CN111231617A - Vehicle thermal management system, control method thereof and vehicle - Google Patents

Vehicle thermal management system, control method thereof and vehicle Download PDF

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Publication number
CN111231617A
CN111231617A CN201811446711.6A CN201811446711A CN111231617A CN 111231617 A CN111231617 A CN 111231617A CN 201811446711 A CN201811446711 A CN 201811446711A CN 111231617 A CN111231617 A CN 111231617A
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China
Prior art keywords
port
flow path
way valve
coolant
cooling liquid
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CN201811446711.6A
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Chinese (zh)
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CN111231617B (en
Inventor
王刚
凌和平
董莹
熊永
宋淦
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/03—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant
    • B60H1/034—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant from the cooling liquid of the propulsion plant and from an electric heating device
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a vehicle thermal management system, a control method thereof and a vehicle, wherein the vehicle thermal management system comprises a battery, an electrically-driven cooling liquid flow path, a heating flow path, a heat exchanger and a first four-way valve, the heat exchanger is arranged in an air conditioning system and the battery and electric driving cooling liquid flow path at the same time, the battery and electric driving cooling liquid flow path is provided with a battery, a motor, an electric controller and a radiator, the heating flow path is provided with a PTC heater and a warm air core body for heating the passenger compartment, one end of the battery and electrically-driven cooling liquid flow path is connected with a first port of the first four-way valve, the other end of the battery and electrically-driven cooling liquid flow path is connected with a second port of the first four-way valve, one end of the heating flow path is connected with the third port of the first four-way valve, the other end is connected with the fourth port of the first four-way valve, and respective circulating pumps are arranged on the battery and electric driving cooling liquid flow path and the heating flow path. The vehicle thermal management system is high in heat utilization rate and heating efficiency.

Description

Vehicle thermal management system, control method thereof and vehicle
Technical Field
The disclosure relates to the field of vehicle thermal management systems, in particular to a vehicle thermal management system, a control method thereof and a vehicle.
Background
The whole vehicle thermal management system comprises three systems, namely an air conditioning system, a battery thermal management system and an electric drive thermal management system. The existing electric drive thermal management system is independent of an air conditioning system and a battery thermal management system, the battery is heated mainly by a battery heater, the battery heater is heavy in load, and heat generated by a motor or an electric control system can be dissipated only through a radiator in the electric drive thermal management system, so that waste of heat is caused; when the cooling requirement of the motor or the electric control is high, the cooling is only carried out through the radiator, so that the cooling efficiency is low and the effect is poor. In addition, the cooling of the battery is mainly dependent on the air conditioning system, which needs to be started even when the cooling demand of the battery is low and the passenger compartment has no cooling demand, and the energy consumption burden of the whole vehicle is increased.
Disclosure of Invention
The invention aims to provide a vehicle thermal management system, a control method thereof and a vehicle.
In order to achieve the above objects, the present disclosure provides a vehicle thermal management system, comprising a battery and electrically driven coolant flow path, a heating flow path, a heat exchanger, a first four-way valve, the heat exchanger is arranged in an air conditioning system and the battery and electric driving cooling liquid flow path at the same time, the battery and electric driving cooling liquid flow path is provided with a power battery, a motor, an electric controller and a radiator, the heating flow path is provided with a PTC heater and a warm air core body for heating the passenger compartment, one end of the battery and electrically-driven cooling liquid flow path is connected with a first port of the first four-way valve, the other end of the battery and electrically-driven cooling liquid flow path is connected with a second port of the first four-way valve, one end of the heating flow path is connected with the third port of the first four-way valve, the other end is connected with the fourth port of the first four-way valve, and respective circulating pumps are arranged on the battery and electric driving cooling liquid flow path and the heating flow path.
Optionally, a first water pump is arranged on the heating flow path, a coolant outlet of the first water pump is connected with a coolant inlet of the PTC heater, a coolant outlet of the PTC heater is connected with a coolant inlet of the warm air core, a coolant outlet of the warm air core is connected with a third port of the first four-way valve, and a fourth port of the first four-way valve is connected with a coolant inlet of the first water pump.
Optionally, the battery and electrically-driven coolant flow path comprises a first coolant flow path, a second coolant flow path, a third coolant flow path, and a second four-way valve, the heat exchanger is disposed on the first coolant flow path, one end of the first coolant flow path is connected to a first port of the first four-way valve, and the other end of the first coolant flow path is connected to a first port of the second four-way valve; the power battery and the second water pump are arranged on the second cooling liquid flow path, one end of the second cooling liquid flow path is connected with the second port of the first four-way valve, and the other end of the second cooling liquid flow path is connected with the second port of the second four-way valve; and a third water pump, the motor, the electronic control unit and the radiator are arranged on the third cooling liquid flow path, one end of the third cooling liquid flow path is connected with a third port of the second four-way valve, and the other end of the third cooling liquid flow path is connected with a fourth port of the second four-way valve.
Optionally, a second port of the first four-way valve is connected to a coolant inlet of the power battery, a coolant outlet of the power battery is connected to an inlet of the second water pump, and an outlet of the second water pump is connected to a second port of the second four-way valve.
Optionally, the third cooling liquid flow path includes a third cooling liquid flow path first section, a third cooling liquid flow path second section and a third four-way valve, the motor is disposed on the third cooling liquid flow path first section, the third water pump, the electronic control unit and the radiator are disposed on the third cooling liquid flow path second section, one end of the third cooling liquid flow path first section is connected to the third port of the second four-way valve, the other end of the third cooling liquid flow path first section is connected to the first port of the third four-way valve, one end of the third cooling liquid flow path second section is connected to the second port of the third four-way valve, the other end of the third cooling liquid flow path second section is connected to the third port of the third four-way valve, and the fourth port of the second four-way valve is connected to the fourth port of the third four-way valve.
Optionally, a second port of the third four-way valve is connected to the electrically-controlled coolant inlet, the electrically-controlled coolant outlet is connected to the coolant inlet of the third water pump, the coolant outlet of the third water pump is connected to the coolant inlet of the radiator, and the coolant outlet of the radiator is connected to a third port of the third four-way valve.
Optionally, the third coolant flow path includes a coolant trunk path, a first coolant branch path, and a second coolant branch path, the third water pump, the electronic control unit, and the motor are disposed on the coolant trunk path, the radiator is disposed on the first coolant branch path, the second coolant branch path is a short-circuit branch path, one end of the coolant trunk path is connected to a third port of the second four-way valve, and the other end of the coolant trunk path is selectively connected to a fourth port of the second four-way valve through the first coolant branch path or the second coolant branch path.
Optionally, a three-way valve is further disposed on the third coolant flow path, a first port of the three-way valve is connected to the coolant main path, a second port of the three-way valve is connected to the first coolant branch path, and a third port of the three-way valve is connected to the second coolant branch path.
Optionally, the air conditioning system includes a refrigerant trunk line, a first refrigerant branch line, and a second refrigerant branch line, the first refrigerant branch line is connected in parallel with the second refrigerant branch line, the refrigerant trunk line is provided with a compressor and a condenser, the first refrigerant branch line is provided with a first expansion valve and an evaporator, and the second refrigerant branch line is provided with a second expansion valve and a heat exchanger.
Optionally, the first expansion valve is a thermostatic expansion valve, the first refrigerant branch is further provided with an electromagnetic valve, and the second expansion valve is an electronic expansion valve.
Another aspect of the present disclosure also provides a vehicle including a vehicle thermal management system as described above.
Another aspect of the present disclosure also provides a control method of a vehicle thermal management system, the method including: detecting the current working mode of the vehicle; detecting the temperature of the power battery; when the current working mode of the vehicle is a charging mode and the temperature of the power battery is smaller than a first battery temperature threshold value, controlling the conduction of a first port and a fourth port of the first four-way valve, and controlling the conduction of a second port and a third port of the first four-way valve.
Optionally, the method comprises: when the current working mode of the vehicle is a charging mode and the temperature of the power battery is smaller than the first battery temperature threshold value, controlling the conduction of a first port and a fourth port of the first four-way valve, the conduction of a second port and a third port of the first four-way valve, and the conduction of a first port and a second port of the second four-way valve.
Optionally, the method further comprises: detecting the temperature of the coolant in the third coolant flow path; when the current working mode of the vehicle is an electric driving mode, the temperature of the power battery is smaller than a first battery temperature threshold value, and the temperature of the cooling liquid in the third cooling liquid loop is larger than a first cooling liquid temperature threshold value, the first port and the second port of the first four-way valve are controlled to be communicated, the first port and the fourth port of the second four-way valve are controlled to be communicated, and the second port and the third port of the second four-way valve are controlled to be communicated.
Optionally, the method further comprises: and when the current working mode is an electric driving mode, the temperature of the power battery is less than the first battery temperature threshold value, and the temperature of the cooling liquid in the third cooling liquid flow path is not more than the first cooling liquid temperature threshold value, controlling the conduction of the second port and the third port of the second four-way valve.
Optionally, the method further comprises: detecting the outdoor environment temperature; when the temperature of the power battery is greater than a second battery temperature threshold value and the outdoor environment temperature is less than an outdoor environment temperature threshold value, controlling the conduction of a first port and a second port of the first four-way valve, the conduction of a first port and a fourth port of the second four-way valve and the conduction of a second port and a third port of the second four-way valve; wherein the second battery temperature threshold is greater than the first battery temperature threshold.
Optionally, the method further comprises: and when the temperature of the power battery is greater than the second battery temperature threshold value and the outdoor environment temperature is not less than the outdoor environment temperature threshold value, controlling the conduction of a first port and a second port of the first four-way valve, controlling the conduction of a first port and a second port of the second four-way valve, and controlling the operation of an air conditioning system and enabling a refrigerant in the air conditioning system to flow through the heat exchanger.
Optionally, the method further comprises: receiving an indoor environment target temperature set by a user; detecting the indoor environment temperature; and when the temperature of the power battery is greater than the second battery temperature threshold, the outdoor environment temperature is not less than the outdoor environment temperature threshold, and the indoor environment temperature is greater than the indoor environment target temperature, controlling the air-conditioning system to operate and enabling the refrigerant in the air-conditioning system to flow through the evaporator and the heat exchanger.
Optionally, after the air conditioning system operates for a preset time, if the indoor environment temperature is still greater than the target indoor environment temperature, the flow rate of the refrigerant flowing through the heat exchanger is reduced, and the flow rate of the refrigerant flowing through the evaporator is increased.
Optionally, the method further comprises: detecting the temperature of the motor; and when the temperature of the cooling liquid in the third cooling liquid flow path is greater than the first cooling liquid temperature threshold and less than the second cooling liquid temperature threshold and the temperature of the motor is less than the motor temperature threshold, controlling the conduction of the first port and the second port of the first four-way valve and controlling the conduction of the third port and the fourth port of the second four-way valve.
Optionally, the method further comprises: and when the temperature of the cooling liquid in the second cooling liquid loop is not less than the temperature threshold of the second cooling liquid, or the temperature of the motor is not less than the temperature threshold of the motor, controlling the conduction of a first port and a second port of the first four-way valve, controlling the conduction of a first port and a fourth port of the second four-way valve, controlling the conduction of a second port and a third port of the second four-way valve, and controlling the operation of an air conditioning system and enabling a refrigerant in the air conditioning system to flow through the heat exchanger.
Through above-mentioned technical scheme, the vehicle thermal management system heat utilization ratio that this disclosure provided is high, and heating efficiency is high. Specifically, the battery and the electrically driven coolant flow path and the heating flow path can be switched on and off by providing the first four-way valve. When the battery, the electrically-driven cooling liquid flow path and the heating flow path are conducted, the warm air core body and the power battery are connected in a loop in series, after the PTC heater arranged on the heating flow path heats the cooling liquid, heat can be transferred to the warm air core body through the cooling liquid to heat the warm air core body, and therefore heating of a passenger compartment is achieved. When the air conditioning system is adopted to cool the power battery or the motor is used to heat the power battery, the electrically-driven cooling liquid flow path and the heating flow path can be disconnected, so that the heating flow path can be prevented from occupying the cold energy of the air conditioning system or the heat of the motor, and the cooling or heating effect of the power battery is improved.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic structural diagram of a vehicle thermal management system according to a first embodiment of the disclosure;
FIG. 2 is a schematic structural diagram of a vehicle thermal management system according to a second embodiment of the present disclosure;
fig. 3 is a schematic structural diagram of a vehicle thermal management system according to a third embodiment of the disclosure.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In the present disclosure, unless otherwise specified, the terms of orientation such as "refrigerant inlet, coolant inlet, refrigerant outlet, and coolant outlet" are generally used with respect to the flow direction of a fluid such as a refrigerant or a coolant, and specifically, the openings through which the fluid flows into components in a vehicle thermal management system such as a condenser, a power battery, and an evaporator are "refrigerant inlet and coolant inlet", and the openings through which the fluid flows out from components in the vehicle thermal management system such as a condenser, a power battery, and an evaporator are "refrigerant outlet and coolant outlet".
Referring to fig. 1, a vehicle thermal management system according to a first embodiment of the present disclosure may include an air conditioning system, a battery and electric drive coolant flow path, and a heating flow path. In addition, the vehicle thermal management system can further comprise a heat exchanger 21 and a first four-way valve 4, wherein the heat exchanger 21 is arranged in the air conditioning system, the battery and the electric driving cooling liquid flow path at the same time, so that the air conditioning system, the battery and the electric driving cooling liquid flow path can exchange heat, and the air conditioning system can cool the battery and the electric driving cooling liquid flow path. The heat exchanger 21, the power battery 6, the motor 1, the electric control unit and the radiator 2 are arranged on the battery and electric driving cooling liquid flow path, wherein the electric control unit comprises a motor controller 9 and a DC-DC converter 10, a PTC heater 19 and a warm air core 22 for heating a passenger compartment are arranged on a heating flow path, one end of the battery and electric driving cooling liquid flow path is connected with a first port 41 of the first four-way valve 4, the other end of the battery and electric driving cooling liquid flow path is connected with a second port 42 of the first four-way valve 4, one end of the heating flow path is connected with a third port 43 of the first four-way valve 4, the other end of the heating flow path is connected with a fourth port 44 of the first four-way valve 4, and respective circulating pumps are further arranged on the battery and electric. Optionally, a blower 17 may be further provided on the heating flow path, and the blower 17 is disposed near the warm air core 22 for blowing heat on the warm air core 22 into the passenger compartment.
In the present disclosure, the connection or disconnection of the battery and the electrically driven coolant flow path and the heating flow path may be achieved by the first four-way valve 4. Specifically, when it is desired to communicate the battery and the electrically-driven coolant flow path and the heating flow path, the first port 41 of the first four-way valve 4 may be controlled to communicate with the fourth port 44, and the second port 42 may be controlled to communicate with the third port 43, so that the battery and the electrically-driven coolant flow path and the heating flow path are connected in series to form a loop, so that the coolant can circulate in the battery and the electrically-driven coolant flow path and the heating flow path. At this time, the warm air core 22 and the power battery 6 are connected in series in a loop, after the PTC heater 19 arranged on the heating flow path heats the coolant, the coolant can transfer heat to the warm air core 22 to heat the warm air core 22, so that the blower 17 blows the heat of the warm air core 22 into the passenger compartment and heats the passenger compartment, the coolant flowing out of the warm air core 22 also has a certain residual heat, the coolant can directly flow into the power battery 6 to heat the power battery 6, waste of the heat generated by the PTC heater 19 is avoided, the heat generated by the PTC heater 19 can be fully utilized, the utilization rate of the heat is improved, and the heating efficiency is improved.
Further, when the power battery 6 or the warm air core 22 needs to be thermally managed separately, the battery, the electric driving coolant flow path and the heating flow path may be disconnected, and specifically, the first port 41 and the second port 42 of the first four-way valve 4 may be controlled to be conducted, and the third port 43 and the fourth port 44 may be conducted, so that the battery, the electric driving coolant flow path and the heating flow path respectively form two independent loops, in which the power battery 6 may be cooled by using the air conditioning system or the radiator 2, and in the heating flow path, the passenger compartment may be heated by using the PTC heater 19 and the warm air core 22. Therefore, according to actual needs, the thermal management of the power battery 6 and the warm air core body 22 can be respectively carried out, and the diversity of the selection of the working modes of the vehicle thermal management system is increased. In addition, when the air conditioning system is used for cooling the power battery 6, the battery, the electric driving cooling liquid flow path and the heating flow path can be disconnected, so that cooling liquid only circularly flows in the battery and the electric driving cooling liquid flow path, the cooling capacity of the air conditioning system transmitted to the battery and the electric driving cooling liquid flow path through the heat exchanger 21 does not need to pass through the heating flow path, the cooling capacity of the air conditioning system occupied by the heating flow path can be avoided, and the cooling effect of the power battery 6 is improved.
As an alternative arrangement of the present disclosure, as shown in fig. 1, the above-mentioned circulation pump provided on the heating flow path is the first water pump 18, the coolant outlet of the first water pump 18 is connected to the coolant inlet of the PTC heater 19, the coolant outlet of the PTC heater 19 is connected to the coolant inlet of the warm air core 22, the coolant outlet of the warm air core 22 is connected to the third port 43 of the first four-way valve 4, and the fourth port 44 of the first four-way valve 4 is connected to the coolant inlet of the first water pump 18. In this way, by disposing the PTC heater 19 upstream of the warm air core 22, when the warm air core 22 is heated by the PTC heater 19, the coolant flowing out from the coolant outlet of the PTC heater 19 can immediately heat the warm air core 22, which is beneficial to improving the heating effect of the warm air core 22.
Further, as shown in fig. 1, the battery and electric drive coolant flow path includes a first coolant flow path, a second coolant flow path, a third coolant flow path, and a second four-way valve 5, the first coolant flow path is provided with a heat exchanger 21, one end of the first coolant flow path is connected to the first port 41 of the first four-way valve 4, and the other end is connected to the first port 51 of the second four-way valve 5; a power battery 6 and a second water pump 8 are arranged on the second cooling liquid flow path, one end of the second cooling liquid flow path is connected with the second port 42 of the first four-way valve 4, and the other end of the second cooling liquid flow path is connected with the second port 52 of the second four-way valve 5; the third coolant flow path is provided with a third water pump 20, a motor 1, a motor controller 9, a DC-DC converter 10, and a radiator 2, and has one end connected to a third port 53 of the second four-way valve 5 and the other end connected to a fourth port 54 of the second four-way valve 5.
In the first embodiment of the present disclosure, the first cooling liquid flow path, the second cooling liquid flow path, and the third cooling liquid flow path can be connected or disconnected by the second four-way valve 5. Specifically, when the first port 51 of the second four-way valve 5 is in communication with the fourth port 54 and the second port 52 is in communication with the third port 53, the first coolant flow path, the second coolant flow path, and the third coolant flow path are connected in series to form one circuit so that the coolant can circulate in the first coolant flow path and the second coolant flow path. At the moment, the heat generated by the motor 1 can be transferred to the second cooling liquid flow path through the cooling liquid in the third cooling liquid flow path and used for heating the power battery 6, so that the waste of the heat of the motor 1 is avoided, the heat circulation mode of a vehicle heat management system is optimized, and the energy consumption is saved. In addition, the power battery 6 is heated by using the heat of the motor 1, so that an additional battery heater is not needed, the components of the vehicle thermal management system are simplified, and the cost of the vehicle thermal management system is saved.
Under the condition that the first cooling liquid flow path, the second cooling liquid flow path and the third cooling liquid flow path are connected in series to form a loop, at the moment, the first port 41 and the second port 42 of the first four-way valve 4 can be controlled to be communicated, so that the heating flow path is prevented from occupying heat generated by the motor 1, and the energy consumption is saved. However, in this case, the first port 41 and the fourth port 44 of the first four-way valve 4 may be controlled to be conductive, and the second port 42 and the third port 43 may be controlled to be conductive, so that the heat generated by the motor 1 can be transferred to the warm air core 22 in the heating flow path and blown into the passenger compartment by the blower 17 to heat the passenger compartment.
Furthermore, when the first coolant flow path, the second coolant flow path, and the third coolant flow path are conducted, the power battery 6 and the motor 1 can also be cooled by the radiator 2 on the second coolant flow path. Therefore, when the cooling demand of the power battery 6 is low, the power battery 6 does not need to be cooled by an air conditioning system, and the energy consumption is saved.
Specifically, when the power battery 6 or the motor 1 needs to be thermally managed separately, the first port 51 and the second port 52 of the second four-way valve 5 may be controlled to be in communication, and the third port 53 and the fourth port 54 may be controlled to be in communication, so that the first cooling liquid flow path and the second cooling liquid flow path form an independent circuit, and the third cooling liquid flow path forms an independent circuit. Thus, according to actual needs, heating or cooling management of the power battery 6 and the motor 1 can be respectively carried out, and the diversity of working mode selection of the vehicle thermal management system is increased.
As an alternative arrangement of the present disclosure, as shown in fig. 1, in the second coolant flow path, the second port 42 of the first four-way valve 4 is connected to the coolant inlet of the power battery 6, the coolant outlet of the power battery 6 is connected to the coolant inlet of the second water pump 8, and the coolant outlet of the second water pump 8 is connected to the second port 52 of the second four-way valve 5. In the third coolant flow path, the third port 53 of the second four-way valve 5 is connected to the coolant inlet of the third water pump 20, the coolant outlet of the third water pump 20 is connected to the coolant inlet of the motor controller 9, the coolant outlet of the motor controller 9 is connected to the coolant inlet of the motor 1, the coolant outlet of the motor 1 is connected to the coolant inlet of the radiator 2, and the coolant outlet of the radiator 2 is connected to the fourth port 54 of the second four-way valve 5. Similarly, the radiator 2 is disposed at the downstream of the motor 1, so that the cooling liquid flowing out from the cooling liquid outlet of the motor 1 can be cooled by the radiator 2, and when the cooled cooling liquid flows into the second cooling liquid flow path to cool the power battery 6, the cooling effect of the power battery 6 can be improved.
Optionally, in the battery and electric drive thermal management system, there may also be provided a first exhaust gas fluid replacement device 23, a second exhaust gas fluid replacement device 25, and a third exhaust gas device 27, the first exhaust gas fluid replacement device 23 being by-passed into the first coolant flow path by a first tee pipe 24, the second exhaust gas fluid replacement device 25 being by-passed into the second coolant flow path by a second tee pipe 26, and the third exhaust gas fluid replacement device being by-passed into the third coolant flow path by a third tee pipe 28.
The air conditioning system provided in the first embodiment of the disclosure includes a refrigerant trunk line, a first refrigerant branch line and a second refrigerant branch line, the first refrigerant branch line is connected in parallel with the second refrigerant branch line, the refrigerant trunk line is provided with a compressor 11 and a condenser 12, the first refrigerant branch line is provided with a first expansion valve 15 and an evaporator 16, the second refrigerant branch line is provided with a second expansion valve 13 and a heat exchanger 21, and an air blower 17 is further arranged near the evaporator 16, so as to blow air to the evaporator 16 and blow cold energy generated by the evaporator 16 into a passenger compartment, thereby realizing refrigeration of the passenger compartment.
The first expansion valve 15 may be a thermal expansion valve, and the thermal expansion valve is used to adjust the flow rate of the first refrigerant branch. When the first expansion valve 15 is a thermal expansion valve, in order to control the opening and closing of the first refrigerant branch, an electromagnetic valve 14 for intercepting flow needs to be disposed on the first refrigerant branch to cooperate with the first expansion valve 15. The second expansion valve 13 may be an electronic expansion valve for intercepting and adjusting flow rate so as to control opening and closing or flow rate of the second refrigerant branch. In other embodiments, the first expansion valve 15 may be an electronic expansion valve.
As an alternative arrangement of the present disclosure, as shown in fig. 1, in the air conditioning system, a refrigerant outlet of the compressor 11 is communicated with a refrigerant inlet of the condenser 12, a refrigerant outlet of the condenser 12 is communicated with a refrigerant inlet of the solenoid valve 14 and a refrigerant inlet of the second expansion valve 13, respectively, a refrigerant outlet of the solenoid valve 14 is communicated with a refrigerant inlet of the first expansion valve 15, a refrigerant outlet of the first expansion valve 15 is communicated with a refrigerant inlet of the evaporator 16, a refrigerant outlet of the second expansion valve 13 is communicated with a refrigerant inlet of the heat exchanger 21, and a refrigerant outlet of the evaporator 16 and a refrigerant outlet of the heat exchanger 21 are both communicated with a refrigerant inlet of the compressor 11. Thus, when the power battery 6 and/or the motor 1 need to be cooled by the air conditioning system, the cooling energy in the air conditioning system can be transferred to the battery and the electrically driven coolant flow path through the heat exchanger 21.
It should be noted that the warm air core 22 and the evaporator 16 in the air conditioning system may be arranged in parallel, and share the blower 17 with the evaporator 16, and the blower 17 is used for blowing air to the evaporator 16 and the warm air core 22.
Specifically, when the passenger compartment needs to be cooled, the solenoid valve 14 and the first expansion valve 15 are opened, and the refrigerant flows through the first refrigerant branch and cools the passenger compartment through the evaporator 16. When the air conditioning system is used for cooling the power battery 6, the second expansion valve 13 is opened, the refrigerant flows through the second refrigerant branch, and heat is exchanged through the heat exchanger 21, so that the coolant in the first coolant flow path is cooled, and the power battery 6 is cooled. When the power battery 6 needs to be cooled while refrigerating the passenger compartment, the flow rates of the refrigerants on the first refrigerant branch and the second refrigerant branch can be respectively adjusted by adjusting the opening degree of the second expansion valve 13, so that the cold quantity distribution of the air conditioning system is performed. For example, when the cooling demand of the passenger compartment needs to be satisfied preferentially, the opening degree of the second expansion valve may be adjusted to be smaller, so that more cooling capacity is distributed to the passenger compartment.
As another implementation manner, referring to fig. 2, in an embodiment two of the present disclosure, the following is added on the basis of the embodiment one: a third four-way valve 7 is also provided on the third coolant flow path.
In particular, the third coolant flow path may include a third coolant flow path first segment, a third coolant flow path second segment, and a third coolant flow path third segment. Wherein the motor 1 is disposed on a first section of the third cooling liquid flow path, the third water pump 20, the motor controller 9, the DC-DC converter 10 and the radiator 2 are disposed on a second section of the third cooling liquid flow path, one end of the first section of the third cooling liquid flow path is connected to the third port 53 of the second four-way valve 5, the other end is connected to the first port 71 of the third four-way valve 7, one end of the second section of the third cooling liquid flow path is connected to the second port 72 of the third four-way valve 7, the other end is connected to the third port 73 of the third four-way valve 7, one end of the third section of the third cooling liquid flow path is connected to the fourth port 54 of the second four-way valve 5, and the other end is connected to the fourth port 74 of the third four-way valve 7.
The third four-way valve 7 can be used to open or close the first section of the third coolant flow path and the second section of the third coolant flow path.
When it is necessary to heat the power battery 6 by using heat generated by the motor 1 or cool the motor 1 by using the air conditioning system, the first and second sections of the third coolant flow path are disconnected by controlling the conduction between the first and fourth ports 71 and 74 and the conduction between the second and third ports 72 and 73 of the third four-way valve 7, and the coolant does not pass through the second section of the third coolant flow path. In this way, the heat generated by the motor 1 does not pass through the radiator 2, the third water pump 20, the motor controller 9 and the DC-DC converter 10 in the transmission process, so that extra heat loss caused by the coolant flowing through these components can be avoided, and the heating efficiency of the motor 1 on the power battery 6 is improved. Moreover, since the electric control (including the motor controller 9 and the DC-DC converter 10) is connected in series with the radiator 2 on the second section of the third cooling liquid flow path, the second section of the third cooling liquid flow path itself is connected end to form a loop by conducting only the second port 72 and the third port 73 of the third four-way valve 7, so that the motor controller 9 and the DC-DC converter 10 can be cooled by the radiator 2 alone.
When the heat radiator 2 is required to radiate heat from the motor 1 or the power battery 6, the first section of the third coolant flow path and the second section of the third coolant flow path are conducted by controlling the conduction of the first port 71 and the second port 72 of the third four-way valve 7 and the conduction of the third port 73 and the fourth port 74, so that the heat radiator 2 can radiate heat from the motor 1 or the power battery 6. Moreover, when the vehicle is in a low-power charging mode, the electric control basically does not generate heat and the temperature is low, so that when the power battery 6 is heated by using the heat of the motor 1, the coolant does not undergo the electric control by arranging the electric control on the third coolant flow path, thereby avoiding the electric control from absorbing the heat of the motor 1, avoiding causing extra heat loss and improving the heating efficiency of the motor 1 on the power battery 6.
As an alternative arrangement of the present disclosure, as shown in fig. 2, in the second section of the third coolant flow path, the third port 73 of the third four-way valve 7 is connected to the coolant inlet of the DC-DC converter 10, the coolant outlet of the DC-DC converter 10 is connected to the coolant inlet of the motor controller 9, the coolant outlet of the motor controller 9 is connected to the coolant inlet of the third water pump 20, the coolant outlet of the third water pump 20 is connected to the coolant inlet of the radiator 2, and the coolant outlet of the radiator 2 is connected to the third port 73 of the third four-way valve 7.
As another implementation manner, referring to fig. 3, in a third embodiment of the present disclosure, the following contents are added on the basis of the first embodiment: a three-way valve is also provided on the third coolant flow path.
Specifically, the third cooling liquid flow path may include a cooling liquid trunk, a first cooling liquid branch, and a second cooling liquid branch, the third water pump 20, the motor controller 9, the DC-DC converter 10, and the motor 1 are disposed on the cooling liquid trunk, the radiator 2 is disposed on the first cooling liquid branch, the second cooling liquid branch is a short-circuit branch, one end of the cooling liquid trunk is connected to the third port 53 of the second four-way valve 5, and the other end is selectively connected to the fourth port 54 of the second four-way valve 5 through the first cooling liquid branch or the second cooling liquid branch. When the heat of the motor 1 is used for heating the power battery 6, the cooling liquid main path is connected with the fourth port 54 of the second four-way valve 5 through the second cooling liquid branch path, at the moment, the cooling liquid does not pass through the radiator 2, the heat generated by the motor 1 is directly transmitted to the first cooling liquid flow path through the second cooling liquid branch path, and the heat does not pass through the radiator 2 in the transmission process, so that the extra heat loss caused by the fact that the cooling liquid flows through the radiator 2 can be avoided, and the heating efficiency of the motor 1 on the power battery 6 is improved; when the radiator 2 is used to cool the motor 1 and the power battery 6, the coolant main path is connected to the fourth port 54 of the second four-way valve 5 through the first coolant branch path, and at this time, the radiator 2 may be used to dissipate heat for the motor 1 and the power battery 6. When the vehicle is in a high-power charging mode, the electronic control can generate more heat during running, the electronic control is arranged on a cooling liquid trunk, and the heat generated by the electronic control can be used for heating the power battery 6; and, will automatically controlled and motor 1 establish ties on the coolant liquid trunk, when dispelling the heat to motor 1, also can realize the heat dissipation to automatically controlled simultaneously, need not to set up the radiator additional again to automatically controlled, practiced thrift the cost.
In order to simplify the components of the vehicle thermal management system, as shown in fig. 3, a three-way valve 3 is further provided on the second coolant flow path, a first port 31 of the three-way valve 3 being connected to the coolant main path, a second port 32 of the three-way valve 3 being connected to the first coolant branch path, and a third port 33 of the three-way valve 3 being connected to the second coolant branch path. In other embodiments, the cooling liquid main line is connected to the first cooling liquid branch line and the second cooling liquid branch line through a three-way pipe, and the first cooling liquid branch line and the second cooling liquid branch line are respectively provided with one electromagnetic valve.
Specifically, as an alternative arrangement of the present disclosure, as shown in fig. 3, in the second coolant flow path, the third port 53 of the second four-way valve 5 is connected to the coolant inlet of the third water pump 20, the coolant outlet of the third water pump 20 is connected to the coolant inlet of the motor controller 9, the coolant outlet of the motor controller 9 is connected to the coolant inlet of the DC-DC converter 10, the coolant outlet of the DC-DC converter 10 is connected to the coolant inlet of the motor 1, the coolant outlet of the motor 1 is connected to the first port 31 of the three-way valve 3, the second port 32 of the three-way valve 3 is connected to the coolant inlet of the radiator 2, and the third port 33 of the three-way valve 3 and the coolant outlet of the radiator 2 are both connected to the fourth port 54 of the second four-way valve 5.
In addition, in the third embodiment of the present disclosure, the first coolant flow path, the second coolant flow path, and the third coolant flow path may commonly use one exhaust gas fluid replacement device.
Optionally, embodiments of the present disclosure also provide a vehicle, which may be a pure electric vehicle or a hybrid electric vehicle, and the present disclosure does not limit this.
The control method of the vehicle thermal management system provided by the present disclosure in different operation modes will be described in detail below by taking fig. 3 as an example. It should be understood that the control method in other embodiments (e.g., the embodiments shown in fig. 1 and 2) is similar to that in fig. 3, and thus the description thereof is omitted.
The vehicle thermal management system provided for the first embodiment to the third embodiment of the present disclosure. When the power battery 6 needs to be heated, the heat generated by the PTC heater 19 or the motor 1 can be used to heat the power battery 6 according to the current working mode of the vehicle, that is, when the vehicle is in a charging mode, the heating flow path is communicated with the battery and the electrically-driven cooling flow path, so that the cooling liquid in the heating flow path flows into the battery and the electrically-driven cooling flow path, and the heat generated by the PTC heater 19 is used to heat the power battery 6; alternatively, when the vehicle is in the drive mode, the first coolant flow path, the second coolant flow path, and the third coolant flow path are communicated, and the power battery 6 is heated by heat generated by the motor 1.
Specifically, for example, when the vehicle is in an initial state of electric drive or an initial state of charging, the temperature of the power battery 6 is low, and when the power battery 6 needs to be heated, the control method comprises the following steps: first, a current operation mode of the vehicle is detected, and a temperature of the power battery 6 is detected, when the current operation mode of the vehicle is a charging mode, and the temperature of the power battery 6 is less than a first battery temperature threshold value, that is, when the vehicle is charging the power battery 6, the temperature of the power battery 6 is low, the power battery 6 needs to be heated, and the motor 1 of the vehicle is not started, so that the power battery 6 can only be heated through a heating flow path, as shown in fig. 3, the first port 41 and the fourth port 44 of the first four-way valve 4 are controlled to be conducted, and the second port 42 and the third port 43 of the first four-way valve 4 are controlled to be conducted. In order to avoid the third coolant flow path occupying the heating flow path, the first port 51 of the second four-way valve 5 may be controlled to be in communication with the second port 52, and the third port 53 may be controlled to be in communication with the fourth port 54, so that the first coolant flow path, the second coolant flow path, and the heating flow path form a circulation loop, and the circulation path of the coolant is: the first water pump 18 → the PTC heater 19 → the warm air core 22 → the third port 43 and the second port 42 of the first four-way valve 4 → the power battery 6 → the second water pump 8 → the heat exchanger 21 → the first port 41 and the fourth port 44 of the four-way valve 4 → the first water pump 18. Thus, the PTC heater 19 in the heating flow path can heat the power battery 6.
When the PTC heater 19 is used to heat the power battery 6, if the passenger compartment needs heating, the blower 17 can be started, and the compressor 11 of the air conditioning system is not started, so that the blower 17 can blow heat from the hot air core 22 into the passenger compartment for heating the passenger compartment. When the cooling liquid flows out from the warm air core 22, the cooling liquid has a certain amount of waste heat, and when the cooling liquid flows through the power battery 6, the power battery 6 can be continuously heated by using the waste heat, so that the waste of heat generated by the PTC heater 19 is avoided, and the utilization rate of the heat is improved.
Further, in the case where the PTC heater 19 is used to heat the power battery 6, if there is no heating demand in the passenger compartment, the blower 17 is not activated to avoid heat loss when the coolant flows through the warm air core 22.
It should be noted that, the first battery temperature threshold may be set according to actual requirements, and the disclosure does not limit this.
In the present disclosure, when it is detected that the current operating mode of the vehicle is the electric drive mode, if the power battery 6 needs to be heated, the power battery 6 may be heated by using the motor 1, that is, the power battery 6 may be heated by using heat generated by the motor 1 by conducting the first coolant flow path, the second coolant flow path, and the third coolant flow path.
For example, when the vehicle is in electric drive, the temperature of the power battery 6 is low, when the power battery 6 needs heating, and the heat generated by the motor 1 is sufficient, the temperature of the coolant in the third coolant flow path is high, and the control method comprises the following steps: first, the temperatures of the power battery 6 and the coolant in the third coolant flow path are detected, and when the temperature of the power battery 6 is lower than the first battery temperature threshold and the temperature of the coolant in the third coolant loop is higher than the first coolant temperature threshold, that is, the temperature of the coolant in the third coolant flow path reaches the temperature for heating the power battery 6, referring to the vehicle thermal management system provided in the third embodiment, as shown in fig. 3, the first port 41 and the second port 42 of the first four-way valve 4 are controlled to be conducted, the second port 52 and the third port 53 of the second four-way valve 5 are controlled to be conducted, and the first port 51 and the fourth port 54 are controlled to be conducted. The flow path of the coolant at this time is: the second water pump 8 → the second and third ports 52 and 53 of the second four-way valve 5 → the third water pump 20 → the motor controller 9 → the DC-DC converter 10 → the motor 1 → the first and third ports 31 and 33 of the three-way valve 3 → the fourth and first ports 54 and 51 of the second four-way valve 5 → the heat exchanger 21 → the first and second ports 41 and 42 of the first four-way valve 4 → the power battery 6 → the second water pump 8. In this way, the coolant in the third coolant flow path flows into the second coolant flow path through the second four-way valve 5, and the power battery 6 is heated.
Wherein the first port 31 and the third port 33 of the three-way valve 3 are open. Therefore, when the heat generated by the motor 1 is transferred to the second cooling liquid flow path through the third cooling liquid branch path, the heat does not pass through the radiator 2 in the transfer process, so that extra heat loss caused by the fact that the cooling liquid flows through the radiator 2 can be avoided, and the heating efficiency of the motor 1 on the power battery 6 is improved.
It should be noted that, when the current operating mode of the vehicle is the electric drive mode, and the temperature of the power battery 6 is lower than the first battery temperature threshold value, but the temperature of the coolant in the third coolant circuit is not higher than the first coolant temperature threshold value when the power battery 6 is in the electric drive mode and the heat of the motor 1 is used to heat the power battery 6, that is, when the power battery 6 needs to be heated, but the temperature of the coolant in the third coolant flow path does not reach the heating demand for the power battery 6, the coolant in the third coolant flow path is not introduced into the second coolant flow path for a while, and the coolant in the third coolant flow path may be preheated first. Specifically, referring to the vehicle thermal management system according to the third embodiment, as shown in fig. 3, the third port 53 and the fourth port 54 of the second four-way valve 5 may be controlled to be communicated so that the third coolant flow path forms an independent circuit and is not communicated with the second coolant flow path, and the first port 31 and the third port 33 of the three-way valve 3 are controlled to be communicated so that the coolant does not flow through the radiator 2, where the flow path of the coolant is: the third water pump 20 → the motor controller 9 → the DC-DC converter 10 → the motor 1 → the first and third ports 31 and 33 of the three-way valve 3 → the third and fourth ports 53 and 54 of the second four-way valve 5 → the third water pump 20. In this way, the coolant in the second coolant flow path circulates through the coolant main path and the second coolant branch path, the temperature of the coolant in the second coolant flow path is gradually increased by the heat generated by the motor 1, and when the temperature of the coolant is greater than the first coolant temperature threshold value, the ports of the second four-way valve 5 are switched, that is, the first port 51 and the fourth port 54 of the second four-way valve 5 are controlled to be communicated, and the second port 52 and the third port 53 of the second four-way valve 5 are controlled to be communicated, so that the coolant in the second coolant flow path flows into the first coolant flow path, and the motor 1 heats the power battery 6.
It should be noted that the first battery temperature threshold and the first coolant temperature threshold may be set according to actual requirements, and the disclosure does not limit this.
In the present disclosure, when the vehicle is in an electric drive or charge operation state, for example, the temperature of the power battery 6 is high, and when there is a cooling demand for the power battery 6, the power battery 6 may be cooled using both the radiator 2 in the third coolant flow path and the air conditioning system. The cooling process comprises the following steps:
first, the outdoor environment temperature and the temperature of the power battery 6 are detected, and when the temperature of the power battery 6 is greater than the second battery temperature threshold and the outdoor environment temperature is less than the outdoor environment temperature threshold, that is, the power battery 6 needs to be cooled and the external environment temperature of the vehicle is low, at this time, the first port 41 of the first four-way valve 4 can be controlled to be communicated with the second port 42, the first port 51 of the second four-way valve 5 is communicated with the fourth port 54, the second port 52 of the second four-way valve 5 is communicated with the third port 53, and the first port 31 of the three-way valve 3 is controlled to be communicated with the second port 32, so that the first cooling liquid flow path, the second cooling liquid flow path and the third cooling liquid flow path are communicated. Thus, the coolant flows through the second water pump 8 → the second and third ports 52 and 53 of the second four-way valve 5 → the third water pump 20 → the motor controller 9 → the DC-DC converter 10 → the motor 1 → the first and second ports 31 and 32 of the three-way valve 3 → the radiator 2 → the fourth and first ports 54 and 51 of the second four-way valve 5 → the heat exchanger 21 → the first and second ports 41 and 42 of the first four-way valve 4 → the power battery 6 → the second water pump 8 in this order. At this time, because the external environment temperature is low, the cooling requirement of the power battery 6 can be met by utilizing the heat radiator 2 to exchange heat with the external environment.
The control method for cooling the power battery 6 by the radiator 2 is suitable for the case of low ambient temperature, wherein if the power battery 6 is cooled by the radiator 2 under the condition of low ambient temperature, but the temperature of the power battery 6 still cannot meet the requirement, the power battery 6 can be cooled by the heat exchanger 21 in an auxiliary manner by the air conditioning system, that is, the cooling of the power battery 6 is realized by the cooperation of the air conditioning system and the radiator 2.
It should be noted that the second battery temperature threshold is greater than the first battery temperature threshold. The second battery temperature threshold and the outdoor environment temperature threshold may also be set according to specific situations, and may take any suitable values, which is not limited in this disclosure.
When the detected outdoor environment temperature and the temperature of the power battery 6 satisfy: the temperature of the power battery 6 is greater than the second battery temperature threshold value, and the outdoor environment temperature is not less than the outdoor environment temperature threshold value, the first port 41 of the first four-way valve 4 can be controlled to be communicated with the second port 42, and the first port 51 of the second four-way valve 5 is controlled to be communicated with the second port 52, when the cooling liquid circulation path is: the second water pump 8 → the second port 52 and the first port 51 of the second four-way valve 5 → the heat exchanger 21 → the first port 41 and the second port 42 of the first four-way valve 4 → the power battery 6 → the second water pump 8; and, control the operation of the air conditioning system and make the refrigerant in the air conditioning system flow through the heat exchanger 21, the circulation path of the refrigerant at this moment is: the compressor 11 → the condenser 12 → the second expansion valve 13 → the heat exchanger 21 → the compressor 11, and the heat exchanger 21 cools the coolant in the first coolant flow path, thereby cooling the power battery 6. At this time, the first coolant flow path and the second coolant flow path form an independent loop, so that the air conditioning system cools only the power battery 6, and the coolant does not pass through the motor 1 and the heater core 22, thereby preventing the motor 1 from occupying the cooling capacity of the air conditioning system.
It should be noted that, when the power battery 6 needs to be cooled while refrigerating the passenger compartment, the opening degree of the second expansion valve 13 may be adjusted to adjust the flow rates of the refrigerants in the first refrigerant branch and the second refrigerant branch, respectively, so as to distribute the cooling capacity of the air conditioning system. The specific control method comprises the following steps: firstly, receiving an indoor environment target temperature set by a user, and detecting the indoor environment temperature; and when the temperature of the power battery 6 is greater than the second battery temperature threshold, the outdoor environment temperature is not less than the outdoor environment temperature threshold, and the indoor environment temperature is greater than the indoor environment target temperature, controlling the air conditioning system to operate and enabling the refrigerant in the air conditioning system to flow through the evaporator 16 and the heat exchanger 5. After the air conditioning system operates for a preset time, if the indoor environment temperature is still greater than the target indoor environment temperature, the opening degree of the second expansion valve 13 is adjusted in consideration of preferentially meeting the refrigeration requirement of the passenger compartment, so as to reduce the flow rate of the refrigerant flowing through the heat exchanger 5 and increase the flow rate of the refrigerant flowing through the evaporator 16.
In the present disclosure, the thermal management control method for the motor 1 includes a control method for cooling the motor 1. When the motor 1 has a cooling requirement, the motor 1 can be cooled by the radiator 2, and the motor 1 can also be cooled by the air conditioning system.
When the radiator 2 is used for cooling the motor 1, the specific process is as follows: first, the temperature of the motor 1 and the temperature of the coolant in the third coolant flow path are detected, and when the temperature of the coolant in the third coolant loop is greater than the first coolant temperature threshold and less than the second coolant temperature threshold, and the temperature of the motor 1 is less than the motor temperature threshold, that is, the coolant in the third coolant flow path has a cooling demand, and the cooling demand of the motor 1 is low, at this time, the first port 41 and the second port 42 of the first four-way valve 4 can be controlled to be conducted, the third port 53 and the fourth port 54 of the second four-way valve 5 are conducted, the first port 31 and the second port 32 of the three-way valve 3 are conducted, and the flow path of the coolant is: the third water pump 20 → the motor controller 9 → the DC-DC converter 10 → the motor 1 → the first and second ports 31 and 32 of the three-way valve 3 → the radiator 2 → the fourth and third ports 54 and 53 of the second four-way valve 5 → the second water pump 8. In this way, the coolant in the second coolant flow path circulates through the coolant main path and the first coolant branch path, and the coolant in the second coolant flow path and the motor 1 are cooled by the radiator 2.
When the temperature of the cooling liquid in the second cooling liquid loop is not less than the second cooling liquid temperature threshold, or the temperature of the motor 1 is not less than the motor temperature threshold, that is, the cooling requirement of the motor 1 is high, and the cooling requirement of the motor 1 cannot be met only by the radiator 2, at this time, the air conditioning system and the radiator 2 can be used to cooperate to cool the motor 1, specifically, the first port 41 and the second port 42 of the first four-way valve 4 can be controlled to be conducted, the first port 51 and the fourth port 54 of the second four-way valve 5 are controlled to be conducted, the second port 52 and the third port 54 of the second four-way valve 5 are controlled to be conducted, the first port 31 and the second port 32 of the three-way valve 3 are controlled to be conducted, and at this time, the flow path of: the second water pump 8 → the second and third ports 52 and 53 of the second four-way valve 5 → the third water pump 20 → the motor controller 9 → the DC-DC converter 10 → the motor 1 → the first and second ports 31 and 32 of the three-way valve 3 → the radiator 2 → the fourth and first ports 54 and 51 of the second four-way valve 5 → the heat exchanger 21 → the first and second ports 41 and 42 of the first four-way valve 4 → the power battery 6 → the second water pump 8, and controls the operation of the air conditioning system and causes the refrigerant in the air conditioning system to flow through the heat exchanger 21, with the flow path of the refrigerant being: compressor 11 → condenser 12 → second expansion valve 13 → heat exchanger 21 → compressor 11. In this way, the cooling requirement of the motor 1 is met by the cooperation of the air conditioning system and the radiator 2.
In addition, the vehicle thermal management system provided in the embodiment of the present disclosure can perform cooling and heating for the passenger compartment in addition to performing thermal management on the power battery 6 and the motor 1, so as to provide a comfortable driving environment for the driver. Specifically, when the passenger compartment needs to be cooled, the electromagnetic valve 14 and the first expansion valve 15 are opened, the refrigerant flows through the first refrigerant branch, and is cooled by the evaporator 16, and the flow path of the refrigerant at this time is: compressor 11 → condenser 12 → electromagnetic valve 14 → first expansion valve 15 → heat exchanger 21 → compressor 11.
It should be noted that, when the power battery 6 needs to be cooled while refrigerating the passenger compartment, the opening degree of the second expansion valve 13 may be adjusted to adjust the flow rates of the refrigerants in the first refrigerant branch and the second refrigerant branch, respectively, so as to distribute the cooling capacity of the air conditioning system.
When the passenger compartment needs to be heated, referring to the vehicle thermal management system provided in the third embodiment shown in fig. 3, the blower 17, the first water pump 18 and the PTC heater 19 are started, so that the coolant in the loop formed by connecting the first water pump 18, the PTC heater 19 and the heater core 22 in series flows in a circulating manner, and the coolant flow path is as follows: the first water pump 18 → the PTC heater 19 → the warm air core 22, the coolant is heated by the PTC heater 19 and flows into the warm air core 22, and the blower 17 blows heat from the warm air core 22 into the passenger compartment for heating the passenger compartment.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (21)

1. A vehicle thermal management system, characterized by, including battery and electricity drive coolant flow path, heating flow path, heat exchanger (21), first cross valve (4), heat exchanger (21) set up simultaneously in air conditioning system with battery and electricity drive coolant flow path, be provided with power battery (6), motor (1), automatically controlled and radiator (2) on battery and electricity drive coolant flow path, be provided with PTC heater (19) and warm braw core (22) that is used for passenger cabin heating on the heating flow path, battery and electricity drive coolant flow path's one end and first port (41) of first cross valve (4) link to each other, the other end with the second port (42) of first cross valve (4) link to each other, the one end of heating flow path with the third port (43) of first cross valve (4) link to each other, the other end with the fourth port (44) of first cross valve (4) link to each other, and respective circulating pumps are arranged on the battery and electric driving cooling liquid flow path and the heating flow path.
2. The vehicle thermal management system according to claim 1, characterized in that a first water pump (18) is arranged on the heating flow path, a coolant outlet of the first water pump (18) is connected with a coolant inlet of the PTC heater (19), a coolant outlet of the PTC heater (19) is connected with a coolant inlet of the warm air core (22), a coolant outlet of the warm air core (22) is connected with a third port (43) of the first four-way valve (4), and a fourth port (44) of the first four-way valve (4) is connected with a coolant inlet of the first water pump (18).
3. The vehicle thermal management system according to claim 1, wherein the battery and electric drive coolant flow paths comprise a first coolant flow path, a second coolant flow path, a third coolant flow path, a second four-way valve (5),
the heat exchanger (21) is arranged on the first cooling liquid flow path, one end of the first cooling liquid flow path is connected with a first port (41) of the first four-way valve (4), and the other end of the first cooling liquid flow path is connected with a first port (51) of the second four-way valve (5);
the power battery (6) and the second water pump (8) are arranged on the second cooling liquid flow path, one end of the second cooling liquid flow path is connected with the second port (42) of the first four-way valve (4), and the other end of the second cooling liquid flow path is connected with the second port (52) of the second four-way valve (5);
and a third water pump (20), the motor (1), the electronic control unit and the radiator (2) are arranged on the third cooling liquid flow path, one end of the third cooling liquid flow path is connected with a third port (53) of the second four-way valve (5), and the other end of the third cooling liquid flow path is connected with a fourth port (54) of the second four-way valve (5).
4. The vehicle thermal management system according to claim 3, characterized in that the second port (42) of the first four-way valve (4) is connected to the coolant inlet of the power battery (6), the coolant outlet of the power battery (6) is connected to the inlet of the second water pump (8), and the outlet of the second water pump (8) is connected to the second port (52) of the second four-way valve (5).
5. The vehicle thermal management system of claim 3, wherein the third coolant flow path comprises a third coolant flow path first section, a third coolant flow path second section, a third coolant flow path third section, a third four-way valve (7),
the motor (1) is arranged on a first section of the third cooling liquid flow path, the third water pump (20), the electronic control unit and the radiator (2) are arranged on a second section of the third cooling liquid flow path, one end of the first section of the third cooling liquid flow path is connected with a third port (53) of the second four-way valve (5), the other end of the first section of the third cooling liquid flow path is connected with a first port (71) of the third four-way valve (7), one end of the second section of the third cooling liquid flow path is connected with a second port (72) of the third four-way valve (7), the other end of the second section of the third cooling liquid flow path is connected with a third port (73) of the third four-way valve (7), one end of the third section of the third cooling liquid flow path is connected with a fourth port (74) of the third four-way valve (7), and the other end of the third section of the third cooling liquid flow path is connected with.
6. The vehicle thermal management system according to claim 5, characterized in that the second port (72) of the third four-way valve (7) is connected to the electrically controlled coolant inlet, the electrically controlled coolant outlet is connected to the coolant inlet of the third water pump (20), the coolant outlet of the third water pump (20) is connected to the coolant inlet of the radiator (2), and the coolant outlet of the radiator (2) is connected to the third port (73) of the third four-way valve (7).
7. The vehicle thermal management system according to claim 3, characterized in that the third coolant flow path comprises a coolant trunk path, a first coolant branch path, and a second coolant branch path, the third water pump (20), the electronic control, the electric motor (1) being disposed on the coolant trunk path, the radiator (2) being disposed on the first coolant branch path, the second coolant branch path being a short-circuit branch path, one end of the coolant trunk path being connected to a third port (53) of the second four-way valve (5), and the other end being selectively connected to a fourth port (54) of the second four-way valve (5) through the first coolant branch path or the second coolant branch path.
8. The vehicle thermal management system according to claim 7, characterized in that a three-way valve (3) is further arranged on the third coolant flow path, a first port (31) of the three-way valve (3) is connected to the coolant trunk, a second port (32) of the three-way valve (3) is connected to the first coolant branch, and a third port (33) of the three-way valve (3) is connected to the second coolant branch.
9. The vehicle thermal management system according to any one of claims 1 to 8, wherein the air conditioning system comprises a refrigerant trunk line, a first refrigerant branch line and a second refrigerant branch line, the first refrigerant branch line is connected with the second refrigerant branch line in parallel, a compressor (11) and a condenser (12) are arranged on the refrigerant trunk line, a first expansion valve (15) and an evaporator (16) are arranged on the first refrigerant branch line, and a second expansion valve (13) and the heat exchanger (21) are arranged on the second refrigerant branch line.
10. The vehicle thermal management system according to claim 9, wherein the first expansion valve (15) is a thermal expansion valve, the first refrigerant branch is further provided with a solenoid valve (14), and the second expansion valve (13) is an electronic expansion valve.
11. A vehicle comprising the vehicle thermal management system of any of claims 1-10.
12. A control method of a vehicle thermal management system for use in the vehicle thermal management system according to any one of claims 1 to 10, characterized in that the method comprises:
detecting the current working mode of the vehicle;
detecting the temperature of the power battery (6);
when the current working mode of the vehicle is a charging mode and the temperature of the power battery (6) is less than a first battery temperature threshold value, the first port (41) and the fourth port (44) of the first four-way valve (4) are controlled to be communicated, and the second port (42) and the third port (43) of the first four-way valve (4) are controlled to be communicated.
13. A method of controlling a vehicle thermal management system according to claim 12, for use in a vehicle thermal management system according to claim 3, the method comprising:
when the current working mode of the vehicle is a charging mode and the temperature of the power battery (6) is less than the first battery temperature threshold value, the first port (41) and the fourth port (44) of the first four-way valve (4) are controlled to be communicated, the second port (42) and the third port (43) of the first four-way valve (4) are controlled to be communicated, and the first port (51) and the second port (52) of the second four-way valve (5) are controlled to be communicated.
14. The method of controlling a vehicle thermal management system according to claim 13, further comprising:
detecting the temperature of the coolant in the third coolant flow path;
when the current working mode of the vehicle is an electric driving mode, the temperature of the power battery (6) is less than a first battery temperature threshold value, and the temperature of the cooling liquid in the third cooling liquid loop is greater than a first cooling liquid temperature threshold value, the first port (41) and the second port (42) of the first four-way valve (4) are controlled to be communicated, the first port (51) and the fourth port (54) of the second four-way valve (5) are controlled to be communicated, and the second port (52) and the third port (53) of the second four-way valve (5) are controlled to be communicated.
15. The method of controlling a vehicle thermal management system of claim 14, further comprising:
and when the current working mode is an electric driving mode, the temperature of the power battery (6) is less than the first battery temperature threshold value, and the temperature of the cooling liquid in the third cooling liquid flow path is not more than the first cooling liquid temperature threshold value, controlling the conduction of a second port (52) and a third port (53) of the second four-way valve (5).
16. The method of controlling a vehicle thermal management system according to claim 13, further comprising:
detecting the outdoor environment temperature;
when the temperature of the power battery (6) is greater than a second battery temperature threshold value and the outdoor environment temperature is less than an outdoor environment temperature threshold value, controlling the first port (41) and the second port (42) of the first four-way valve (4) to be conducted, the first port (51) and the fourth port (54) of the second four-way valve (5) to be conducted, and the second port (52) and the third port (53) of the second four-way valve (5) to be conducted;
wherein the second battery temperature threshold is greater than the first battery temperature threshold.
17. The method of controlling a vehicle thermal management system of claim 16, further comprising:
when the temperature of the power battery (6) is greater than the second battery temperature threshold value and the outdoor environment temperature is not less than the outdoor environment temperature threshold value, controlling the conduction of a first port (41) and a second port (42) of the first four-way valve (4), controlling the conduction of a first port (51) and a second port (52) of the second four-way valve (5), controlling the operation of an air conditioning system and enabling a refrigerant in the air conditioning system to flow through a heat exchanger (21).
18. The control method of the vehicle thermal management system according to claim 16, applied to the vehicle thermal management system according to claim 9, characterized by further comprising:
receiving an indoor environment target temperature set by a user;
detecting the indoor environment temperature;
and when the temperature of the power battery (6) is greater than the second battery temperature threshold, the outdoor environment temperature is not less than the outdoor environment temperature threshold, and the indoor environment temperature is greater than the indoor environment target temperature, controlling the air conditioning system to operate and enabling the refrigerant in the air conditioning system to flow through the evaporator (16) and the heat exchanger (5).
19. The method for controlling the vehicle thermal management system according to claim 18, wherein after the air conditioning system is operated for a preset time period, if the indoor ambient temperature is still greater than the target indoor ambient temperature, the flow rate of the refrigerant flowing through the heat exchanger (5) is decreased, and the flow rate of the refrigerant flowing through the evaporator (16) is increased.
20. The method of controlling a vehicle thermal management system of claim 14, further comprising:
detecting the temperature of the motor (1);
and when the temperature of the cooling liquid in the third cooling liquid flow path is greater than the first cooling liquid temperature threshold and less than the second cooling liquid temperature threshold, and the temperature of the motor (1) is less than the motor (1) temperature threshold, controlling the first port (41) and the second port (42) of the first four-way valve (4) to be communicated, and controlling the third port (53) and the fourth port (54) of the second four-way valve (5) to be communicated.
21. The method of controlling a vehicle thermal management system of claim 20, further comprising:
when the temperature of the cooling liquid in the second cooling liquid loop is not less than the second cooling liquid temperature threshold value, or the temperature of the motor (1) is not less than the motor temperature threshold value, controlling the first port (41) and the second port (42) of the first four-way valve (4) to be communicated, controlling the first port (51) and the fourth port (54) of the second four-way valve (5) to be communicated, controlling the second port (52) and the third port (53) of the second four-way valve (5) to be communicated, and controlling the operation of an air conditioning system and enabling the refrigerant in the air conditioning system to flow through the heat exchanger (21).
CN201811446711.6A 2018-11-29 2018-11-29 Vehicle thermal management system, control method thereof and vehicle Active CN111231617B (en)

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CN113232488A (en) * 2021-06-16 2021-08-10 广州小鹏汽车科技有限公司 Thermal management system, control method thereof and vehicle
CN114683805A (en) * 2022-04-19 2022-07-01 三一电动车科技有限公司 Thermal management system, work machine, control method and controller

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CN112124151A (en) * 2020-09-29 2020-12-25 北京车和家信息技术有限公司 Heat management method and device based on four-way valve, controller and electric vehicle
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