fourth processing module 504, for:

[0146] If the operating status indicates that the power system is not working, or the water temperature in the thermal circuit of the power system's thermal management system is less than or equal to the first preset temperature, then when the water temperature in the main heat dissipation circuit of the upper system is higher than the second preset temperature, the heat source required for the heat source is determined to be the upper system; when the water temperature in the main heat dissipation circuit of the upper system is less than or equal to the second preset temperature, the heat source required for the heat source is determined to be the electric heater.

[0147] The vehicle equipment thermal management device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0148] Figure 6 A schematic diagram of the structure of a controller provided in this application is shown below. Figure 6 As shown, the controller 60 provided in this embodiment includes at least one processor 601 and a memory 602. Optionally, the controller 60 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0149] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0150] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0151] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this application can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.

[0152] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0153] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0154] This application also provides a vehicle, including the controller described in the previous embodiment and Figure 1 The vehicle equipment thermal management system described in this embodiment has a similar implementation principle and technical effect to the previous embodiment, and will not be repeated here.

[0155] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0156] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0157] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0158] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0159] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0160] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0161] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0162] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0163] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the solutions disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle equipment thermal management system, characterized in that, include: Thermal management system for batteries, thermal management system for power systems, thermal management system and heat exchange system for the cab; The battery thermal management system includes a heating section and a cooling section. The heating section and the cooling section are connected to other thermal management systems through water inlet pipes and water outlet pipes, respectively, and heat exchange is achieved through a battery heat exchange device. The heat exchange system is used to enable the main heat dissipation circuit of the superstructure system to exchange heat with other thermal management systems.

2. The system according to claim 1, characterized in that, The heat exchange system includes a heat exchanger.

3. The system according to claim 1 or 2, characterized in that, The vehicle equipment thermal management system further includes a cooling system, which comprises a chassis cooling section, a cab cooling section, and a battery cooling section. The battery cooling section is used to exchange heat with the cooling section in the battery's thermal management system.

4. The system according to claim 1 or 2, characterized in that, The thermal management system of the power system includes: a first radiator, a first fan, a first water tank, a first water pump, and an engine; The first radiator, the first water pump and the engine are connected in sequence through pipelines to form the thermal circuit of the power system. The outlet of the first kettle is connected to the first water pump for supplying water to the first water pump; The first fan is located on one side of the first heat sink and is used to cool the first heat sink by means of air cooling.

5. The system according to claim 3, characterized in that, The thermal management system of the cab includes: a second radiator, a second water pump and an electric heater connected in sequence through pipes to form a thermal circuit for the cab; The second radiator is located in the vehicle's air conditioning unit and is used to heat the air inside the driver's cabin through heat exchange.

6. The system according to claim 5, characterized in that, The heating section in the thermal management system of the battery includes the battery heat exchange device, the second water pump, and the pipeline section that forms a thermal circuit with the electric heater; The cooling section of the battery thermal management system includes the battery heat exchange device, the second water tank, the third water pump, and the cooling pipeline of the power battery. The battery heat exchange device includes multiple plate heat exchangers. The second water tank is used to supply water to the third water pump. The cooling pipe of the power battery is sequentially connected to the third water pump and the battery heat exchange device to form a cooling circuit. The cooling circuit exchanges heat with the battery cooling section.

7. The system according to claim 3, characterized in that, The battery cooling system includes a second fan, a plate heat exchanger, a condenser, a compressor, and a first electronic expansion valve. The first electronic expansion valve is used to control the on / off state of the pipeline connected to the plate heat exchanger, the compressor is used to compress the gaseous refrigerant in the pipeline, the condenser is used to dissipate heat from the gaseous refrigerant in the pipeline, and the second fan is used to cool the condenser.

8. The system according to claim 7, characterized in that, The cab cooling system includes an evaporator, a second electronic expansion valve, the compressor, the condenser, a second fan, and a third fan; The evaporator is installed in the air conditioning unit, the third fan is installed on one side of the evaporator to cool the evaporator, and the second electronic expansion valve is used to control the on / off of the pipes connected to the evaporator.

9. The system according to claim 8, characterized in that, The chassis cooling system includes a third radiator, a fourth fan, a fourth water pump, a generator and controller, a drive motor and controller, and a third water tank, which are connected in sequence by pipes. The third radiator is used to reduce the temperature of the water flowing through it, the third water tank is used to supply water to the fourth water pump, and the fourth fan is used to cool the third radiator.

10. A vehicle, characterized in that, include: The controller and the vehicle equipment thermal management system according to any one of claims 1 to 9, wherein the controller is used to control the vehicle equipment thermal management system to achieve thermal management.

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