Integrated thermal management system and new energy off-highway dump truck with same

Abstract

The utility model discloses an integrated heat management system belongs to vehicle engineering technical field, this system includes temperature sensor group, first coolant loop, refrigerant loop and control unit, and temperature sensor group monitors environment and battery temperature, and first coolant loop carries out battery cooling through electronic three -way valve switching battery radiator or plate heat exchanger, and refrigerant loop exchanges heat with coolant loop through plate heat exchanger, and control unit controls each component work according to temperature. The utility model discloses a new energy non -highway dump truck, and it includes the integrated heat management system. The utility model can effectively simplify whole car arrangement, pipeline arrangement, and optimize system structure.

Description

Technical Field

[0001] This utility model relates to the field of vehicle engineering technology. More specifically, this utility model relates to an integrated thermal management system and a new energy off-highway dump truck having the same. Background Technology

[0002] The adoption rate of new energy off-highway dump trucks in mining operations continues to increase. With the increasing number of electrical components in the vehicles, such as electric fans, water pumps, compressors, and PTCs, the power supply systems, including batteries and DC power, are under significant pressure. Furthermore, the independent design of the vehicle's battery thermal management, air conditioning, and ATS cooling systems results in large space requirements and difficult layout. The independent control systems also lead to a lack of shared resources for common components, resulting in considerable waste. The thermal management system faces multiple challenges:

[0003] The vehicle system is highly complex: there are more assembly modules at the lower level of the vehicle, the BOM is more complex, there are more parts, and there are more potential points of failure;

[0004] Low space utilization: The battery thermal management system is independently encapsulated in a single casing, and the air conditioning system condenser is arranged on a platform, resulting in large space occupation and resource waste for the components;

[0005] Energy consumption and cost issues: Multiple independent systems result in component redundancy, with duplicate configurations of heat sinks, fans, etc. with the same power, which complicates management and increases maintenance costs.

[0006] Therefore, there is an urgent need to optimize the overall vehicle design and provide an integrated thermal management system to solve the above problems. Utility Model Content

[0007] This invention provides an integrated thermal management system that can improve the utilization rate and reliability of component assemblies and ensure the efficient and stable operation of batteries.

[0008] This utility model also provides a new energy off-highway dump truck, which can reduce the number of parts, save the overall vehicle layout space, and avoid energy loss of independent systems, and has high reliability.

[0009] In order to achieve these objectives and other advantages according to the present invention, an integrated thermal management system is provided, including a temperature sensor group, a first coolant circuit, a refrigerant circuit and a control unit;

[0010] The temperature sensor array monitors the ambient temperature and battery temperature in real time.

[0011] The first coolant circuit includes a first expansion tank, a battery water pump, an electronic three-way valve, a battery radiator, and a battery connected in sequence through coolant pipes. The battery radiator is equipped with a fan facing each other. The first port of the electronic three-way valve is connected to the battery water pump, the second port is connected to the battery radiator, and the third port is connected to one end of the plate heat exchanger. The other end of the plate heat exchanger is connected to the battery.

[0012] The refrigerant circuit includes a plate heat exchanger, a gas-liquid separator, a compressor, a condenser, and a second expansion valve, which are connected in sequence through refrigerant pipes. The plate heat exchanger is simultaneously connected to the coolant pipe of the first coolant circuit and the refrigerant pipe of the refrigerant circuit to achieve dual-circuit heat exchange.

[0013] The control unit includes a PLC controller, which is connected to the electronic components of the temperature sensor group, the first coolant circuit, and the refrigerant circuit, and is used to switch the system operating mode according to the feedback from the temperature sensor group.

[0014] Preferably, the first coolant circuit further includes a battery PTC, which is connected in series in the coolant pipe between the battery radiator and the battery.

[0015] When the electronic three-way valve connects the first port and the second port for battery cooling, the battery PTC only provides a coolant flow channel;

[0016] When the electronic three-way valve connects the first port and the third port for battery cooling, the battery PTC only provides a coolant flow channel;

[0017] When the electronic three-way valve connects the first port and the third port for battery heating, the plate heat exchanger only provides a coolant flow channel.

[0018] Preferably, it also includes a second coolant circuit;

[0019] The second coolant circuit includes a second expansion tank, a heater pump, a heater PTC, and a cab heater core connected by coolant pipes. The cab heater core is provided with an evaporator fan facing each other.

[0020] The controller PLC is connected to the electronic components of the second coolant circuit.

[0021] Preferably, the refrigerant circuit further includes a cab evaporator and a first expansion valve. The outlet end of the condenser is divided into two paths through a refrigerant pipeline. One path is connected to the inlet end of the plate heat exchanger via the second expansion valve, and the other path is connected to the inlet end of the cab evaporator via the first expansion valve. Both paths form a closed loop with the gas-liquid separator and the compressor. The evaporator fan is provided opposite to the cab evaporator.

[0022] The controller PLC is connected to the electronic components of the refrigerant circuit.

[0023] Preferably, the temperature sensor group includes at least one temperature sensor disposed in a first coolant circuit, at least one temperature sensor disposed in a second coolant circuit, at least one temperature sensor disposed in a refrigerant circuit, and at least one temperature sensor disposed in the environment.

[0024] Preferably, it also includes a pressure sensor group, which is distributed in the refrigerant circuit and located upstream and downstream of the compressor.

[0025] New energy off-highway dump trucks, including the aforementioned integrated thermal management system.

[0026] This utility model has at least the following beneficial effects:

[0027] First, this utility model integrates the first coolant circuit and the refrigerant circuit, and reduces hardware costs and layout space through core components such as electronic three-way valves and plate heat exchangers. It solves the problem of resource waste caused by the independent layout of traditional systems, and can realize the automatic switching of the battery's natural cooling, active cooling and active heating modes according to temperature. It avoids the low-temperature and inefficient operation of the compressor, reduces the overall energy consumption of the system, and has high integration of each component and high cooling efficiency. This makes the overall structure of the vehicle more streamlined, and at the same time ensures the appropriate temperature of the battery and air conditioning system working environment, avoiding failures due to excessively high or low battery operating temperatures.

[0028] Secondly, by integrating the second coolant circuit and the refrigerant circuit, and sharing core components such as the compressor and condenser, this utility model effectively simplifies the overall vehicle layout and pipeline layout, optimizes the system structure, and enables the cab to have separate heating and cooling modes. It also allows the battery heat pipe system and the air conditioning system to share a compressor and controller, while ensuring the appropriate temperature of the working environment of the battery and air conditioning system, avoiding malfunctions due to excessively high or low battery operating temperatures, and reducing the overall vehicle power consumption.

[0029] Third, this utility model provides a new energy off-highway dump truck, which achieves the sharing of compressor and controller between the battery and cab thermal management through an integrated thermal management system, reducing the number of components; automatically switches cooling modes, and the compressor does not work when the temperature is low to reduce energy consumption; optimizes the overall vehicle layout to save space; ensures the battery operating temperature and improves reliability; and independently controls the cab heating to improve comfort.

[0030] Other advantages, objectives and features of this invention will be partly apparent from the following description, and partly understood by those skilled in the art through study and practice of this invention. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the structure of one technical solution of this utility model;

[0032] Figure 2 This is a schematic diagram of one technical solution of this utility model. Detailed Implementation

[0033] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0034] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0035] It should be noted that, unless otherwise specified, the experimental methods described in the following embodiments are conventional methods, and the reagents and materials described are commercially available. In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "setting" should be interpreted broadly. For example, they can refer to fixed connection or setting, detachable connection or setting, or integral connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances. The terms "lateral," "longitudinal," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0036] To address the issues of large space occupation, high hardware costs, and low control efficiency caused by the independent arrangement of each subsystem in traditional thermal management systems, as well as the cooling requirements of the battery (20) under different temperature environments, such as... Figure 1-2 As shown, this utility model provides an integrated thermal management system, including a temperature sensor group, a first coolant circuit, a refrigerant circuit, and a control unit;

[0037] The temperature sensor group monitors the ambient temperature and battery (20) temperature in real time and can be distributed in the environment as well as in the first coolant circuit and refrigerant circuit;

[0038] The first coolant circuit includes a first expansion tank (1), a battery water pump (5), an electronic three-way valve (6), a battery radiator (11), and a battery (20) connected in sequence through a coolant pipe. The battery radiator (11) is provided with a fan (10) facing each other. The first port of the electronic three-way valve (6) is connected to the battery water pump (5), the second port is connected to the battery radiator (11), and the third port is connected to the plate heat exchanger (7). The plate heat exchanger (7) is also connected to the battery (20).

[0039] The refrigerant circuit includes a plate heat exchanger (7), a gas-liquid separator (15), a compressor (9), a condenser (12), and a second expansion valve (8) connected in sequence through a refrigerant pipe. The plate heat exchanger (7) is connected to both the coolant pipe of the first coolant circuit and the refrigerant pipe of the refrigerant circuit to achieve dual-circuit heat exchange.

[0040] The control unit includes a PLC (13), commonly known as a Programmable Logic Controller. The PLC (13) is connected to the electronic components of the temperature sensor group, the first coolant circuit, and the refrigerant circuit, and is used to switch the system operating mode according to the feedback from the temperature sensor group.

[0041] When the temperature sensor group detects that the ambient temperature is ≤8℃, the first coolant circuit realizes the natural cooling of the battery (20). Specifically, the controller PLC (13) controls the electronic three-way valve (6) to connect the first port A and the second port B, the battery water pump (5) starts, the fan (10) runs, and the coolant in the first expansion tank (1) returns to the battery (20) after being cooled by the battery water pump (5), the electronic three-way valve (6), and the battery radiator (11), so as to cool the battery (20). At the same time, the compressor (9) remains closed, and the plate heat exchanger (7) does not participate in heat exchange. When the ambient temperature is low, the cooling of the battery (20) is provided by the battery radiator (11), and the compressor (9) does not work, which reduces the workload of the compressor (9) to a certain extent and extends its service life.

[0042] When the temperature sensor group detects that the ambient temperature is >8℃, the first coolant circuit realizes active cooling of the battery (20). Specifically, the electronic three-way valve (6) switches to the first port A and the third port C to conduct, the battery water pump (5) starts, the fan (10) runs, the compressor (9) starts, the second expansion valve (8) is open, the refrigerant is compressed into a high-temperature gas by the compressor (9) and then cooled into a liquid by the condenser (12), and then enters the plate heat exchanger (7) through the second expansion valve (8) to exchange heat with the coolant. The coolant in the first expansion tank (1) is cooled by the battery water pump (5) and the electronic three-way valve (6), and then returns to the battery (20) after being cooled by the plate heat exchanger (7). When the ambient temperature is high, the battery (20) is cooled by the operation of the compressor (9), avoiding the use of an excessively large radiator in the system, reducing the layout space, and saving design costs.

[0043] In the above technical solution, by integrating the first coolant circuit and the refrigerant circuit, heat exchange is achieved using a plate heat exchanger (7). The linkage control of the electronic three-way valve (6) and the temperature sensor group enables the automatic switching of the battery (20) between natural cooling and active cooling modes according to the temperature. When the ambient temperature is ≤8℃, the system automatically switches to the natural cooling mode of the battery (20), the compressor (9) does not work, energy consumption is reduced, and the service life of the compressor (9) is extended. By integrating the coolant circuit and the refrigerant circuit, the modular design of the thermal management system is realized, the complexity of the vehicle pipeline layout is reduced, chassis space is saved, the overall vehicle layout is optimized, and the system's adaptive adjustment capability is improved.

[0044] At extremely low temperatures, the performance of the battery (20) degrades. In order to solve the heating requirements of the battery (20) under different temperature environments, in another technical solution, the first coolant circuit also includes a battery PTC (4), whose common name is Positive Temperature Coefficient Heater. The battery PTC (4) is connected in series on the coolant pipe between the battery radiator (11) and the battery (20).

[0045] When the electronic three-way valve (6) connects the first port and the second port to cool the battery (20) (natural cooling), the battery PTC (4) only provides a coolant flow channel; when the electronic three-way valve (6) connects the first port and the third port to cool the battery (20) (active cooling), the battery PTC (4) only provides a coolant flow channel; when the electronic three-way valve (6) connects the first port and the third port to heat the battery (20) (active heating), the plate heat exchanger (7) only provides a coolant flow channel.

[0046] When the temperature sensor group detects that the ambient temperature is low and the battery (20) needs to be heated, the first coolant circuit realizes the active heating of the battery (20). The controller PLC (13) controls the electronic three-way valve (6) to connect the first port A and the third port C, the battery water pump (5) starts, the battery PTC (4) starts, and other components are shut down. The coolant in the first expansion tank (1) passes through the battery water pump (5), the electronic three-way valve (6), the plate heat exchanger (7), and the battery PTC (4). The battery PTC (4) heats the coolant, and the heated coolant returns to the battery (20) to heat the battery (20).

[0047] In the above technical solution, by introducing a battery PTC (4) and linking it with an electronic three-way valve (6), the active heating mode of the battery (20) can be automatically switched according to the temperature, which solves the problem of the decrease in charging and discharging efficiency of the battery (20) in low temperature environment, so that the battery (20) can still maintain charging and discharging performance in extremely low temperature environment. In the heating mode, the plate heat exchanger (7) only serves as a flow channel to avoid heat exchange loss.

[0048] Traditional cab heating and battery (20) thermal management are separated. In order to solve the problem of energy waste, another technical solution also includes a second coolant circuit.

[0049] The second coolant circuit includes a second expansion tank (21), a heater pump (3), a heater PTC (14), and a cab heater core (19) connected by a coolant pipe. The heater PTC (14) is commonly known as a positive temperature coefficient heater. The cab heater core (19) is provided with an evaporator fan (18) facing each other.

[0050] The controller PLC (13) is connected to the electronic components of the second coolant circuit.

[0051] When the temperature sensor group detects that the cab temperature is low and requires separate heating, the second coolant circuit actively heats up the cab. The controller PLC (13) controls the electronic three-way valve (6) to connect the first port A and the third port C, the heater pump (3) starts, the heater PTC (14) starts, the evaporator fan (18) starts, and other components are shut down. The coolant in the second expansion tank (21) is heated by the heater PTC (14) and then sent to the heater core (19) in the cab by the heater pump (3). The evaporator fan (18) blows the hot air heated by the coolant into various spaces in the cab to increase the internal temperature of the cab.

[0052] In the above technical solution, the second coolant circuit independently controls the cab heating air. The heating air PTC (14) is linked with the heating air water pump (3) to rapidly raise the temperature of the low-temperature environment in the cab without affecting the operation of the battery (20) thermal management system.

[0053] Traditionally, the cab air conditioning system and the battery (20) thermal management system are arranged independently, and each needs to be equipped with components such as compressor (9) and condenser (12). In order to solve the cab cooling problem, in another technical solution, the refrigerant circuit also includes a cab evaporator (17) and a first expansion valve (16). The outlet end of the condenser (12) is divided into two paths through the refrigerant pipeline. One path is connected to the inlet end of the plate heat exchanger (7) through the second expansion valve (8), and the other path is connected to the inlet end of the cab evaporator (17) through the first expansion valve (16). Both paths form a closed loop with the gas-liquid separator (15) and the compressor (9). The evaporator (17) is provided with the evaporator fan (18) opposite to it.

[0054] The controller PLC (13) is connected to the electronic components of the refrigerant circuit.

[0055] When the temperature sensor group detects that the cab temperature is high and requires separate cooling, the fan (10) starts, the evaporator (18) starts, the compressor (9) starts, the first expansion valve (16) is open, and other components are closed. The refrigerant is compressed into a high-temperature gas by the compressor (9) and then cooled into a liquid by the condenser (12). It then enters the cab evaporator (17) through the first expansion valve (16) and evaporates into a gas to absorb heat from the surrounding air. After the surrounding air is cooled down, the evaporator (18) blows the surrounding cold air into each space of the cab to reduce the internal temperature of the cab.

[0056] In the above technical solution, the refrigerant circuit is designed to be split so that the refrigerant can flow to the plate heat exchanger (7) or the cab evaporator (17) as needed. The plate heat exchanger (7) is used for battery (20) cooling and the cab evaporator (17) is used for cab cooling. This avoids the energy loss of the two systems running at the same time. At the same time, dual-function heat dissipation is achieved through a single compressor (9), which avoids the resource waste of the two systems that need to be started at the same time for battery (20) cooling and cab heat dissipation in the traditional solution. Energy consumption is reduced by dual-path control of a single compressor (9), while reducing hardware costs and layout space.

[0057] To address the issue of incomplete system temperature monitoring, in another technical solution, the temperature sensor group includes at least one temperature sensor (2) disposed in the first coolant circuit, at least one temperature sensor (2) disposed in the second coolant circuit, at least one temperature sensor (2) disposed in the refrigerant circuit, and at least one temperature sensor (2) disposed in the environment. Figure 2T is used to represent the temperature. The temperature sensor (2) detects the system temperature and transmits the data to the controller PLC (13). The controller PLC (13) automatically switches the system working mode according to the temperature, realizing real-time monitoring of the coolant circuit, refrigerant circuit and ambient temperature, and providing data basis for the action of the control unit.

[0058] To address the issue of incomplete monitoring of the compressor's (9) operating status, another technical solution includes a pressure sensor group. This pressure sensor group is distributed throughout the refrigerant circuit and is located upstream and downstream of the compressor (9). Figure 2 The P symbol represents the real-time monitoring of the upstream and downstream pressures of the compressor (9) to monitor and prevent problems such as refrigerant leakage, condenser (12) blockage, or compressor (9) efficiency degradation.

[0059] The new energy off-highway dump truck includes the aforementioned integrated thermal management system. Through the integrated thermal management system, the battery and cab thermal management share the same compressor and controller, reducing the number of components; automatically switching cooling modes, with the compressor not working at low temperatures to reduce energy consumption; optimizing the overall vehicle layout to save space; ensuring the battery operating temperature and improving reliability; and independently controlling the cab heating to improve comfort.

[0060] The number of devices and processing scale described herein are for the purpose of simplifying the description of this utility model. Applications, modifications, and variations of this utility model will be readily apparent to those skilled in the art.

[0061] Although the embodiments of this utility model have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for this utility model. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, this utility model is not limited to the specific details and the illustrations shown and described herein.

Claims

1. An integrated thermal management system, characterized in that, Includes a temperature sensor array, a first coolant circuit, a refrigerant circuit, and a control unit; The temperature sensor array monitors the ambient temperature and battery temperature in real time. The refrigerant circuit includes a plate heat exchanger, a gas-liquid separator, a compressor, a condenser, and a second expansion valve, which are connected in sequence through refrigerant pipes. The plate heat exchanger is simultaneously connected to the coolant pipe of the first coolant circuit and the refrigerant pipe of the refrigerant circuit to achieve dual-circuit heat exchange. The first coolant circuit includes a first expansion tank, a battery water pump, an electronic three-way valve, a battery radiator, and a battery connected in sequence through coolant pipes. The battery radiator is equipped with a fan facing each other. The first port of the electronic three-way valve is connected to the battery water pump, the second port is connected to the battery radiator, and the third port is connected to one end of the plate heat exchanger. The other end of the plate heat exchanger is connected to the battery. The control unit includes a PLC controller, which is connected to the electronic components of the temperature sensor group, the first coolant circuit, and the refrigerant circuit, and is used to switch the system operating mode according to the feedback from the temperature sensor group.

2. The integrated thermal management system as described in claim 1, characterized in that, The first coolant circuit also includes a battery PTC, which is connected in series in the coolant pipe between the battery radiator and the battery. When the electronic three-way valve connects the first port and the second port for battery cooling, the battery PTC only provides a coolant flow channel; When the electronic three-way valve connects the first port and the third port for battery cooling, the battery PTC only provides a coolant flow channel; When the electronic three-way valve connects the first port and the third port for battery heating, the plate heat exchanger only provides a coolant flow channel.

3. The integrated thermal management system as described in claim 1, characterized in that, It also includes a second coolant circuit; The second coolant circuit includes a second expansion tank, a heater pump, a heater PTC, and a cab heater core connected by coolant pipes. The cab heater core is provided with an evaporator fan facing each other. The controller PLC is connected to the electronic components of the second coolant circuit.

4. The integrated thermal management system as described in claim 3, characterized in that, The refrigerant circuit also includes a cab evaporator and a first expansion valve. The outlet end of the condenser is divided into two paths through a refrigerant pipeline. One path is connected to the inlet end of the plate heat exchanger via the second expansion valve, and the other path is connected to the inlet end of the cab evaporator via the first expansion valve. Both paths form a closed loop with the gas-liquid separator and the compressor. The evaporator fan is provided opposite to the cab evaporator. The controller PLC is connected to the electronic components of the refrigerant circuit.

5. The integrated thermal management system as described in claim 4, characterized in that, The temperature sensor group includes at least one temperature sensor disposed in a first coolant circuit, at least one temperature sensor disposed in a second coolant circuit, at least one temperature sensor disposed in a refrigerant circuit, and at least one temperature sensor disposed in the environment.

6. The integrated thermal management system as described in claim 1, characterized in that, It also includes a pressure sensor array, which is distributed in the refrigerant circuit and located upstream and downstream of the compressor.

7. A new energy off-highway dump truck, characterized in that, Includes the integrated thermal management system as described in any one of claims 1-6.

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