CN115257356A - 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 and a motor heat dissipation module, and the motor control module comprises a driving motor assembly and an oil cooler; the battery heat exchange loop comprises a battery module and a heat exchange module; the motor heat exchange loop is connected with the battery heat exchange loop through a first control valve, and the motor control module, the first control valve, the first stop valve and the battery module are sequentially connected to form a loop; the first control valve controls the connection or disconnection between the motor heat exchange loop and the battery heat exchange loop and the connection or disconnection between the motor heat dissipation module and the battery heat exchange loop. When the motor control module is connected with the heat exchange module in series, the oil cooler can be heated through waste heat of the motor. The vehicle uses all can be through adjusting first control valve and first shut-off valve under different environment, and the waste heat of maximize utilization system heats the oil cooler.

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 easy to reduce, the service life of parts is influenced, and even more serious heat damage and fire problems 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 achieve the purpose, the technical scheme adopted by the invention is as follows:

in a first aspect, there is provided 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, wherein the motor control module comprises a driving motor assembly connected in series and an oil cooler connected in series with the transmission to form the 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 motor heat exchange loop is connected with the battery heat exchange loop through a first control valve, and the motor control module, the first control valve, the first stop valve and the battery module are sequentially connected end to form a loop;

the first control valve controls connection or disconnection between the motor heat exchange loop and the battery heat exchange loop and connection between the motor heat dissipation module and the battery heat exchange loop.

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

In one embodiment of the first aspect, a second stop valve is disposed between the first control valve and the heat exchange module.

In one embodiment of the first aspect, the heat 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 that are sequentially connected in series end to form a loop, and the warm air module includes a thermistor and a warm air core body that are connected in series.

In one embodiment of the first aspect, the engine heat exchange circuit further comprises a fourth 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 a spill tank for feeding cooling fluid to each circuit 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 for a thermal management system is provided, where the control method is applied to the thermal management system described in the foregoing embodiments, and the control method for the thermal management system includes:

heating the oil cooler by the waste heat of the motor: in the motor-driven mode, the first control valve is controlled to disconnect the connection between the motor heat dissipation module and the battery heat exchange loop, and the first stop valve is controlled to disconnect the battery module, so that the motor control module, the first control valve and the heat exchange module are connected in series to form a loop;

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

the control method of the thermal management system further comprises the following steps that the heat exchange module heats the oil cooler: in a hybrid mode, controlling the first control valve to disconnect the connection between the motor heat dissipation module and the battery heat exchange loop, and controlling a first stop valve to disconnect the battery module, so that the motor control module, the first control valve and the heat exchange module are connected in series to form a loop; and controlling the third control valve to disconnect the fourth 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 one embodiment of the second aspect, the motor heat exchange circuit further comprises a third 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 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 third connection line connected in parallel with the oil cooler through a second control valve, and the control method of the thermal management system further includes the steps of heating the battery by the motor waste heat: and controlling the first control valve to disconnect the connection between the motor heat dissipation module and the battery heat exchange loop, controlling the second stop valve to disconnect the heat exchange module, and controlling the second control valve to disconnect the oil cooler.

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

the control method of the thermal management system further comprises the following steps that the heat exchange module heats the battery: controlling the first control 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 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 fourth 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 the selection of the series connection of the motor control module and the motor radiator or the series connection of the motor control module and the heat exchange module by additionally arranging the first control valve connected between the motor heat exchange loop and the battery heat exchange loop and the first stop valve arranged between the first control valve and the battery module, and when the motor control module and the heat exchange module are connected in series, the oil cooler can be heated by the waste heat of the motor. Like this, the vehicle uses all can be through adjusting first control valve and first stop valve under different environment, 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 present invention;

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

fig. 3 is a diagram of communication paths 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 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 second connecting line; 17. a third connecting pipeline; 18. a second control valve; 19. a transmission; 21. a battery module; 22. a first battery line; 23. a heat exchange module; 24. a chiller; 25. a second battery line; 26. a first shut-off valve; 27. a second stop valve; 40. a first control valve; 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 fourth connecting pipeline; 57. a third control valve; 80. an electronic water pump; 81. a thermostat; 90. a water 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 reference numerals refer to the same or similar elements or elements having the same or similar functions 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 to imply that the number of the indicated technical features is significant. Thus, features defined as "first", "second", "third" may explicitly or implicitly include one or more of the features.

In the present invention, unless otherwise specifically stated or limited, the terms "connected," "series," "parallel," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integrally formed; 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 exchanging loop 100, a battery heat exchanging loop 200, an engine heat exchanging loop 300, and an overflow tank 90. The overflow tank 90 is used to feed the cooling fluid to each of the three circuits, which all transfer heat through 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 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, if the temperature is too high, normal work of the motor can be influenced, 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 is 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.

Referring to fig. 1, the motor control module 11 includes a driving motor element 111 and an oil cooler 112 connected in series, wherein the oil cooler 112 can also be connected in series with the transmission 19 module to form a circuit, that is, the oil cooler 112 is connected in series in both the circuit of the driving motor element 111 and the circuit of the transmission 19.

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 pipelines for 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 exchange module 23 may be an active heating device, other functional modules generating waste heat during operation, or a heat exchanger dissipating heat during heat exchange. 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 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.

The second battery line 25 communicates with the second motor line 14. Specifically, a second connection pipeline 16 is connected between the second battery pipeline 25 and the second management, one end of the second connection pipeline 16 is connected to the second motor pipeline 14, and the other end of the second connection pipeline 16 is connected to the second battery pipeline 25, so that the second battery pipeline 25 is communicated with the second motor pipeline 14 through the second connection pipeline 16, and at this time, the motor control module 11, the first control valve 40, the first stop valve 26, and the battery module 21 are sequentially connected end to form a loop.

Referring to fig. 1, the motor heat exchange loop 100 is connected to the battery heat exchange loop 200 through a first control valve 40. Specifically, a first connecting pipeline 15 is connected between the first motor pipeline 12 and the first battery pipeline 22, the first connecting pipeline 15 is connected with the first motor pipeline 12 through a first control valve 40, a first stop valve 26 is arranged between the first connecting pipeline 15 and the battery module 21 in the first battery pipeline 22, and the first stop valve 26 can cut off the communication between the battery module and the plate heat exchanger.

The first control valve 40 controls connection or disconnection between the motor heat exchange loop 100 and the battery heat exchange loop 200, and connection or disconnection between the motor heat dissipation module 13 and the battery heat exchange loop 200. Specifically, the first control valve 40 controls the first motor pipeline 12 to be disconnected from the motor heat dissipation module 13 and the first motor pipeline 12 to be communicated with the first connection pipeline 15, if the first stop valve 26 is closed at this time, the battery control module and the plate heat exchanger form a loop, and a connection path of the loop specifically is as follows: the device comprises a motor control module 11, a first motor pipeline 12, a first connecting pipeline 15, a first battery pipeline 22, a heat exchange module 23, a second battery pipeline 25, a second connecting pipeline 16, a second motor pipeline 14 and a motor control module 11. The first control valve 40 can also control the first motor pipeline 12 to be disconnected from the first connection pipeline 15, and the first motor pipeline 12 is communicated with the motor heat dissipation module 13, at this time, the motor control module 11 is connected in series with the motor heat dissipation module 13, and no cooling liquid circulates in the second connection pipeline 16. One end of the first connection pipeline 15 is connected to the first motor pipeline 12 through a first control valve 40, the other end of the first connection pipeline 15 is connected to the first battery pipeline 22 through a tee, and the other end of the first connection pipeline 15 is also connected to the first battery pipeline 22 through another first control valve 40, which is not limited herein. The first control valve 40 may be a three-way valve, two of three interfaces of the three-way valve are connected to the first motor pipeline 12 to connect the motor control module 11 and the motor heat dissipation module 13, respectively, and another of the three interfaces is connected to the first connection pipeline 15, so that the motor control module 11 is connected to the battery heat exchange loop 200.

When the vehicle works, the oil temperature in the transmission 19 cannot be too low, and if the oil temperature is too low, the oil viscosity is greatly reduced, so that the pure electric endurance and the oil consumption are attenuated to different degrees. The heat management system realizes selection of series connection of the motor control module 11 and the motor radiator 131 or series connection of the motor control module 11 and the heat exchange module 23 by additionally arranging the first connecting pipeline 15 connected between the first motor pipeline 12 and the first battery pipeline 22 and the first stop valve 26 arranged between the first connecting pipeline 15 of the first battery pipeline 22 and the battery module 21, when the motor control module 11 and the heat exchange module 23 are connected in series, if in an electric mode, the oil cooler 112 can be heated by waste heat of the driving motor assembly 111, and if in a hybrid mode, the heat exchange module 23 can transfer heat in the engine heat exchange loop 300 to the motor control module 11, so that the oil cooler 112 is heated together with the driving motor assembly 111. In this way, 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 40 and the first stop valve 26.

Under the condition that the oil cooler 112 needs to be heated, if the vehicle is in an electric mode, the engine does not work, the heat exchange module 23 does not provide heat for the battery heat exchange loop 200, the first control valve 40 is controlled to disconnect the connection between the motor heat dissipation module 13 and the battery heat exchange loop 200, that is, the first control valve 40 is controlled to disconnect the communication between the first motor pipeline 12 and the motor heat dissipation module 13, the first motor pipeline 12 is communicated with the first connection pipeline 15, and the first stop valve 26 is controlled to be closed so as to disconnect the connection of the battery module 21, at this time, the motor control module 11, the first motor pipeline 12, the first connection pipeline 15, the first battery pipeline 22, the heat exchange module 23, the second battery pipeline 25, the second connection pipeline 16 and the second motor pipeline 14 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 engine and warm air module 54 is turned on, and heat is dissipated through the heat exchange module 23, and the heat dissipated by the heat exchange module 23 can be transferred to the motor control module 11, so as to heat the oil cooler 112, so that the oil cooler 112 can be heated by using system waste heat in different working modes, the waste heat of the driving motor assembly 111 and the waste heat in the engine heat exchange loop 300 are fully utilized, and the cost is saved.

Referring to fig. 1, the heat exchange circuit 100 of the motor further includes a third connecting pipeline 17, the third connecting 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 third connecting pipeline 17 to be disconnected, so that the oil cooler 112 is connected to the heat dissipation circuit of the motor, or the second control valve 18 can control the oil cooler 112 to be disconnected, so that the third connecting pipeline 17 is connected to the circuit. Specifically, one end of the third connecting 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 third connecting 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 third connecting 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 third connecting 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 third 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 third connection pipeline 17, and the oil cooler 112 and the transmission 19 form a loop working independently, so that the oil cooler 112 may be heated by self-heating of the transmission 19 in the working process, heat loss caused by flowing of the cooler coolant connected to the motor heat exchange loop 100 is avoided, meanwhile, the influence of other components of the low-temperature loop on the oil temperature of the oil cooler 112 is reduced, and the temperature rise rate of the transmission 19 is increased.

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

Referring to fig. 1, a second cut-off valve 27 is disposed between the first control valve 40 and the heat exchange module 23, and specifically, the second cut-off valve 27 is disposed at a position of the first battery pipeline 22 between the first connection pipeline 15 and the heat exchange module 23. When the battery module 21 needs to be heated by the waste heat of the driving motor assembly 111, the first control valve 40 is controlled to disconnect the connection between the motor heat dissipation module 13 and the battery heat exchange loop 200, that is, the first control valve 40 is controlled to disconnect the communication between the first motor pipeline 12 and the motor heat dissipation module 13 and enable the first motor pipeline 12 to be communicated with the first connecting pipeline 15, the second stop valve 27 is controlled to be closed to disconnect the heat exchange module 23, the second control valve 18 is controlled to be communicated with the third connecting pipeline 17 and disconnect the oil cooler 112, at this time, the third connecting pipeline 17 short-circuits the oil cooler 112, the driving motor assembly 111 and the battery module 21 form a loop, and thus, the waste heat generated by the driving motor assembly 111 is completely supplied to the battery module 21, so as to heat the battery module 21.

When the battery module 21 needs to be heated by the waste heat of the heat exchange module 23, the first control 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 first control valve 40 is controlled to disconnect the communication between the first motor pipeline 12 and the first connection pipeline 15 and enable the first motor pipeline 12 to be communicated with the motor heat dissipation module 13, the first stop valve 26 and the second stop valve 27 are controlled to be opened, and at this time, the motor heat exchange loop 100 and the battery heat exchange loop 200 work independently. Heat exchange module 23 may employ a heat exchanger in engine heat exchange circuit 300 such that battery module 21 forms a circuit with the heat exchanger through which engine heat exchange circuit 300 dissipates heat and transfers the heat to battery heat exchange circuit 200, thereby heating battery module 21.

The engine heat exchange loop 300 includes a heat exchange module 23, 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, which are connected in series end to form a loop, where the heat exchange module 23 may be a heat exchanger, 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. 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 fourth connecting pipeline 56, the fourth connecting pipeline 56 is connected in parallel with the engine module 52 through at least one third control valve 57, the third control valve 57 can control the fourth 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 fourth connecting pipeline 56 is connected to the loop. Specifically, one end of the fourth connection line 56 may communicate with the first engine line 51 through the third control valve 57, and the other end of the fourth connection line 56 may communicate with the second engine line 53 through a tee joint. The other end of the fourth 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 fourth 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 fourth 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 vehicle provided by the invention comprises the thermal management system provided in the embodiment, the thermal management system has the same structure and the same function as the thermal management system in the embodiment, and the description is omitted here.

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 first control valve 40, the first connecting pipeline 15 and the second connecting pipeline 16, cooling the motor, cooling the battery, heating the oil cooler by the waste heat of the motor, heating the oil cooler by the heat exchange module, self-heating the oil cooler, heating the battery by the waste heat of the motor and heating the battery by the heat exchange module. The arrangement of the motor heat exchange loop 100, the arrangement of the battery heat exchange loop 200, the arrangement of the engine heat exchange loop 300, the arrangement of the first control valve 40, the first connecting pipeline 15 and the second connecting pipeline 16 are the same as those in the above embodiments, and details are 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 first control 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 first control valve 40 is controlled to disconnect the communication between the first motor pipeline 12 and the first connection pipeline 15 and to communicate the first motor pipeline 12 with the motor heat dissipation module 13, so that the motor control module 11 is connected in series with the motor heat dissipation module 13, and the motor heat dissipation module 13 is used for cooling the motor driving component.

Referring to fig. 2, when the cooling/temperature equalizing requirement exists in the heat dissipation loop of the motor and the transmission 19 has no 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 connection 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 19 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 19 is increased.

Referring to fig. 3, when the cooling/temperature equalizing requirement exists in the motor heat dissipation loop and the transmission 19 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 19 is within a proper temperature range and reducing transmission loss of the entire vehicle.

Referring to fig. 3, the battery cooling step includes: the first control 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 first control valve 40 is controlled to disconnect the communication between the first motor pipeline 12 and the first connection pipeline 15 and to communicate the first motor pipeline 12 with the motor heat dissipation module 13, and the first stop valve 26 and the second stop valve 27 are controlled to be opened so that the battery is connected in series with the chiller 24 and the heat exchange module 23, 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 shut down, 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-5-20 ℃) 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 motor controller inlet water temperature is less than or equal to 40 ℃, the battery is heated by using the motor waste heat. Referring to fig. 4, the step of heating the battery by the motor waste heat includes: the first control valve 40 is controlled to disconnect the connection between the motor heat dissipation module 13 and the battery heat exchange loop 200, the second stop valve 27 is controlled to disconnect the heat exchange module 23, and the second control valve 18 is controlled to disconnect the oil cooler 112. The method comprises the following specific steps: the first control valve 40 is controlled to disconnect the communication between the first motor pipeline 12 and the motor heat dissipation module 13, to communicate the first motor pipeline 12 with the first connection pipeline 15, the first stop valve 26 is controlled to be opened, the second stop valve 27 is controlled to be closed, and the second control valve 18 is controlled to disconnect the communication between the first motor pipeline 12 and the oil cooler 112, and to communicate the first motor pipeline 12 with the third connection pipeline 17. The motor control module 11 is connected in series with the battery to form a circuit for heating the battery module 21 by the residual heat of the driving motor assembly 111.

Referring to fig. 4, when the oil temperature of the transmission 19 is low, the oil cooler self-heating step is adopted: the second control valve 18 is controlled to turn off the oil cooler 112. The method specifically comprises the following steps: the second control valve 18 is controlled to connect the first motor pipeline 12 and the first connection pipeline 15 and disconnect the first motor pipeline 12 and the oil cooler 112, and the third connection 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 19 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: controlling the first control valve 40 to disconnect the connection between the motor heat exchange loop 100 and the battery heat exchange loop 200 specifically includes: the first control valve 40 is controlled to disconnect the communication between the first motor pipeline 12 and the first connecting pipeline 15, the first motor pipeline 12 is communicated with the motor heat dissipation module 13, and the first stop valve 26 and the second stop valve 27 are controlled to be opened, 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 connected end to form a loop, and specifically, the heat exchanger, the first engine pipeline 51, the fourth 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 fourth 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.

The oil cooler 112 may be heated by waste heat of the driving motor assembly 111 or waste heat in the engine heat exchange circuit 300.

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 first control valve 40 is controlled to disconnect the connection between the motor heat dissipation module 13 and the battery heat exchange loop 200, and the first stop valve 26 is controlled to disconnect the battery module 21, so that the motor control module 11, the first control valve 40 and the heat exchange module 23 are connected in series to form a loop, specifically: the first control valve 40 is controlled to disconnect the first motor pipeline 12 from the motor heat dissipation module 13, to connect the first motor pipeline 12 to the first connection pipeline 15, and to close the second stop valve 27, so as to disconnect the heat exchange module 23, and to sequentially connect the heat exchange module 23 and the motor control module 11 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: controlling the first control valve 40 to disconnect the connection between the motor heat dissipation module 13 and the battery heat exchange loop 200, and controlling the first stop valve 26 to disconnect the battery module 21, so that the motor control module 11, the first control valve 40 and the heat exchange module 23 are connected in series to form a loop; the third control valve 57 is controlled to disconnect the fourth connecting line 56 so that the heat exchange module 23, the engine module 52 and the warm air module 54 are connected end to end in sequence to form a loop. The method specifically comprises the following steps: the first control valve 40 is controlled to disconnect the first motor pipeline 12 from the motor heat dissipation module 13, to communicate the first motor pipeline 12 with the first connection pipeline 15, and the second stop valve 27 is controlled to close, so as to disconnect the heat exchange module 23, and to connect the motor control module 11 and the heat exchange module 23 in series to form a loop. The third control valve 57 in the engine heat exchange circuit 300 can disconnect the first engine pipeline 51 from the fourth connecting pipeline 56 and connect the engine module 52 with the first engine pipeline 51, so that both the heat generated by the engine module 52 and the heat generated by the warm air module 54 are transferred to the circuit of the oil cooler 112 through the heat exchanger, thereby heating the oil cooler 112.

Therefore, the control method of the thermal management system can realize the heating function of the transmission 19 through the intelligent switching of two heat sources, namely waste heat of the driving motor assembly 111 and waste heat of the engine module 52 according to different environments and vehicle modes, improve the oil temperature rise rate of the transmission 19 and further improve the dynamic property and the economical efficiency of the whole vehicle.

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 all-weather heat management of the whole vehicle, and realizes 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, wherein the motor control module comprises a driving motor assembly connected in series and an oil cooler connected in series with the transmission to form the 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 motor heat exchange loop is connected with the battery heat exchange loop through a first control valve, and the motor control module, the first control valve, the first stop valve and the battery module are sequentially connected end to form a loop;

the first control valve controls connection or disconnection between the motor heat exchange loop and the battery heat exchange loop and connection or disconnection between the motor heat dissipation module and the battery heat exchange loop.

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

3. The thermal management system of claim 1, wherein a second shut-off valve is disposed between said first control valve and said heat exchange module.

4. The thermal management system of claim 1, further comprising an engine heat exchange circuit comprising the heat exchange module, the engine module, and the heater module connected in series end to form a circuit, wherein the heater module comprises a thermistor and a heater core connected in series.

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

6. The thermal management system of claim 4, further comprising a flash tank and thermostat for passing cooling fluid 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:

heating the oil cooler by the waste heat of the motor: and under the electric mode, the first control valve is controlled to disconnect the connection between the motor heat dissipation module and the battery heat exchange loop, and the first stop valve is controlled to disconnect the battery module, so that the motor control module, the first control valve and the heat exchange module are connected in series to form a loop.

8. The method of claim 7, further comprising an engine heat exchange loop, wherein the engine heat exchange loop comprises the heat exchange module, the engine module and the warm air module which are sequentially connected in series end to form a loop, the engine heat exchange loop is connected in parallel with a fourth connecting pipeline through a third control valve, and the warm air module comprises a thermistor and a warm air core body which are connected in series;

the control method of the thermal management system further comprises the following steps that the heat exchange module heats the oil cooler: in a hybrid mode, controlling the first control valve to disconnect the connection between the motor heat dissipation module and the battery heat exchange loop, and controlling a first stop valve to disconnect the battery module, so that the motor control module, the first control valve and the heat exchange module are connected in series to form a loop; and controlling the third control valve to disconnect the fourth connecting pipeline, so that the heat exchange module, the engine module and the warm air module are sequentially connected end 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 third 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 controlling a thermal management system of claim 7, wherein the motor heat exchanger loop further comprises a third connecting line connected in parallel with the oil cooler through a second control valve, the method further comprising the step of heating the battery with motor waste heat: and controlling the first control valve to disconnect the connection between the motor heat dissipation module and the battery heat exchange loop, controlling the second stop valve to disconnect the heat exchange module, and controlling the second control valve to disconnect the oil cooler.

11. The method for controlling the thermal management system according to claim 7, wherein the thermal management system further comprises an engine heat exchange loop, the engine heat exchange loop comprises a heat exchange module, an engine module and a warm air module which are sequentially connected in series end to form a loop, the engine heat exchange loop is connected with a fourth connecting pipeline in parallel through a third control valve, and the warm air module comprises a thermistor and a warm air core body which are connected in series;

the control method of the thermal management system further comprises the following steps of heating the battery by the heat exchange module: controlling the first control 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 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 fourth 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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