CN115447348A

CN115447348A - Vehicle thermal management system and method and vehicle

Info

Publication number: CN115447348A
Application number: CN202211305212.1A
Authority: CN
Inventors: 胡康
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2022-10-24
Filing date: 2022-10-24
Publication date: 2022-12-09

Abstract

The invention provides a vehicle heat management system, a vehicle heat management method and a vehicle. The vehicle thermal management system of the invention can heat the motor and the battery by utilizing the exhaust heat generated by the engine exhaust system, can reduce the oil consumption and the use cost of the vehicle, and can also enable the motor and the battery to work at proper temperature so as to fully exert the performances of the motor and the battery.

Description

Vehicle thermal management system and method and vehicle

Technical Field

The invention relates to the technical field of vehicle thermal management, in particular to a vehicle thermal management system. Meanwhile, the invention also relates to a vehicle thermal management method realized by applying the vehicle thermal management system and a vehicle applying the vehicle thermal management system.

Background

The existing vehicles comprise pure electric vehicles, hybrid vehicles and fuel vehicles, wherein the hybrid vehicles can better meet the use requirements of passengers due to the fact that a motor driving mode, an engine driving mode and an engine and motor hybrid driving mode can be achieved.

However, since the conventional hybrid vehicle is equipped with the motor and the battery, the reduction of the driving range of the vehicle has always plagued various major host plants in cold weather in winter, and the energy is derived from the battery, so that the energy storage is not much more, and the energy utilization rate of the heating of the battery and the passenger compartment is very important. At present, the development of new energy vehicles and the adoption of new technologies are solutions, but the cost is often high.

The efficient heating of the battery, the waste heat utilization of the motor, the ultra-fast charging of the battery and the application of the heat pump technology, the energy-saving technology and the technology facilitating the customer experience all put forward higher requirements on the comprehensive performance of the heat management integrated architecture, and how to effectively combine the functions needs to be realized through a reasonable heat management architecture.

Disclosure of Invention

In view of the above, the present invention is directed to a vehicle thermal management system, which is beneficial to the motor and the battery to perform better performance and to reduce the vehicle use cost.

In order to achieve the purpose, the technical scheme of the invention is realized as follows:

a vehicle heat management system comprises a motor heat exchange loop, a battery heat exchange loop, a waste heat recovery pipeline and a control assembly; wherein:

the control assembly comprises a plurality of control valves respectively arranged on the motor heat exchange loop, the waste heat recovery pipeline and the battery heat exchange loop, and a controller respectively connected with the control valves;

the controller controls the control valves to respectively control the connection and disconnection of the motor heat exchange loop, the waste heat recovery pipeline and the battery heat exchange loop;

the waste heat recovery pipeline is used for recovering waste heat of an engine exhaust system;

a first heat exchange unit for exchanging heat between the motor heat exchange loop and the waste heat recovery pipeline is arranged between the motor heat exchange loop and the waste heat recovery pipeline;

the battery heat exchange loop is connected in parallel in the motor heat exchange loop through a communication pipeline.

Further, a motor heat exchange pump and a motor which are connected through a motor heat exchange pipeline are arranged in the motor heat exchange loop; the vehicle heat management system also comprises a motor heat dissipation pipeline connected in parallel in the battery heat exchange loop, and a motor radiator is connected in the motor heat dissipation pipeline; the motor radiator, the motor heat exchange pump and the motor are connected in series through the motor heat dissipation pipeline and the motor heat exchange pipeline to form a motor heat dissipation loop; the battery heat exchange loop is internally provided with a battery heat exchange pump and a battery which are connected through a battery heat exchange pipeline; the vehicle heat management system also comprises a battery heat dissipation pipeline connected in parallel in the battery heat exchange loop, and a battery radiator is connected in the battery heat dissipation pipeline; the battery radiator, the battery heat exchange pump and the battery are connected in series through the battery heat radiation pipeline and the battery heat exchange pipeline to form a battery heat radiation loop; the motor heat exchange pump and the motor are connected with the battery heat exchange pump and the battery in series through the communication pipeline.

Furthermore, the plurality of control valves comprise a first four-way valve, two valve ports of the first four-way valve are connected in series in the heat exchange pipeline of the motor, and the other two valve ports are respectively communicated with the heat dissipation pipeline of the motor and the communication pipeline; the control valves comprise a second four-way valve, two valve ports of the second four-way valve are connected in series in the battery heat exchange pipeline, and the other two valve ports are respectively communicated with the battery heat dissipation pipeline and the communication pipeline.

The battery heat exchange system further comprises a refrigerant loop, and the refrigerant loop and the battery heat exchange loop exchange heat through a second heat exchange unit; the refrigerant loop is internally provided with a compressor, a condenser and an evaporator which are connected through refrigerant pipelines, and a second heat exchange unit which is connected with the evaporator in parallel in the refrigerant loop; and the refrigerant loop and the motor heat exchange loop exchange heat through a heat exchange control passage arranged on the condenser. Furthermore, a motor controller and a system electric element which are connected through the motor heat exchange pipeline are also arranged in the motor heat exchange loop; the motor controller, the system electrical element, the motor heat exchange pump and the motor are connected in series in the motor heat exchange loop.

Furthermore, the control valves comprise three-way valves arranged in the waste heat recovery pipeline, first three-way valves are further arranged in the waste heat recovery pipeline, the three-way valves and the first three-way valves are respectively arranged on two sides of the first heat exchange unit, and bypass pipelines are connected between the three-way valves and the first three-way valves.

Compared with the prior art, the invention has the following advantages:

according to the vehicle thermal management system, the waste heat recovery pipeline for collecting exhaust heat of the engine exhaust system is arranged, the first heat exchange unit is arranged between the motor heat exchange loop and the waste heat recovery pipeline, and in cold weather in winter, the motor can be heated by using heat generated by the engine exhaust system, so that the motor can be ensured to work at a proper temperature, the oil consumption can be reduced, and the use cost of a vehicle can be reduced.

In addition, the battery heat exchange loop is connected in parallel in the motor heat exchange loop through the communication pipeline, and the battery can be heated by utilizing heat generated by an engine exhaust system, so that the battery can be ensured to work at a proper temperature, and the motor and the battery can play excellent performances.

In addition, the motor radiator is favorable for radiating heat of electric devices such as a motor and the like, the battery radiator is favorable for radiating heat of the battery, and the refrigerant loop of the air conditioner can also utilize the motor radiator and the battery radiator to radiate heat at the same time, so that the air conditioner has better heat radiation performance.

Meanwhile, the invention also provides a vehicle thermal management method which is realized by the vehicle thermal management system, and the method comprises the following steps:

acquiring the temperature of a motor and the temperature of a battery;

when the temperature of the motor is lower than a first motor temperature threshold value, the controller controls the waste heat recovery pipeline to be communicated, and the motor heat exchange loop is communicated to heat the motor;

when the temperature of the battery is smaller than a first battery temperature threshold value, if the engine is started, the controller controls the communication of the waste heat recovery pipeline, the motor heat exchange loop is communicated with the battery heat exchange loop to heat the motor and the battery, and if the engine is not started, the controller controls the communication of the motor heat exchange loop and the battery heat exchange loop to heat the battery.

Further, when the temperature of the motor is greater than a second motor temperature threshold value, the controller controls the motor heat dissipation loop to be communicated so as to cool the motor; when the outlet temperature of the motor radiator or the inlet temperature of the motor is greater than a preset motor heat dissipation temperature threshold value, the controller controls the battery heat dissipation pipeline to be communicated with the motor heat dissipation loop so as to cool the motor; and/or when the temperature of the battery is greater than a second battery temperature threshold value, the controller controls the communication of the battery heat dissipation loop so as to cool the battery; when the outlet temperature of the battery radiator or the inlet temperature of the battery is greater than a preset battery heat dissipation temperature threshold value, the controller controls the refrigerant loop to be communicated, and the motor heat exchange loop is communicated to cool the battery.

Further, the method further comprises: when the compressor is started, acquiring the outlet temperature of the condenser; when the outlet temperature of the condenser is between a first condenser temperature threshold and a second condenser temperature threshold, the controller controls the motor heat dissipation loop to be communicated, so that the condenser is cooled; when the outlet temperature of the condenser is greater than the second condenser temperature threshold value, the controller controls the motor heat dissipation loop to be communicated with the battery heat dissipation pipeline, and the condenser is cooled.

The vehicle heat management method is beneficial to ensuring that the battery and the motor work at proper temperature, the motor and the battery can exert excellent performance, meanwhile, the condenser of the refrigerant loop can be cooled, the air conditioner can exert excellent performance, and the vehicle heat management method is beneficial to reducing oil consumption, reducing the use cost of the vehicle and exerting excellent performance on the vehicle, so that the vehicle has better practicability.

In addition, the invention also provides a vehicle, and the vehicle thermal management system is arranged in the vehicle.

Compared with the prior art, the vehicle thermal management system and the vehicle thermal management system have the same beneficial effects, and are not described again.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:

FIG. 1 is a functional block diagram of a vehicle thermal management system according to an embodiment of the present invention;

FIG. 2 is a flow chart of a method for thermal management of a vehicle according to an embodiment of the present invention;

fig. 3 is a schematic block diagram of a controller according to an embodiment of the present invention.

Description of reference numerals:

1. a heat exchange pipeline of the motor; 101. the motor exchanges heat with the pump; 102. a motor; 103. a system electrical component; 104. a motor controller; 105. a first four-way valve; 106. a motor heat dissipation pipeline; 107. a motor radiator; 108. an overflow tank; 109. a second tee joint; 112. a seventh tee joint;

2. a waste heat recovery pipeline; 201. an engine; 202. a three-way valve; 203. a first tee joint; 204. a bypass line;

3. a battery heat exchange pipeline; 301. a battery heat exchange pump; 302. a battery; 303. a temperature sensor; 304 a gas-liquid separator; 305. an eighth tee joint; 306. a second four-way valve; 307. a third tee joint; 308. a battery heat dissipation conduit; 309. a battery heat sink;

4. a refrigerant line; 401. compressor, 402, condenser; 403. an evaporator; 404. a first thermostatic expansion valve; 405. a fourth tee joint 406, an integrated electromagnetic expansion valve; 407. a fifth tee joint; 408. a second thermostatic expansion valve; 409. a stop valve; 410. a refrigerant branch line;

5. a first heat exchange unit; 6. a second heat exchange unit; 7. a communicating pipeline; 8. a controller; 9. a first temperature sensor; 10. a second temperature sensor; 11. a third temperature sensor; 12. a fourth temperature sensor; 13. and a fifth temperature sensor.

Detailed Description

It should be noted that the embodiments and features of the embodiments of the present invention may be combined with each other without conflict.

In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "back", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience of description and simplification of the description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present invention, the terms "mounted," "connected," and "connecting" are to be construed broadly unless otherwise specifically limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. To those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in conjunction with specific situations.

The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.

The embodiment relates to a vehicle thermal management system, which is beneficial to the motor 102 and the battery 302 of a vehicle to exert better performance and reducing the use cost of the vehicle by optimizing a management framework and utilizing exhaust heat of an exhaust system of an engine.

In overall design, an exemplary schematic block diagram of the vehicle thermal management system of the embodiment is shown in fig. 1, and the vehicle thermal management system mainly includes a motor heat exchange loop, a battery heat exchange loop, a waste heat recovery pipeline 2 and a control assembly; wherein: the motor heat exchange loop is provided with a motor heat exchange pump 101 and a motor 102 which are connected through a motor heat exchange pipeline 1, the waste heat recovery pipeline 2 is used for recovering waste heat of an exhaust system of the engine 201, and the battery heat exchange loop is provided with a battery heat exchange pump 301 and a battery 302 which are connected through a battery heat exchange pipeline 3.

The control assembly comprises a plurality of control valves respectively arranged on the motor heat exchange loop, the waste heat recovery pipeline 2 and the battery heat exchange loop, and a controller 8 respectively connected with the control valves, wherein the controller 8 controls the control valves to respectively control the connection and disconnection of the motor heat exchange loop, the waste heat recovery pipeline 2 and the battery heat exchange loop.

The vehicle thermal management system of this embodiment, through set up first heat transfer unit 5 between motor heat transfer circuit and waste heat recovery pipeline 2, do benefit to heat exchange between motor heat transfer circuit and the waste heat recovery pipeline between the two to at low temperature cold weather, usable engine exhaust system's waste heat heats for motor 102. In addition, the battery heat exchange loop is also connected in parallel in the motor heat exchange loop through a communication pipeline 7, and waste heat of an exhaust system of the engine 201 can be used for heating the battery 102.

In order to better understand the vehicle thermal management system of the embodiment, the waste heat recovery pipeline 2 is described first, as a preferred embodiment, the waste heat recovery pipeline 2 passes through the first heat exchange unit 5, the three-way valve 202 and the first three-way valve 203 are arranged on the waste heat recovery pipeline 2, the three-way valve 202 and the first three-way valve 203 are respectively arranged at two sides of the first heat exchange unit 5, and the bypass pipeline 204 is communicated between the three-way valve 202 and the first three-way valve 203, so that whether waste heat of the engine exhaust system is utilized or not can be facilitated. Here, the three-way valve 202 is connected to the controller so as to control the connection and disconnection of the waste heat recovery line 2.

As a preferred embodiment, the motor heat exchange circuit further includes a motor controller 104 and a system electrical component 103 connected via the motor heat exchange pipeline 1, so as to utilize the waste heat of the engine exhaust system to heat the motor controller 104 and the system electrical component 103. For example, in this embodiment, the motor 102, the motor controller 104, and the system electrical component 103 are connected in series by the motor heat exchange pipeline 1, the three are all disposed in the motor heat exchange loop, one end of the motor heat exchange pipeline 1 is connected to the inlet of the motor heat exchange pump 101 after passing through the condenser 402, and the other end of the motor heat exchange pipeline 1 is communicated with one interface of the seventh tee 112 after passing through the first heat exchange unit 5.

The other interface of the seventh tee 112 is communicated with one interface of the second tee 109 after passing through the first four-way valve 105 through the battery heat exchange pipeline, and the other interface of the second tee 109 is connected to the outlet of the motor heat exchange pump 101, so that the motor heat exchange loop of the embodiment can be formed. Here, the first four-way valve 105 is a control valve disposed in the motor heat exchange loop, two valve ports of which are connected in series in the motor heat exchange pipeline 1, and the other two valve ports are respectively communicated with the motor heat dissipation pipeline 106 and the communication pipeline 7.

In a preferred embodiment, the battery heat exchange circuit further comprises a motor heat dissipation pipeline 106 connected in parallel in the battery heat exchange circuit, a motor radiator 107 and an overflow tank 108 are arranged in the motor heat dissipation pipeline 106, one end of the motor heat exchange pipeline 1 is connected with one valve port of the first four-way valve 105, and the other end of the motor heat exchange pipeline 1 is connected with one interface of the second three-way valve 109, so that the motor radiator 107, the motor heat exchange pump 101 and the motor 102 are connected in series through the motor heat dissipation pipeline 106 and the motor heat exchange pipeline 1 to form the motor heat dissipation circuit.

As a preferred embodiment, the vehicle thermal management system further includes a battery heat exchange loop, and the battery heat exchange loop has a battery heat exchange pump 301 and a battery 302 connected through a battery heat exchange pipeline 3. The battery heat exchange loop is also connected in parallel in the motor heat exchange loop through a communication pipeline 7, and the motor heat exchange pump 101 and the motor 102 are connected in series with the battery heat exchange pump 301 and the battery 302 through the communication pipeline 7, so that the battery 302 can be heated by utilizing the waste heat of an exhaust system of the engine 201, and the battery 302 can also be heated by utilizing the heat generated by the motor 102.

In a preferred embodiment, an outlet of the battery heat exchanging pump 301 passes through the second heat exchanging unit 6 and the battery 302 via the battery heat exchanging pipeline 3 and then communicates with an interface of the eighth tee 305, and an interface of the eighth tee 305 passes through the second four-way valve 306 and the gas-liquid separator 306 via the battery heat exchanging pipeline 3 and then is connected to an inlet of the battery heat exchanging pump 301, so that a battery heat exchanging loop can be formed. In this structure, the second four-way valve 306 is a control valve in the battery heat exchange loop, two valve ports of the second four-way valve are connected in series in the battery heat exchange pipeline 3, and the other two valve ports are respectively communicated with the battery heat dissipation pipeline 308 and the communication pipeline 7.

In a preferred embodiment, a temperature sensor 303 is further disposed on the battery heat exchange pipeline 3 at the outlet of the battery heat exchange pump 301, and the temperature sensor 303 can be connected to a controller 8, which will be described below, and the temperature sensor 303 can be used to acquire the water temperature and transmit the water temperature information to the controller 8.

In a preferred embodiment, the vehicle thermal management system further includes a battery heat dissipation pipeline 308 connected in parallel in the battery heat exchange loop, a battery radiator 309 and a third tee 307 are connected in the battery heat dissipation pipeline 308, one end of the battery heat dissipation pipeline 308 is connected to a valve port of the second four-way valve 306, and the other end is connected to an interface of the eighth tee 305, so that the battery radiator 309, the battery heat exchange pump 301, and the battery 302 are connected in series through the battery heat dissipation pipeline 308 and the battery heat exchange pipeline 3 to form the battery heat dissipation loop.

As a preferred embodiment, the vehicle thermal management system further comprises a refrigerant circuit having a compressor 401, a condenser 402 and an evaporator 403 connected by a refrigerant line 4. Here, the condenser 402 is an existing condenser, the evaporator 403 is an existing evaporator, and a fan may be provided at one side of the evaporator.

In a preferred embodiment, a first thermostatic expansion valve 404, a fourth three-way valve 405, a stop valve 409 and a second thermostatic expansion valve 408 are sequentially provided on the refrigerant line 4 where the condenser 402 is connected to the evaporator 403, a fifth three-way valve 407 is provided on the refrigerant line 4 where the evaporator 403 is connected to the inlet of the compressor 401, and the refrigerant line 4 at the outlet of the compressor 401 is connected to the condenser 402, thereby forming a refrigerant circuit.

In a preferred embodiment, the thermal management system of the vehicle of the present embodiment further includes a refrigerant branch pipe 410, the refrigerant branch pipe 410 is provided with a second heat exchange unit 6, the second heat exchange unit 6 and the evaporator 403 are connected in parallel in the refrigerant circuit, and the refrigerant branch pipe 410 and the battery heat exchange circuit exchange heat with each other through the second heat exchange unit 6 provided therebetween.

For example, in the present embodiment, the refrigerant branch line 410 passes through the second heat exchange unit 6, and the second heat exchange unit 6 is preferably an existing air-cooled water-cooled machine. An integrated electromagnetic expansion valve 406 is provided on the refrigerant branch pipe 410, and one end of the refrigerant branch pipe 410 is connected to one port of the fourth three-way valve 405, and the other end is communicated with one port of the fifth three-way valve 407.

For example, in the present embodiment, one end of the cooling liquid side of the condenser 402 is connected to the inlet of the motor heat exchanging pump 101 through a battery heat exchanging pipeline, and the other end of the cooling liquid side is connected to the battery heat exchanging pipeline passing through the motor 102.

With the above arrangement, two valve ports of the first four-way valve 105 are connected in series in the motor heat exchange pipeline 1, and the other two valve ports are respectively communicated with the motor heat dissipation pipeline 106 and the communication pipeline 7. Two valve ports of the second four-way valve 306 are connected in series in the battery heat exchange pipeline 3, and the other two valve ports are respectively communicated with the battery heat dissipation pipeline 308 and the communication pipeline 7, so that the battery heat exchange loop can be connected in parallel in the motor heat exchange loop, and further, the residual heat of the exhaust system of the engine 201 can be utilized to heat the motor 102 and the battery 302 at the same time.

The vehicle thermal management system of this embodiment, through setting up the waste heat recovery pipeline 2 of collecting engine 201 exhaust system exhaust heat to set up first heat transfer unit 5 between motor heat transfer circuit and waste heat recovery pipeline 2, in winter cold weather, the heat that usable engine 201 exhaust system produced heats motor 102, does benefit to and guarantees that motor 102 works under suitable temperature, but oil consumption reduction, and reduction vehicle use cost.

In addition, the battery heat exchange loop is connected in parallel in the motor heat exchange loop through the communication pipeline 7, and the battery 302 can be heated by using heat generated by the exhaust system of the engine 201, so that the battery 302 can be ensured to work at a proper temperature, and the motor 102 and the battery 302 can have excellent performance.

As a preferred embodiment, as shown in fig. 3, the controller 8 is connected to the three-way valve 202, the first four-way valve 105, and the second four-way valve 306, and the controller 8 is connected to the first temperature sensor 9, the second temperature sensor 10, the third temperature sensor 11, the fourth temperature sensor 12, and the fifth sensor 13, respectively.

Wherein, a first temperature sensor 9 can be installed at a position close to the electric motor 102 for obtaining the temperature of the electric motor 102, a second temperature sensor 10 can be installed at a position close to the battery 302 for obtaining the temperature of the battery 302, a third temperature sensor 11 can be installed at the outlet of the motor heat sink 107 in the motor heat-exchange pipeline 1 or the inlet of the electric motor 102, a fourth temperature sensor 12 can be installed at the outlet of the battery heat sink 309 in the battery heat-exchange pipeline 3 or the inlet of the battery 302, and a fifth temperature sensor can be installed at the refrigerant outlet of the condenser 402 in the refrigerant pipeline 4.

Preferably, the controller 8 is further connected to the motor heat exchanger 101, the battery heat exchanger 301 and the compressor 401, and the temperature information obtained by each temperature sensor can be transmitted to the controller 8, so that the controller 8 controls the operation of each control valve, the motor heat exchanger 101, the battery heat exchanger 301 and the compressor 401 according to the obtained temperature information, thereby implementing the following vehicle heat management method.

Meanwhile, the embodiment also relates to a vehicle thermal management method, which is implemented by the vehicle thermal management system, as shown in fig. 2, and includes:

s101, acquiring the temperature of the motor 102 and the temperature of the battery 302;

s102, when the temperature of the motor 102 is smaller than a first motor temperature threshold value, the controller 8 controls the waste heat recovery pipeline to be communicated, and the motor heat exchange loop is communicated so as to heat the motor 102;

s103, when the temperature of the battery 302 is smaller than a first battery temperature threshold value, if the engine is started, the controller 8 controls the waste heat recovery pipeline to be communicated, the motor heat exchange loop is communicated with the battery heat exchange loop to heat the motor 102 and the battery 302, and if the engine is not started, the controller 8 controls the motor heat exchange loop to be communicated with the battery heat exchange loop to heat the battery 302 by using heat generated by the work of the motor 102.

In a preferred embodiment, when the temperature of the motor 102 is greater than the second motor temperature threshold, the controller 8 controls the motor heat dissipation circuit to communicate to cool the motor 102, and when the outlet temperature of the motor heat sink 107 or the inlet temperature of the motor 102 is greater than the preset motor heat dissipation temperature threshold, the controller 8 controls the battery heat dissipation pipeline 308 to communicate with the motor heat dissipation circuit to cool the motor 102.

As a preferred embodiment, when the temperature of the battery 302 is greater than the second battery temperature threshold, the controller 8 controls the battery heat dissipation loop to be communicated, so as to cool the battery 302; when the outlet temperature of the battery radiator 309 or the inlet temperature of the battery 302 is greater than the preset battery heat dissipation temperature threshold, the controller 8 controls the refrigerant circuit to be communicated, and the motor heat exchange circuit to be communicated, so as to cool the battery 302.

As a preferred embodiment, when the compressor 401 is started, and the outlet temperature of the condenser 402 is between the first condenser temperature threshold and the second condenser temperature threshold, the controller 8 controls the motor heat dissipation loop to be communicated, so as to cool the condenser 402; when the outlet temperature of the condenser 402 is greater than the second condenser temperature threshold, the controller 8 controls the motor heat dissipation circuit to communicate with the battery heat dissipation pipe 308 to cool the condenser 402.

Specifically, the vehicle thermal management system of the present embodiment is applicable to the following scenarios:

scene one: when the vehicle is driven at an ultralow temperature in winter, the battery 302 and the motor 102 are heated, and pure electricity is realized;

A. when the vehicle engine 201 is started, the three-way valve 202 is opened in the direction a → b in a proportion adjusting mode, exhaust gas is guided into the first heat exchange unit 5, the motor heat exchange pump 101 operates, the first four-way valve 105 is opened in the direction c → d, at the moment, the motor heat exchange pump 101 in the motor heat exchange loop operates water flow, then water in the whole loop is heated through the first heat exchange unit 5, electric elements such as the motor 102 and the like can be rapidly enabled to be at the optimal working temperature, and the vehicle can achieve the optimal dynamic performance at the fastest speed.

B. When the vehicle carries out energy recovery at this moment, or when needing pure electric driving, if the temperature of battery 302 is lower, will influence the efficiency of recovered energy and the discharge capacity of battery 302, lead to the vehicle to retrieve the energy and diminish or the whole car dynamic is poor, need heat for battery 302 this moment, first cross valve 105 realizes c → a logical, second cross valve 306 realizes c → d logical, an and b mouth keep closing, battery heat transfer pump 301 operation is gone into battery 302 with the hot water pump, heat for battery 302, later flow to motor heat transfer circuit through third tee bend 307, later pass through first heat exchange unit 5 once more, can heat battery 302, do benefit to whole car energy recovery and whole car pure electric driving, do benefit to and reduce whole car energy consumption.

C. When the engine 201 is not started, the battery 302 can recover waste heat of the motor 102 or the motor 102 actively generates heat to heat the battery 302 through the operation of the loop B, so that the purposes of saving energy, improving endurance and rapidly raising temperature of the battery 302 are achieved, for example, when the battery 302 is rapidly charged, the battery 302 needs to be rapidly heated in winter, and the loop formed by connecting the motor 102 and the battery 302 can eliminate a PTC heater in a battery heat exchange loop, so that the cost of the whole vehicle can be reduced.

Scene two: the battery 302, motor 102, and passenger compartment require cooling

D. When the temperature of the battery 302 needs to be reduced, and the ambient temperature is low or appropriate, the battery heat exchange loop can use the battery radiator 309 for heat dissipation, at this time, the second four-way valve 306 keeps d → b open, the ports a and c are not open, the battery heat exchange pump 301 operates, the battery 302 is cooled through the battery radiator 309 (compared with air-conditioning cooling energy saving), if the battery radiator 309 cannot meet the requirement of cooling the battery 302, the second four-way valve 306 keeps d → a open, the ports b and c are not open, the battery heat exchange pump 301 operates, and the battery 302 is cooled through the second heat exchange unit 6.

E. When the heat preservation or the temperature equalization of the battery heat exchange loop is needed, the second four-way valve 306 keeps the d → a normally open, the ports b and c are not open, and the battery heat exchange pump 301 operates.

F. When the degree of cooling of the motor heat exchange loop is not so strong (when the motor 102 needs to dissipate heat and the air conditioner is turned off), the first four-way valve 105 keeps the opening d → the opening b, and the openings a and c are not communicated, the motor heat exchange pump 101 operates (if the engine 201 works at this time, the three-way valve 202 on the exhaust pipe of the engine 201 keeps the opening a → the opening c, and the opening b is not communicated), water is pumped into the motor 102 and other parts needing cooling, and then the temperature is reduced through the motor radiator 107.

If the motor radiator 107 cannot meet the requirements of cooling the motor 102 and the air-conditioning water-cooled condenser, the first four-way valve 105 keeps the state of b → a, and c and d are not communicated, after the motor heat exchange pump 101 pumps water into the motor radiator 107, the water enters the battery heat exchange loop through the first four-way valve 105, the second four-way valve 306 in the battery heat exchange loop keeps the state of c → b, the ports a and d are not communicated, water enters b through c, then passes through the battery radiator 309, and then the motor radiator 107 and the battery radiator 309 are enabled to radiate heat for the motor 102 at the same time.

G. If the heat exchange loop of the motor needs heat preservation, the first four-way valve 105 keeps the communication between c → d, and the ports a and b are not communicated; the energy of a heat exchange loop of the motor is not lost;

scene three: when the air conditioner needs to cool

H. When the air conditioning load is not large, the heat of the air conditioning loop needs to be transferred to the motor heat exchange loop through the condenser 402, then the motor radiator 107 cools down, and the refrigeration of the air conditioning loop is realized, and the specific realization loop is the step, the first four-way valve 105 keeps the d → b pass, the a and c ports are not passed, the motor heat exchange pump 101 runs (if the engine 201 works at the moment, the three-way valve 202 in the waste heat recovery pipeline 2 keeps the a → c pass, and the b direction is not passed), water is pumped into the motor 102, the water-cooled condenser and other components needing cooling, and then the temperature is reduced through the motor radiator 107.

I. When the air-conditioning load is large, the first four-way valve 105 keeps b → a is communicated, c and d are not communicated, the motor heat exchange pump 101 pumps water into the motor radiator 107, the water is pumped into the battery heat exchange loop through the first four-way valve 105, the second four-way valve 306 in the battery heat exchange loop keeps c → b is communicated, the ports a and d are not communicated, the water enters b through c, and then the heat of the motor heat exchange loop and the water-cooled condenser is dissipated by the two radiators through the battery radiator 309, so that the large load requirement of the air-conditioning loop is met.

Finally, it should be noted that, in this embodiment, the three-way valve and the four-way valve are preferably solenoid valves.

The vehicle thermal management system of the embodiment has the following advantages:

A. when the vehicle engine 201 is started, the waste heat of the exhaust system of the engine 201 can be utilized to heat the motor 102 and the battery 302, so that the pure electric mode can be used all the time, the degree that the pure electric mode can be used as long as the engine 201 can be started is achieved, meanwhile, the waste heat of the engine 201 is used for heating all parts needing to be heated, energy needed by heating parts in winter can be greatly saved, and therefore the pure electric endurance mileage of the vehicle at low temperature or low temperature is effectively improved.

B. When the battery 302 needs to be heated, the battery 302 can be selectively heated by using waste heat of the motor 102 or waste gas of the engine 201, when the battery 302 needs to be cooled, the battery radiator 309 can be selectively used for cooling, and the second heat exchange unit 6 can also be used for cooling, so that diversified heating and cooling heat management requirements of the battery 302 can be met, the performance of the battery 302 is ensured to be optimal for a long time, and the diversified heat management mode can meet the requirement of low energy consumption of battery heat management.

C. When the motor 102 needs a large heat dissipation capacity, the motor 102 can simultaneously use the motor radiator 107 and the battery radiator 309 to simultaneously cool down, so that the two radiators are fully utilized to dissipate heat under extreme conditions, and compared with the motor 102 which is independently matched with a radiator with a large capacity, the weight of the whole vehicle, the arrangement space and the cost can be saved.

D. When the air conditioner has smaller capacity, the air conditioning system can selectively use the independent motor radiator 107 to cool the condenser 402 so as to achieve the purpose of cooling; when the vehicle is charged quickly, the battery 302 needs a large cooling capacity, and at the moment, the air conditioning system can select the combination of the motor radiator 107 and the battery radiator 309 to cool the condenser 402, so that the cost of independently matching the radiators can be saved, and the arrangement space occupied by the independently matching the radiators can be reduced.

E. The functions are more, and the integrated level is higher, to whole car, can reduce spare part cost, reduces and arranges the space, reduces whole car cost and weight.

In addition, the embodiment also relates to a vehicle, and the vehicle is provided with the vehicle thermal management system. Compared with the prior art, the vehicle of the embodiment and the vehicle thermal management system have the same beneficial effects, and are not described again.

The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle thermal management system, characterized by:

the device comprises a motor heat exchange loop, a battery heat exchange loop, a waste heat recovery pipeline (2) and a control assembly;

the control assembly comprises a plurality of control valves respectively arranged on the motor heat exchange loop, the waste heat recovery pipeline (2) and the battery heat exchange loop, and a controller (8) respectively connected with the control valves;

the controller (8) controls the control valves to respectively control the connection or disconnection of the motor heat exchange loop, the waste heat recovery pipeline (2) and the battery heat exchange loop;

the waste heat recovery pipeline (2) is used for recovering waste heat of an exhaust system of the engine (201);

a first heat exchange unit (5) for exchanging heat between the motor heat exchange loop and the waste heat recovery pipeline (2) is arranged between the motor heat exchange loop and the waste heat recovery pipeline;

the battery heat exchange loop is connected in parallel in the motor heat exchange loop through a communication pipeline (7).

2. The vehicle thermal management system of claim 1, wherein:

the motor heat exchange loop is internally provided with a motor heat exchange pump (101) and a motor (102) which are connected through a motor heat exchange pipeline (1); the vehicle thermal management system further comprises a motor heat dissipation pipeline (106) connected in parallel in the battery heat exchange loop, and a motor radiator (107) is connected in the motor heat dissipation pipeline (106); the motor radiator (107), the motor heat exchange pump (101) and the motor (102) are connected in series through the motor heat dissipation pipeline (106) and the motor heat exchange pipeline (1) to form a motor heat dissipation loop;

the battery heat exchange loop is internally provided with a battery heat exchange pump (301) and a battery (302) which are connected through a battery heat exchange pipeline (3); the vehicle thermal management system further comprises a battery heat dissipation pipeline (308) connected in parallel in the battery heat exchange loop, and a battery radiator (309) is connected in the battery heat dissipation pipeline (308); the battery radiator (309), the battery heat exchange pump (301) and the battery (302) are connected in series through the battery heat dissipation pipeline (308) and the battery heat exchange pipeline (3) to form a battery heat dissipation loop;

the motor heat exchange pump (101) and the motor (102) are connected in series with the battery heat exchange pump (301) and the battery (302) through the communication pipeline (7).

3. The vehicle thermal management system of claim 2, wherein:

the control valves comprise a first four-way valve (105), two valve ports of the first four-way valve (105) are connected in series in the motor heat exchange pipeline (1), and the other two valve ports are respectively communicated with the motor heat dissipation pipeline (106) and the communication pipeline (7);

the control valves comprise a second four-way valve (306), two valve ports of the second four-way valve (306) are connected in series in the battery heat exchange pipeline (3), and the other two valve ports are respectively communicated with the battery heat dissipation pipeline (308) and the communication pipeline (7).

4. The vehicle thermal management system of claim 1, wherein:

the battery heat exchange system further comprises a refrigerant loop, and the refrigerant loop and the battery heat exchange loop exchange heat through a second heat exchange unit (6); the refrigerant loop is internally provided with a compressor (401), a condenser (402) and an evaporator (403) which are connected through a refrigerant pipeline (4), and a second heat exchange unit (6) which is connected with the evaporator (403) in parallel in the refrigerant loop;

the refrigerant loop and the motor heat exchange loop exchange heat through a heat exchange control passage arranged on the condenser (402).

5. The vehicle thermal management system of claim 1, wherein:

the motor heat exchange loop is also internally provided with a motor controller (104) and a system electrical element (103) which are connected through the motor heat exchange pipeline (1);

the motor controller (104), the system electrical element (103), the motor heat exchanger pump (101) and the motor (102) are connected in series in the motor heat exchanger loop.

6. The vehicle thermal management system of any of claims 1-5, wherein:

the control valves comprise three-way valves (202) arranged in the waste heat recovery pipeline (2), first three-way valves (203) are further arranged in the waste heat recovery pipeline (2), the three-way valves (202) and the first three-way valves (203) are respectively arranged on two sides of the first heat exchange unit (5), and bypass pipelines (204) are connected between the three-way valves (202) and the first three-way valves (203).

7. A vehicle thermal management method implemented by the vehicle thermal management system of any of claims 1-6, the method comprising:

acquiring the temperature of the motor (102) and the temperature of the battery (302);

when the temperature of the motor (102) is lower than a first motor temperature threshold value, the controller (8) controls the waste heat recovery pipeline to be communicated, and the motor heat exchange loop is communicated to heat the motor (102);

when the temperature of the battery (302) is smaller than a first battery temperature threshold value, if the engine is started, the controller (8) controls the waste heat recovery pipeline to be communicated, the motor heat exchange loop is communicated with the battery heat exchange loop to heat the motor (102) and the battery (302), and if the engine is not started, the controller (8) controls the motor heat exchange loop to be communicated with the battery heat exchange loop to heat the battery (302).

8. The vehicle thermal management method of claim 7, further comprising:

when the temperature of the motor (102) is greater than a second motor temperature threshold value, the controller (8) controls the motor heat dissipation loop to be communicated so as to cool the motor (102); when the outlet temperature of the motor radiator (107) or the inlet temperature of the motor (102) is greater than a preset motor heat dissipation temperature threshold value, the controller (8) controls the battery heat dissipation pipeline (308) to be communicated with the motor heat dissipation loop so as to cool the motor (102); and/or the presence of a gas in the atmosphere,

when the temperature of the battery (302) is greater than a second battery temperature threshold value, the controller (8) controls the battery heat dissipation loop to be communicated so as to cool the battery (302); when the outlet temperature of the battery radiator (309) or the inlet temperature of the battery (302) is greater than a preset battery heat dissipation temperature threshold value, the controller (8) controls the refrigerant loop to be communicated, and the motor heat exchange loop is communicated to cool the battery (302).

9. The vehicle thermal management method of claim 8, further comprising: when the compressor (401) is started, acquiring the outlet temperature of the condenser (402);

when the outlet temperature of the condenser (402) is between a first condenser temperature threshold and a second condenser temperature threshold, the controller (8) controls the motor heat dissipation loop to be communicated so as to cool the condenser (402); when the outlet temperature of the condenser (402) is greater than the second condenser temperature threshold value, the controller (8) controls the motor heat dissipation loop to be communicated with the battery heat dissipation pipeline (308) so as to cool the condenser (402).

10. A vehicle, characterized in that: a vehicle thermal management system according to any one of claims 1 to 9 is provided in the vehicle.