CN112874257B - Vehicle thermal management system and vehicle - Google Patents

Vehicle thermal management system and vehicle Download PDF

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Publication number
CN112874257B
CN112874257B CN201911206934.XA CN201911206934A CN112874257B CN 112874257 B CN112874257 B CN 112874257B CN 201911206934 A CN201911206934 A CN 201911206934A CN 112874257 B CN112874257 B CN 112874257B
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China
Prior art keywords
liquid
valve
radiator
management system
thermal management
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CN201911206934.XA
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CN112874257A (en
Inventor
刘志飞
陆青旧
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BYD Co Ltd
Shanwei BYD Automobile Co Ltd
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BYD Co Ltd
Shanwei BYD Automobile Co Ltd
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Priority to CN201911206934.XA priority Critical patent/CN112874257B/en
Publication of CN112874257A publication Critical patent/CN112874257A/en
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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
    • B60H1/00321—Heat exchangers for air-conditioning devices
    • B60H1/00342—Heat exchangers for air-conditioning devices of the liquid-liquid type
    • 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
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • 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
    • 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
    • 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
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • 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
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • 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)
  • Mechanical Engineering (AREA)
  • Electrochemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Thermal Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention provides a vehicle thermal management system and a vehicle. The vehicle thermal management system includes a first circuit including a first liquid pump, an electrical component, a first radiator, and a first valve, a second circuit including a second liquid pump, a battery pack, a second radiator, and a second valve, and a control device including a third valve, a fourth valve, and a control, the first radiator being in series with the electrical component, the second radiator being in series with the battery pack, the third valve being open in a closed state of the first valve to communicate the first radiator with the second liquid pump via the third valve, and the fourth valve being open in a closed state of the second valve to communicate the second radiator with the first liquid pump via the fourth valve. According to the vehicle thermal management system, the vehicle is prevented from being anchored due to the fact that the first liquid pump or the second liquid pump is damaged, all parts of the vehicle thermal management system are protected, and the service life and the safety of the vehicle are prolonged.

Description

Vehicle thermal management system and vehicle
Technical Field
The present invention relates generally to the field of vehicle technology, and more particularly to a vehicle thermal management system and a vehicle.
Background
Current vehicle cooling systems typically include a chassis cooling system, a battery cooling system, and an air conditioning system. As shown in fig. 1, the chassis cooling system works on the following principle: the chassis water pump 1 is used to pump out the coolant in the expansion tank 2 and deliver it to the radiator 3 to reduce the temperature of the coolant. The coolant flowing out of the radiator 3 flows through the plurality of power elements 4, the vehicle-mounted charger 5, and the motor 6 and then flows back to the water pump, thereby achieving the heat dissipation effect. However, when the chassis water pump 1 fails, the chassis cooling system cannot operate normally, and thus the plurality of power elements 4, the in-vehicle charger 5, and the motor 6 cannot be cooled, which is dangerous to some extent.
The battery cooling system comprises a plate heat exchanger, a battery water pump is used for pumping out cooling liquid in the expansion water tank assembly and conveying the cooling liquid into the plate heat exchanger, and the plate heat exchanger is used for reducing the temperature of the cooling liquid so that the temperature of the cooling liquid reaches the temperature required by the battery pack. However, when the battery water pump fails, the battery cooling system cannot operate normally, so that the battery pack cannot be cooled, and there is a certain risk.
Accordingly, there is a need to provide a vehicle thermal management system and vehicle to partially address the above-mentioned problems.
Disclosure of Invention
In this summary, concepts in a simplified form are introduced that are further described in the detailed description. This summary of the invention is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.
In order to partially solve the above-mentioned problems, according to a first aspect of the present invention, there is provided a vehicle thermal management system including:
a first circuit, the first circuit comprising:
a first liquid pump;
an electrical component;
a first heat sink in series with the electrical component;
a first valve, an inlet end of the first valve communicating with the first liquid pump, an outlet end of the first valve communicating with the first radiator, the first radiator communicating with the first liquid pump via the first valve in an open state of the first valve;
a second circuit, the second circuit comprising:
a second liquid pump;
a battery pack;
a second heat sink in series with the battery pack;
a second valve having an inlet end in communication with the second liquid pump and an outlet end in communication with the second radiator, the second radiator being in communication with the second liquid pump via the second valve in an open state of the second valve; and
a control device, the control device comprising:
a third valve in communication with the outlet ends of the first and second valves, respectively, the third valve being open in a closed state of the first valve such that the first radiator is in communication with a second liquid pump via the third valve;
a fourth valve in communication with the outlet ends of the first and second valves, respectively, the fourth valve being open in a closed state of the second valve such that the second radiator is in communication with the first liquid pump via the fourth valve; and
a control in communication with an inlet end of the first liquid pump and an inlet end of the second liquid pump, respectively.
According to the vehicle thermal management system, the first liquid pump and the second liquid pump are mutually used in an auxiliary mode, the two liquid pumps can respectively convey liquid to the electrical appliance part and the battery pack by controlling the opening and closing of the different valves, the first liquid pump can load the electrical appliance part and the battery pack, or the second liquid pump can load the electrical appliance part and the battery pack, the vehicle is prevented from being anchored due to the fact that the first liquid pump or the second liquid pump is damaged, all parts of the vehicle thermal management system are protected, and the service life and the safety of the vehicle are prolonged.
Optionally, the control is configured as a two-way valve or a two-way pump. Thereby facilitating control of the flow of liquid from the first liquid pump or into the second liquid pump.
Optionally, the second loop further comprises a heating device, an inlet end of the heating device is communicated with the second radiator, an outlet end of the heating device is communicated with a pipeline flowing through the battery pack, and the heating device is used for heating the liquid flowing out of the second radiator. Thereby heating the battery pack.
Optionally, a conduit through the electrical component communicates with the inlet end of the heating device, and liquid from the electrical component enters the heating device. Thereby realizing the recycling of energy.
Optionally, the second loop further includes a heat exchange device, a first inlet end of the heat exchange device is communicated with the second radiator, a first outlet end of the heat exchange device is communicated with a pipeline flowing through the battery pack, and the heat exchange device is used for cooling liquid flowing out of the second radiator. Thereby cooling the battery pack.
Optionally, the electrical component comprises an electric motor, the first outlet end of the heat exchange device being in communication with an inlet end of a conduit through the electric motor, such that liquid from the heat exchange device enters the conduit through the electric motor. Thereby realizing the recycling of energy.
Optionally, the control device further comprises a fifth valve disposed between the inlet port of the heating device and the second radiator. Thereby, the control of the liquid circulation is facilitated.
Optionally, the control device further comprises a sixth valve disposed between the first inlet port of the heat exchange device and the second radiator. Thereby, the control of the liquid circulation is facilitated.
Optionally, the control device further comprises a seventh valve disposed between the conduit through the electrical component and the inlet end of the heating device, through which liquid from the electrical component enters the heating device. Thereby, the control of the liquid circulation is facilitated.
Optionally, the control device further comprises an eighth valve disposed between the first outlet end of the heat exchange device and the conduit through the motor, through which liquid from the heat exchange device enters the conduit through the motor. Thereby, the control of the liquid circulation is facilitated.
Optionally, the heat exchanger further comprises an air conditioning system, a second inlet end and a second outlet end of the heat exchanger are respectively communicated with a pipeline of the air conditioning system, the air conditioning system conveys a refrigerant medium into the heat exchanger, and the refrigerant medium is used for reducing the temperature of liquid in the heat exchanger. Therefore, the air conditioning system can not only provide refrigeration for the space in the vehicle, but also provide refrigerant medium for the heat exchange device, thereby greatly improving the efficiency and reducing the parts of the vehicle.
Optionally, a first fan and a second fan, the first fan being arranged opposite to the first heat sink for reducing the temperature of the liquid in the first heat sink,
the second fan is disposed opposite the second heat sink for reducing a temperature of the liquid in the second heat sink.
Optionally, a projection of a portion of the second fan overlaps a projection of a portion of the first heat sink on a plane parallel to a flow path of the air. Like this, the second fan can be cooled down to first radiator, has improved cooling efficiency.
Optionally, the control is configured as a two-way valve or a two-way pump. Thereby facilitating cooling.
The invention further provides a vehicle which comprises the vehicle thermal management system.
According to the vehicle provided by the invention, the vehicle comprises a vehicle thermal management system which comprises a first liquid pump and a second liquid pump which are mutually used in an auxiliary mode, the two liquid pumps can respectively convey liquid to an electrical component and a battery pack by controlling the opening and closing of different valves, the first liquid pump can load the electrical component and the battery pack, or the second liquid pump can load the electrical component and the battery pack, the vehicle is prevented from being anchored due to the damage of the first liquid pump or the second liquid pump, all parts of the vehicle thermal management system are protected, and the service life and the safety of the vehicle are prolonged.
Drawings
The following drawings of the invention are included to provide a further understanding of the invention. The drawings illustrate embodiments of the invention and, together with the description, serve to explain the principles and apparatus of the invention. In the drawings, there is shown in the drawings,
FIG. 1 is a schematic diagram of a prior art chassis cooling system;
FIG. 2 is a schematic diagram of a vehicle thermal management system according to a preferred embodiment of the present invention;
FIG. 3 is a schematic diagram of a vehicle thermal management system according to a first preferred embodiment of the present invention, wherein a second liquid pump is in communication with a first radiator;
FIG. 4 is a schematic diagram of a vehicle thermal management system according to a first preferred embodiment of the present invention, wherein a first fluid pump is in communication with a second radiator;
FIG. 5 is a schematic diagram of a vehicle thermal management system according to a second preferred embodiment of the present invention, wherein a first fluid pump is in communication with a second radiator;
FIG. 6 is a schematic diagram of a vehicle thermal management system according to a second preferred embodiment of the present invention, wherein a second fluid pump is in communication with a first radiator;
FIG. 7 is a layout view of a first radiator and a second radiator of the vehicle thermal management system shown in FIG. 2; and
fig. 8 is a schematic diagram of an air conditioning system in communication with a heat exchanging device of a vehicle thermal management system according to a preferred embodiment of the present invention.
Description of reference numerals:
1: the chassis water pump 2: expansion tank
3: the radiator 4: power element
5: the vehicle-mounted charger 6: electric machine
11: first valve 12: second valve
13: third valve 14: fourth valve
15: fifth valve 16: sixth valve
17: the seventh valve 18: eighth valve
20: the two-way valve 31: first radiator
32: second radiator 33: first fan
34: second fan
Detailed Description
In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art, that the present invention may be practiced without one or more of these specific details. In other instances, well-known features have not been described in order to avoid obscuring the invention.
In the following description, for purposes of explanation, specific details are set forth in order to provide a thorough understanding of the present invention. It is apparent that the practice of the invention is not limited to the specific details set forth herein as are known to those of skill in the art. The following detailed description of the preferred embodiments of the present invention, however, the present invention may have other embodiments in addition to the detailed description, and should not be construed as being limited to the embodiments set forth herein.
It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention, as the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. When the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The terms "upper", "lower", "front", "rear", "left", "right" and the like as used herein are for purposes of illustration only and are not limiting.
Ordinal words such as "first" and "second" are referred to herein merely as labels, and do not have any other meaning, such as a particular order, etc. Also, for example, the term "first component" does not itself imply the presence of "second component", and the term "second component" does not itself imply the presence of "first component".
In the following, specific embodiments of the present invention will be described in more detail with reference to the accompanying drawings, which illustrate representative embodiments of the invention and do not limit the invention.
The vehicle may include a chassis on which a plurality of electrical components may be disposed and a battery pack, such as an electric motor and a plurality of electrical devices may be disposed on the chassis. As described in the background, when a chassis water pump in a chassis cooling system fails, power components, an on-board charger, and a motor cannot be well dissipated. When a battery water pump in the battery cooling system fails, the battery pack cannot obtain good heat dissipation. The vehicle may be an automobile or an electric vehicle. Therefore, the invention provides a vehicle thermal management system to reduce the influence on components when one of a chassis water pump and a battery water pump is damaged.
Specifically, the vehicle thermal management system provided by the invention can comprise a first circuit and a second circuit, wherein as shown in fig. 2, the first circuit can comprise a first liquid pump, a first radiator 31 and an electric component, the second circuit can comprise a second liquid pump, a second radiator 32 and a battery pack, the first liquid pump can be communicated with a first storage device (not shown) in a fluid mode, and liquid in the first storage device can enter the first liquid pump. The second liquid pump can be in fluid communication with a second storage device (not shown) into which liquid in the second storage device can enter. The liquid may be a cooling liquid for cooling the electrical components and/or for regulating the temperature of the battery pack.
Further, the first heat sink 31 is connected in series with the electrical components to reduce the temperature of the electrical components in the chassis. The second heat sink 32 is connected in series with the battery pack to regulate the temperature of the battery pack. The first and second heat sinks 31 and 32 may be arranged side by side. The first radiator 31 can reduce the temperature of the liquid entering the first radiator 31, and the second radiator 32 can reduce the temperature of the liquid entering the second radiator 32.
Specifically, as shown in fig. 7, the vehicle thermal management system further includes a first fan and a second fan, the first fan being disposed opposite the first radiator 31 to reduce the temperature of the liquid in the first radiator 31. Therefore, the first fan can flexibly adjust the temperature of the liquid in the first radiator 31, and the cooling efficiency is improved. The first fan may be configured as the first fan 33, the first fan 33 may be an electronic fan, and the first fan 33 is disposed opposite to the first heat sink 31 and faces the first heat sink 31. The first fan 33 can deliver air to the first heat sink 31 to lower the temperature of the liquid in the first heat sink 31.
The second fan is disposed opposite the second heat sink 32 to reduce the temperature of the liquid in the second heat sink 32. Therefore, the second fan can flexibly adjust the temperature of the liquid in the second radiator 32, and the cooling efficiency is improved. The second fan may be configured as a second fan 34, and the second fan 34 may be an electronic fan, the second fan 34 being disposed opposite the second heat sink 32 and facing the second heat sink 32. The second fan 34 can deliver air to the second heat sink 32 to reduce the temperature of the liquid in the second heat sink 32.
Alternatively, the liquid from the first radiator 31 is used to lower the temperature of the electrical components of the chassis and the liquid from the second radiator 32 is used to regulate the temperature of the battery pack, so that the size of the first radiator 31 is larger than the size of the second radiator 32 and the amount of liquid in the first radiator 31 is larger than the amount of liquid in the second radiator 32. To ensure that the first fan 33 is able to effectively reduce the temperature of the liquid in the first heat sink 31, the projection of the first fan 33 falls completely into the first heat sink 31 on a plane parallel to the air flow path. To ensure that the second fan 34 is able to effectively reduce the temperature of the liquid in the second heat sink 32, the projection of the second heat sink 32 falls entirely within the second fan 34, in a plane parallel to the air flow path.
In order to increase the cooling rate of the liquid in the first heat sink 31, the projection of the portion of the second fan 34 overlaps the projection of the portion of the first heat sink 31 on a plane parallel to the flow path of the air. In this way, the air sent by the second fan 34 can also cool the first heat sink 31. The first fan 33 and the second fan 34 can cool the first heat sink 31 together, and the cooling efficiency is improved.
In order to be able to effectively reduce the temperature of the electrical components, the first circuit further comprises a first valve 11, as shown in fig. 2, the first valve 11 being arranged downstream of the first liquid pump. The first valve 11 may be a solenoid valve, an inlet end of the first valve 11 is communicated with the first liquid pump, and an outlet end of the first valve 11 is communicated with the first radiator 31. In the open state of the first valve 11, the first radiator 31 communicates with the first liquid pump via the first valve 11. The liquid enters the first radiator 31 via the first liquid pump and the first valve 11.
The first fan cools the liquid in the first radiator. The difference in the rotation speed of the first fan can cause the temperature to be lowered by the liquid in the first radiator to be different. For example, when the temperature of the liquid in the first storage device is low, the rotation speed of the first fan is low, and the difference of the temperature change of the liquid is small. When the temperature of the liquid in the first storage device is higher, the rotating speed of the first fan is higher, and the difference of the temperature change of the liquid is larger.
The first radiator can be connected with the electrical components in series, and the first radiator can be connected with the electrical components in series through a pipeline. The liquid from the first heat sink can flow through the conduit to the location of the electrical component, thereby allowing the liquid to cool the electrical component. In particular, the electrical component may comprise an electric motor and a plurality of electrical devices, the plurality of electrical devices may be arranged upstream of the electric motor, and the electric motor and the electrical devices communicate with each other through a conduit such that liquid flows to the electric motor via the electrical devices. The temperature change of the liquid flowing through the electrical device is small. In order to make the figures simple, only one electrical device is drawn in fig. 2 to 6. Thus, the liquid flowing through the electric device can continue to cool the motor.
The motor can be connected in series with the first liquid pump through a pipeline, and liquid flowing through the motor can flow back to the first liquid pump and then flow into the first radiator through the first valve 11. In this way, a circulation loop of the liquid is formed. Further, the rotating speed of the first fan can be set and adjusted according to the temperature of the circulating liquid, so that the circulating liquid can meet the cooling requirement of electrical parts (a motor and various electrical devices).
In order to be able to effectively regulate the temperature of the battery, the second circuit further comprises a second valve 12, the second valve 12 being arranged downstream of the second liquid pump. The second valve 12 may be a solenoid valve, with an inlet port of the second valve 12 communicating with a second liquid pump and an outlet port of the second valve 12 communicating with a second radiator. In the open state of the second valve 12, the second radiator communicates with the second liquid pump via the second valve 12. The liquid enters the second radiator via the second liquid pump and the second valve 12.
The second fan cools the liquid in the second radiator. The difference in the rotation speed of the second fan can cause the temperature to be lowered by the liquid in the second radiator to be different. For example, when the temperature of the liquid in the second storage device is low, the rotation speed of the second fan is low, and the difference of the temperature change of the liquid is small. When the temperature of the liquid in the second storage device is higher, the rotating speed of the second fan is higher, and the difference of the temperature change of the liquid is larger.
Further, on a plane parallel to the flow path of the air, the projection of the portion of the second fan may overlap the projection of the portion of the first heat sink, and therefore the rotational speed of the second fan also affects the temperature of the liquid in the first heat sink.
The second radiator can be connected with the battery pack in series, and the second radiator can be connected with the battery pack in series through a pipeline. The liquid from the second heat sink can flow through a conduit to the location of the battery pack, thereby allowing the liquid to adjust to the temperature of the battery pack. The battery pack can be connected in series with a second liquid pump into which liquid flowing through the battery pack can flow back and then through the second valve 12 to the second radiator. In this way, a circulation loop of the liquid is formed. Further, the second fan can be set for and adjust the rotational speed of second radiator according to the temperature of endless liquid to guarantee that endless liquid can satisfy the cooling demand to the group battery.
Because the first liquid pump can cause connector burning, fuse burning out because of impulse current when using, and the connector is intake and is leaded to the water pump stall, consequently in order to prevent that the first liquid pump of damage from influencing vehicle thermal management system's normal operating, vehicle thermal management system still includes controlling means, and controlling means includes third valve 13, and third valve 13 communicates with the exit end of first valve 11 and the exit end of second valve 12 respectively. The third valve 13 may be a solenoid valve, and as shown in fig. 3, when the first liquid pump is not operated, the first valve 11 may be in a closed state, the third valve 13 is opened, an inlet end of the third valve 13 is communicated with the second valve 12, and an outlet end of the third valve 13 is communicated with the first radiator. Thus, the first radiator communicates with the second liquid pump via the third valve 13. The liquid enters the first radiator via the second liquid pump and the third valve 13. Of course, while the third valve 13 is open, the liquid in the second liquid pump enters the second radiator through the second valve 12. The second fan cools the liquid in the second radiator, and the process that the liquid flows back to the second liquid pump through the second radiator is not repeated here.
The first fan cools the liquid in the first radiator, and the liquid in the first radiator can be connected with the electrical components in series through a pipeline. The liquid from the first heat sink can flow through the conduit to the location of the electrical component, thereby allowing the liquid to cool the electrical component. As described above, the electrical components include a motor and an electrical device, which may be arranged upstream of the motor, and the liquid flowing through the electrical device may continue to cool the motor.
The motor is connected in series with the second liquid pump by a conduit, and liquid flowing through the motor may be combined with liquid flowing through the battery pack at an inlet end of the second liquid pump. Thus, fluid flowing through the motor can flow back to the second fluid pump and then to the first radiator through the second and third valves 12 and 13. The rotating speed of the first fan can be set and adjusted according to the temperature of the circulating liquid, so that the circulating liquid can meet the cooling requirement of electrical parts (motors and various electrical devices).
In order to prevent the damaged second liquid pump from influencing the normal operation of the vehicle thermal management system, the control device further comprises a fourth valve 14, and the fourth valve 14 is respectively communicated with the outlet end of the first valve 11 and the outlet end of the second valve 12. The fourth valve 14 may be a solenoid valve, and as shown in fig. 4, when the second liquid pump is not operated, the second valve may be in a closed state, the fourth valve 14 is opened, an inlet end of the fourth valve 14 communicates with the first valve 11, and an outlet end of the fourth valve 14 communicates with the second radiator. In this way, the second radiator is in communication with the first liquid pump via the fourth valve 14. The liquid enters the second radiator via the first liquid pump and the fourth valve 14. Of course, while the fourth valve 14 is open, the liquid in the first liquid pump enters the first radiator through the first valve 11. The first fan cools the liquid in the first radiator, and the process that the liquid flows back to the first liquid pump through the first radiator is not repeated here.
The second fan cools the liquid in the second radiator, and as described above, the second radiator is connected in series with the battery pack through a pipe. The liquid from the second heat sink can flow through a conduit to the location of the battery pack, thereby allowing the liquid to adjust to the temperature of the battery pack.
The battery pack is connected in series with the first liquid pump via a conduit, and liquid flowing through the battery pack may be combined with liquid flowing through the electrical component at the inlet end of the first liquid pump. Thus, the liquid flowing through the battery pack can flow back to the first liquid pump and then to the second radiator through the first valve 11 and the fourth valve 14. Of course, the rotating speed of the second radiator by the second fan can be set and adjusted according to the temperature of the circulating liquid, so that the circulating liquid can meet the temperature regulation requirement of the battery pack.
Preferably, the control device further comprises a control member which is respectively communicated with the inlet end of the first liquid pump and the inlet end of the second liquid pump so as to respectively control the liquid entering the first liquid pump or the liquid entering the second liquid pump.
According to the vehicle thermal management system, the first liquid pump and the second liquid pump are mutually used in an auxiliary mode, the two liquid pumps can respectively convey liquid to the electrical appliance part and the battery pack by controlling the opening and closing of the different valves, the first liquid pump can load the electrical appliance part and the battery pack, or the second liquid pump can load the electrical appliance part and the battery pack, the vehicle is prevented from being anchored due to the fact that the first liquid pump or the second liquid pump is damaged, all parts of the vehicle thermal management system are protected, and the service life and the safety of the vehicle are prolonged.
For example, the control member may be a two-way valve 20, where the two-way valve 20 includes a first port and a second port, and the conduit through the electrical component is in communication with the first port of the two-way valve 20, and the conduit through the battery pack is in communication with the second port of the two-way valve 20.
Fig. 3 and 4 show schematic diagrams of a vehicle thermal management system according to a first preferred embodiment of the present invention. As shown in fig. 3, in the closed state of the first valve, the third valve 13 is opened, the two-way valve 20 is opened to the right, the second hydraulic pump increases the rotation speed, and the fluid from the motor flows to the second hydraulic pump through the two-way valve 20. Thus, the liquid circulation flow is ensured. In the closed state of the second valve, as shown in fig. 4, the fourth valve 14 is open, the two-way valve 20 is open to the left, the first hydraulic pump increases the rotational speed, and the fluid from the battery pack flows to the first fluid pump through the two-way valve 20. Thus, the liquid circulation flow is ensured.
Of course, fig. 5 and 6 show a schematic diagram of a vehicle thermal management system according to a second preferred embodiment of the present invention. As shown in fig. 5 and 6, the control member may be a bidirectional pump including a first pump port and a second pump port, the pipe passing through the electrical component is communicated with the first pump port of the bidirectional pump, and the pipe passing through the battery pack is communicated with the second pump port of the bidirectional pump to control the flow rate of the liquid.
In the closed state of the first valve, the third valve 13 is opened and the liquid from the motor flows to the second liquid pump through the bidirectional pump, as shown in fig. 6. Thus, the liquid circulation flow is ensured. In the closed state of the second valve, as shown in fig. 5, the fourth valve 14 is open and fluid from the battery flows through the bi-directional pump to the first fluid pump. Thus, the liquid circulation flow is ensured.
Further, returning now to fig. 2, different judgments are made according to the information fed back by the battery pack temperature sensor, and when the battery pack needs to be heated, the second loop further comprises a heating device, an inlet end of the heating device is communicated with the second radiator, and an outlet end of the heating device is communicated with a pipe flowing through the battery pack, so as to heat the liquid flowing out from the second radiator, thereby enabling the battery pack to be heated.
In particular, the control device further comprises a fifth valve 15, the fifth valve 15 being arranged between the second radiator and the inlet end of the heating device. The fifth valve 15 may be a solenoid valve, an inlet end of the fifth valve 15 is communicated with the second radiator, and an outlet end of the fifth valve 15 is communicated with an inlet end of the heating device. In the open state of the fifth valve 15, the inlet end of the heating device is in communication with the second radiator via the fifth valve 15, and the outlet end of the heating device is in communication with the duct through the battery pack, so that the warmed liquid enters the duct through the battery pack to raise the temperature of the battery pack.
In the state that both the first valve 11 and the second valve 12 are opened, the fifth valve 15 is opened, the second liquid pump conveys liquid into the second radiator, the liquid flowing through the second radiator enters the heating device through the fifth valve 15, the heating device heats the liquid, and the heated liquid enters the pipeline flowing through the battery pack so as to heat the battery pack.
As shown in fig. 3, in the closed state of the first valve, the third valve 13 and the fifth valve 15 are opened, the second liquid pump pumps the liquid into the second radiator, the liquid flowing through the second radiator passes through the fifth valve 15 into the heating device, the heating device heats the liquid, and the heated liquid enters the pipeline flowing through the battery pack to heat the battery pack.
As shown in fig. 4, in the closed state of the second valve, the fourth valve 14 and the fifth valve 15 are opened, the first liquid pump delivers liquid into the second radiator, the liquid flowing through the second radiator passes through the fifth valve 15 and enters the heating device, the heating device heats the liquid, and the heated liquid enters the pipeline flowing through the battery pack to heat the battery pack.
Like this, heating device heats the liquid that the second radiator flows out, and the temperature of the liquid of heating device's exit end is greater than the temperature of the liquid of heating device's entry end to heating battery group prevents that the battery group from not operating in the low temperature operating mode.
Make different judgments according to the information of group battery temperature sensor feedback, when the group battery needs to be cooled down, now return to figure 2, the second return circuit still includes heat transfer device, heat transfer device's first entry end and second radiator intercommunication, heat transfer device's first exit end and the pipeline intercommunication of group battery of flowing through to be used for cooling down to the liquid that flows out from the second radiator, thereby further reduce the temperature of liquid.
The control means further comprises a sixth valve 16, the sixth valve 16 being arranged between the second radiator and the first inlet port of the heat exchange means. The sixth valve 16 may be a solenoid valve, an inlet end of the sixth valve 16 is communicated with the second radiator, and an outlet end of the sixth valve 16 is communicated with an inlet end of the heat exchange device. In the open state of the sixth valve 16, the first inlet end of the heat exchange device is communicated with the second radiator via the sixth valve 16, and the first outlet end of the heat exchange device is communicated with the pipe flowing through the battery pack, so that the liquid cooled again enters the pipe flowing through the battery pack to cool the battery pack.
In the state that the first valve 11 and the second valve 12 are both opened, the sixth valve 16 is opened, the second liquid pump delivers liquid into the second radiator, the liquid flowing through the second radiator enters the heat exchanging device through the sixth valve 16, the heat exchanging device cools the liquid again, and the liquid cooled again enters the pipeline flowing through the battery pack to cool the battery pack.
As shown in fig. 3, in the closed state of the first valve, the third valve 13 and the sixth valve 16 are opened, the second liquid pump delivers liquid into the second radiator, the liquid flowing through the second radiator passes through the sixth valve 16 into the heat exchanger, the heat exchanger cools the liquid again, and the cooled liquid enters the pipe flowing through the battery pack to cool the battery pack.
As shown in fig. 4, in the closed state of the second valve, the fourth valve 14 and the sixth valve 16 are opened, the first liquid pump delivers liquid into the second radiator, the liquid flowing through the second radiator passes through the sixth valve 16 into the heat exchanging device, the heat exchanging device cools the liquid again, and the cooled liquid enters the pipe flowing through the battery pack to cool the battery pack.
Like this, heat transfer device cools down once more to the liquid that the second radiator flows, and the temperature of the liquid of heat transfer device's first exit end is less than the temperature of the liquid of heat transfer device's first entry end to the cooling group battery prevents that the group battery from producing the explosion at high temperature operating mode in.
It will be appreciated that the heating means and the heat exchange means are in parallel and that when the fifth valve 15 is open, the sixth valve 16 is closed and liquid from the second radiator is admitted to the heating means and liquid from the second radiator is not admitted to the heat exchange means. When the sixth valve 16 is open and the fifth valve 15 is closed, liquid from the second radiator enters the heat exchanging device and liquid from the second radiator does not enter the heating device. Thereby, disturbance of the liquid flow is prevented.
As shown in fig. 8, the vehicle thermal management system further includes an air conditioning system, the heat exchanging device may be configured as a plate heat exchanger, the air conditioning system may provide a refrigerant medium for the plate heat exchanger, the temperature of the refrigerant medium is lower than the temperature of the liquid in the heat exchanging device, and the refrigerant medium and the liquid in the heat exchanging device may exchange heat to lower the temperature of the liquid in the heat exchanging device.
The second inlet end and the second outlet end of the heat exchange device are respectively communicated with a pipeline of the air conditioning system, and the refrigerant medium of the air conditioning system enters the heat exchange device to cool the liquid in the heat exchange device.
Specifically, the air conditioning system may include a compressor, a condenser, and an electronic expansion valve, an inlet end of the condenser is communicated with an outlet end of the compressor, and an outlet end of the condenser is communicated with a second inlet end of the heat exchanging device through the electronic expansion valve to convey the refrigerant medium into the heat exchanging device, so that the refrigerant medium exchanges heat with the liquid in the heat exchanging device. The second outlet end of the heat exchange device is communicated with the inlet end of the compressor so as to convey the refrigerant medium after heat exchange to enter the compressor and then enter the condenser to generate new refrigerant medium, thereby realizing a circulation loop of the refrigerant medium.
Therefore, the air conditioning system can not only provide refrigeration for the space in the vehicle, but also provide refrigerant medium for the heat exchange device, thereby greatly improving the efficiency and reducing the parts of the vehicle.
Of course, when the demand of the vehicle for cooling the battery pack is small, the vehicle thermal management system does not need to start the air conditioning system, and the temperature of the battery pack can be reduced by reducing the temperature of the liquid through the second radiator. When the requirement of the vehicle for cooling the battery pack is large, the rotating speed of the second fan can be adjusted through the controller, and the air conditioning system is started, so that the air conditioning system assists in cooling, and energy consumption is reduced.
Further, in low temperature conditions (such as winter), the temperature of the liquid in the vehicle is relatively low due to the environmental impact on the vehicle, and therefore, the pipe passing through the electrical component may communicate with the inlet end of the heating device, and the liquid flowing out from the electrical component enters the heating device. In this way, the liquid from the electrical component can also heat the liquid discharged from the second radiator, the difference between the temperature of the liquid to be heated and the temperature of the heated liquid is reduced, the effective utilization of energy is realized, and the energy consumed by the heating device is reduced.
In particular, returning now to fig. 2, the liquid flowing through the motor may carry a significant amount of heat away from the motor, and the control means may further comprise a seventh valve 17, the seventh valve 17 being arranged between the conduit flowing through the electrical component and the inlet end of the heating means. The inlet end of the seventh valve 17 communicates with the conduit through the motor and the outlet end of the seventh valve 17 communicates with the inlet end of the heating means. In this way, liquid from the electrical components can enter the heating device, in particular, liquid from the motor can enter the heating device through the seventh valve 17 to effectively utilize the energy of the liquid after heat exchange with the motor.
In a state where both the first valve 11 and the second valve 12 are open, both the fifth valve 15 and the seventh valve 17 are open, and the first liquid pump delivers liquid into the first radiator and liquid flowing through the first radiator into the motor. A second liquid pump delivers liquid into a second radiator. The liquid flowing through the motor may flow through the seventh valve 17 to the inlet side of the heating device where the liquid from the motor and the liquid from the second radiator are mixed. The rotating speeds of the first fan and the second fan are correspondingly reduced or the first fan and the second fan stop rotating, so that the purpose of auxiliary heating is achieved.
The liquid from the motor carries more heat, so that the energy of the liquid from the second radiator can be increased, the liquid flowing out of the fifth valve is heated, and the temperature difference of the liquid needing to be heated by the heating device is reduced. The mixed liquid enters the heating device, the heating device can heat the mixed liquid, the heated mixed liquid enters the pipeline flowing through the battery pack to heat the battery pack, the energy of the liquid flowing through the motor is effectively utilized, the energy is recycled, and the energy consumption of the heating device is reduced.
In the closed state of the first valve, as shown in fig. 3, the third valve 13, the fifth valve 15 and the seventh valve 17 are open, and the second liquid pump delivers liquid through the third valve 13 into the first radiator, and the liquid flowing through the first radiator is fed into the pipe flowing through the motor. A second liquid pump delivers liquid into a second radiator. The liquid flowing through the motor may flow through the seventh valve 17 to the inlet side of the heating device where the liquid from the motor and the liquid from the second radiator are mixed.
Since the liquid from the motor carries more heat, the energy of the liquid from the second radiator can be increased, thereby reducing the temperature difference of the liquid which needs to be heated by the heating device. The mixed liquid enters the heating device, the heating device can heat the mixed liquid, the heated liquid enters the pipeline flowing through the battery pack to heat the battery pack, the energy of the liquid flowing through the motor is effectively utilized, the energy is recycled, and the energy consumption of the heating device is reduced.
In the closed state of the second valve, as shown in fig. 4, the fourth valve 14, the fifth valve 15 and the seventh valve 17 are open, the first liquid pump delivers liquid through the first valve 11 into the first radiator, and the liquid flowing through the first radiator enters the pipe flowing through the motor. A first liquid pump delivers liquid into the first radiator. The liquid flowing through the motor may flow through the seventh valve 17 to the inlet side of the heating device where the liquid from the motor and the liquid from the second radiator are mixed.
Since the liquid from the motor carries more heat, the energy of the liquid from the second radiator can be increased, thereby reducing the temperature difference of the liquid which needs to be heated by the heating device. The mixed liquid enters the heating device, the heating device can heat the mixed liquid, the heated liquid enters the pipeline flowing through the battery pack to heat the battery pack, the energy of the liquid flowing through the motor is effectively utilized, the energy is recycled, and the energy consumption of the heating device is reduced.
In a high-temperature working condition (such as summer), the temperature of liquid in the vehicle is higher due to the influence of the environment on the vehicle, so that the inlet end of the pipeline flowing through the motor can be communicated with the first outlet end of the heat exchange device, and the liquid flowing out of the heat exchange device can enter the pipeline flowing through the motor. Like this, the liquid that comes from heat transfer device can cool down the motor, reduces the difference between the temperature of the liquid of treating the cooling and the temperature of the liquid after the cooling, realizes the effective utilization of the energy, reduces the energy that the second radiator consumed.
In particular, returning now to fig. 2, where the temperature of the liquid exiting the heat exchange means is relatively low, the control means may further comprise an eighth valve 18, the eighth valve 18 being arranged between the first outlet end of the heat exchange means and the conduit through the motor. The inlet end of the eighth valve 18 communicates with the first outlet end of the heat exchange means and the outlet end of the eighth valve 18 communicates with the inlet end of the conduit through the motor. In this way, the liquid from the heat exchanging device enters the pipe passing through the motor through the eighth valve 18 for reducing the temperature of the motor to effectively utilize the heat exchanged liquid.
In the state where both the first valve 11 and the second valve 12 are open, both the sixth valve 16 and the eighth valve 18 are open, and the first liquid pump delivers liquid into the first radiator and liquid flowing through the first radiator into the pipe flowing through the motor. The second liquid pump conveys liquid into the second radiator, the liquid from the second radiator enters the heat exchange device, and the heat exchange device cools the liquid again. The liquid after being cooled down again flows through the eighth valve 18 to the inlet end of the pipe through the motor, and the liquid flowing out of the pipe through the electric device and the liquid from the second radiator are mixed at the inlet end of the pipe through the motor. The first fan and the second fan may be rotated at full speed to achieve the auxiliary cooling.
Because the liquid from the heat exchange device is cooled for the second time, the temperature difference of the liquid can be reduced. The mixed liquid enters a pipeline flowing through the motor to cool the motor. Therefore, the liquid flowing through the heat exchange device is effectively utilized, the energy is recycled, and the energy consumption of the first radiator is reduced.
In the closed state of the first valve, as shown in fig. 3, the third valve 13, the sixth valve 16 and the eighth valve 18 are open, and the second liquid pump delivers liquid through the third valve 13 into the first radiator, and the liquid flowing through the first radiator is fed into the pipe flowing through the motor. The second liquid pump conveys liquid into the second radiator, the liquid from the second radiator enters the heat exchange device, and the heat exchange device cools the liquid again. The liquid after being cooled down again flows through the eighth valve 18 to the inlet end of the pipe through the motor, and the liquid flowing out of the pipe through the electric device and the liquid from the second radiator are mixed at the inlet end of the pipe through the motor.
Because the liquid from the heat exchange device is cooled for the second time, the temperature difference of the liquid can be reduced. The mixed liquid enters a pipeline flowing through the motor to cool the motor. Therefore, the liquid flowing through the heat exchange device is effectively utilized, the energy is recycled, and the energy consumption of the first radiator is reduced.
In the closed state of the second valve, as shown in fig. 4, the fourth valve 14, the sixth valve 16 and the eighth valve 18 are open, the first liquid pump delivers liquid through the first valve 11 into the first radiator, and the liquid flowing through the first radiator enters the pipe flowing through the motor. The first liquid pump conveys liquid into the second radiator, the liquid from the second radiator enters the heat exchange device, and the heat exchange device cools the liquid again. The liquid after being cooled down again flows through the eighth valve 18 to the inlet end of the pipe through the motor, and the liquid flowing out of the pipe through the electric device and the liquid from the second radiator are mixed at the inlet end of the pipe through the motor.
Because the liquid from the heat exchange device is cooled for the second time, the temperature difference of the liquid can be reduced. The mixed liquid enters a pipeline flowing through the motor to cool the motor. Therefore, the liquid flowing through the heat exchange device is effectively utilized, the energy is recycled, and the energy consumption of the first radiator is reduced.
When the first liquid pump is damaged, the liquid from the motor and the liquid from the battery pack join at the inlet end of the second liquid pump. Under normal temperature or high temperature conditions (22 ℃. &38 ℃), the temperature of the liquid can be neutralized, which can cause a certain degree of damage to the battery pack. Therefore, the controller can control the rotating speeds of the first fan and the second fan, so that the first fan and the second fan both rotate at a high speed, the temperature of the liquid in the first radiator and the second radiator meets the limit value required by the battery pack and the electrical component, and the compressor is controlled at the heat exchange device to increase the output power of the compressor, so that the temperature of the circulating liquid is further reduced. In the case of low temperature, the first fan and the second fan rotate at a relatively slow speed or stop rotating, and the temperature of the liquid for adjusting the temperature of the battery pack can be compensated by heat exchange with the liquid by the waste heat of the motor.
Likewise, when the second liquid pump is damaged, the liquid from the motor and the liquid from the battery are merged at the inlet end of the first liquid pump. Under normal temperature or high temperature (22 ℃ and 38 ℃), the temperature of the liquid is neutralized. Therefore, the controller can control the rotating speeds of the first fan and the second fan, so that the first fan and the second fan both rotate at a high speed, the temperature of the liquid in the first radiator and the second radiator meets the limit value required by the battery pack and the electrical component, and the compressor is controlled at the heat exchange device to increase the output power of the compressor, so that the temperature of the circulating liquid is further reduced. In the case of low temperature, the first fan and the second fan rotate at a relatively slow speed or stop rotating, and the temperature of the liquid for adjusting the temperature of the battery pack can be compensated by heat exchange with the liquid by the waste heat of the motor.
In the present embodiment, the first valve 11, the second valve 12, the third valve 13, the fourth valve 14, the fifth valve 15, the sixth valve 16, the seventh valve 17, the eighth valve 18, and the bidirectional valve 20 are all configured as on-off valves.
The flow direction of the liquid in each circuit is described in detail below.
As shown in fig. 2, the first circuit comprises a first liquid pump, a first valve 11, a first radiator and electrical components. The first radiator is in communication with the first liquid pump through a first valve 11, and the electrical components are in communication with the first liquid pump. The second circuit comprises a second liquid pump, a second valve 12, a second radiator, a heating device, a heat exchange device and a battery pack. The second radiator is in communication with the second liquid pump via a second valve 12, and the conduit through the battery pack is in communication with the second liquid pump.
The first valve 11 and the second valve 12 are both open, and the third valve 13, the fourth valve 14 and the two-way valve 20 are all closed. Liquid from the first liquid pump enters the first radiator through the first valve 11 so that the first radiator cools down the liquid from the first liquid pump. The liquid from the first radiator flows to the electric device and the motor in sequence through the pipeline, so that the liquid cools the electric device and the motor. The liquid flowing through the pipe of the motor is returned to the first liquid pump to realize the circulating flow of the liquid in the first loop.
Liquid from the second liquid pump enters the second radiator through the second valve 12 so that the second radiator cools the liquid from the second liquid pump.
When the battery needs to be heated, the fifth valve 15 is opened and the sixth valve 16 is closed. The liquid from the second heat sink is in communication with the heating device such that the heating device heats the liquid from the second heat sink. The heating device is in communication with the battery pack, and liquid from the heating device enters the battery pack to cause the battery pack to be heated. The liquid flowing through the battery pack is returned to the second liquid pump so as to realize the circulation of the liquid in the second loop.
Further, the seventh valve 17 may be opened. Liquid from the motor may enter the heating device. The liquid from the motor and the liquid from the second heat sink can be mixed at the inlet end of the heating device. In this way, the heating device is able to heat the mixed liquid. The heating device is in communication with the battery pack, and liquid from the heating device is able to enter the battery pack such that the liquid from the heating device heats the battery pack.
When the liquid in the second radiator needs to be cooled, the sixth valve 16 is opened, and the fifth valve 15 is closed. The liquid from the second radiator is communicated with the heat exchange device, so that the heat exchange device cools the liquid from the second radiator. The heat exchange device is communicated with the battery pack, and liquid from the heat exchange device can enter the battery pack so that the liquid from the heat exchange device cools the battery pack. The liquid flowing through the battery pack is returned to the second liquid pump so as to realize the circulation of the liquid in the second loop.
Further, the eighth valve 18 may be opened. Liquid from the heat exchange device can enter the pipes running through the motor. Thus, the liquid from the heat exchange device and the liquid flowing through the pipeline of the electric device can enter the pipeline flowing through the motor, so that the motor is cooled together.
Of course, the heating device and the heat exchange device can also be not opened, the second radiator can be communicated with the battery pack, and liquid from the second radiator can directly enter a pipeline flowing through the battery pack so as to adjust the temperature of the battery pack.
As shown in fig. 3, when the first liquid pump fails, the first valve 11 is closed, and the second valve 12, the third valve 13, and the bidirectional valve 20 are opened. The first radiator is communicated with the second liquid pump through the second valve 12 and the third valve 13, and the second radiator is communicated with the second liquid pump through the second valve 12.
Liquid from the second liquid pump enters the first radiator, so that the first radiator cools the liquid from the second liquid pump. The liquid from the first radiator flows to the electric device and the motor in sequence through the pipeline, so that the liquid cools the electric device and the motor. The liquid flowing through the pipe of the motor is returned to the second liquid pump through the two-way valve 20 to realize the circulation flow of the liquid.
And liquid from the second liquid pump enters the second radiator, so that the second radiator cools the liquid from the second liquid pump. The process of cooling the liquid by the second heat sink shown in fig. 3 is similar to the process of cooling the liquid by the second heat sink shown in fig. 2, and will not be described again here. The process of regulating the temperature of the battery pack by the liquid from the second radiator shown in fig. 3 is similar to the process of regulating the temperature of the battery pack by the liquid from the second radiator shown in fig. 2, and will not be described again here. Of course, the seventh valve 17 or the eighth valve 18 can be opened according to actual conditions, and the opening process is similar to the opening process of the seventh valve 17 or the eighth valve 18, and is not described herein again.
As shown in fig. 4, when the second liquid pump fails, the second valve 12 is closed, and the first valve 11, the fourth valve 14, and the two-way valve 20 are opened. The first radiator is in communication with the first liquid pump through a first valve 11, and the second radiator is in communication with the first liquid pump through the first valve 11 and a fourth valve 14.
The liquid from the first liquid pump enters the second radiator, so that the second radiator cools the liquid from the first liquid pump. When the battery needs to be heated, the fifth valve 15 is opened and the sixth valve 16 is closed. The liquid from the second heat sink is in communication with the heating device such that the heating device heats the liquid from the second heat sink. The heating device is communicated with the battery pack, and liquid from the heating device heats the battery pack.
When the liquid from the second radiator needs to be cooled down again, the sixth valve 16 is opened and the fifth valve 15 is closed. The liquid from the second radiator is communicated with the heat exchange device, so that the heat exchange device cools the liquid from the second radiator. The heat exchange device is communicated with the battery pack, and liquid from the heat exchange device cools the battery pack. The battery pack is communicated with the first liquid pump, and liquid flowing through the battery pack flows back to the first liquid pump through the two-way valve 20 to realize the circulation flow of the liquid.
The liquid from the first liquid pump enters the first radiator, so that the first radiator cools the liquid from the first liquid pump. The process of cooling the liquid by the first heat sink shown in fig. 4 is similar to the process of cooling the liquid by the first heat sink shown in fig. 2, and will not be described again here. The process of cooling the electrical components by the liquid from the first heat sink shown in fig. 4 is similar to the process of cooling the electrical components by the liquid from the first heat sink shown in fig. 2, and will not be described again here. Of course, the seventh valve 17 or the eighth valve 18 can be opened according to actual conditions, and the opening process is similar to the opening process of the seventh valve 17 or the eighth valve 18, and is not described herein again.
The vehicle thermal management system shown in fig. 5 is similar in structure and principle to the vehicle thermal management system shown in fig. 4, except that a two-way valve is replaced with a two-way pump to control the flow of liquid.
The vehicle thermal management system shown in fig. 6 is similar in structure and principle to the vehicle thermal management system shown in fig. 3, except that a two-way valve is replaced with a two-way pump to control the flow of liquid. Of course, the first radiator may communicate with both the first and second liquid pumps. Therefore, the first radiator may store therein both the liquid from the first liquid pump and the liquid from the second liquid pump, and the liquid from the first liquid pump and the liquid from the second liquid pump may be mixed in the first radiator.
Likewise, the second radiator may be in communication with both the first and second liquid pumps. Therefore, the second radiator may store therein both the liquid from the first liquid pump and the liquid from the second liquid pump, and the liquid from the first liquid pump and the liquid from the second liquid pump may be mixed in the second radiator.
The invention further provides a vehicle which comprises the vehicle thermal management system.
According to the vehicle provided by the invention, the vehicle comprises a vehicle thermal management system which comprises a first liquid pump and a second liquid pump which are mutually used in an auxiliary mode, the two liquid pumps can respectively convey liquid to an electrical component and a battery pack by controlling the opening and closing of different valves, the first liquid pump can load the electrical component and the battery pack, or the second liquid pump can load the electrical component and the battery pack, the vehicle is prevented from being anchored due to the damage of the first liquid pump or the second liquid pump, all parts of the vehicle thermal management system are protected, and the service life and the safety of the vehicle are prolonged.
Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Terms such as "part," "member," and the like, when used herein, can refer to either a single part or a combination of parts. Terms such as "mounted," "disposed," and the like, as used herein, may refer to one component as being directly attached to another component or one component as being attached to another component through intervening components. Features described herein in one embodiment may be applied to another embodiment, either alone or in combination with other features, unless the feature is otherwise inapplicable or otherwise stated in the other embodiment.
The present invention has been described in terms of the above embodiments, but it should be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the invention to the scope of the described embodiments. Furthermore, it will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, and that many variations and modifications may be made in accordance with the teachings of the present invention, which variations and modifications fall within the scope of the present invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims (14)

1. A vehicle thermal management system, comprising:
a first circuit, the first circuit comprising:
a first liquid pump;
an electrical component;
a first heat sink in series with the electrical component;
a first valve, an inlet end of the first valve communicating with the first liquid pump, an outlet end of the first valve communicating with the first radiator, the first radiator communicating with the first liquid pump via the first valve in an open state of the first valve;
a second circuit, the second circuit comprising:
a second liquid pump;
a battery pack;
a second heat sink in series with the battery pack;
a second valve having an inlet end in communication with the second liquid pump and an outlet end in communication with the second radiator, the second radiator being in communication with the second liquid pump via the second valve in an open state of the second valve; and
a control device, the control device comprising:
a third valve in communication with the outlet ends of the first and second valves, respectively, the third valve being open in a closed state of the first valve such that the first radiator is in communication with a second liquid pump via the third valve;
a fourth valve in communication with the outlet ends of the first and second valves, respectively, the fourth valve being open in a closed state of the second valve such that the second radiator is in communication with the first liquid pump via the fourth valve; and
a control in communication with an inlet end of the first liquid pump and an inlet end of the second liquid pump, respectively.
2. The vehicle thermal management system of claim 1, wherein the second circuit further comprises a heating device, an inlet end of the heating device being in communication with the second radiator, an outlet end of the heating device being in communication with a conduit through the battery pack, the heating device being configured to heat liquid flowing from the second radiator.
3. The vehicle thermal management system of claim 2, wherein a conduit through the electrical component communicates with the inlet end of the heating device, and liquid from the electrical component enters the heating device.
4. The vehicle thermal management system of claim 1, wherein the second loop further comprises a heat exchange device, a first inlet end of the heat exchange device is in communication with the second radiator, a first outlet end of the heat exchange device is in communication with a pipe flowing through the battery pack, and the heat exchange device is configured to cool a liquid flowing out of the second radiator.
5. The vehicle thermal management system of claim 4, wherein the electrical component comprises an electric motor, and the first outlet end of the heat exchanging device communicates with an inlet end of a conduit through the electric motor such that liquid from the heat exchanging device enters the conduit through the electric motor.
6. The vehicle thermal management system of claim 2, wherein the control device further comprises a fifth valve disposed between the inlet end of the heating device and the second radiator.
7. The vehicle thermal management system of claim 4, wherein the control device further comprises a sixth valve disposed between the first inlet end of the heat exchange device and the second radiator.
8. The vehicle thermal management system of claim 3, wherein the control device further comprises a seventh valve disposed between the conduit through the electrical component and the inlet end of the heating device, liquid from the electrical component passing through the seventh valve into the heating device.
9. The vehicle thermal management system of claim 5, wherein the control device further comprises an eighth valve disposed between the first outlet end of the heat exchange device and the conduit through the electric machine, liquid from the heat exchange device passing through the eighth valve into the conduit through the electric machine.
10. The vehicle thermal management system of claim 5, further comprising an air conditioning system, wherein the second inlet end and the second outlet end of the heat exchanging device are respectively communicated with a pipeline of the air conditioning system, the air conditioning system is used for conveying a refrigerant medium into the heat exchanging device, and the refrigerant medium is used for reducing the temperature of the liquid in the heat exchanging device.
11. The vehicle thermal management system of claim 1, further comprising a first fan and a second fan, the first fan disposed opposite the first radiator for reducing a temperature of a liquid in the first radiator,
the second fan is disposed opposite the second heat sink for reducing a temperature of the liquid in the second heat sink.
12. The vehicle thermal management system of claim 11, wherein a projection of a portion of the second fan overlaps a projection of a portion of the first radiator on a plane parallel to a flow path of air.
13. The vehicle thermal management system of claim 1, wherein the control is configured as a two-way valve or a two-way pump.
14. A vehicle, characterized in that the vehicle comprises a vehicle thermal management system according to any of claims 1-13.
CN201911206934.XA 2019-11-29 2019-11-29 Vehicle thermal management system and vehicle Active CN112874257B (en)

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CN205970883U (en) * 2016-05-10 2017-02-22 比亚迪股份有限公司 Car thermal management system and electric automobile
CN107249910A (en) * 2014-12-19 2017-10-13 詹思姆公司 Heat regulating system and method for vehicle region
CN209274309U (en) * 2018-10-30 2019-08-20 广州小鹏汽车科技有限公司 A kind of thermal management system of electric automobile

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JP5867305B2 (en) * 2012-06-20 2016-02-24 株式会社デンソー Thermal management system for vehicles
WO2015103548A1 (en) * 2014-01-03 2015-07-09 Quantumscape Corporation Thermal management system for vehicles with an electric powertrain

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CN107249910A (en) * 2014-12-19 2017-10-13 詹思姆公司 Heat regulating system and method for vehicle region
CN205970883U (en) * 2016-05-10 2017-02-22 比亚迪股份有限公司 Car thermal management system and electric automobile
CN209274309U (en) * 2018-10-30 2019-08-20 广州小鹏汽车科技有限公司 A kind of thermal management system of electric automobile

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