CN112455180B - Hybrid vehicle thermal management system - Google Patents

Hybrid vehicle thermal management system Download PDF

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Publication number
CN112455180B
CN112455180B CN202011357286.0A CN202011357286A CN112455180B CN 112455180 B CN112455180 B CN 112455180B CN 202011357286 A CN202011357286 A CN 202011357286A CN 112455180 B CN112455180 B CN 112455180B
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China
Prior art keywords
branch
cooling
thermal management
battery
engine
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CN202011357286.0A
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CN112455180A (en
Inventor
张志文
黄浩哲
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Chery Automobile Co Ltd
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Chery Automobile 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
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
    • 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
    • B60H1/00507—Details, e.g. mounting arrangements, desaeration devices
    • B60H1/00557—Details of ducts or cables
    • B60H1/00571—Details of ducts or cables of liquid ducts, e.g. for coolant liquids or refrigerants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • 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
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/008—Arrangement or mounting of electrical propulsion units with means for heating the electrical propulsion units
    • 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
    • Y02T10/62—Hybrid 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

Abstract

The application discloses a hybrid electric vehicle thermal management system which comprises an electric drive cooling loop and an engine cooling loop; an electrically-driven cooling circuit adapted for thermal management of the electrically-driven component through the electrically-driven component, the electrically-driven cooling circuit having a first water pump and a first radiator; the engine cooling circuit comprises a turbocharging cooling branch and a heat dissipation branch; two ends of the turbocharging cooling branch are respectively communicated with two ends of the electric driving part, and the turbocharging cooling branch is provided with a first valve and a turbocharger assembly; the heat dissipation branch passes through the engine and is suitable for carrying out the thermal management for the engine, and the heat dissipation branch has the second radiator. The hybrid electric vehicle heat management system disclosed by the application has the advantages of high component integration level, high efficiency and energy conservation.

Description

Hybrid vehicle thermal management system
Technical Field
The application relates to the technical field of hybrid electric vehicles, in particular to a thermal management system of a hybrid electric vehicle.
Background
The electric automobile has technical bottlenecks at the present stage, and an electric automobile user faces the problems of charging anxiety and endurance mileage anxiety, so that compared with a pure electric automobile scheme, the hybrid electric automobile is a new energy automobile solution which has great advantages in realizing clean traffic and solving the anxiety of the electric automobile user at the present stage.
The core of the hybrid technology is that the motor and the engine complement each other, and the motor and the engine complement each other to make up for the deficiency and match each other, so that the automobile engine can run in a high-efficiency interval for a long time. In addition, when the hybrid electric vehicle is braked, the energy recovery technology and the like can be added by the scheme of the hybrid electric vehicle system, and the energy utilization efficiency of the whole vehicle is obviously improved. The reasonable whole vehicle heat management system can further improve the whole vehicle energy utilization efficiency of the hybrid electric vehicle on the basis, and is one of the most potential research directions at present.
However, most of the existing whole vehicle thermal management systems of hybrid electric vehicles expand and extend functions on the basis of the traditional whole vehicle thermal management systems of fuel vehicles, and have the advantages of low integration degree, more parts, complex arrangement scheme and high cost.
Disclosure of Invention
In view of this, the application provides a hybrid vehicle thermal management system, and spare part integrated level is higher, and the operation is more efficient.
The technical scheme is as follows:
a hybrid vehicle thermal management system comprising an electric drive cooling circuit and an engine cooling circuit;
said electrically-driven cooling circuit being adapted for thermal management of an electrically-driven component via said electrically-driven component, said electrically-driven cooling circuit having a first water pump and a first radiator;
The engine cooling circuit comprises a turbocharging cooling branch and a heat dissipation branch;
two ends of the turbocharging cooling branch are respectively communicated with two ends of the electric driving part, and the turbocharging cooling branch is provided with a first valve and a turbocharger assembly;
the heat dissipation branch passes through the engine and is suitable for carrying out thermal management on the engine, and the heat dissipation branch is provided with a second radiator.
Optionally, the thermal management system comprises a battery thermal management loop;
the battery heat management loop is provided with a battery device, a second water pump and a battery cooling heater, and a first set of pipelines in the battery cooling heater are connected to the battery heat management loop.
Optionally, the thermal management system includes an air conditioning loop, the air conditioning loop includes a compressor and a condenser, the air conditioning loop includes at least one evaporation branch and a heat exchange branch, and each evaporation branch of the at least one evaporation branch is connected in parallel with the heat exchange branch;
each evaporation branch is provided with an evaporator;
and a second set of pipelines in the battery cooling heater are connected in the heat exchange branch.
Optionally, the air conditioning loop has an air conditioning coaxial pipe, and two ends of the evaporation branch are respectively communicated with a low-pressure end of the air conditioning coaxial pipe and a high-pressure end of the air conditioning coaxial pipe;
A temperature pressure sensor is arranged between the low-pressure end of the air conditioner coaxial pipe and the compressor;
and a pressure sensor is arranged between the high-pressure end of the air-conditioning coaxial pipe and the compressor.
Optionally, the engine cooling circuit comprises a main branch that passes through the engine, the main branch comprising a battery heating branch and a warm air branch;
a third set of pipeline in the battery cooling heater is connected to the battery heating branch pipeline;
and two ends of the warm air branch circuit are respectively communicated with two ends of the battery heating branch circuit, and the warm air branch circuit is provided with a warm air core body.
Optionally, the main branch has a first three-way valve, and the first three-way valve is arranged at the inlet connection of the battery heating branch and the warm air branch;
and three interfaces of the first three-way valve are respectively connected to the main branch, the battery heating branch and the warm air branch.
Optionally, the primary branch has a heater located between the engine and the first three-way valve.
Optionally, the thermal management system comprises a third water pump;
the water outlet end of the third water pump is connected to the main branch, and the connection position is located between the engine and the heater;
The water inlet end of the third water pump is connected to the main branch, and the connection position of the third water pump is located between the outlet connection position of the warm air branch and the battery heating branch and the engine.
Optionally, the main branch has a second valve and a second three-way valve,
the second valve is located between the engine and a junction of the third water pump on the main branch;
the second three-way valve is positioned at the joint of the water inlet end of the third water pump and the main branch, one of three interfaces of the second three-way valve is connected with the water inlet end of the third water pump, and the other two interfaces are connected into the main branch.
Optionally, the thermal management system comprises a gearbox cooling circuit;
the gearbox cooling circuit comprises a special hybrid gearbox, a gearbox oil cooler and a first fan;
the special hybrid transmission is connected with the transmission oil cooler;
the first fan is used for accelerating heat exchange between the gearbox oil cooler and outside air.
The beneficial effects of the embodiment of the application at least lie in:
in the hybrid vehicle thermal management system of the embodiment of the application, the electric drive cooling loop and the engine cooling loop are highly integrated, so that when the vehicle is in a pure electric mode, the electric drive cooling loop can be utilized to distribute heat in the system; when the vehicle is in an engine direct drive mode, the engine cooling loop can be utilized to distribute heat in the system; when the vehicle is in a hybrid mode, the electric drive cooling circuit and the engine cooling circuit may operate together, with the system simultaneously cooling the electric drive components and the turbocharger assembly. Therefore, the hybrid electric vehicle thermal management system provided by the embodiment of the application can meet the heat distribution requirement under various driving modes, is simple in structure, reduces the cost, and avoids complex control logic and diagnosis.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a thermal management system of a hybrid vehicle according to an embodiment of the present application.
Reference numerals:
100. an electric drive cooling loop; 210. a turbo charge cooling branch; 220. a heat dissipation branch; 230. a main branch; 231. a battery heating branch circuit; 232. a warm air branch circuit; 300. a battery thermal management loop; 400. an air conditioning circuit; 410. an evaporation branch; 420. a heat exchange branch; 500. a transmission cooling circuit;
1. an electric drive component; 2. a first water pump; 3. a first heat sink; 4. a first valve; 5. a turbocharger assembly; 6. an engine; 7. a second heat sink; 8. a battery device; 9. a second water pump; 10. a battery cooling heater; 11. a compressor; 12. a condenser; 13. an evaporator; 14. the low-voltage end of the air-conditioning coaxial pipe; 15. a high-pressure end of the air-conditioning coaxial pipe; 16. a temperature pressure sensor; 17. a pressure sensor; 18. a warm air core body; 19. a first three-way valve; 20. a heater; 21. a third water pump; 22. a second valve; 23. a second three-way valve; 24. a hybrid dedicated transmission; 25. a gearbox oil cooler; 26. a first fan; 27. a second fan; 28. a first expansion tank; 29. a refrigerant solenoid valve; 30. an electronic expansion valve; 31. a mechanical water pump; 32. a thermostatic expansion valve; 33. a second expansion tank.
Detailed Description
In order to make the technical solutions and advantages of the present application clearer, the following will describe embodiments of the present application in further detail with reference to the accompanying drawings.
As shown in FIG. 1, the embodiment of the application provides a thermal management system for a hybrid vehicle, which comprises an electric drive cooling circuit 100 and an engine cooling circuit.
Wherein the electrically driven cooling circuit 100 is adapted to thermally manage the electrically driven component 1 via the electrically driven component 1, the electrically driven cooling circuit 100 having a first water pump 2 and a first radiator 3, a coolant being circulated in the electrically driven cooling circuit 100 under the drive of the first water pump 2 and exchanging heat with ambient air at the first radiator 3 for cooling the electrically driven component 1. In the embodiment of the present application, the electric drive Unit 1 includes a Motor Controller (MCU), a charger and high-low voltage inverter (CDU), and a rear drive bridge. The first heat sink 3 may be a Low temperature heat sink (LTR).
The engine cooling circuit includes a turbo charging cooling branch 210 and a heat rejection branch 220.
Both ends of the turbo cooling branch 210 communicate with both ends of the electric drive part 1, respectively, and the turbo cooling branch 210 has a first valve 4 and a turbocharger assembly 5. Wherein, after the first water pump 2 is opened, if the first valve 4 is closed, the coolant is only circulated in the electrically driven cooling circuit 100; if the first valve 4 is opened, the cooling fluid is also circulated into the turbo cooling branch 210 to cool the turbo charger assembly 5, wherein the first valve 4 may be a cooling solenoid valve. In the embodiment of the present application, the Turbocharger assembly 5 includes a Turbocharger (TC) and a Water-cooled intercooler (WCAC), wherein the Turbocharger and the Water-cooled intercooler are respectively located in two branches connected in parallel.
The heat radiating branch 220 passes through the engine 6 and is adapted to thermally manage the engine 6, the heat radiating branch 220 having a second radiator 7. In the embodiment of the present application, the second heat sink 7 may be a High Temperature Radiator (HTR). In order to increase the heat dissipation efficiency, the thermal management system further includes a second fan 27, wherein the first heat sink 3 and the second heat sink 7 may share the same second fan 27 for enhanced heat exchange.
Therefore, in the hybrid vehicle thermal management system of the embodiment of the present application, the electric drive cooling circuit 100 and the engine cooling circuit are highly integrated, so that when the vehicle is in an electric-only mode, the electric drive cooling circuit 100 can be utilized to distribute heat within the system; when the vehicle is in an engine direct drive mode, the engine cooling loop can be utilized to distribute heat in the system; when the vehicle is in the hybrid mode, the electric drive cooling circuit 100 and the engine cooling circuit may be operated together, with the system simultaneously cooling the electric drive component 1 and the turbocharger assembly 5. Therefore, the hybrid electric vehicle thermal management system provided by the embodiment of the application can meet the heat distribution requirement in various driving modes, is simple in structure, reduces the cost, and avoids complex control logic and diagnosis.
In some embodiments of the present application, the thermal management system of the hybrid vehicle further includes a first expansion tank 28, and the first expansion tank 28 is connected to the heat dissipation branch 220 for accommodating and compensating the expansion and contraction amount of the liquid in the heat dissipation branch 220. The first expansion tank 28 is also connected to the electric drive cooling circuit 100 for replenishing the electric drive cooling circuit 100 with water.
As shown in fig. 1, in some implementations of embodiments of the present application, the thermal management system includes a battery thermal management circuit 300, the battery thermal management circuit 300 has a battery device 8, a second water pump 9, and a battery cooling heater 10, and a first set of pipes in the battery cooling heater 10 are connected in the battery thermal management circuit 300.
After the second water pump 9 is started, the cooling liquid can be driven to bring the cooling capacity or the heat capacity in the battery cooling heater 10 into the battery device 8, and the cooling liquid can generate heat exchange with the battery core of the battery device 8 through the liquid cooling plate in the battery cooling heater 10, so that the temperature of the battery device 8 is controlled.
In some embodiments of the present application, a second expansion tank 33 is disposed in the battery thermal management circuit 300 for accommodating and compensating the expansion and contraction amount of the liquid in the battery thermal management circuit 300.
In some implementations of embodiments of the present application, the thermal management system includes an air conditioning circuit 400, the air conditioning circuit 400 having a compressor 11 and a condenser 12. Wherein, the condenser 12 can share the same second fan 27 with the first radiator 3 and the second radiator 7 to enhance heat exchange.
The air conditioning circuit 400 includes at least one evaporation branch 410 and a heat exchange branch 420, and each evaporation branch 410 of the at least one evaporation branch 410 is connected in parallel with the heat exchange branch 420. Wherein, each evaporation branch 410 has one evaporator 13; the second set of pipes in the battery cooling heater 10 is connected in the heat exchange branch 420. Wherein, the evaporation branch 410 is used for meeting the refrigeration requirement of the passenger compartment, and the heat exchange branch 420 is used for meeting the battery cooling requirement.
As shown in fig. 1, the air conditioning circuit 400 includes two evaporation branches 410, the two evaporation branches 410 are connected in parallel, and any evaporation branch 410 is connected in parallel with a heat exchange branch 420. Each evaporation branch 410 is provided with one refrigerant electromagnetic valve 29, and the two refrigerant electromagnetic valves 29 are closed under the condition that only the battery needs to be cooled; when there is a demand for battery cooling and a demand for passenger compartment cooling at the same time, the two refrigerant solenoid valves 29 are opened as needed, for example, when the demand for passenger compartment cooling is large, the two refrigerant solenoid valves 29 are opened at the same time.
In some embodiments of the present application, the air-conditioning circuit 400 has an air-conditioning coaxial pipe, and both ends of the evaporation branch 410 are respectively communicated with the low-pressure end 14 of the air-conditioning coaxial pipe and the high-pressure end 15 of the air-conditioning coaxial pipe. A temperature and pressure sensor 16 is arranged between the low-pressure end 14 of the air-conditioning coaxial pipe and the compressor 11; between the high-pressure end 15 of the air-conditioning coaxial pipe and the compressor 11 there is a pressure sensor 17. The temperature and pressure sensor 16 is used to collect and monitor the temperature and pressure of the battery cooling heater 10, so as to control the opening and closing of the electronic expansion valve 30. The pressure sensor 17 is used to collect and monitor the pressure in the high pressure pipe of the air conditioner to protect the air conditioner compressor from damage.
In the embodiment of the present invention, each evaporation branch 410 may be provided with a thermal expansion valve 32, and the heat exchange branch 420 may be provided with an electronic expansion valve 30, which is used to convert the high-pressure low-temperature coolant from the high-pressure end 15 of the coaxial pipe of the air conditioner into the low-pressure low-temperature coolant, so that the coolant absorbs heat in the evaporator 13 and the battery cooling heater 10 to achieve the cooling effect.
With continued reference to fig. 1, in some implementations of embodiments of the present application, the engine cooling circuit includes a primary branch 230, the primary branch 230 passing through the engine 6, the primary branch 230 including a battery heating branch 231 and a warm air branch 232. Wherein the third set of pipes in the battery cooling heater 10 is connected in the battery heating branch 231. Both ends of the warm air branch passage 232 are respectively communicated with both ends of the battery heating branch passage 231, and the warm air branch passage 232 has a warm air core 18. The warm air branch 232 is used for meeting the heating requirement of the passenger compartment, and the battery heating branch 231 is used for meeting the battery heating requirement.
In addition to the components connected in the engine cooling circuit above, the engine cooling unit includes an engine (ICE) 6, a thermostat (not shown), a warm air core 18, and a mechanical water pump 31. The mechanical water pump 31 is fixed to the engine 6 and connected to an output shaft of the engine 6 via a belt.
When the water temperature of the engine 6 is lower than 90 ℃, the cooling liquid in the engine 6 circulates through the warm air core 18, and if the passenger compartment has a heating demand at the moment, a mode air door is opened to convey warm air to the passenger compartment; when the water temperature of the engine 6 is higher than 90 c, the thermostat is opened and the engine coolant is cooled by the engine cooling circuit.
In some embodiments of the present application, the main branch 230 has a first three-way valve 19, and the first three-way valve 19 is disposed at an inlet connection of the battery heating branch 231 and the warm air branch 232. The three ports of the first three-way valve 19 are connected to the main branch 230, the battery heating branch 231, and the warm air branch 232, respectively.
In a mode that the engine 6 participates in driving, when only the passenger compartment has heating requirements, the first three-way valve 19 is communicated with the main branch 230 and the warm air branch 232, and meanwhile, a blower and a mixing air door in the air conditioner box are adjusted to supply air to the passenger compartment; when only the battery heating is required, the first three-way valve 19 communicates the main branch 230 and the battery heating branch 231 to heat the battery device 8. In the embodiment of the present application, the first three-way valve 19 may be a proportional three-way valve having a proportional adjustment function, so that when there are both a passenger compartment heating demand and a battery heating demand, the main branch 230 may communicate with the battery heating branch 231 and the warm air branch 232 at the same time by adjusting the motor positions of the proportional three-way valve, and the flow and heat may be distributed according to the adjustment ratio.
When the temperature of the coolant circulated through the engine 6 is insufficient to supply the passenger compartment heating demand and/or the battery heating demand, the heater 20 may be used to heat the coolant in the main branch 230. In some implementations of embodiments of the present application, the primary branch 230 has a heater 20, the heater 20 being located between the engine 6 and the first three-way valve 19. In some embodiments, the heater 20 may be a high pressure heater.
As shown in fig. 1, in some implementations of the embodiments of the present application, the thermal management system includes a third water pump 21, an outlet end of the third water pump 21 is connected to the main branch 230, and the connection is located between the engine 6 and the heater 20; the third water pump 21 has a water inlet end connected to the main branch 230 and a connection between an outlet connection of the warm air branch 232 and the battery heating branch 231 and the engine 6.
The third water pump 21 is provided so that heat distribution can be performed separately from the engine independently of the main branch 230, the warm air branch 232, and the battery heating branch 231, while the coolant is circulated by the third water pump 21. The heat management loop based on the third water pump 21 is suitable for meeting the heating requirement of the passenger compartment and the heating requirement of the battery in the pure electric mode, and a specific circulation path and a control method are described in detail in the working principle part of the heat management system of the hybrid electric vehicle.
Accordingly, in order to achieve circulation of coolant in the third water pump based thermal management circuit, in some implementations of embodiments of the present application, the primary branch 230 has a second valve 22 and a second three-way valve 23, the second valve 22 being located between the engine 6 and the connection of the third water pump 21 on the primary branch 230; the second three-way valve 23 is located at a junction of the water inlet end of the third water pump 21 and the main branch 230, one of three ports of the second three-way valve 23 is connected with the water inlet end of the third water pump 21, and the other two ports are connected to the main branch 230. The second three-way valve 23 may be an on-off valve, and only has an on-off function.
In the mode in which the engine 6 is involved in driving, the second three-way valve 23 is communicated into the main branch, so that the coolant can be circulated in the main branch by the driving of the mechanical water pump 31; in the pure electric mode, one interface of the second three-way valve 23 is connected to one side of the main branch where the warm air branch 232 and the battery heating branch 231 are located, and the other interface is connected to the water inlet end of the third water pump 21, so that the coolant can be circulated under the driving of the third water pump 21.
As shown in FIG. 1, in some implementations of embodiments of the present application, the thermal management system includes a transmission cooling circuit 500. The transmission cooling circuit 500 includes a hybrid dedicated transmission 24, a transmission oil cooler 25, and a first fan 26, the hybrid dedicated transmission 24 is connected to the transmission oil cooler 25, and the first fan 26 is used to accelerate heat exchange between the transmission oil cooler 25 and the outside air.
In the special gearbox 24 for hybrid power in the embodiment of the present application, two motors are integrated inside, an internal oil pump is used to drive an oil circuit to circulate, an inlet and outlet oil pipe is arranged on the surface of a casing of the special gearbox 24 for hybrid power and is used to connect with the gearbox oil cooler 25, high-temperature oil at the outlet of the special gearbox 24 for hybrid power enters the gearbox oil cooler 25, exchanges heat with natural wind to cool, and then returns to the special gearbox 24 for hybrid power, and a first fan 26 is configured on one side of the gearbox oil cooler 25 and is used to strengthen heat exchange.
The hybrid electric vehicle thermal management system provided by the embodiment of the application further comprises a control unit, wherein the control unit comprises RRM (vehicle-mounted DVD), AIPM (automatic air conditioning panel), CLM (thermal management control module), THCU (hybrid control unit), BMS (battery management system) and other components, and the components realize the interaction and transmission of signals through the whole vehicle CAN communication network.
The RRM is used to monitor the own key state information.
The AIPM is used for monitoring the state information of keys on the panel and releasing internal temperature signals.
The THCU is connected with the first valve 4, the first water pump 2, the first fan 26 and the second fan 27 and is used for controlling the opening, closing and running states of the components; the THCU is also used for identifying and judging the enabling signals and the power limiting signals of the compressor 11 and the heater 20, and sending the enabling signals and the power limiting signals to the CLM through the whole vehicle CAN communication network. The THCU is also used to release the vehicle operating mode signal.
The BMS is used for monitoring and releasing the state of the battery plate body and the heat load demand, and comprises: battery cooling request, battery water inlet temperature, battery water outlet temperature, battery maximum temperature, battery minimum temperature, battery target water inlet temperature, battery demand target water flow, and the like.
The CLM and temperature sensor (arranged on the evaporator 13), the external temperature sensor, the sunlight sensor, the temperature pressure sensor 16 and the pressure sensor 17 are used for collecting and judging the surface temperature of the evaporator, the external environment temperature, the sunlight signal, the pressure signal of the high pressure end of the air conditioner, the pressure and the temperature signal of the low pressure end of the air conditioner. The CLM is further connected to the refrigerant solenoid valve 29 and the second valve 22 in the evaporation branch 410, and is configured to control on/off states of the refrigerant solenoid valve 29 and the second valve 22. The CLM is also connected with the second water pump 9 and the third water pump 21 and is used for controlling the start, stop, rotating speed and power of the second water pump 9 and the third water pump 21. The CLM is also used for controlling the electronic expansion valve 30, the first three-way valve 19, the second three-way valve 23, the heater 20 and the compressor 11, wherein the CLM is in LIN communication with the components. The CLM is also used for collecting signals of the components and parts and signals of the THCU, the BMS and the central gateway, performing working condition judgment and calculation, and realizing heat management requirements in different modes and different working conditions by controlling the components and parts.
Referring to fig. 1, the working principle of the thermal management system of the hybrid electric vehicle provided in the embodiment of the present application is as follows:
(1) electric drive component and engine cooling scheme
In the pure electric mode, the engine 6 does not intervene in the operation, and only the electric drive component 1 has a cooling demand at this time, the first water pump 2 is started, the second fan 27 is operated, the first valve 4 is closed, and the coolant circulation path is:
the system comprises a first water pump 2, a motor controller, a charger, a high-low voltage inverter, a rear drive bridge, a first radiator 3 and the first water pump 2.
In the direct-drive mode or the hybrid power mode of the engine, the engine 6 is driven, the first water pump 2 is started, the second fan 27 is operated, the first valve 4 is opened, and the cooling liquid circulation path is as follows:
the system comprises a first water pump 2, a motor controller, a charger, a high-low voltage inverter, a rear drive bridge, a first radiator 3 and the first water pump 2;
the first water pump 2-the first valve 4-the turbocharger-the first radiator 3-the first water pump 2;
the water-cooled air conditioning system comprises a first water pump 2, a first valve 4, a water-cooled intercooler, a first radiator 3 and a first water pump 2.
In the direct-drive engine mode or the hybrid power engine mode, the water temperature of the engine 6 is also detected, when the temperature is higher than 90 ℃, the mechanical water pump 31 is started, the second fan 27 is operated, and the circulation path of the engine cooling major cycle is as follows:
Mechanical water pump 31-second radiator 7-engine 6-mechanical water pump 31.
When the temperature is lower than 90 ℃, the mechanical water pump 31 is started, the second valve 22 is opened, the heater 20 is closed, the first three-way valve 19 is communicated with the main branch 230 and the warm air branch 232 (i.e. the interfaces 1 and 2 are opened, the interface 3 is closed), the second three-way valve 23 is connected into the main branch 230 (i.e. the interfaces 1 and 2 are opened, the interface 3 is closed), and the circulation path of the engine cooling small circulation is as follows:
mechanical water pump 31-engine 6-second valve 22-first three-way valve 19-warm braw core body-second three-way valve 23-mechanical water pump 31.
Wherein, the engine cooling major cycle refers to the circulation flow of water through a radiator when the water temperature is high; the engine cooling small cycle is a cycle in which water flows without passing through a radiator when the water temperature is low, and the water temperature is raised.
(2) Battery device cooling/heating scheme
The cooling and heating of the battery device 8 are realized by the battery cooling heater 10, when there is a battery cooling demand or a battery heating demand, the battery thermal management loop 300 where the battery device 8 is located starts the circulation of the cooling liquid, the second water pump 9 is started, and the circulation path of the cooling liquid at this time is:
the second water pump 9-the second expansion tank 33-the battery cooling heater 10-the battery device 8-the second water pump 9.
When there is a battery cooling demand, the compressor in the air conditioning system is started, the second fan 27 is operated, the refrigerant electromagnetic valves 29 on the two evaporation branches 410 are closed, the two thermostatic expansion valves 32 are closed, the electronic expansion valve 30 is opened, and at this time, the cooling liquid (refrigerant) circulation path is:
the air conditioner comprises a compressor 11, a condenser 12, a high-pressure end 15 of an air conditioner coaxial pipe, an electronic expansion valve 30, a thermal expansion valve 32, a battery cooling heater 10, a low-pressure end 14 of the air conditioner coaxial pipe and the compressor 11.
When there is a battery heating demand:
if the electric vehicle is in the pure electric mode, the third water pump 21 is started, the second valve 22 is closed, the heater 20 is opened, the first three-way valve 19 communicates the main branch 230 with the battery heating branch 231 (i.e., the interfaces 1 and 3 are opened, and the interface 2 is closed), the second three-way valve 23 communicates the main branch 230 with the water inlet end of the third water pump (i.e., the interfaces 1 and 3 are opened, and the interface 2 is closed), and at this time, the circulation path of the coolant is:
third water pump 21-heater 20-first three-way valve 19-battery cooling heater 10-second three-way valve 23-third water pump 21.
If the engine is in the direct-drive mode or the hybrid mode, the mechanical water pump 31 is started, the second valve 22 is opened, the heater 20 is opened, the first three-way valve 19 communicates the main branch 230 with the battery heating branch 231 (i.e., the interfaces 1 and 3 are opened, and the interface 2 is closed), the second three-way valve 23 is connected to the main branch 230 (i.e., the interfaces 1 and 2 are opened, and the interface 3 is closed), and at this time, the circulation path of the coolant is:
The mechanical water pump 31, the engine 6, the second valve 22, the heater 20, the first three-way valve 19, the battery cooling heater 10, the second three-way valve 23 and the mechanical water pump 31.
(3) Refrigerating/heating scheme for passenger compartment
When the passenger compartment has a refrigeration requirement, the compressor in the air conditioning system is started, the second fan 27 is operated, the refrigerant electromagnetic valves 29 on the two evaporation branches 410 are opened as required (in this embodiment, all the refrigerant electromagnetic valves are opened as an example), the two thermostatic expansion valves 32 are correspondingly opened, the electronic expansion valve 30 is closed, and at this time, the circulation path of the cooling liquid (refrigerant) is:
the first evaporation branch: compressor 11-condenser 12-high pressure end 15 of air-conditioning coaxial pipe-refrigerant electromagnetic valve (RV1) 29-thermostatic expansion valve (TXV1) 32-evaporator (EVAP1) 13-low pressure end 14 of air-conditioning coaxial pipe-compressor 11.
The second evaporation branch: compressor 11-condenser 12-high pressure end 15 of air-conditioning coaxial pipe-refrigerant electromagnetic valve (RV2) 29-thermostatic expansion valve (TXV2) 32-evaporator (EVAP2) 13-low pressure end 14 of air-conditioning coaxial pipe-compressor 11.
When the passenger compartment has a heating demand:
if the electric vehicle is in the pure electric mode, the third water pump 21 is started, the second valve 22 is closed, the heater 20 is opened, the first three-way valve 19 is communicated with the main branch 230 and the warm air branch 232 (i.e. the interfaces 1 and 2 are opened, and the interface 3 is closed), the second three-way valve 23 is communicated with the main branch 230 and the water inlet end of the third water pump (i.e. the interfaces 1 and 3 are opened, and the interface 2 is closed), the blower and the air mixing door in the air-conditioning box are adjusted to supply air to the passenger compartment, and the circulation path of the cooling liquid at the moment is:
The third water pump 21-the heater 20-the first three-way valve 19-the warm air core 18-the second three-way valve 23-the third water pump 21.
If the engine is in the direct-drive mode or the hybrid mode, the mechanical water pump 31 is started, the second valve 22 is opened, the heater 20 is opened, the first three-way valve 19 is communicated with the main branch 230 and the warm air branch 232 (i.e., the interfaces 1 and 2 are opened, and the interface 3 is closed), the second three-way valve 23 is connected into the main branch 230 (i.e., the interfaces 1 and 2 are opened, and the interface 3 is closed), the blower and the air mixing door in the air-conditioning box are adjusted to supply air to the passenger compartment, and the circulation path of the coolant at this time is:
the heater comprises a mechanical water pump 31, an engine 6, a second valve 22, a heater 20, a first three-way valve 19, a warm air core 18, a second three-way valve 23 and the mechanical water pump 31.
(4) Cooling scheme for gearbox
The high-temperature oil cooling liquid at the outlet of the hybrid power special gearbox 24 enters a gearbox oil cooler 25 to exchange heat with natural wind for cooling, wherein the first fan 26 can strengthen the heat exchange effect, and then the low-temperature oil cooling liquid after heat exchange returns to the hybrid power special gearbox 24.
To sum up, the hybrid electric vehicle thermal management system provided by the embodiment of the application abandons an arrangement mode independently arranged among traditional thermal management systems, couples all the systems together, influences and utilizes each other, and realizes higher integration level through the overall consideration among all the systems such as the functional integration, the energy integration, the control integration, the hardware integration and the like of the thermal management system, and meets the cooling requirements of an electric drive part and an engine in the vehicle running process, the heating and cooling requirements of a battery device under different working conditions, the refrigerating and heating requirements of a passenger compartment and the cooling requirements of a gearbox by utilizing the cooperation among an electric drive cooling loop, an engine cooling loop, a battery thermal management loop, an air conditioning loop and the gearbox cooling loop, thereby obtaining a reasonable, high-efficiency and energy-saving whole vehicle thermal management system scheme and a control strategy, the energy management of the vehicle under various working conditions and various modes is realized.
In this application, it should be understood that the terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate the number of technical features indicated.
The above description is only for facilitating the technical solution of the present application to be understood by those skilled in the art, and is not intended to limit the present application. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims (7)

1. A hybrid vehicle thermal management system, comprising an electric drive cooling circuit (100) and an engine cooling circuit;
the electric drive cooling circuit (100) is adapted to thermally manage the electric drive component (1) via the electric drive component (1), the electric drive cooling circuit (100) having a first water pump (2) and a first radiator (3);
the engine cooling circuit comprises a turbo-charging cooling branch (210), a heat dissipation branch (220) and a main branch (230), the heat dissipation branch (220) and the main branch (230) being connected in parallel;
the two ends of the turbo-charging cooling branch (210) are respectively communicated with the two ends of the electric driving component (1), and the turbo-charging cooling branch (210) is provided with a first valve (4) and a turbo-charging assembly (5);
The heat dissipation branch (220) passes through an engine (6) and is suitable for carrying out thermal management on the engine (6), and the heat dissipation branch (220) is provided with a second radiator (7);
the main branch (230) passes through the engine (6), a second valve (22), a heater (20) and a second three-way valve (23) are sequentially arranged on the main branch (230), two interfaces of the second three-way valve (23) are connected to the main branch (230), and a battery heating branch (231) and a warm air branch (232) which are connected in parallel are arranged between the second three-way valve (23) and the heater (20);
the heat management system comprises a third water pump (21), wherein the third water pump (21) is connected with the main branch (230) and is connected with the engine (6) in parallel, the water inlet end of the third water pump (21) is connected with a third interface of the second three-way valve (23), the water outlet end of the third water pump is connected with the main branch (230), and the connection position of the water outlet end of the third water pump is located between the second valve (22) and the heater (20).
2. The hybrid vehicle thermal management system of claim 1, comprising a battery thermal management circuit (300);
the battery thermal management loop (300) is provided with a battery device (8), a second water pump (9) and a battery cooling heater (10), and a first set of pipelines in the battery cooling heater (10) are connected in the battery thermal management loop (300).
3. The hybrid vehicle thermal management system of claim 2, comprising an air conditioning circuit (400), the air conditioning circuit (400) having a compressor (11) and a condenser (12), the air conditioning circuit (400) comprising at least one evaporation branch (410) and a heat exchange branch (420), each evaporation branch (410) of the at least one evaporation branch (410) being connected in parallel with the heat exchange branch (420);
each evaporation branch (410) is provided with an evaporator (13);
the second set of pipelines in the battery cooling heater (10) are connected in the heat exchange branch (420).
4. The hybrid vehicle thermal management system according to claim 3, characterized in that the air-conditioning circuit (400) has an air-conditioning coaxial pipe, and the two ends of the evaporation branch (410) are respectively communicated with the low-pressure end (14) of the air-conditioning coaxial pipe and the high-pressure end (15) of the air-conditioning coaxial pipe;
a temperature and pressure sensor (16) is arranged between the low-pressure end (14) of the air-conditioning coaxial pipe and the compressor (11);
a pressure sensor (17) is arranged between the high-pressure end (15) of the air-conditioning coaxial pipe and the compressor (11).
5. The thermal management system for a hybrid vehicle according to any one of claims 2 to 4,
A third set of pipelines in the battery cooling heater (10) are connected to the battery heating branch pipeline (231);
two ends of the warm air branch path (232) are respectively communicated with two ends of the battery heating branch path (231), and the warm air branch path (232) is provided with a warm air core body (18).
6. The hybrid vehicle thermal management system of claim 1, wherein the main branch (230) has a first three-way valve (19), the first three-way valve (19) being disposed at an inlet connection of the battery heating branch (231) and the warm air branch (232);
three ports of the first three-way valve (19) are connected to the main branch (230), the battery heating branch (231), and the warm air branch (232), respectively.
7. The hybrid vehicle thermal management system of claim 1, comprising a transmission cooling circuit (500);
the gearbox cooling circuit (500) comprises a hybrid dedicated gearbox (24), a gearbox oil cooler (25) and a first fan (26);
the special hybrid gearbox (24) is connected with the gearbox oil cooler (25);
the first fan (26) is used for accelerating heat exchange between the gearbox oil cooler (25) and outside air.
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CN113459764B (en) * 2021-07-09 2022-08-30 东风汽车集团股份有限公司 Control method of range-extended hybrid electric vehicle thermal management system
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