CN115257355A - Thermal management system, control method thereof and vehicle - Google Patents

Abstract

The invention provides a heat management system, a control method thereof and a vehicle, wherein the heat management system comprises a motor heat exchange loop and a battery heat exchange loop, the motor heat exchange loop comprises a motor control module, a motor heat dissipation module and a first connecting pipeline which is connected with the motor heat dissipation module in parallel through a first control valve, and the motor control module comprises a driving motor assembly and an oil cooler which is connected with a transmission in series to form a loop; the battery heat exchange loop comprises a battery module and a heat exchange module; a four-way valve is connected between the motor heat exchange loop and the battery heat exchange loop, and the heat management system realizes selection of whether the motor heat dissipation module is short-circuited or not by additionally arranging a first connecting pipeline and a first control valve. This thermal management system has realized the selection to motor heat dissipation return circuit and battery heat dissipation return circuit autonomous working or series connection through addding the cross valve, and the vehicle uses under different environment all can heat the oil cooler through adjusting first control valve and cross valve, the waste heat of maximize utilization system.

Description

Thermal management system, control method thereof and vehicle

Technical Field

The invention belongs to the technical field of hybrid electric vehicles, and particularly relates to a thermal management system, a control method thereof and a vehicle.

Background

The hybrid extended-range hybrid electric vehicle is a vehicle type capable of remarkably improving fuel economy, and becomes a research object of various large host factories in recent years.

Compared with the traditional power, the heat management of the whole vehicle needs to consider the cooperative work of new energy components such as an engine, an electric drive/battery system and the like synchronously and the stable work of power components under different driving modes, so that the power economy and high/low temperature control requirements of the whole vehicle are ensured, and the adaptability and durability of the whole vehicle under extreme (high/low temperature and high altitude) working conditions are improved.

If the temperature of a power system of the hybrid electric vehicle is too high, the power of the whole vehicle is easily reduced, the service life of parts is influenced, and even more serious problems of heat damage and fire are caused; if the temperature of the power system is too low, the discharge capacity of the battery and the combustion state of the engine are influenced. Compared with pure electric vehicles and traditional vehicles, the existing series-parallel hybrid electric vehicle has more heat management components, so that the heat management system is feasible and has reasonable cost besides meeting the performance requirement.

The hybrid electric vehicle PHEV power is usually carried with a large battery pack, pure electric endurance can reach more than or equal to 50km, but in winter under low-temperature conditions, the hybrid electric vehicle type is the same as most pure electric vehicle types, and the pure electric endurance is attenuated by about 20-30% due to the fact that the battery discharge capacity is weakened at low temperature, and even some hybrid electric vehicle types can reach more than half; low temperatures can also cause problems with lithium precipitation in the battery, causing irreversible damage. In order to solve the problem, the existing heat treatment system connects the battery and the motor control module in series through valve control so as to fully utilize the waste heat generated by the motor in the motor control module to heat the battery. But this will result in insufficient heat in the oil cooler in the motor control module in series with the transmission, affecting the use of the transmission.

Disclosure of Invention

The invention aims to provide a thermal management system, a control method thereof and a vehicle, and aims to solve the technical problem that an oil cooler in an existing hybrid electric vehicle cannot be effectively heated at a low temperature.

In order to realize the purpose, the technical scheme adopted by the invention is as follows:

in a first aspect, a thermal management system is provided, comprising

The motor heat exchange loop comprises a motor control module and a motor heat dissipation module which are sequentially connected in series end to form a loop, and a first connecting pipeline which is connected with the motor heat dissipation module in parallel through a first control valve, wherein the motor control module comprises a driving motor assembly which is connected in series and an oil cooler which is connected with a transmission in series to form a loop;

the battery heat exchange loop comprises a battery module and a heat exchange module which are sequentially connected in series end to form a loop;

the four-way valve controls the motor control module, the battery module, the heat exchange module and the motor heat dissipation module to be sequentially connected in series to form a loop, or controls the connection between the motor heat exchange loop and the battery heat exchange loop to be disconnected.

In one embodiment of the first aspect, the motor heat exchange circuit further comprises a second connecting line connected in parallel with the oil cooler through a second control valve.

In one embodiment of the first aspect, the motor control module, the four-way valve, the battery module and the stop valve are sequentially connected end to form a loop, and the stop valve is used for controlling on/off between the motor control module and the battery module.

In one embodiment of the first aspect, the thermal management system further includes an engine heat exchange loop, where the engine heat exchange loop includes the heat exchange module, the engine module, and the warm air module connected in series end to form a loop, and the warm air module includes a thermistor and a warm air core connected in series, so that the heat exchange module, the engine module, the thermistor, and the warm air core are connected in series in turn to form the engine heat exchange loop.

In one embodiment of the first aspect, the engine heat exchange circuit further comprises a third connecting line connected in parallel with the engine module via at least one third control valve.

In one embodiment of the first aspect, the thermal management system further comprises an overflow tank for feeding cooling liquid to each loop and a thermostat; the engine module, the motor heat dissipation module and the thermostat are sequentially connected end to form a heat dissipation loop.

In a second aspect, a control method of a thermal management system is provided, where the control method is applied to the thermal management system according to the above embodiments, and the control method of the thermal management system includes:

the motor module heats the oil cooler: and under the electric mode, the four-way valve is controlled to disconnect the communication between the motor heat exchange loop and the battery heat exchange loop, and the first control valve is controlled to disconnect the communication between the motor control module and the motor heat dissipation module, so that the driving motor assembly and the oil cooler are connected in series to form a loop.

In one embodiment of the second aspect, the control method of the thermal management system further includes the step of the heat exchange module heating the oil cooler: and in the hybrid mode, the four-way valve is controlled to be communicated with the motor heat exchange loop and the battery heat exchange loop, and the first control valve is controlled to be disconnected from the motor control module and the motor heat dissipation module, so that the motor control module, the battery module and the heat exchange module are connected in series to form a loop.

In one embodiment of the second aspect, the motor heat exchange loop further comprises a second connection pipeline, and the second connection pipeline is connected with the oil cooler in parallel through a second control valve;

the control method of the thermal management system further comprises the step of self-heating the oil cooler: and controlling the second control valve to disconnect the oil cooler.

In one embodiment of the second aspect, the motor heat exchange loop further includes a second connection pipeline connected in parallel to the oil cooler through a second control valve, the motor control module, the four-way valve, the battery module and the stop valve are sequentially connected end to form a loop, and the control method of the thermal management system further includes the step of heating the battery by motor waste heat: when the water temperature of the motor module is higher than that of the battery module and the battery module has a heating demand, the stop valve is controlled to be opened, the four-way valve is controlled to be communicated with the motor heat exchange loop and the battery heat exchange loop, the second control valve is controlled to be disconnected from the oil cooler, and the driving motor assembly, the second connecting pipeline, the four-way valve, the battery module and the stop valve are sequentially connected end to form a loop.

In one embodiment of the second aspect, the thermal management system further includes an engine heat exchange loop, the engine heat exchange loop includes a heat exchange module, an engine module and a warm air module which are sequentially connected end to end in series to form a loop, the engine heat exchange loop further includes a third connecting pipeline, the third connecting pipeline is connected in parallel with the engine module through at least one third control valve, and the warm air module includes a thermistor and a warm air core body which are connected in series;

heating the battery by the heat exchange module: controlling the four-way valve to disconnect the communication between the motor heat exchange loop and the battery heat exchange loop;

under the electric mode, the third control valve is controlled to disconnect the engine module, so that the heat exchange module and the warm air module are sequentially connected end to form a loop;

in the hybrid mode, when the water temperature of the engine module is higher than that of the thermistor, the third control valve is controlled to disconnect the third connecting pipeline, so that the heat exchange module, the engine module and the warm air module are sequentially connected end to form a loop.

In a third aspect, a vehicle is provided that includes the thermal management system of the above embodiments.

Compared with the prior art, the invention has the technical effects that: the heat management system realizes heating of the oil cooler by additionally arranging the first connecting pipeline connected with the motor heat dissipation module in parallel and the first control valve used for controlling the on-off of the first connecting pipeline and the motor heat dissipation module, realizes selection of whether the motor heat dissipation module is short-circuited, and can be used for heating the oil cooler by heat generated by the driving motor assembly after the motor heat dissipation module is short-circuited, so that energy waste is reduced. The heat management system realizes the selection of independent work or series connection of the motor heat dissipation loop and the battery heat dissipation loop by additionally arranging the four-way valve connected between the first motor pipeline and the second battery pipeline, and when the motor heat dissipation loop is connected with the battery heat dissipation loop in series, heat generated by the heat exchange module can be synchronously applied to the oil cooler so as to increase a heating channel of the oil cooler. Like this, the vehicle uses under different environment all can be through adjusting first control valve and cross valve, and the waste heat of maximize utilization system heats the oil cooler.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments of the present invention or in the description of the prior art will be briefly described below, and it is obvious that the drawings described below are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a schematic structural diagram of a thermal management system provided by an embodiment of the invention;

FIG. 2 is a communication path diagram of the heat management system in the motor cooling step;

fig. 3 is a communication path diagram of the heat management system in the battery cooling step;

fig. 4 is a communication path diagram of the heat management system in the step of heating the battery by the motor waste heat;

FIG. 5 is a diagram of the communication paths of the heat management system during the step of heating the battery by the heat exchange module;

FIG. 6 is a diagram of the communication paths of the heat management system during the motor waste heat heating oil cooler step;

fig. 7 is a communication path diagram of the heat management system in the step of heating the oil cooler by the heat exchange module.

Description of the reference numerals:

100. a motor heat exchange loop; 200. a battery heat exchange loop; 300. an engine heat exchange loop; 11. a motor control module; 111. a drive motor assembly; 1111. a front drive motor controller module; 1112. a front drive motor module; 1113. a two-in-one controller module; 1114. a rear drive motor module; 112. an oil cooler; 12. a first motor conduit; 13. a motor heat dissipation module; 131. a motor radiator; 132. a high temperature heat sink; 14. a second motor conduit; 15. a first connecting line; 16. a first control valve; 17. a second connecting line; 18. a second control valve; 21. a battery module; 22. a first battery line; 23. a heat exchange module; 24. a chiller; 25. a second battery line; 30. a stop valve; 40. a four-way valve; 41. a first path; 42. a second path; 43. a third path; 44. a fourth path; 51. a first engine conduit; 52. an engine module; 53. a second engine conduit; 54. a warm air module; 541. a thermistor; 542. a warm air core body; 55. a third engine conduit; 56. a third connecting pipeline; 57. a third control valve; 80. an electronic water pump; 81. a thermostat; 90. an overflow tank.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

In the description of the present invention, the terms "first", "second", and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, features defined as "first", "second", "third" may explicitly or implicitly include one or more of the features.

In the present invention, unless otherwise explicitly specified or limited, the terms "connected", "series", "parallel", and the like are to be understood broadly, and may be, for example, fixedly connected, detachably connected, or integrated; 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 by those skilled in the art according to specific situations.

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments.

The invention provides a thermal management system and a vehicle, wherein the vehicle is a hybrid electric vehicle, and the thermal management system is applied to the vehicle and used for exchanging heat of a battery, an engine and a motor so as to ensure the normal operation of the vehicle.

Referring to fig. 1, the thermal management system includes a motor heat exchange loop 100, a battery heat exchange loop 200, and an engine heat exchange loop 300. The overflow tank 90 is used to feed the cooling fluid to the three circuits, which are in thermal communication by the flow of the cooling fluid. An electronic water pump 80 is connected to each of the three circuits to provide the flowing power of the cooling liquid.

Referring to fig. 1, the motor heat exchange loop 100 includes a motor control module 11 and a motor heat dissipation module 13 that are sequentially connected end to form a loop, and a first connection pipeline 15 connected in parallel with the motor heat dissipation module 13 through a first control valve 16, specifically, the motor control module 11, the first motor pipeline 12, the motor heat dissipation module 13, and the second motor pipeline 14 are sequentially connected end to form a loop. After the motor is started, the motor generates heat, normal work of the motor is affected if the temperature is too high, and the motor heat dissipation module 13 can dissipate heat of the motor control module 11, so that the motor control module 11 keeps working at the uniform temperature.

Referring to fig. 1, the motor heat dissipation module 13 includes a motor heat sink 131 and a high temperature heat sink 132, the motor heat sink 131 is used for dissipating heat of the motor control module 11, the engine module 52, the motor heat dissipation module 13, and the thermostat 81 may be sequentially connected end to form a heat dissipation loop, wherein the high temperature heat sink 132 in the motor heat dissipation module 13 may be connected in series with the engine module 52 and the thermostat 81 to cool the engine module 52. Specifically, two overflow tanks 90 are provided, one overflow tank 90 is used to introduce the coolant into the motor heat exchange circuit 100 and the battery heat exchange circuit 200, and the other overflow tank 90 is used to introduce the coolant into the high-temperature radiator 132 so that the coolant flows to the engine heat exchange circuit 300.

In this embodiment, please refer to fig. 1, the first connection pipe 15 is connected in parallel with the motor heat dissipation module 13 through the first control valve 16, the first control valve 16 can control the first connection pipe 15 to be disconnected so that the motor heat dissipation module 13 is connected in the loop, at this time, the motor control module 11, the first motor pipe 12, the motor heat dissipation module 13, and the second motor pipe 14 form a loop, or the first control valve 16 can control the motor heat dissipation module 13 to be disconnected so that the first connection pipe 15 is connected in the loop, at this time, the motor control module 11, the first motor pipe 12, the first connection pipe 15, and the second motor pipe 14 form a loop. One end of the first connection pipe 15 may be connected to the second motor pipe 14 through a first control valve 16, and the other end of the first connection pipe 15 may be connected to the first motor pipe 12 through a tee. The other end of the first connection line 15 may also be connected to the first motor line 12 via another first control valve 16, which is not limited herein. The first control valve 16 may be a three-way valve, and three ports of the three-way valve are respectively communicated with the motor heat dissipation module 13, the motor control module 11, and the first connection pipeline 15.

Referring to fig. 1, the motor control module 11 includes a driving motor element 111 and an oil cooler 112 connected in series, where the oil cooler 112 can also be connected in series with the transmission module to form a loop, that is, the oil cooler 112 is connected in series in both the loop of the driving motor element 111 and the loop of the transmission.

Referring to fig. 1, the driving motor assembly 111 includes a front-drive motor controller 1111, a front-drive motor module 1112, a two-in-one controller 1113, and a rear-drive motor module 1114 connected in series, and the oil cooler 112 is connected in series with the rear-drive motor module 1114. The modules are connected in series in the circuit, which means that the pipelines for the cooling liquid to flow through the modules are connected in series in the circuit, and the cooling liquid can exchange heat with the modules when flowing through the modules. The following modules have the same meaning and are not described in detail. The flowing direction of the coolant in the motor heat exchanging loop 100 is the second motor pipeline 14, the front-drive motor controller module 1111, the front-drive motor module 1112, the two-in-one controller module 1113, the rear-drive motor module 1114, the oil cooler 112, the first motor pipeline 12, the motor heat dissipation module 13 or the first connecting pipeline 15, and the second motor pipeline 14.

Referring to fig. 1, the battery heat exchange loop 200 includes a battery module 21 and a heat exchange module 23 connected in series end to form a loop, specifically, the battery module 21, a first battery pipeline 22, the heat exchange module 23, and a second battery pipeline 25 connected in series end to form a loop. The heat exchanging module 23 may be an active heating device, other functional modules that generate waste heat during operation, or a heat exchanger that radiates heat during heat exchanging. In this embodiment, the heat exchange module 23 is a heat exchanger that is connected in series with the engine heat exchange circuit 300. The heat exchanger is capable of transferring heat in the engine heat exchange circuit 300 into the battery heat exchange circuit 200 to heat the battery module 21. The heat exchanger may be selected as a plate heat exchanger.

Optionally, referring to fig. 1, the battery heat exchange loop 200 may further include a chiller 24, the chiller 24 may be connected in series in the battery heat exchange loop 200, and the chiller 24 is configured to cool the cooling liquid in the battery heat exchange loop 200. When the battery needs cooling, the chiller 24 is turned on and the heat exchange module 23 is turned off; when the battery needs to be heated, the heat exchange module 23 is turned on and the chiller 24 is turned off. In this way, the user can adjust the opening of the heat exchange module 23 or the opening of the chiller 24 according to the heating and cooling needs of the battery.

Referring to fig. 1, a four-way valve 40 is connected between the first motor pipeline 12 and the second battery pipeline 25, the four-way valve 40 is connected between the motor heat exchange loop 100 and the battery heat exchange loop 200, and the four-way valve 40 controls the motor control module 11, the battery module 21, the heat exchange module 23 and the motor heat dissipation module 13 to be sequentially connected in series to form a loop, or controls to disconnect the connection between the motor heat exchange loop 100 and the battery heat exchange loop 200. Specifically, the four-way valve 40 includes a first passage 41, a second passage 42, a third passage 43, and a fourth passage 44 that are connected end to end in this order, the first passage 41 is connected in series to the motor heat exchange circuit 100, the third passage 43 is connected in series to the battery heat exchange circuit 200, and the four-way valve 40 can control the second passage 42 and the fourth passage 44 to be disconnected and the first passage 41 and the third passage 43 to be connected, or the first passage 41 and the third passage 43 to be disconnected and the second passage 42 and the fourth passage 44 to be connected. That is to say, the first motor pipeline 12 is divided into a motor side branch and a heat radiation side branch by the first passage 41, the motor side branch is connected in series with the motor control module 11, the heat radiation side branch is connected in series with the motor heat radiation module 13, the second battery pipeline 25 is divided into a battery side branch and a heat exchange side branch by the third passage 43, the battery side branch is connected in series with the battery module 21, and the heat exchange side branch is connected in series with the heat exchanger. When the four-way valve 40 controls the second passage 42 and the fourth passage 44 to be disconnected and the first passage 41 and the third passage 43 to be communicated, the motor side branch and the heat dissipation side branch are connected in series through the first passage 41, the battery side branch and the heat exchange side branch are connected in series through the third passage 43, and at the moment, the motor heat exchange loop 100 and the battery heat exchange loop 200 work independently; when the four-way valve 40 controls the first passage 41 and the third passage 43 to be disconnected and the second passage 42 and the fourth passage 44 to be communicated, the motor side branch and the battery side branch are connected in series through the second passage 42, the heat radiation side branch and the heat exchange side branch are connected in series through the fourth passage 44, and at the moment, the motor heat exchange loop 100 and the battery heat exchange loop 200 are connected in series to form a new heat exchange system.

When the vehicle works, the oil temperature in the transmission cannot be too low, if the oil temperature is too low, the oil viscosity can be greatly reduced, and then attenuation of different degrees can be generated in pure electric endurance and oil consumption. The heat management system realizes heating of the oil cooler 112 by additionally arranging the first connecting pipeline 15 connected with the motor heat dissipation module 13 in parallel and the first control valve 16 used for controlling the connection and disconnection of the first connecting pipeline 15 and the motor heat dissipation module 13, realizes selection of whether the motor heat dissipation module 13 is short-circuited, and can be used for heating the oil cooler 112 by heat generated by the driving motor assembly 111 after the motor heat dissipation module 13 is short-circuited, so that energy waste is reduced. The heat management system realizes the selection of independent work or series connection of the motor heat dissipation loop and the battery heat dissipation loop by additionally arranging the four-way valve 40 connected between the first motor pipeline 12 and the second battery pipeline 25, and when the motor heat dissipation loop is connected in series with the battery heat dissipation loop, the heat generated by the heat exchanger can be synchronously applied to the oil cooler 112 so as to increase the heating channel of the oil cooler 112. Therefore, when the vehicle is used in different environments, the waste heat of the system can be utilized to the maximum extent to heat the oil cooler 112 by adjusting the first control valve 16 and the four-way valve 40.

Under the condition that the oil cooler 112 needs to be heated, if the vehicle is in an electric mode, the four-way valve 40 is controlled to disconnect the second passage 42 and the fourth passage 44 and connect the first passage 41 and the third passage 43, so that the motor heat exchange loop 100 works independently, the first control valve 16 is controlled to disconnect the motor control module 11 from the motor heat dissipation module 13, so that the motor heat dissipation module 13 is short-circuited, at the moment, the first motor pipeline 12, the first connecting pipeline 15, the second motor pipeline 14 and the motor control module 11 are sequentially connected in series to form a loop, so that heat generated when the driving motor assembly 111 works heats the oil cooler 112, the temperature of the oil cooler 112 is increased, and waste of waste heat of the driving motor assembly 111 is avoided. If the vehicle is in the hybrid mode, the four-way valve 40 is controlled to disconnect the first passage 41 and the third passage 43 and communicate the second passage 42 and the fourth passage 44, so that the motor heat exchange loop 100 is connected in series with the battery heat exchange loop 200, the first control valve 16 is controlled to disconnect the motor control module 11 from the motor heat dissipation module 13, so that the motor heat dissipation module 13 is short-circuited, and at the moment, the motor control module 11, the battery module 21 and the heat exchange module 23 are connected in series to form a loop, so that heat generated by the heat exchanger can be simultaneously supplied to the oil cooler 112, the temperature of the oil cooler 112 is increased, a heating channel for heating the oil cooler 112 is increased, energy consumption for independently heating the oil cooler 112 is reduced, and cost is saved.

Referring to fig. 1, the motor heat exchange loop 100 further includes a second connection pipeline 17, the second connection pipeline 17 is connected in parallel to the oil cooler 112 through a second control valve 18, the second control valve 18 can control the second connection pipeline 17 to be disconnected, so that the oil cooler 112 is connected in the motor heat dissipation loop, or the second control valve 18 can control the oil cooler 112 to be disconnected, so that the second connection pipeline 17 is connected in the loop. Specifically, one end of the second connection pipeline 17 may be connected to the oil cooler 112 and the driving motor assembly 111 through the second control valve 18, and the other end of the second connection pipeline 17 may be connected to the first motor pipeline 12 and the oil cooler 112 through a tee joint. The other end of the second connection pipeline 17 may also be connected to the first motor pipeline 12 and the oil cooler 112 through another second controller, which is not limited herein. The second control valve 18 may be a three-way valve, and three ports of the three-way valve are respectively communicated with the motor heat dissipation module 13, the motor control module 11, and the second connection pipeline 17. In a low-temperature environment, if the temperature of the coolant in the motor heat dissipation loop is low for a long time, the second control valve 18 may be controlled to connect the first motor pipeline 12 with the second connection pipeline 17, and control the first motor pipeline 12 to disconnect from the oil cooler 112, at this time, the oil cooler 112 is short-circuited, the driving motor assembly 111 is connected with the first motor pipeline 12 through the second connection pipeline 17, and the oil cooler 112 and the transmission form a loop working independently, so that the oil cooler 112 may be heated by self-heating of the transmission in the working process, thereby avoiding heat loss caused by flowing of the cooler coolant when connected to the motor heat exchange loop 100, reducing the influence of other components of the low-temperature loop on the oil temperature of the oil cooler 112, and increasing the temperature rise rate of the transmission.

When the battery module 21 needs to be heated, the battery module 21 may be heated by the residual heat of the driving motor assembly 111 or the residual heat of the heat exchange module 23.

Referring to fig. 1, the motor control module 11, the four-way valve 40, the battery module 21, and the stop valve 30 are sequentially connected end to form a loop, and the stop valve 30 is used for controlling connection and disconnection between the motor control module 11 and the battery module 21. Specifically, the on-off between the second motor pipeline 14 and the first battery pipeline 22 is controlled by a stop valve 30. When the battery module 21 needs to be heated by the waste heat of the driving motor assembly 111, the four-way valve 40 is controlled to be communicated with the second passage 42 and disconnect the first passage 41 and the fourth passage 44, the stop valve 30 is controlled to be communicated with the second motor pipeline 14 and the first battery pipeline 22, the second control valve 18 is controlled to be communicated with the second connecting pipeline 17 and disconnect the oil cooler 112, at the moment, the oil cooler 112 is short-circuited by the second connecting pipeline 17, and the driving motor assembly 111 and the battery module 21 form a loop, so that the heat generated by the driving motor assembly 111 is completely supplied to the battery module 21, and the battery module 21 is heated.

When the battery module 21 needs to be heated by the waste heat of the heat exchange module 23, the heat exchange module 23 may adopt a heat exchanger in the engine heat exchange loop 300. When the battery module 21 needs to be heated by the waste heat of the heat exchanger, the stop valve 30 is cut off, the four-way valve 40 is controlled to be communicated with the third passage 43 and cut off the second passage 42 and the fourth passage 44, so that the battery module 21 and the heat exchanger form a loop, the engine heat exchange loop 300 dissipates heat through the heat exchanger, and transfers the heat to the battery heat exchange loop 200, and the battery module 21 is heated.

The engine heat exchange loop 300 includes a heat exchange module 23, an engine module 52, and a warm air module 54 that are sequentially connected end to form a loop, specifically, the heat exchange module 23 may be a heat exchanger, the engine heat exchange loop 300 includes a heat exchanger, a first engine pipeline 51, an engine module 52, a second engine pipeline 53, a warm air module 54, and a third engine pipeline 55 that are sequentially connected end to form a loop, and the heat exchanger is connected in series in the first battery pipeline 22. The heater module 54 is used to meet the heating requirements of the passenger compartment. The warm air module 54 includes a thermistor 541 and a warm air core 542 connected in series, so that the heat exchange module 23, the engine module 52, the thermistor 541 and the warm air core 542 are sequentially connected in series to form the engine heat exchange loop 300. When the water temperature of the engine module 52 is higher than the water temperature at the thermistor 541, the engine module 52 and the warm air module 54 both need to dissipate heat, and at this time, the series connection of the heat exchanger and the engine module 52 and the warm air module 54 can help the engine module 52 and the warm air module 54 to effectively dissipate heat and provide the heat to the battery heat exchange loop 200.

Referring to fig. 1, the engine heat exchanging loop 300 further includes a third connecting pipeline 56, the third connecting pipeline 56 is connected in parallel with the engine module 52 through a third control valve 57, the third control valve 57 can control the third connecting pipeline 56 to be disconnected so that the engine module 52 is connected to the engine heat dissipating loop, or the third control valve 57 can control the engine module 52 to be disconnected so that the third connecting pipeline 56 is connected to the loop. Specifically, one end of the third connection line 56 may communicate with the first engine line 51 through a third control valve 57, and the other end of the third connection line 56 may communicate with the second engine line 53 through a tee joint. The other end of the third connecting line 56 may also communicate with the second engine line 53 through another third controller, which is not limited herein. The third control valve 57 may be a three-way valve, and three ports of the three-way valve are respectively communicated with the engine module 52, the heat exchanger, and the third connecting pipeline 56. When the engine module 52 does not need heat dissipation cooling, the engine may be short-circuited by controlling the third control valve 57, and the heat exchanger, the first engine pipeline 51, the third connecting pipeline 56, the second engine pipeline 53, the warm air module 54 and the third engine pipeline 55 form a loop, and the heat exchanger is used for dissipating heat from the warm air module 54.

The invention further provides a vehicle, which comprises the thermal management system provided in the above embodiment, and the thermal management system has the same structure and the same function as the thermal management system in the above embodiment, which are not described herein again. The vehicle can realize the functions of temperature equalization, cooling and heating of the oil cooler 112 through the heat management system, can also meet the all-weather heat management of the whole vehicle, and realizes the maximum heat utilization.

The invention also provides a control method of the heat management system, which comprises the steps of arranging the motor heat exchange loop 100, arranging the battery heat exchange loop 200, arranging the engine heat exchange loop 300, arranging the four-way valve 40, cooling the motor, cooling the battery, heating the oil cooler by the motor waste heat, heating the oil cooler by the heat exchange module, self-heating the oil cooler, heating the battery by the motor waste heat and heating the battery by the heat exchange module. The arrangement of the motor heat exchange loop 100, the battery heat exchange loop 200, the engine heat exchange loop 300, and the four-way valve 40 is the same as that in the above embodiments, and the description thereof is omitted here.

When the whole vehicle runs under heavy load at high temperature in summer (the environment temperature is more than 30 ℃)/normal temperature in spring and autumn (the environment temperature is in the range of 10-30 ℃), both the motor module and the battery module 21 need to be cooled, and at the moment, a motor cooling step and a battery cooling step are adopted.

Referring to fig. 2, the motor cooling step includes: the four-way valve 40 is controlled to disconnect the motor heat exchange loop 100 and the battery heat exchange loop 200, that is, the four-way valve 40 is controlled to connect the first passage 41 and the third passage 43 and disconnect the second passage 42 and the fourth passage 44, the first control valve 16 is controlled to connect the second motor pipeline 14 and the motor heat dissipation module 13 and disconnect the second motor pipeline 14 and the first connection pipeline 15, so that the motor control module 11 is connected with the motor heat dissipation module 13 in series, and the motor heat dissipation module 13 is used for cooling the motor driving assembly.

Referring to fig. 2, when the cooling/temperature equalizing requirement exists in the heat dissipation loop of the motor and the transmission does not have the cooling requirement, the oil cooler self-heating step is adopted: the second control valve 18 is controlled to communicate the first motor pipeline 12 and the first connecting pipeline 15 and disconnect the first motor pipeline 12 and the oil cooler 112, so that a loop formed by the oil cooler 112 and the transmission is independent of a motor heat dissipation loop, the oil cooler 112 is prevented from being cooled by the motor heat dissipation module 13, the influence of other parts of a low-temperature loop on the oil temperature of the oil cooler 112 is reduced, and the temperature rise rate of the transmission is improved.

Referring to fig. 3, when the cooling/temperature equalization requirement exists in the motor heat dissipation loop and the transmission has a cooling requirement, the second control valve 18 is controlled to connect the first motor pipeline 12 and the oil cooler 112 and disconnect the first motor pipeline 12 and the first connection pipeline 15, so that the oil cooler 112 is connected in series in the motor heat dissipation loop, and the motor heat dissipation module 13 can dissipate heat of the oil cooler 112, thereby ensuring that the oil temperature of the transmission is within a proper temperature range and reducing transmission loss of the entire vehicle.

Referring to fig. 3, the battery cooling step includes: the four-way valve 40 is controlled to disconnect the communication between the motor heat exchange circuit 100 and the battery heat exchange circuit 200, that is, the four-way valve 40 is controlled to connect the first passage 41 and the third passage 43 and disconnect the second passage 42 and the fourth passage 44, so that the battery is connected in series with the chiller 24, and the chiller 24 is used for cooling the battery module 21.

When the battery module 21 issues a cooling demand or a temperature equalization demand, the chiller 24 may be turned on to cool the coolant in the battery heat exchange loop 200 through the chiller 24; when there is no cooling demand on the battery module 21, the chiller 24 may be turned off, and the battery heat exchange loop 200 may be in a temperature equalization environment.

Under the low temperature condition (the environment temperature is in the range of-5 ℃ to 20 ℃) in spring and autumn, when the whole vehicle runs, the current driving motor controller inlet water temperature-the lowest value of the battery module 21 is more than or equal to 5 ℃ (TBD), and the lowest value of the battery module 21 is less than or equal to 20 ℃ (TBD), and the temperature of the motor controller inlet water is more than 20 ℃ and less than or equal to 40 ℃, the battery is heated by the waste heat of the motor. Referring to fig. 4, the step of heating the battery by the motor waste heat includes: the control stop valve 30 is opened, the four-way valve 40 is controlled to be communicated with the motor heat exchange loop 100 and the battery heat exchange loop 200, namely the four-way valve 40 is controlled to disconnect the first passage 41 and the third passage 43 and to communicate the second passage 42 and the fourth passage 44, the second control valve 18 is controlled to disconnect the oil cooler 112, namely the second control valve 18 is controlled to disconnect the first motor pipeline 12 and the oil cooler 112, and the driving motor assembly 111, the second connecting pipeline 17, the four-way valve 40, the battery module 21 and the stop valve 30 are sequentially connected end to form a loop. Specifically, the second motor line 14 and the first battery line 22 are communicated through the cut-off valve 30, the four-way valve 40 is controlled to disconnect the first passage 41 and the third passage 43 and communicate the second passage 42 and the fourth passage 44, the second control valve 18 is controlled to disconnect the first motor line 12 and the oil cooler 112, and the second connecting line 17 is connected in series between the first motor line 12 and the driving motor assembly 111. The motor control module 11 is thus connected in series with the battery to form a circuit to heat the battery module 21 by the residual heat of the driving motor assembly 111.

Referring to fig. 4, when the transmission oil temperature is low, the oil cooler self-heating step is adopted: the second control valve 18 is controlled to disconnect the oil cooler 112, that is, the second control valve 18 is controlled to connect the first motor pipeline 12 and the first connecting pipeline 15 and disconnect the first motor pipeline 12 and the oil cooler 112, and the second connecting pipeline 17 is connected in series between the first motor pipeline 12 and the driving motor assembly 111, so that a loop formed by the oil cooler 112 and the transmission is independent of a loop of the motor heating battery, and heat generated by the driving motor assembly 111 is prevented from being consumed by the oil cooler 112.

And heating the battery by adopting a heat exchange module when the water temperature at the inlet of the motor driving controller is less than 20 ℃ (TBD) under the conditions of low temperature (the environment temperature is minus 5 ℃ to 10 ℃) in spring and autumn and winter (the environment temperature is less than minus 5 ℃). Referring to fig. 5, the step of heating the battery by the heat exchange module includes: the four-way valve 40 is controlled to disconnect the connection between the motor heat exchange loop 100 and the battery heat exchange loop 200, that is, the four-way valve 40 is controlled to disconnect the second passage 42 and the fourth passage 44 to connect the first passage 41 and the third passage 43, so that the waste heat generated in the engine heat exchange loop 300 can be transmitted to the battery heat exchange loop 200 through the heat exchanger serving as the heat exchange module 23, and the battery module 21 is heated.

In the electric mode of the vehicle, the third control valve 57 is controlled to disconnect the engine module 52, so that the heat exchange module 23 and the warm air module 54 are sequentially connected end to form a loop, and specifically, the heat exchanger, the first engine pipeline 51, the third connecting pipeline 56, the second engine pipeline 53, the warm air module 54 and the third engine pipeline 55 are sequentially connected end to form a loop. This heats the coolant in the engine heat exchange circuit 300 using the heat generated by the thermistor 541, and transfers the heat to the battery heat exchange circuit 200 through the heat exchanger, thereby heating the battery.

In the hybrid mode of the vehicle, the water temperature of the engine module 52 and the water temperature of the outlet of the thermistor 541 need to be determined, and when the water temperature of the engine module 52 is greater than the water temperature of the outlet of the thermistor 541, the third control valve 57 is controlled to disconnect the third connecting pipeline 56, so that the heat exchange module 23, the engine module 52 and the warm air module 54 are sequentially connected end to form a loop, specifically, the heat exchanger, the first engine pipeline 51, the engine, the second engine pipeline 53, the warm air module 54 and the third engine pipeline 55 are sequentially connected end to form a loop. In this way, the heat generated by the engine module 52 and the thermistor 541 is used to heat the coolant in the engine heat exchange circuit 300, and the heat is transferred to the battery heat exchange circuit 200 through the heat exchanger, so as to heat the battery.

When in driving; if the heating/cooling requirement of the battery is identified, and the whole vehicle is in the EV mode, the temperature of the sensor is detected, and when the water temperature at the inlet of the motor controller is less than or equal to 40 ℃ and the water temperature at the inlet of the precursor motor-the oil temperature of the oil cooler 112 is more than or equal to 5 ℃ (TBD), the step of heating the oil cooler by the waste heat of the motor can be adopted. Referring to fig. 6, the step of heating the oil cooler by the motor waste heat includes: the four-way valve 40 is controlled to disconnect the connection between the motor heat exchange loop 100 and the battery heat exchange loop 200, that is, the four-way valve 40 is controlled to disconnect the second path 42 and the fourth path 44 to connect the first path 41 and the third path 43, and the first control valve 16 is controlled to disconnect the connection between the motor control module 11 and the motor heat dissipation module 13, so that the driving motor assembly 111 and the oil cooler 112 are connected in series to form a loop, specifically, the first motor pipeline 12, the first connection pipeline 15, the second motor pipeline 14, the driving motor assembly 111 and the oil cooler 112 are connected in series end to form a loop. At this moment, the oil cooler 112 is connected with the driving motor assembly 111 in series, meanwhile, the motor heat dissipation module 13 is short-circuited, and heat generated by the driving motor assembly 111 can be used for heating the oil cooler 112, so that energy consumption is saved.

When in the driving process; if the heating/cooling requirement of the battery module 21 is identified, and the whole vehicle is in a hybrid mode, the step of heating the oil cooler by the heat exchange module can be adopted when the water temperature of the inlet of the current motor controller is less than or equal to 40 ℃, the water temperature of the inlet of the precursor motor-the oil cooler 112 is greater than or equal to 5 ℃ (TBD), and the water temperature of the engine module 52 is greater than or equal to 80 ℃ (TBD). Referring to fig. 7, the step of the heat exchange module heating the oil cooler includes: the four-way valve 40 is controlled to connect the motor heat exchange loop 100 and the battery heat exchange loop 200, that is, the four-way valve 40 is controlled to disconnect the first passage 41 and the third passage 43 and connect the second passage 42 and the fourth passage 44, and the first control valve 16 is controlled to disconnect the motor control module 11 and the motor heat dissipation module 13, so that the motor control module 11, the battery module 21 and the heat exchange module 23 are connected in series to form a loop. At this time, the driving motor assembly 111, the oil cooler 112, the battery module 21 and the heat exchanger are connected in series to form a loop, the communication between the first engine pipeline 51 and the third connecting pipeline 56 can be cut off by the third control valve 57 in the engine heat exchange loop 300, and the engine module 52 and the first engine pipeline 51 are communicated, so that the heat generated by the engine module 52 and the heat generated by the warm air module 54 are both transmitted to the loop where the oil cooler 112 is located through the heat exchanger, and the oil cooler 112 is heated.

Therefore, the control method of the heat management system can realize the heating function of the transmission through intelligent switching of two heat sources, namely waste heat of the driving motor component 111 and waste heat of the engine module 52, according to different environments and vehicle modes, the oil temperature rise rate of the transmission is improved, and the dynamic property and the economical efficiency of the whole vehicle are further improved.

The control method of the heat management system can realize the functions of temperature equalization, cooling and heating of the driving motor assembly 111 and the battery module 21, can meet the all-weather heat management of the whole vehicle, and realizes the maximum heat utilization.

The foregoing is considered as illustrative only of the preferred embodiments of the invention, and is presented merely for purposes of illustration and description of the principles of the invention and is not intended to limit the scope of the invention in any way. Any modifications, equivalents and improvements made within the spirit and principles of the invention and other embodiments of the invention without the creative effort of those skilled in the art are included in the protection scope of the invention based on the explanation here.

Claims (12)

1. A thermal management system, comprising

The motor heat exchange loop comprises a motor control module and a motor heat dissipation module which are sequentially connected in series end to form a loop, and a first connecting pipeline which is connected with the motor heat dissipation module in parallel through a first control valve, wherein the motor control module comprises a driving motor assembly which is connected in series and an oil cooler which is connected with a transmission in series to form a loop;

the battery heat exchange loop comprises a battery module and a heat exchange module which are sequentially connected in series end to form a loop;

the four-way valve controls the motor control module, the battery module, the heat exchange module and the motor heat dissipation module to be sequentially connected in series to form a loop or controls the connection between the motor heat exchange loop and the battery heat exchange loop to be disconnected.

2. The thermal management system of claim 1, wherein the motor heat exchange circuit further comprises a second connecting line in parallel with the oil cooler through a second control valve.

3. The thermal management system of claim 1, wherein said motor control module, said four-way valve, said battery module and a shut-off valve are connected end to end in sequence to form a loop, and said shut-off valve is used for controlling on/off between said motor control module and said battery module.

4. The thermal management system of claim 1, further comprising an engine heat exchange circuit comprising the heat exchange module, an engine module, and a heater module connected in series end-to-end to form a circuit; the warm air module comprises a thermistor and a warm air core body which are connected in series, so that the heat exchange module, the engine module, the thermistor and the warm air core body are sequentially connected in series to form the engine heat exchange loop.

5. The thermal management system of claim 4, wherein the engine heat exchange circuit further comprises a third connecting line in parallel with the engine module through at least one third control valve.

6. The thermal management system of claim 4, further comprising a thermostat and an overflow tank for passing coolant to each circuit; the engine module, the motor heat dissipation module and the thermostat are sequentially connected end to form a heat dissipation loop.

7. A control method of a thermal management system applied to the thermal management system according to any one of claims 1 to 6, wherein the control method of the thermal management system comprises:

the motor module heats the oil cooler: and under the electric mode, the four-way valve is controlled to disconnect the communication between the motor heat exchange loop and the battery heat exchange loop, and the first control valve is controlled to disconnect the communication between the motor control module and the motor heat dissipation module, so that the driving motor assembly and the oil cooler are connected in series to form a loop.

8. The method of controlling a thermal management system of claim 7, further comprising the step of the heat exchange module heating the oil cooler: and in the hybrid mode, the four-way valve is controlled to be communicated with the motor heat exchange loop and the battery heat exchange loop, and the first control valve is controlled to be disconnected from the motor control module and the motor heat dissipation module, so that the motor control module, the battery module and the heat exchange module are connected in series to form a loop.

9. The method of controlling a thermal management system of claim 7, wherein the motor heat exchange loop further comprises a second connecting line connected in parallel with the oil cooler through a second control valve;

the control method of the thermal management system further comprises the self-heating step of the oil cooler: and controlling the second control valve to disconnect the oil cooler.

10. The method of claim 7, wherein the motor heat exchange loop further comprises a second connection pipe connected in parallel to the oil cooler through a second control valve, the motor control module, the four-way valve, the battery module and the stop valve are sequentially connected end to form a loop, and the method further comprises the step of heating the battery by motor waste heat: when the water temperature of the motor module is higher than that of the battery module and the battery module has a heating demand, the stop valve is controlled to be opened, the four-way valve is controlled to be communicated with the motor heat exchange loop and the battery heat exchange loop, the second control valve is controlled to be disconnected from the oil cooler, and the driving motor assembly, the second connecting pipeline, the four-way valve, the battery module and the stop valve are sequentially connected end to form a loop.

11. The method of claim 7, further comprising an engine heat exchange circuit, wherein the engine heat exchange circuit comprises a heat exchange module, an engine module, and a warm air module connected in series end to form a loop, the engine heat exchange circuit further comprises a third connecting pipeline, the third connecting pipeline is connected in parallel with the engine module through at least one third control valve, and the warm air module comprises a thermistor and a warm air core connected in series;

heating the battery by the heat exchange module: controlling the four-way valve to disconnect the connection between the motor heat exchange loop and the battery heat exchange loop;

in the electric mode, the third control valve is controlled to disconnect the engine module, so that the heat exchange module and the warm air module are sequentially connected end to form a loop;

in the hybrid mode, when the water temperature of the engine module is higher than that of the thermistor, the third control valve is controlled to disconnect the third connecting pipeline, so that the heat exchange module, the engine module and the warm air module are sequentially connected end to form a loop.

12. A vehicle comprising a thermal management system according to any of claims 1 to 6.

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