CN113119688A

CN113119688A - Whole vehicle thermal management system of plug-in hybrid electric vehicle and control method thereof

Info

Publication number: CN113119688A
Application number: CN202110535899.7A
Authority: CN
Inventors: 张天强; 杨钫; 胡志林; 张昶; 付磊; 王燕; 李坤远; 刘建康
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2021-05-17
Filing date: 2021-05-17
Publication date: 2021-07-16
Anticipated expiration: 2041-05-17
Also published as: CN113119688B; WO2022242374A1

Abstract

The invention belongs to the technical field of vehicles and discloses a whole vehicle thermal management system of a plug-in hybrid electric vehicle and a control method thereof, wherein the whole vehicle thermal management system comprises a power battery, a battery water pump, a first heat exchanger and a second heat exchanger which are sequentially connected through a pipeline to form a first loop, and a first temperature detector is arranged at a working medium inlet of the power battery; still include engine thermal system, warm braw system, intercommunication subassembly, first cross valve, air conditioning system, driving motor thermal system and second cross valve, can utilize driving motor stall to generate heat, at least one of engine idle speed themogenesis and heater heating heats power battery, guarantees to carry out rapid heating to power battery under low temperature environment, shortens charge time, improves whole car low temperature and drives and experience.

Description

Whole vehicle thermal management system of plug-in hybrid electric vehicle and control method thereof

Technical Field

The invention relates to the technical field of vehicles, in particular to a whole vehicle thermal management system of a plug-in hybrid electric vehicle and a control method thereof.

Background

The power battery is the only power source except the engine in the existing hybrid power assembly, and the safety, the dynamic property and the economical efficiency of the whole vehicle are directly influenced by the performance of the power battery. When the lithium battery is in a low-temperature environment, on one hand, the frozen viscosity of the electrolyte is increased and even solidified, and the conductivity of the battery is reduced; the diffusion rate of the battery in the active material is reduced, the charge transfer impedance is increased, the charge and discharge capacity of the lithium battery is reduced rapidly in a low-temperature environment, and the dynamic property and the economical efficiency of the whole vehicle are seriously influenced. On the other hand, under the low temperature environment, lithium is seriously separated out from the negative electrode of the lithium battery, and particularly when the lithium battery is charged at low temperature, the dendritic crystal of the lithium separated out from the negative electrode of the battery is easy to pierce the solid electrolyte interface to cause the internal short circuit of the lithium battery, so that the thermal runaway of the battery is caused, and then the combustion and even the explosion occur, thereby seriously affecting the safety of the lithium battery.

At present, a power battery of a hybrid electric vehicle is single in heating mode, and the heating requirement on the power battery is difficult to guarantee under different operation working conditions.

Disclosure of Invention

The invention aims to provide a whole vehicle thermal management system of a plug-in hybrid electric vehicle and a control method thereof, and aims to solve the technical problems that in the prior art, a heating mode of a power battery is single, and the heating requirement on the power battery is difficult to guarantee under different operating conditions.

In order to achieve the purpose, the invention adopts the following technical scheme:

the whole vehicle thermal management system of the plug-in hybrid electric vehicle comprises a power battery, a battery water pump, a first heat exchanger and a second heat exchanger which are sequentially connected through a pipeline to form a first loop, wherein a working medium inlet of the power battery is provided with a first temperature detector; the finished automobile thermal management system further comprises:

the engine thermal system comprises an engine, a thermostat, an engine radiator, an engine water pump and a second temperature detector, wherein the engine, the thermostat, the engine radiator and the engine water pump are sequentially connected through pipelines to form a second loop, a coolant outlet of the engine is communicated with the thermostat, the coolant outlet of the engine is connected to the pipeline between the engine water pump and the engine radiator through a first bypass pipeline, and the second temperature detector is used for detecting the temperature of the coolant outlet of the engine;

the warm air system comprises a warm air core body, a heater and a warm air loop water pump, wherein the warm air core body, the warm air loop water pump, the second heat exchanger and the heater are sequentially connected through a pipeline to form a third loop, and the warm air core body is positioned in a passenger cabin;

the communication assembly comprises a communication structure and a second bypass pipeline, one end of the second bypass pipeline is connected to the communication structure, the other end of the second bypass pipeline is connected to a pipeline between the heater and the second heat exchanger, and the communication structure is arranged on the first bypass pipeline and the third loop and can enable the warm air loop water pump to be communicated with the heater or the second bypass pipeline only; the communicating structure has a first working state and a second working state, when the communicating structure is in the first working state, the communicating structure serially communicates the first bypass pipeline and the third loop, and when the communicating structure is in the second working state, the communicating structure enables the first bypass pipeline and the third loop not to be communicated with each other;

a first four-way valve having four ports, two ports of which are connected to the pipeline between the second heat exchanger and the power battery, and the other two ports of which are connected to the first bypass pipeline;

the air conditioning system comprises a compressor, a condenser, a first electronic expansion valve, a second electronic expansion valve and an evaporator, wherein the compressor, the condenser, the first electronic expansion valve and the first heat exchanger are sequentially connected through pipelines to form a fourth loop;

the driving motor thermal system comprises a driving motor, an inverter, a motor water pump, a first three-way valve, a motor radiator and a third temperature detector, wherein the driving motor, the inverter, the motor radiator, the first three-way valve and the motor water pump are sequentially connected through a pipeline to form a fifth loop, the rest one port of the first three-way valve is communicated with the pipeline between the motor radiator and the driving motor, and the third temperature detector is used for detecting the temperature of a working medium outlet of the driving motor;

and the second four-way valve is provided with four ports, two ports are connected to a pipeline between the battery water pump and the first heat exchanger, and the other two ports are connected to a pipeline between the motor water pump and the driving motor.

Preferably, the communication structure includes a third four-way valve having four ports, two of the ports being connected to a line between the first port of the second three-way valve and the heater circuit water pump, the other two ports being connected to the first bypass line, the second port of the second three-way valve being connected to the second heat exchanger, and the third port of the second three-way valve being connected to the second bypass line.

Preferably, the communication structure is a five-way valve, the five-way valve has five ports, one of the ports is communicated with the water outlet of the warm air loop water pump, one of the ports is communicated with the water inlet of the second heat exchanger, one of the ports is communicated with the second bypass pipeline, one of the ports is communicated with the water outlet of the engine water pump, and the other port is communicated with the working medium inlet of the engine.

Preferably, the engine thermal system further comprises an oil cooler, one end of the oil cooler is connected to the thermostat, and the other end of the oil cooler is connected to a pipeline between the engine radiator and the engine water pump, and the oil cooler is configured for heat exchange between coolant of the engine and oil.

Preferably, the warm air core body comprises a front warm air core body and a rear warm air core body, the front warm air core body and the rear warm air core body are not communicated with each other and are connected, a switch valve is arranged on a pipeline connected with the rear warm air core body, and the switch valve is configured to control whether working media in the third loop pass through the rear warm air core body or not.

Preferably, the driving motor includes a front driving motor and a rear driving motor, the inverter includes a front driving inverter and a rear driving inverter, the front driving motor is connected to the front driving inverter through a pipeline, the rear driving motor is connected to the rear driving inverter through a pipeline, and the front driving motor and the front driving inverter are connected in parallel with the rear driving motor and the rear driving inverter.

In order to achieve the above object, the present invention further provides a control method for a complete vehicle thermal management system of a plug-in hybrid electric vehicle, which is applicable to the complete vehicle thermal management system of the plug-in hybrid electric vehicle in any one of the above schemes, and the control method includes:

s11, determining that the plug-in hybrid electric vehicle is in a charging state;

s12, obtaining and judging the current temperature T of the power battery, and comparing the T with the sizes of T1 and T2, wherein T1 is less than T2; judging whether the passenger compartment has a heating requirement or not;

if T is more than T1 and less than or equal to T2 and the passenger compartment has a heating requirement, executing S13;

if T is more than T1 and less than or equal to T2 and the passenger compartment has no heating requirement, executing S14;

if T is less than or equal to T1 and the passenger compartment has a heating demand, executing S15;

if T is less than or equal to T1 and the passenger compartment has no heating requirement, executing S14;

s13, controlling the heater and the warm air loop water pump to work, controlling the communicating structure to be in a second working state, and enabling the warm air loop water pump to be communicated with the second bypass pipeline only;

the second four-way valve is controlled to be connected in series with the first loop and the fifth loop, the first three-way valve is controlled to be only communicated with the motor water pump and the driving motor, the driving motor is controlled to block rotation to generate heat, and the motor water pump is controlled to work;

s14, controlling the heater and the warm air loop water pump to work, controlling the communicating structure to be in a second working state, and enabling the warm air loop water pump to be communicated with the second heater only;

s15, controlling the heater and the warm air loop water pump to work, controlling the communicating structure to be in a second working state, and enabling the warm air loop water pump to be communicated with the second bypass pipeline only;

and controlling a first four-way valve to be connected in series with the first loop and the first bypass pipeline, controlling the thermostat to be disconnected and communicated with an engine radiator, controlling the engine to start and run at an idle speed, and controlling the water pump of the engine to work.

Preferably, S16-S17 is also included after S13:

s16, acquiring and judging whether the temperature of a working medium inlet of the power battery is greater than a set value T3, and if so, controlling the driving motor and the motor water pump to stop working; if not, controlling the driving motor and the motor water pump to work;

s17, acquiring and judging whether the current temperature T4 of the power battery is greater than T2, if so, controlling the driving motor and the motor water pump to stop working, controlling the communication structure to be in a first working state, and controlling the second four-way valve to be connected in parallel with the first loop and the fifth loop; if not, return is made to S16.

S18-S19 is also included after S14:

s18, acquiring and judging whether the working medium inlet temperature of the power battery is greater than a set value T3, if so, controlling the heater, the warm air loop water pump, the driving motor and the motor water pump to stop working; if not, controlling the heater, the warm air loop water pump, the driving motor and the motor water pump to work;

s19, acquiring and judging whether the current temperature T4 of the power battery is greater than T2, if so, controlling the heater, the warm air loop water pump, the driving motor and the motor water pump to stop working, controlling the communicating structure to be in a first working state, and controlling the second four-way valve to be connected in parallel with the first loop and the fifth loop; if not, return is made to S18.

S20-S21 is also included after S15:

s20, acquiring and judging whether the working medium inlet temperature of the power battery is greater than a set value T3, and if so, controlling the driving motor, the motor water pump and the engine to stop working; if not, controlling the driving motor, the motor water pump and the engine to work;

s21, acquiring and judging whether the current temperature T4 of the power battery is greater than T2, if so, controlling the driving motor, the motor water pump and the engine to stop working, controlling the communicating structure to be in a first working state, controlling the second four-way valve to be connected in parallel with the first loop and the fifth loop, and controlling the first four-way valve to be connected in series with the first loop and the first bypass pipeline; if not, return is made to S20.

In order to achieve the above object, the present invention further provides another control method for a complete vehicle thermal management system of a plug-in hybrid electric vehicle, which is applicable to the complete vehicle thermal management system of the plug-in hybrid electric vehicle in any one of the above schemes, and the control method includes:

s31, determining that the plug-in hybrid electric vehicle is in a running state;

s32, obtaining the temperature T of the power battery, comparing the temperature T with the temperature T2, and judging whether the passenger compartment has a heating requirement or not;

if T is less than or equal to T2 and the passenger compartment has a heating demand, executing S33;

if T is less than or equal to T2 and the passenger compartment has no heating requirement, executing S34;

s33, controlling the first four-way valve to enable the first loop and the second loop not to be communicated with each other, controlling the communication structure to be in a first working state, and enabling the water pump of the warm air loop to be communicated with the second bypass pipeline only so as to convey heat to the warm air core;

controlling a second four-way valve to be connected in series with the first loop and the fifth loop and controlling a battery water pump and a motor water pump to work;

s34, controlling the first four-way valve to enable the first loop and the second loop not to be communicated with each other, controlling the communication structure to be in a first working state, and enabling the water pump of the warm air loop to be communicated with the second heat exchanger only;

and controlling a second four-way valve to be connected in series with the first loop and the fifth loop and controlling the battery water pump and the motor water pump to work.

Preferably, S35-S36 is also included after S33:

s35, acquiring and judging whether the working medium inlet temperature of the power battery is greater than a set value T3, and if so, controlling the battery water pump and the motor water pump to stop working; if not, controlling the battery water pump and the motor water pump to work;

s36, acquiring and judging whether the current temperature T5 of the power battery is greater than T2, if so, controlling the battery water pump and the motor water pump to stop working, and controlling the second four-way valve to be connected in parallel with the first loop and the fifth loop; if not, return is made to S35.

S37-S38 is also included after S34:

s37, acquiring and judging whether the working medium inlet temperature of the power battery is greater than a set value T3, and if so, controlling the warm air loop water pump, the battery water pump and the motor water pump to stop working; if not, controlling a warm air loop water pump, a battery water pump and a motor water pump to work;

s38, acquiring and judging whether the current temperature T5 of the power battery is greater than T2, if so, controlling the warm air loop water pump, the battery water pump and the motor water pump to stop working, and controlling the second four-way valve to be connected with the first loop and the fifth loop in parallel; if not, return is made to S37.

The invention has the beneficial effects that:

according to the whole vehicle heat management system of the plug-in hybrid electric vehicle and the control method thereof, the whole vehicle heat management system can heat the power battery by at least one of the blocking-rotation heat generation of the driving motor, the idling heat generation of the engine and the heating of the heater through the arrangement of the engine heat system, the warm air system, the communication assembly, the first four-way valve, the air conditioning system, the driving motor heat system and the second four-way valve, so that the rapid heating of the power battery in a low-temperature environment is ensured, the charging time is shortened, and the low-temperature driving experience of the whole vehicle is improved.

Drawings

FIG. 1 is a schematic diagram of a vehicle thermal management system of a plug-in hybrid electric vehicle according to the present invention;

FIG. 2 is a partial schematic view of a vehicle thermal management system of a plug-in hybrid vehicle according to the present invention;

FIG. 3 is a schematic diagram of the operation of the entire thermal management system of the plug-in hybrid electric vehicle (heating mode one);

FIG. 4 is a schematic diagram of the operation of the entire thermal management system of the plug-in hybrid electric vehicle (heating mode two);

FIG. 5 is a schematic diagram of the operation of the entire thermal management system of the plug-in hybrid electric vehicle according to the present invention (heating mode three);

FIG. 6 is a schematic diagram of the operation of the entire thermal management system of the plug-in hybrid electric vehicle according to the present invention (heating mode four);

FIG. 7 is a first flowchart of a control method of a complete vehicle thermal management system of a plug-in hybrid electric vehicle according to the present invention;

FIG. 8 is a second flowchart of a method for controlling a vehicle thermal management system of a plug-in hybrid electric vehicle according to the present invention;

FIG. 9 is a third flowchart of a control method of a complete vehicle thermal management system of a plug-in hybrid electric vehicle according to the present invention;

FIG. 10 is a flowchart of another method for controlling a vehicle thermal management system of a plug-in hybrid electric vehicle according to the present invention.

In the figure:

101. a power battery; 102. a battery water pump; 103. a first temperature detector;

201. an engine; 202. a second temperature detector; 203. a thermostat; 204. an oil cooler; 205. an engine radiator; 206. an engine water pump; 207. an EGR cooler; 208. a first four-way valve; 209. a cooling fan;

301. an air intake intercooler; 302. an intercooling radiator; 303. an intercooling loop water pump; 304. a third three-way valve;

401. a compressor; 402. a condenser; 403. a first electronic expansion valve; 404. a second electronic expansion valve; 405. an evaporator; 406. a blower; 407. a first heat exchanger;

501. a front drive motor; 502. a front-drive inverter; 503. a rear drive motor; 504. a rear drive inverter; 505. DCDC; 506. a second four-way valve; 507. a motor water pump; 508. a first three-way valve; 509. a motor radiator; 510. a third temperature detector;

601. a front warm air core body; 602. a rear warm air core body; 603. a heater; 604. a second heat exchanger; 605. a second three-way valve; 606. a third four-way valve; 607. a warm air loop water pump; 608. an on-off valve;

701. a first expansion tank; 702. a second expansion tank.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

In the description of the present embodiment, the terms "upper", "lower", "right", etc. are used in an orientation or positional relationship based on that shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.

As shown in fig. 1, the present embodiment provides a complete vehicle thermal management system of a plug-in hybrid electric vehicle, the complete vehicle thermal management system includes a power battery 101, a battery water pump 102, a first heat exchanger 407, and a second heat exchanger 604, which are sequentially connected by a pipeline to form a first loop, a working medium is filled in the first loop, and a first temperature detector 103 is disposed at a working medium inlet of the power battery 101. The finished automobile heat management system further comprises an engine thermal system, a warm air system, a communicating component, a first four-way valve 208, an air conditioning system, a driving motor thermal system and a second four-way valve 506.

The engine thermal system comprises an engine 201, a thermostat 203, an engine radiator 205, an engine water pump 206 and a second temperature detector 202, wherein the engine 201, the thermostat 203, the engine radiator 205 and the engine water pump 206 are sequentially connected through pipelines to form a second loop, a coolant outlet of the engine 201 is communicated with the thermostat 203, the coolant outlet of the engine 201 is connected to a pipeline between the engine water pump 206 and the engine radiator 205 through a first bypass pipeline, and the second temperature detector 202 is used for detecting the temperature of the coolant outlet of the engine 201.

Further, in this embodiment, the engine thermal system further includes an oil cooler 204, one end of the oil cooler 204 is connected to the thermostat 203, and the other end is connected to a pipeline between the engine radiator 205 and the engine water pump 206, and the oil cooler 204 is used for heat exchange between the coolant of the engine 201 and the oil. By means of thermostat 203, it is possible to control the coolant of engine 201 to pass through oil cooler 204 or through engine radiator 205. Further, in order to improve the heat radiation efficiency of the coolant in the engine radiator 205, the engine thermal system further includes a cooling fan 209, and the cooling fan 209 is capable of blowing air to the engine radiator 205 to accelerate the temperature decrease of the coolant in the engine radiator 209.

Further, the engine thermal system further comprises an EGR cooler 207, and the EDR cooler 207 is disposed in the first bypass line, and is used for heat exchange between exhaust gas required for engine exhaust gas recirculation and coolant in the first bypass line.

The warm air system comprises a warm air core body, a heater 603 and a warm air loop water pump 607, wherein the warm air core body, the warm air loop water pump 607, the second heat exchanger 604 and the heater 603 are sequentially connected through pipelines to form a third loop, and the warm air core body is positioned in a passenger cabin. It can be understood that the heater 603 can heat the working medium in the third circuit, and the working medium can transfer heat to the passenger compartment through the warm air core, and can also exchange heat with the working medium in the first circuit through the second heat exchanger 604, so as to heat the power battery.

Specifically, in this embodiment, the warm air core includes a front warm air core 601 and a rear warm air core 602, the front warm air core 601 and the rear warm air core 602 are connected in parallel, and a pipeline connected to the rear warm air core 602 is provided with a switch valve 608, and the switch valve 608 is used for controlling the working medium in the third loop to pass through or not pass through the rear warm air core 602. It is understood that the front heater core 601 and the rear heater core 602 may be respectively disposed at front and rear positions of the passenger compartment, so that heating of the front and rear positions of the passenger compartment may be achieved.

The above-mentioned communication assembly includes a communication structure and a second bypass line having one end connected to the communication structure and the other end connected to a line between the heater 603 and the second heat exchanger 604. The communication structure is provided in the first bypass line and the third circuit, and the heater 603 and the second bypass line can be communicated with the heater 607 only in the warm air circuit water pump 607. The communicating structure has a first working state and a second working state, when the communicating structure is in the first working state, the communicating structure is connected with the first bypass pipeline and the third loop in series, and when the communicating structure is in the second working state, the communicating structure enables the first bypass pipeline and the third loop not to be communicated with each other.

Specifically, in the present embodiment, the communication structure includes a third four-way valve 606 and a second three-way valve 605, the third four-way valve 606 has four ports, two of the ports are connected to the pipeline between the first port of the second three-way valve 605 and the warm air circuit water pump 607, the other two ports are connected to the first bypass pipeline, the second port of the second three-way valve 605 is connected to the second heat exchanger 604, and the third port of the second three-way valve 605 is connected to the second bypass pipeline. Of course, in other embodiments, the communication structure may also be a five-way valve, where the five-way valve has five ports, one of the ports is connected to the water outlet of the warm air circuit water pump 607, one of the ports is connected to the water inlet of the second heat exchanger 604, one of the ports is connected to the second bypass pipeline, one of the ports is connected to the water inlet of the engine water pump 206, and one of the ports is connected to the coolant outlet of the engine 201.

The air conditioning system includes a compressor 401, a condenser 402, a first electronic expansion valve 403, a second electronic expansion valve 404, and an evaporator 405, the compressor 401, the condenser 402, the first electronic expansion valve 403, and the first heat exchanger 407 are sequentially connected by a pipeline to form a fourth circuit, one end of the evaporator 405 is connected to a pipeline between the compressor 401 and the first heat exchanger 407, the other end is connected to one end of the second electronic expansion valve 404, and the other end of the second electronic expansion valve 404 is connected to a pipeline between the condenser 402 and the first electronic expansion valve 403. The evaporator 405 is disposed in the passenger compartment, and a blower 406 is provided in a matching manner. The working medium in the first loop and the working medium in the fourth loop can exchange heat in the first heat exchanger 407, specifically, the working medium in the fourth loop absorbs heat in the first heat exchanger 407, and the working medium in the first loop emits heat in the first heat exchanger 407, so that the temperature of the working medium in the first loop is reduced, and the cooling of the power battery is realized.

The driving motor thermal system comprises a driving motor, an inverter, a motor water pump 507, a first three-way valve 508, a motor radiator 509 and a third temperature detector 510, wherein the driving motor, the inverter, the motor radiator, 509, the first three-way valve 508 and the motor water pump 507 are sequentially connected through a pipeline to form a fifth loop, the rest one port of the first three-way valve 508 is communicated with the pipeline between the motor radiator 509 and the driving motor, working media in the third loop can or cannot pass through the motor radiator 509, and the third temperature detector 510 is used for detecting the temperature of a working media outlet of the driving motor.

Specifically, in the present embodiment, the driving motors include a front driving motor 501 and a rear driving motor 503, the inverters include a front driving inverter 502 and a rear driving inverter 504, the front driving motor 501 is connected to the front driving inverter 502 through a pipeline, the rear driving motor 503 is connected to the rear driving inverter 504 through a pipeline, and the front driving motor 501 and the front driving inverter 502 are not communicated with the rear driving motor 503 and the rear driving inverter 504. In addition, the driving motor thermal system further includes a DCDC505, and the DCDC505 is connected to the rear-drive inverter 504 through a pipeline and is not communicated with the front-drive inverter 502. It is understood that the driving motor 501, the inverter and the DCDC505 all need to be cooled during operation.

Referring to fig. 1, the entire vehicle thermal management system further includes a first expansion water tank 701, and the first expansion water tank 701 is connected to the second loop and the third loop through a pipeline, and is used for eliminating pressure and flow fluctuation caused by temperature difference of the liquid working medium in each loop. In addition, the whole vehicle thermal management system further comprises a second expansion water tank 702, wherein the second expansion water tank 702 is communicated with the first loop and the fifth loop through pipelines and is also used for eliminating pressure and flow fluctuation caused by temperature difference of liquid working media in the loops.

Referring to fig. 1 again, the finished automobile thermal management system further includes an engine intake intercooling system, where the engine intake intercooling system includes an intake intercooler 301, a third three-way valve 304, an intercooling radiator 302 and an intercooling return water pump 303, which are connected in sequence through a pipeline, and a remaining port of the third three-way valve 304 is connected to a pipeline between the intercooling return water pump 303 and the intercooling radiator 302.

Note that, as shown in fig. 2, in the present embodiment, along the flow direction of the cooling air during vehicle traveling, the motor radiator 509, the condenser 402, the engine radiator 205, and the cooling fan 209 are disposed in this order, and the inter-cooler radiator 302 and the motor radiator 509 are disposed side by side.

The working principle of the entire vehicle thermal management system for heating the power battery will be described in detail below.

1. Heating mode one

When the entire vehicle is in a charging state, as shown in fig. 3, the second four-way valve 506 connects the first loop and the fifth loop in series, and the first three-way valve 508 connects the working medium in the fifth loop without passing through the motor radiator 509.

The front driving motor 501 and the rear driving motor 503 are controlled to stop rotating and heat, at the moment, the two motors do not have rotating speed and torque output, the inverter is powered through the vehicle-mounted charger or the charging pile, electric energy is converted into heat energy to heat working media in the fifth loop, and the power battery 101 can be heated at the moment because the first loop and the fifth loop are connected in series.

It should be noted that, at this time, the compressor 401 of the air conditioning system does not operate, and at this time, there is a heating demand in the passenger compartment, that is, the heater 603 operates, the third four-way valve 606 makes the third loop and the first bypass line not communicate with each other, and the second three-way valve 605 makes the warm air loop water pump 607 communicate with only the second bypass line, and at this time, no heat exchange is performed in the second heat exchanger 604.

2. Heating mode two

When the entire vehicle is in a charging state, as shown in fig. 4, the first loop and the fifth loop are connected in series by the second four-way valve 506, the first loop and the first bypass loop are connected in series by the first four-way valve 208, the first bypass loop and the third loop are not communicated with each other by the third four-way valve 606, and the working medium in the fifth loop does not pass through the motor radiator by the first three-way valve 508.

The front driving motor 501 and the rear driving motor 503 are controlled to stop rotating and heat, at the moment, the two motors do not have rotating speed and torque output, the inverter is powered through the vehicle-mounted charger or the charging pile, electric energy is converted into heat energy to heat working media in the fifth loop, and the power battery 101 can be heated at the moment because the first loop and the fifth loop are connected in series. Meanwhile, the engine 201 is started and is in an idling state, and the fuel oil is combusted in the cylinder body of the engine 201 to convert chemical energy into heat energy to heat the coolant in the first bypass pipeline, so that the power battery 101 is heated.

3. Heating mode three

When the entire vehicle is in a charging state, as shown in fig. 5, the first four-way valve 208 makes the first loop and the first bypass circuit not communicated with each other, the second four-way valve 506 makes the first loop and the fifth loop connected in series, the third four-way valve 606 makes the first bypass circuit and the third loop not communicated with each other, the first three-way valve 508 makes the working medium in the fifth loop not pass through the motor radiator 509, and the second three-way valve 605 makes the warm air loop water pump 607 communicated with the second heat exchanger 604 only.

The front driving motor 501 and the rear driving motor 503 are controlled to stop rotating and heat, at the moment, the two motors do not have rotating speed and torque output, the inverter is powered through the vehicle-mounted charger or the charging pile, electric energy is converted into heat energy to heat working media in the fifth loop, and the power battery 101 can be heated at the moment because the first loop and the fifth loop are connected in series. The heater 603 and the warm air loop water pump 607 are controlled to work, the heater 603 is powered by a vehicle-mounted charger or a charging pile, electric energy is converted into heat energy to heat the third loop, and the working medium in the first loop is heated by the second heat exchanger 604, so that the power battery 101 is heated.

4. Heating mode four

When the entire vehicle is in a driving state, as shown in fig. 6, the first four-way valve 208 makes the first loop and the first bypass loop not be communicated with each other, and the second four-way valve 506 makes the first loop and the fifth loop connected in series, so that the power battery 101 is heated by the waste heat of the driving motor.

When the temperature of the outlet water of the engine 201 rises to a preset value, the third four-way valve 606 is controlled to enable the third loop to be connected in series with the first bypass pipeline, if the passenger compartment has a heating requirement, the second three-way valve 605 is controlled to be only communicated with the second bypass pipeline, the waste heat of the engine 201 is used for heating the passenger compartment, and if the passenger compartment does not have the heating requirement, the second three-way valve 605 is controlled to be only communicated with the second heat exchanger 604, and the waste heat of the engine 201 is used for heating the power battery 101.

The embodiment also provides a control method of a whole vehicle thermal management system of a plug-in hybrid electric vehicle, where the control method is applicable to the whole vehicle thermal management system of the plug-in hybrid electric vehicle, and specifically, as shown in fig. 7 to 9, the control method includes:

s12, obtaining and judging the current temperature T of the power battery 101, comparing the T with the sizes of T1 and T2, wherein T1 is less than T2, and judging whether the passenger compartment has a heating requirement or not;

if T is more than or equal to T1 and less than or equal to T2 and the passenger compartment has a heating requirement, executing S13;

if T is more than or equal to T1 and less than or equal to T2 and the passenger compartment has no heating requirement, executing S14;

s13, controlling the heater 603 and the warm air loop water pump 607 to work, controlling the communicating structure to be in a second working state, and enabling the warm air loop water pump 607 to be communicated with only the second bypass pipeline; specifically, in this embodiment, the third four-way valve 606 is controlled so that the third circuit and the first bypass circuit are not communicated with each other, and the second three-way valve 605 is controlled to communicate only with the second bypass line;

the second four-way valve 506 is controlled to be connected in series with the first loop and the fifth loop, the first three-way valve 508 is controlled to be only communicated with the motor water pump 507 and the driving motor, the driving motor is controlled to block rotation and generate heat, and the motor water pump 507 is controlled to work.

S14, controlling the heater 603 and the warm air loop water pump 607 to work, controlling the communicating structure to be in a second working state, and enabling the warm air loop water pump 607 to be communicated with the second heat exchanger 604 only; specifically, in the present embodiment, the third four-way valve 606 is controlled so that the third circuit and the first bypass circuit do not communicate with each other, and the second three-way valve 605 is controlled so as to communicate only with the second heat exchanger 604;

S15, controlling the heater 603 and the warm air loop water pump 607 to work, controlling the communicating structure to be in a second working state, and enabling the warm air loop water pump 607 to be communicated with only the second bypass pipeline; specifically, in this embodiment, the third four-way valve 606 is controlled so that the third circuit and the first bypass circuit are not communicated with each other, and the second three-way valve 605 is controlled to communicate only with the second bypass line;

the second four-way valve 506 is controlled to be connected in series with the first loop and the fifth loop, the first three-way valve 508 is controlled to be only communicated with the motor water pump 507 and the driving motor, the driving motor is controlled to stop rotating and generate heat, and the motor water pump 507 is controlled to work;

and controlling a first four-way valve 208 to be connected with the first loop and the first bypass pipeline in series, controlling the thermostat 203 to be disconnected from the engine radiator 205, controlling the engine 201 to start and run at an idle speed, and controlling the engine water pump 206 to work.

Further, S16-S17 is also included after S13;

s16, acquiring and judging whether the working medium inlet temperature of the power battery 101 is greater than a set value T3, if so, controlling the driving motor and the motor water pump 507 to stop working; if not, controlling the driving motor and the motor water pump 507 to work;

s17, acquiring and judging whether the current temperature T4 of the power battery 101 is greater than T2, if so, controlling the driving motor and the motor water pump 507 to stop working, controlling the communication structure to be in a first working state, and controlling the second four-way valve 506 to be connected in parallel with the first loop and the fifth loop; if not, return is made to S16.

Further, S18-S19 is also included after S14:

s18, acquiring and judging whether the working medium inlet temperature of the power battery 101 is greater than a set value T3, if so, controlling the heater 603, the warm air loop water pump 607, the driving motor and the motor water pump 507 to stop working; if not, controlling the heater 603, the warm air loop water pump 607, the driving motor and the motor water pump 507 to work;

s19, acquiring and judging whether the current temperature T4 of the power battery 101 is greater than T2, if so, controlling the heater 603, the warm air loop water pump 607, the driving motor and the motor water pump 507 to stop working, controlling the communication structure to be in a first working state, and controlling the second four-way valve 506 to be connected with the first loop and the fifth loop in parallel; if not, return is made to S18.

S20-S21 is also included after S15:

s20, acquiring and judging whether the working medium inlet temperature of the power battery 101 is greater than a set value T3, if so, controlling the driving motor, the motor water pump 507 and the engine 201 to stop working; if not, controlling the driving motor, the motor water pump 507 and the engine 201 to work;

s21, acquiring and judging whether the current temperature T4 of the power battery 101 is greater than T2, if so, controlling the driving motor, the motor water pump 507 and the engine 201 to stop working, controlling the communication structure to be in a first working state, controlling the second four-way valve 506 to be connected in parallel with the first loop and the fifth loop, and controlling the first four-way valve 208 to be connected in series with the first loop and the first bypass pipeline; if not, return is made to S20.

Specifically, in the present embodiment, T1 is preferably-10 ℃, T2 is preferably 10 ℃, and T3 is preferably 55 ℃, although in other embodiments, T1, T2 and T3 can be selected according to actual needs.

The embodiment also provides another control method of a whole vehicle thermal management system of a plug-in hybrid electric vehicle, where the control method is applicable to the whole vehicle thermal management system of the plug-in hybrid electric vehicle, and specifically, as shown in fig. 10, the control method includes:

s32, obtaining the temperature T of the power battery 101, comparing the temperature T with the temperature T2, and judging whether the passenger compartment has a heating requirement or not;

s33, controlling the first four-way valve 208 to enable the first loop and the second loop not to be communicated with each other, controlling the communication structure to be in a first working state, and enabling the warm air loop water pump 607 to be communicated with only the second bypass pipeline to convey heat to the warm air core;

the second four-way valve 506 is controlled to be connected in series with the first loop and the fifth loop, and the battery water pump 102 and the motor water pump 507 are controlled to work;

s34, controlling the first four-way valve 208 to enable the first loop and the second loop not to be communicated with each other, controlling the communication structure to be in a first working state, and enabling the warm air loop water pump 607 to be communicated with the second heat exchanger 604 only;

and controlling a second four-way valve 506 to be connected in series with the first loop and the fifth loop, and controlling the battery water pump 102 and the motor water pump 507 to work.

Further, S35-S36 is also included after S33:

s35, acquiring and judging whether the working medium inlet temperature of the power battery 101 is greater than a set value T3, if so, controlling the battery water pump 101 and the motor water pump 507 to stop working; if not, controlling the battery water pump 102 and the motor water pump 507 to work;

s36, acquiring and judging whether the current temperature T5 of the power battery 101 is greater than T2, if so, controlling the battery water pump 102 and the motor water pump 507 to stop working, and controlling the second four-way valve 506 to be connected in parallel with the first loop and the fifth loop; if not, return is made to S35.

S37-S38 is also included after S34:

s37, acquiring and judging whether the working medium inlet temperature of the power battery 101 is greater than a set value T3, if so, controlling the warm air loop water pump 607, the battery water pump 102 and the motor water pump 507 to stop working; if not, controlling the warm air loop water pump 607, the battery water pump 102 and the motor water pump 507 to work;

s38, acquiring and judging whether the current temperature T5 of the power battery 101 is greater than T2, if so, controlling the warm air loop water pump 607, the battery water pump 102 and the motor water pump 507 to stop working, and controlling the second four-way valve 506 to be connected in parallel with the first loop and the fifth loop; if not, return is made to S37.

Similarly, in the present embodiment, the above-mentioned T2 is preferably 10 ℃ and the above-mentioned T3 is preferably 55 ℃.

In summary, the whole vehicle thermal management system of the plug-in hybrid electric vehicle provided by the embodiment can utilize at least one of the blocking-rotation heat generation of the driving motor, the idle-speed heat generation of the engine and the heating of the heater to heat the power battery 101 by setting the engine thermal system, the warm air system, the communication component, the first four-way valve 208, the air conditioning system, the driving motor thermal system and the second four-way valve 506, thereby ensuring that the power battery is rapidly heated in a low-temperature environment, shortening the charging time and improving the low-temperature driving experience of the whole vehicle.

It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Numerous obvious variations, adaptations and substitutions will occur to those skilled in the art without departing from the scope of the invention. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. The whole vehicle thermal management system of the plug-in hybrid electric vehicle is characterized by comprising a power battery (101), a battery water pump (102), a first heat exchanger (407) and a second heat exchanger (604) which are sequentially connected through a pipeline to form a first loop, wherein a working medium inlet of the power battery is provided with a first temperature detector (103); the finished automobile thermal management system further comprises:

the engine thermal system comprises an engine (201), a thermostat (203), an engine radiator (205), an engine water pump (206) and a second temperature detector (202), wherein the engine (201), the thermostat (203), the engine radiator (205) and the engine water pump (206) are sequentially connected through pipelines to form a second loop, a coolant outlet of the engine (201) is communicated with the thermostat (203), the coolant outlet of the engine (201) is connected to a pipeline between the engine water pump (206) and the engine radiator (205) through a first bypass pipeline, and the second temperature detector (202) is used for detecting the temperature of the coolant outlet of the engine (201);

the warm air system comprises a warm air core body, a heater (603) and a warm air loop water pump (607), wherein the warm air core body, the warm air loop water pump (607), the second heat exchanger (604) and the heater (603) are sequentially connected through a pipeline to form a third loop, and the warm air core body is positioned in a passenger cabin;

a communication assembly including a communication structure and a second bypass line, one end of the second bypass line is connected to the communication structure, the other end of the second bypass line is connected to a line between the heater (603) and the second heat exchanger (604), the communication structure is arranged on the first bypass line and the third loop, and the warm air loop water pump (607) can be communicated with only the heater (603) or the second bypass line; the communicating structure has a first working state and a second working state, when the communicating structure is in the first working state, the communicating structure serially communicates the first bypass pipeline and the third loop, and when the communicating structure is in the second working state, the communicating structure enables the first bypass pipeline and the third loop not to be communicated with each other;

a first four-way valve (208) having four ports, two ports connected to the line between the second heat exchanger (604) and the power cell (101), and the other two ports connected to the first bypass line;

the air conditioning system comprises a compressor (401), a condenser (402), a first electronic expansion valve (403), a second electronic expansion valve (404) and an evaporator (405), wherein the compressor (401), the condenser (402), the first electronic expansion valve (403) and the first heat exchanger (407) are sequentially connected through a pipeline to form a fourth loop, one end of the evaporator (405) is connected to the pipeline between the compressor (401) and the first heat exchanger (407), the other end of the evaporator is connected to one end of the second electronic expansion valve (404), and the other end of the second electronic expansion valve (404) is connected to the pipeline between the condenser (402) and the first electronic expansion valve (403);

the driving motor thermal system comprises a driving motor, an inverter, a motor water pump (507), a first three-way valve (508), a motor radiator (509) and a third temperature detector (510), wherein the driving motor, the inverter, the motor radiator (509), the first three-way valve (508) and the motor water pump (507) are sequentially connected through a pipeline to form a fifth loop, the rest one port of the first three-way valve (508) is communicated with the pipeline between the motor radiator (509) and the driving motor, and the third temperature detector (510) is used for detecting the temperature of a working medium outlet of the driving motor;

a second four-way valve (506) having four ports, two ports being connected to a pipe between the battery water pump (102) and the first heat exchanger (407), and the other two ports being connected to a pipe between the motor water pump (507) and the driving motor.

2. The entire vehicle thermal management system of the plug-in hybrid electric vehicle according to claim 1, wherein the communication structure comprises a third four-way valve (606) and a second three-way valve (605), the third four-way valve (606) has four ports, two ports of the three-way valve are connected to a pipeline between a first port of the second three-way valve (605) and the warm air loop water pump (607), the other two ports of the three-way valve are connected to the first bypass pipeline, a second port of the second three-way valve (605) is connected to the second heat exchanger (604), and a third port of the second three-way valve (605) is connected to the second bypass pipeline.

3. The vehicle thermal management system of the plug-in hybrid electric vehicle as claimed in claim 1, wherein the communication structure is a five-way valve, the five-way valve has five ports, one of the ports is communicated with the water outlet of the warm air loop water pump (607), one of the ports is communicated with the water inlet of the second heat exchanger (604), one of the ports is communicated with the second bypass pipeline, one of the ports is communicated with the water outlet of the engine water pump (206), and one of the ports is communicated with the working medium inlet of the engine (201).

4. The plug-in hybrid vehicle thermal management system as claimed in claim 1, wherein the engine thermal system further comprises an oil cooler (204), one end of the oil cooler (204) is connected to the thermostat (203), and the other end of the oil cooler (204) is connected to a pipeline between the engine radiator (205) and the engine water pump (206), and the oil cooler (204) is configured for heat exchange between a coolant of the engine (201) and the oil.

5. The entire vehicle thermal management system of the plug-in hybrid electric vehicle as claimed in claim 1, wherein the warm air core comprises a front warm air core (601) and a rear warm air core (602), the front warm air core (601) and the rear warm air core (602) are not connected with each other, a switch valve (608) is arranged on a pipeline connected with the rear warm air core (602), and the switch valve (608) is configured to control whether working medium in the third loop passes through the rear warm air core (602) or not.

6. The entire vehicle thermal management system of the plug-in hybrid electric vehicle as claimed in claim 1, wherein the driving motor comprises a front driving motor (501) and a rear driving motor (503), the inverter comprises a front driving inverter (502) and a rear driving inverter (504), the front driving motor (501) is connected to the front driving inverter (502) through a pipeline, the rear driving motor (503) is connected to the rear driving inverter (504) through a pipeline, and the front driving motor (501) and the front driving inverter (502) are arranged in parallel with the rear driving motor (503) and the rear driving inverter (504).

7. A control method of a whole vehicle thermal management system of a plug-in hybrid electric vehicle is characterized by being applicable to the whole vehicle thermal management system of the plug-in hybrid electric vehicle according to any one of claims 1 to 6, and the control method comprises the following steps:

s12, acquiring the current temperature T of the power battery, and comparing the T with the sizes of T1 and T2, wherein T1 is less than T2; judging whether the passenger compartment has a heating requirement or not;

8. The control method of the entire vehicle thermal management system of the plug-in hybrid electric vehicle according to claim 7, further comprising, after S13, S16-S17:

S18-S19 is also included after S14:

S20-S21 is also included after S15:

9. A control method of a whole vehicle thermal management system of a plug-in hybrid electric vehicle is characterized by being suitable for the whole vehicle thermal management system of the plug-in hybrid electric vehicle according to any one of claims 1 to 7, and the control method comprises the following steps:

10. The control method of the entire vehicle thermal management system of the plug-in hybrid vehicle according to claim 9,

S35-S36 is also included after S33:

S37-S38 is also included after S34: