CN116552189A - Thermal management system for hybrid vehicle and working method thereof - Google Patents

Abstract

The application provides a thermal management system for a hybrid vehicle and a working method thereof. The first heat exchange loop in the thermal management system comprises a first electronic pump, an electric auxiliary indoor heat exchange module, a first flow control valve, a second flow control valve, an internal combustion engine heat exchange module, a gearbox, a motor heat exchange module, an internal combustion engine oil heat exchange module and a first radiator, wherein the first electronic pump, the electric auxiliary indoor heat exchange module, the first flow control valve, the second flow control valve, the internal combustion engine heat exchange module, the gearbox, the motor heat exchange module and the internal combustion engine oil heat exchange module are configured into a loop in a parallel-serial mode. The other components construct a heat exchange circuit based on a first flow control valve and a second flow control valve, and the first flow control valve and the second flow control valve respectively have two outlets with adjustable opening degrees. Thus, the construction of the thermal management system is relatively simple. And by controlling the first and second flow control valves, the thermal management system is enabled to implement a corresponding thermal management strategy.

Description

Thermal management system for hybrid vehicle and working method thereof

Technical Field

The present application relates to the field of thermal management of vehicles, and in particular to a thermal management system for a hybrid vehicle and a method of operating the same.

Background

By 2030, more than half of the world's light vehicles would likely be hybrid vehicles, the powertrain of which would include an internal combustion engine and at least one drive motor. As the degree of electrification of vehicles continues to increase, the complexity of the thermal management system of the vehicle will also continue to increase.

For a purely internal combustion engine vehicle, the main contributions of the thermal management system of the vehicle are to reduce the friction of the internal combustion engine and the gearbox during the cold start phase of the internal combustion engine, and to control the temperature of the warmed-up internal combustion engine to improve the thermal efficiency. In other words, the internal combustion engine is cooled according to the demands of different operating conditions to ensure the best efficiency of the internal combustion engine, such as explosion protection, cooling of the exhaust gas recirculation system, etc.

For a pure electric vehicle, the thermal management system of the vehicle needs to consider the heating and cooling requirements of the battery and reduce the electric energy consumed by the heating and cooling of the cabin, so as to reduce the influence on the range as much as possible.

For a hybrid vehicle, the thermal management system of the vehicle will take all of the above aspects into account. Thus, the complexity of the thermal management strategy of a hybrid vehicle is one major problem faced in the design of the thermal management system of the vehicle, and the complexity of the structure of the thermal management system corresponding to the thermal management strategy is another major problem faced in the design of the thermal management system of the vehicle.

Disclosure of Invention

The present application has been made based on the above-described drawbacks of the prior art. It is an object of the present application to provide a novel thermal management system for a hybrid vehicle that enables a sufficient number of thermal management strategies to be implemented with a relatively simple structure, and in particular enables independent thermal management of the vehicle's gearbox and motor and internal combustion engine oil for the hybrid vehicle's powertrain. Another object of the present application is to provide a method for operating the above-described thermal management system for a hybrid vehicle.

In order to achieve the above object, the present application adopts the following technical solutions.

The present application provides a thermal management system for a hybrid vehicle including a first heat exchange circuit including:

a first pump;

an electric auxiliary indoor heat exchange module forming a closed loop with the first pump;

a first flow control valve comprising a first inlet, a first outlet, and a second outlet, the first outlet in communication with the closed loop, the first outlet and the second outlet of the first flow control valve having an adjustable opening;

a second flow control valve comprising a second inlet, a third outlet and a fourth outlet, the fourth outlet being in communication with the closed loop, the third outlet and the fourth outlet of the second flow control valve being adjustable in opening;

an internal combustion engine heat exchange module having an inlet in communication with the closed loop and an outlet in communication with the first inlet;

the inlet of the gearbox and motor heat exchange module is communicated with the closed loop, and the outlet of the gearbox and motor heat exchange module is communicated with the second inlet;

an internal combustion engine oil heat exchange module having an inlet in communication with the closed loop and an outlet in communication with the second inlet; and

A first radiator having an inlet in communication with the second outlet and the third outlet and an outlet in communication with the closed loop.

In an alternative, the first heat exchange circuit further comprises an exhaust gas recirculation heat exchange module, the first outlet being in communication with the closed loop via the exhaust gas recirculation heat exchange module.

In another alternative, the internal combustion engine heat exchange module comprises an internal combustion engine cylinder heat exchanger, a cylinder thermostat, an internal combustion engine cylinder head heat exchanger and an internal combustion engine exhaust manifold heat exchanger, the opening degree of the cylinder thermostat is adjustable,

the internal combustion engine cylinder body heat exchanger and the cylinder body thermostat are connected in series and are located in a first branch, the internal combustion engine cylinder cover heat exchanger is located in a second branch, the internal combustion engine exhaust manifold heat exchanger is located in a third branch, the first branch, the second branch and the third branch are connected in parallel, inlets of the first branch, the second branch and the third branch are communicated with the closed loop, and outlets of the first branch, the second branch and the third branch are communicated with the first inlet.

In another alternative, the electrically assisted indoor heat exchange module comprises a heat pump and a passenger compartment heat exchanger in series in the closed loop.

In another alternative, the first and second flow control valves have the same control logic.

In another alternative, a second heat exchange circuit is also included, the second heat exchange circuit including:

a second pump;

a third pump;

a third flow control valve including a third inlet, a fifth outlet, and a sixth outlet, the fifth outlet being in communication with the inlet of the third pump, the fifth outlet and the sixth outlet of the third flow control valve being adjustable in opening;

a fourth flow control valve including a fourth inlet, a seventh outlet, and an eighth outlet, the eighth outlet being in communication with the inlet of the third pump, the seventh outlet and the eighth outlet of the fourth flow control valve being adjustable in opening;

an electronic power element heat exchange module, an inlet of which is communicated with an outlet of the second pump, and an outlet of which is communicated with the third inlet;

a battery heat exchange module having an inlet in communication with the outlet of the third pump and an outlet in communication with the fourth inlet;

a one-way valve, the inlet of which is communicated with the seventh outlet, and the outlet of which is connected with the outlet of the second pump into the same flow path; and

And a second radiator, an inlet of which communicates with the sixth outlet, and an outlet of which communicates with an inlet of the second pump.

In another alternative, the first heat exchange circuit includes a turbo charge heat exchange module having an inlet in communication with the closed loop and an outlet in communication with the first inlet; or alternatively

The second heat exchange circuit includes a turbo heat exchange module having an inlet in communication with the outlet of the second pump and an outlet in communication with the third inlet.

In another alternative, the second heat exchange circuit further comprises an intercooler having an inlet in communication with the outlet of the second pump and an outlet in communication with the third inlet.

In another alternative, the second heat exchange circuit further includes an on-board charger heat exchange module, the outlet of the second radiator being in communication with the inlet of the second pump via the on-board charger heat exchange module.

In another alternative, the battery heat exchange module includes a battery heat exchange plate and a battery refrigerant cooler, the battery heat exchange plate and the battery refrigerant cooler being in series with each other such that an outlet of the third pump communicates with the fourth inlet via the battery refrigerant cooler and the battery heat exchange plate.

In another alternative, the third flow control valve and the fourth flow control valve have the same control logic.

The present application further provides a working method of the thermal management system for a hybrid vehicle according to any one of the above claims, wherein the first heat exchange circuit has one or more of the following working modes:

a zero flow mode of operation wherein the first outlet, the second outlet, the third outlet, and the fourth outlet are all closed, the first pump being operated or stopped;

a low flow mode of operation wherein the first outlet is open, the second outlet, the third outlet and the fourth outlet are all closed, and the first pump is operating;

a high flow mode of operation wherein the first outlet and the fourth outlet are open, the second outlet is open or closed, the third outlet is open or closed, and the first pump is operating; and

and a pure electric operation mode, wherein the first outlet and the second outlet are closed, the third outlet is opened or closed, the fourth outlet is opened, and the first pump works.

The application also provides a working method of the thermal management system for a hybrid vehicle according to any one of the above technical solutions, wherein the second heat exchange circuit has one or more of the following working modes:

A battery cooling operation mode in which the fifth outlet and the seventh outlet are closed, the sixth outlet and the eighth outlet are opened, and the second pump and the third pump are operated;

a first battery heating operation mode in which the fifth outlet and the seventh outlet are opened, the sixth outlet and the eighth outlet are closed, the second pump is stopped, and the third pump is operated; and

and a second battery heating operation mode in which the fifth outlet, the sixth outlet, the seventh outlet, and the eighth outlet are all opened, and the second pump and the third pump are all operated.

By adopting the technical scheme, the application provides a thermal management system for a hybrid electric vehicle, wherein a first heat exchange loop comprises a first electronic pump, an electric auxiliary indoor heat exchange module, a first flow control valve, a second flow control valve, an internal combustion engine heat exchange module, a gearbox and motor heat exchange module, an internal combustion engine oil heat exchange module and a first radiator, wherein the first electronic pump, the electric auxiliary indoor heat exchange module, the first flow control valve, the second flow control valve, the internal combustion engine heat exchange module, the gearbox and motor heat exchange module and the internal combustion engine oil heat exchange module are configured into a loop in a parallel-serial mode. The other components construct a heat exchange circuit based on a first flow control valve and a second flow control valve, and the first flow control valve and the second flow control valve respectively have two outlets with adjustable opening degrees. Thus, the configuration of the thermal management system for a hybrid vehicle according to the present application is relatively simple. And by controlling the first flow control valve and the second flow control valve, the thermal management system for a hybrid vehicle according to the present application can realize a sufficient number of thermal management strategies. In particular, the thermal management of the gearbox and the motor and the internal combustion engine oil of the vehicle can be realized independently for the power system of the hybrid vehicle. Further, the working method of the thermal management system for the hybrid vehicle can realize a corresponding thermal management strategy.

Drawings

Fig. 1A is a schematic diagram showing a topology of a first heat exchange circuit of a thermal management system for a hybrid vehicle according to an embodiment of the present application.

Fig. 1B is a schematic diagram illustrating a first mode of operation of the first heat exchange circuit of fig. 1A.

Fig. 1C is a schematic diagram illustrating a second mode of operation of the first heat exchange circuit of fig. 1A.

Fig. 1D is a schematic diagram illustrating a third mode of operation of the first heat exchange circuit of fig. 1A.

Fig. 1E is a schematic diagram showing a fourth operation mode of the first heat exchange circuit in fig. 1A.

Fig. 1F is a schematic diagram illustrating a fifth mode of operation of the first heat exchange circuit of fig. 1A.

Fig. 1G is a schematic diagram showing a sixth mode of operation of the first heat exchange circuit of fig. 1A.

Fig. 2A is a graph showing a change in outlet opening of the first flow rate control valve of the first heat exchange circuit in fig. 1A with respect to the position of the actuator, wherein the horizontal axis represents the position of the actuator and the vertical axis represents the outlet opening.

Fig. 2B is a graph showing a change in outlet opening of the second flow rate control valve of the first heat exchange circuit in fig. 1A with respect to the position of the actuator, wherein the horizontal axis represents the position of the actuator and the vertical axis represents the outlet opening.

Fig. 3A is a schematic diagram showing a topology of a second heat exchange circuit of a thermal management system for a hybrid vehicle according to an embodiment of the present application.

Fig. 3B is a schematic diagram illustrating a seventh mode of operation of the second heat exchange circuit of fig. 3A.

Fig. 3C is a schematic diagram showing an eighth mode of operation of the second heat exchange circuit of fig. 3A.

Fig. 3D is a schematic diagram illustrating a ninth mode of operation of the second heat exchange circuit of fig. 3A.

Fig. 4A is a graph showing a change in outlet opening of the third flow rate control valve of the second heat exchange circuit in fig. 3A with respect to the position of the actuator, wherein the horizontal axis represents the position of the actuator and the vertical axis represents the outlet opening.

Fig. 4B is a graph showing a change in outlet opening of the fourth flow control valve of the second heat exchange circuit of fig. 3A with respect to the position of the actuator, wherein the horizontal axis represents the position of the actuator and the vertical axis represents the outlet opening.

Description of the reference numerals

1. Electric auxiliary indoor heat exchange module 11 heat pump 12 passenger cabin heat exchanger

2. Engine heat exchange module 21 engine block heat exchanger 22 block thermostat 23 engine head heat exchanger 24 engine exhaust manifold heat exchanger

3. Gearbox and motor heat exchange module

4. Engine oil heat exchange module of internal combustion engine

5. Exhaust gas recirculation heat exchange module

6. Turbocharged heat exchange module

7. Heat exchange module of electronic power element

8. Battery heat exchange module 81 battery heat exchange plate 82 battery refrigerant cooler

9. Intercooler

10. Heat exchange module of vehicle-mounted charger

First outlet B second outlet of FCV1 first flow control valve A

FCV2 second flow control valve C third outlet D fourth outlet

FCV3 third flow control valve E fifth outlet F sixth outlet

Fcv4 third flow control valve G seventh outlet H eighth outlet

K1 First electronic pump (first pump) K2 second electronic pump (second pump) K3 third electronic pump (third pump) NRV check valve RAD1 first radiator RAD2 second radiator.

Detailed Description

Exemplary embodiments of the present application are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are merely illustrative of how one skilled in the art may practice the present application and are not intended to be exhaustive of all of the possible ways of practicing the present application nor to limit the scope of the present application.

Arrows in the circuits shown in the figures represent the flow direction of the heat exchange fluid (e.g. water) flowing in the thermal management system according to the present application.

Hereinafter, a structure of a thermal management system for a hybrid vehicle according to an embodiment of the present application will be described with reference to the drawings. The thermal management system for a hybrid vehicle according to an embodiment of the present application includes a first heat exchange circuit (a high-temperature heat exchange circuit) and a second heat exchange circuit (a medium-temperature heat exchange circuit) that are independent of each other.

(construction and method of operation of the first Heat exchange Loop)

As shown in fig. 1A, the first heat exchange circuit of the thermal management system for a hybrid vehicle according to an embodiment of the present application includes a first electronic pump K1, a first flow control valve FCV1, a second flow control valve FCV2, an electric auxiliary indoor heat exchange module 1, an internal combustion engine heat exchange module 2, a transmission and motor heat exchange module 3, an internal combustion engine oil heat exchange module 4, an exhaust gas recirculation heat exchange module 5, and a turbo charger heat exchange module 6. In the first heat exchange circuit, the first flow control valve FCV1 and the second flow control valve FCV2 are mainly used to control the heat exchange fluid to flow in the first heat exchange circuit according to a certain path, so that different control strategies are realized.

In the present embodiment, as shown in fig. 1A, the first electronic pump K1 is used to generate a driving force for driving the heat exchange fluid to flow in the first heat exchange circuit, whereby the first electronic pump K1 is connected as a power source into the closed loop circuit of the periphery in fig. 1A. The inlet of the first electronic pump K1 is communicated with the outlet of the electric auxiliary indoor heat exchange module 1 which is also connected into the peripheral circuit, and the outlet of the first electronic pump K1 is communicated with the inlet of the electric auxiliary indoor heat exchange module 1. The electrically assisted indoor heat exchange module 1 comprises a heat pump 11 (e.g. a heater of a semiconductor material with a relatively high positive temperature coefficient) and a cabin heat exchanger 12 connected in series in a closed loop. The heat pump 11 is located upstream of the cabin heat exchanger 12 in the flow direction of the heat exchange fluid in the peripheral circuit. The electric auxiliary indoor heat exchange module 1 is capable of heating the cabin of a vehicle.

In this embodiment, as shown in fig. 1A, in order to control the flow rate and flow pattern of the heat exchange fluid, two flow control valves FCV1 and FCV2 are connected to the first heat exchange circuit. The first flow control valve FCV1 includes a first inlet, a first outlet a, and a second outlet B. The second flow control valve FCV2 includes a second inlet, a third outlet C, and a fourth outlet D.

The circuit configuration related to the first flow control valve FCV1 is described below.

In the present embodiment, as shown in fig. 1A, the inlet of the engine heat exchange module 2 communicates with the closed loop circuit, and the position where the inlet of the engine heat exchange module 2 is connected is located between the outlet of the first electronic pump K1 and the inlet of the electric assist indoor heat exchange module 1. The outlet of the engine heat exchange module 2 communicates with a first inlet of a first flow control valve FCV 1. Specifically, the engine heat exchange module 2 includes an engine block heat exchanger 21 (e.g., an engine block water jacket), a block thermostat 22, an engine head heat exchanger 23 (e.g., an engine head water jacket), and an engine exhaust manifold heat exchanger 24 (e.g., an engine exhaust manifold water jacket). The internal combustion engine cylinder heat exchanger 21 and the cylinder thermostat 22 are connected in series and connected in a first branch. The internal combustion engine cylinder heat exchanger 21 is located on the upstream side of the cylinder thermostat 22 in the flow direction of the heat exchange fluid in the first branch. The opening degree of the cylinder thermostat 22 is adjustable, and the opening and closing of the first branch and the flow rate of the heat exchange fluid can be controlled. The engine head heat exchanger 23 is connected separately to the second branch. The engine exhaust manifold heat exchanger 23 is connected separately to the third branch. The first branch, the second branch and the third branch are connected in parallel, the inlets of the first branch, the second branch and the third branch are communicated with the closed loop, and the outlets of the first branch, the second branch and the third branch are communicated with the first inlet. Further, a turbo charge heat exchange module 6 (e.g. turbo charge water cooler) is connected in parallel with the internal combustion engine heat exchange module 2, an inlet of the turbo charge heat exchange module 6 is connected to the closed loop, and an inlet of the turbo charge heat exchange module 6 is connected between an outlet of the first electronic pump K1 and an inlet of the electric auxiliary indoor heat exchange module 1. The outlet of the turbo heat exchange module 6 communicates with a first inlet of a first flow control valve FCV 1.

Further, in the present embodiment, as shown in fig. 1A, the first outlet a of the first flow control valve FCV1 communicates with a closed loop circuit via the exhaust gas recirculation heat exchange module 5, and the position of the access to the closed loop circuit is located between the inlet of the first electronic pump K1 and the outlet of the electric auxiliary indoor heat exchange module 1. The second outlet B of the first flow control valve FCV1 communicates with the closed loop via a first radiator RAD1 (e.g. a high-temperature water tank radiator), the position of the access to the closed loop being located between the inlet of the first electronic pump K1 and the outlet of the electric auxiliary indoor heat exchange module 1.

The circuit configuration related to the second flow control valve FCV2 is described below.

In the present embodiment, as shown in fig. 1A, the transmission and motor heat exchange module 3 (e.g., a heat exchange module in which a cooling unit of the transmission and a cooling unit of an oil-cooled motor are integrated) and the engine oil heat exchange module 4 of the internal combustion engine are both connected in parallel. The inlets of both the gearbox and motor heat exchange module 3 and the internal combustion engine oil heat exchange module 4 are in communication with a closed loop and the location of the connection is between the outlet of the first electronic pump K1 and the inlet of the electric auxiliary indoor heat exchange module 1. The outlets of both the gearbox and motor heat exchange module 3 and the combustion engine oil heat exchange module 4 are in communication with a second inlet of the second flow control valve FCV 2.

Further, in the present embodiment, as shown in fig. 1A, the third outlet C of the second flow control valve FCV2 communicates with the closed loop circuit via the first radiator RAD1, and the position of the access to the closed loop circuit is located between the inlet of the first electronic pump K1 and the outlet of the electric auxiliary indoor heat exchange module 1. The fourth outlet D of the second flow control valve FCV2 is in direct communication with the closed loop and the position of the access to the closed loop is located between the inlet of the first electronic pump K1 and the outlet of the electric auxiliary indoor heat exchange module 1.

By adopting the connection manner as described above, the circuit configuration relating to the first flow control valve FCV1 and the second flow control valve FCV2 is realized in the thermal management system.

The operation of the first heat exchange circuit will be described below with reference to the accompanying drawings. Fig. 2A and 2B show control logic of the first flow control valve FCV1 and the second flow control valve FCV2, i.e. the outlet opening of each control valve versus the position change of the actuator. The first flow control valve FCV1 and the second flow control valve FCV2 have a proportional adjustment function, that is, the opening degrees of the outlets of the two flow control valves may be continuously adjusted from fully closed (or fully closed, with an opening degree of 0%) to fully open (or fully open, with an opening degree of 100%). In addition, the opening degree of the cylinder thermostat 22 is correlated with the position of the actuator of the first flow control valve FCV1 (as a broken line in fig. 2A). The opening degree of the cylinder thermostat 22 may be directly controlled by the actuator of the first flow control valve FCV1, or may be controlled by a control system in association with the outlet opening degree of the first flow control valve FCV 1. With the first flow control valve FCV1 and the second flow control valve FCV2, the first heat exchange circuit can be in the following first, second, third, fourth, fifth and sixth operation modes.

In the first operation mode (zero flow operation mode), as shown in fig. 1B, the cylinder thermostat 22 is closed, the first outlet a, the second outlet B, the third outlet C, and the fourth outlet D are all closed, and the first electronic pump K1 operates. Specifically, when the vehicle is just started, the flow rate of the heat exchange fluid flowing into the internal combustion engine needs to be zero to achieve rapid temperature increase of the internal combustion engine. Thus, the first outlet a and the second outlet B are closed, the cylinder thermostat 22 is also closed, and the flow rate of the heat exchange fluid in the engine cylinder heat exchanger 21, the engine cylinder head heat exchanger 23, the engine exhaust manifold heat exchanger 24, and the turbo charger heat exchange module 6 is zero. Further, if it is desired to heat the cabin just at start-up of the vehicle, the first electronic pump K1 will operate as shown in fig. 1B to drive the heat exchange fluid in a peripheral closed loop. Further, the heat exchange fluid is heated by the heat pump 11 and the cabin is heated by the cabin heat exchanger 12. It will be appreciated that the first electronic pump K1 may also be stopped in the first mode of operation if no heating of the cabin is required immediately after the vehicle is started.

Thus, in the first operation mode, as shown in fig. 2A and 2B, the opening degree of the cylinder thermostat 22 is 0% (B1), the opening degree of the first outlet a is 0% (A1), the opening degree of the second outlet B is 0% (B1), the opening degree of the third outlet C is 0% (C1), and the opening degree of the fourth outlet D is 0% (D1). At this time, as shown in fig. 2A and 2B, the position of the first flow control valve FCV1 is at P1, and the position of the actuator of the second flow control valve FCV2 is at P5.

In the second operation mode (low flow operation mode), as shown in fig. 1C, the cylinder thermostat 22 is closed, the first outlet a is opened, the second outlet B, the third outlet C, and the fourth outlet D are all closed, and the first electronic pump K1 operates. Specifically, after the vehicle starts for a while, the vehicle enters a low-load running state. The boiling critical point is reached under the condition that the flow rate of the heat exchange fluid in the engine head heat exchanger 23 is zero, at which time the first electronic pump K1 is switched from the zero flow rate state to the low flow rate state. Correspondingly, the first outlet a of the first flow control valve FCV1 is opened. The first electronic pump K1 delivers a low flow rate of heat exchange fluid to the engine head heat exchanger 23, the engine exhaust manifold heat exchanger 24 and the turbo charger heat exchange module 6 to prevent boiling of the heat exchange fluid therein. Further, the heat exchange fluid flows through the exhaust gas recirculation heat exchange module 5, and heats the exhaust gas recirculation heat exchange module 5 to prevent condensation thereof. At this time, the cylinder thermostat 22, the second outlet B of the first flow control valve FCV1, and the third outlet C and the fourth outlet D of the second flow control valve FCV2 are all closed.

Thus, in the second operation mode, as shown in fig. 2A and 2B, the opening degree of the cylinder thermostat 22 is 0% (B1), the opening degree of the first outlet a is located at a position between A1 to A2, the opening degree of the second outlet B is 0% (B1), the opening degree of the third outlet C is 0% (C1), and the opening degree of the fourth outlet D is 0% (D1). At this time, as shown in fig. 2A and 2B, the position of the actuator of the first flow control valve FCV1 is at a position between P1 and P2, and the position of the actuator of the second flow control valve FCV2 is at P5.

In the third operation mode (first high flow operation mode), as shown in fig. 1D, the cylinder thermostat 22 is closed, the first outlet a and the fourth outlet D are both opened, the second outlet B and the third outlet C are both closed, and the first electronic pump K1 is operated. Specifically, when the vehicle enters a high load driving state, the heat exchange fluid temperatures in the engine exhaust manifold heat exchanger 24 and the turbo charge heat exchange module 6 have risen to a near boiling condition, and the waste heat they generate is available for active heating of the transmission and motor heat exchange module 3 and the engine oil heat exchange module 4. At this time, the first outlet a and the fourth outlet D are both opened, and the second outlet B and the third outlet C are both closed, so as to achieve the above object.

Thus, in the third operation mode, as shown in fig. 2A and 2B, the opening degree of the cylinder thermostat 22 is 0% (B1), the opening degree of the first outlet a is 100% (A2), the opening degree of the second outlet B is 0% (B1), the opening degree of the third outlet C is 0% (C1), and the fourth outlet D is gradually opened with its opening degree between D1 to D2. At this time, as shown in fig. 2A and 2B, the position of the actuator of the first flow control valve FCV1 is at P2 (corresponding to A2 and B1), and the position of the actuator of the second flow control valve FCV2 is between P5 and P6.

In the fourth operation mode (second high flow operation mode), as shown in fig. 1E, the cylinder thermostat 22 is opened, the first outlet a, the second outlet B, and the fourth outlet D are all opened, the third outlet C is closed, and the first electronic pump K1 is operated. Specifically, for a while after the vehicle enters the high-load running state, the temperature of the engine head further rises above a certain threshold value, at which time it is necessary to open the block thermostat 22 so that the engine block heat exchanger 21 is fed with the heat exchange fluid. At the same time, active heating of the gearbox and motor heat exchange module 3 and the internal combustion engine oil heat exchange module 4 is still continued. The cylinder thermostat 22 maintains the engine at an optimal temperature level for optimal dynamic combustion phasing and knock prevention. The second outlet B of the first flow control valve FCV1 may be slightly opened to maintain the temperature of the heat exchange fluid within an optimal thermodynamic range according to the demand of heat dissipation.

Thus, in the fourth operation mode, as shown in fig. 2A and 2B, the opening degree of the cylinder thermostat 22 is between B1 to B2', the opening degree of the first outlet a is 100% (A2), the second outlet B is gradually opened and its opening degree is between B1 to B2, the opening degree of the third outlet C is 0% (C1), and the fourth outlet D is gradually opened and its opening degree is between D1 to D2. At this time, as shown in fig. 2A and 2B, the position of the actuator of the first flow control valve FCV1 is between P2 and P3, and the position of the actuator of the second flow control valve FCV2 is between P5 and P6.

In the fifth operation mode (third high flow operation mode), as shown in fig. 1F, the cylinder thermostat 22 is opened, the first outlet a, the second outlet B, the third outlet C, and the fourth outlet D are all opened, and the first electronic pump K1 operates. Specifically, after the vehicle travels in the high-load traveling state for a long time, the temperatures of the engine oil of the internal combustion engine and the engine oil of the transmission case rise too high. To avoid the occurrence of oil fission due to excessive temperatures, they need to be actively cooled using a first radiator RAD 1. Moreover, when the vehicle is in a state of very high load operation, such as climbing an uphill, all components may reach very high temperatures, at which time a maximum heat exchange capacity is required, and also the first heat exchange circuit is required to be put into the fifth operation mode.

Thus, in the fifth operation mode, as shown in fig. 2A and 2B, the opening degree of the cylinder thermostat 22 is between B1 to B2', the opening degree of the first outlet a is 100% (A2), the opening degree of the second outlet B is between B1 to B2 and is close to B2, the opening degree of the third outlet C is between C1 to C2, and the opening degree of the fourth outlet D is 100% (D2). At this time, as shown in fig. 2A and 2B, the position of the actuator of the first flow control valve FCV1 is between P2 and P3, and the position of the actuator of the second flow control valve FCV2 is between P6 to P7.

In the sixth operation mode (pure electric operation mode), as shown in fig. 1G, the cylinder thermostat 22 is closed, the first outlet a and the second outlet B are both closed, the third outlet C and the fourth outlet D are both opened, and the first electronic pump K1 is operated. Specifically, when the vehicle is in the electric-only drive mode, it is necessary to warm the internal combustion engine. For this purpose, the cylinder thermostat 22 is closed, and both the first outlet a and the second outlet B of the first flow control valve FCV1 are closed. The flow rate of the heat exchange fluid flowing through the first radiator RAD1 is controlled by controlling the opening degrees of the third outlet C and the fourth outlet D of the second flow rate control valve FCV 2.

Further, when the vehicle is started in the electric-only drive mode, the third outlet C and the fourth outlet D of the second flow control valve FCV2 may be in the closed state first. When the oil temperature of the gearbox and the oil cooled motor exceeds a predetermined threshold value, the fourth outlet D of the second flow control valve FCV2 is opened gradually, bringing the waste heat of the gearbox and the oil cooled motor into a closed loop, providing heat for the electric auxiliary indoor heat exchange module 1. When the oil temperature of the transmission and the oil-cooled motor exceeds the operating temperature (for example, 85 ℃) still further, the third outlet C of the second flow control valve FCV2 is opened, and the flow rate of the heat exchange fluid flowing through the first radiator RAD1 is controlled by proportionally controlling the opening of the third outlet C, thereby controlling the oil temperature in a desired temperature range.

Thus, in the sixth operation mode, as shown in fig. 2A and 2B, the opening degree of the cylinder thermostat 22 is 0% (B1), the opening degree of the first outlet a is 0% (A1), the opening degree of the second outlet B is 0% (B1), the fourth outlet D is opened and the third outlet C is closed or the third outlet C and the fourth outlet D are simultaneously opened. The opening degrees of the third outlet C and the fourth outlet D are set as needed. At this time, as shown in fig. 2A and 2B, the position of the actuator of the first flow control valve FCV1 is at P1, and the position of the actuator of the second flow control valve FCV2 is adjusted as needed.

(construction and method of operation of the second Heat exchange Loop)

As shown in fig. 3A, the second heat exchange circuit of the thermal management system for a hybrid vehicle according to an embodiment of the present application includes a second electronic pump K2, a third electronic pump K3, a third flow control valve FCV3, a fourth flow control valve FCV4, a turbo charger heat exchange module 6, an electronic power element heat exchange module 7, a battery heat exchange module 8, an intercooler 9, an in-vehicle charger heat exchange module 10, a second radiator RAD2, and a check valve NRV. In the second heat exchange circuit, the third flow control valve FCV3 and the fourth flow control valve FCV4 are mainly used to control the flow of a heat exchange fluid (e.g., water) in the second heat exchange circuit according to a certain path, thereby implementing different control strategies. It should be noted that in the present embodiment, the turbo charger heat exchange module 6 may be provided in the first heat exchange circuit, but alternatively the turbo charger heat exchange module 6 may be provided in the second heat exchange circuit. In the following description of the second heat exchange circuit, a configuration in which the second heat exchange circuit includes the turbo charger heat exchange module 6 will be described.

In this embodiment, as shown in fig. 3A, in order to control the flow rate and flow pattern of the heat exchange fluid, two flow control valves FCV3 and FCV4 are connected to the second heat exchange circuit. The third flow control valve FCV3 includes a third inlet, a fifth outlet E, and a sixth outlet F. The fourth flow control valve FCV4 includes a fourth inlet, a seventh outlet G, and an eighth outlet H.

The circuit configuration related to the third flow rate control valve FCV3 is described below.

In the present embodiment, as shown in fig. 3A, three of the turbo heat exchange module 6, the electronic power element heat exchange module 7, and the intercooler 9 are connected in parallel in the circuit, the inlets of the three are communicated with the outlet of the second electronic pump K2 and the outlet of the check valve NRV, and the outlets of the three are communicated with the third inlet of the third flow rate control valve FCV 3. The fifth outlet E is in direct communication with the inlet of the third electronic pump K3. The sixth outlet F communicates with an inlet of the second electronic pump K2 via the second radiator RAD2 and the in-vehicle charger heat exchange module 10 in sequence.

The circuit configuration related to the fourth flow control valve FCV4 is described below.

In the present embodiment, as shown in fig. 3A, the inlet of the battery heat exchange module 8 communicates with the outlet of the third electronic pump K3, and the outlet of the battery heat exchange module 8 communicates with the fourth inlet of the fourth flow control valve FCV4. The battery heat exchange module 8 includes a battery heat exchange plate 81 and a battery refrigerant cooler 82 connected in series with each other such that the outlet of the third electronic pump K3 communicates with the fourth inlet of the fourth flow control valve FCV4 via the battery refrigerant cooler 82 and the battery heat exchange plate 81. The inlet of the check valve NRV is communicated with the seventh outlet G and the outlet is communicated with the inlets of the turbo charger heat exchange module 6, the electronic power element heat exchange module 7 and the intercooler 9, so that the seventh outlet G is communicated with the inlets of the turbo charger heat exchange module 6, the electronic power element heat exchange module 7 and the intercooler 9 in one direction via the check valve NRV. The eighth outlet H is in direct communication with the inlet of the third electronic pump K3.

By adopting the connection means as described above, the circuit configuration relating to the third flow control valve FCV3 and the fourth flow control valve FCV4 is realized in the thermal management system.

The operation of the second heat exchange circuit will be described below with reference to the accompanying drawings. The third flow control valve FCV3 and the fourth flow control valve FCV4 have a proportional adjustment function, that is, the opening degrees of the outlets of the two flow control valves can be continuously adjusted from fully closed (opening degree is 0%) to fully open (opening degree is 100%). The control logic of the third flow control valve FCV3 and the fourth flow control valve FCV4 is shown in fig. 4A and 4B. With the third flow control valve FCV3 and the fourth flow control valve FCV4, the second heat exchange circuit can be placed in a seventh operation mode, an eighth operation mode and a ninth operation mode as follows.

In the seventh operation mode (battery cooling operation mode), as shown in fig. 3B, the fifth outlet E and the seventh outlet G are closed, the sixth outlet F and the eighth outlet H are opened, and the second electronic pump K2 and the third electronic pump K3 are operated. In particular, when the battery needs to be cooled, it is necessary for the heat exchange fluid to flow in the circuit in which the battery heat exchange module 8 is located. For this reason, the seventh outlet G of the fourth flow control valve FCV4 is closed (the opening degree is at G1), and the eighth outlet H of the fourth flow control valve FCV4 is gradually opened to 100% (the opening degree is at H2). Further, the fifth outlet E of the third flow rate control valve FCV3 is gradually closed (the opening degree is at E1), and the sixth outlet F of the third flow rate control valve FCV3 is gradually opened (the opening degree is at F2). The rotation speed of the second electronic pump K2 is determined by the heat dissipation requirements of the turbo heat exchange module 6, the electronic power element heat exchange module 7 and the intercooler 9. It is understood that the battery herein may particularly refer to or comprise a power battery for storing electrical energy for driving the motor.

Thus, in the seventh operation mode, as shown in fig. 4A and 4B, the opening degree of the fifth outlet E is 0% (E1), the opening degree of the sixth outlet F is 100% (F2), the opening degree of the seventh outlet G is 0% (G1), and the opening degree of the eighth outlet H is 100% (H2). At this time, as shown in fig. 4A and 4B, the position of the actuator of the third flow control valve FCV3 is at P9 (corresponding to E1 and F2), and the position of the actuator of the fourth flow control valve FCV4 is at P10 (corresponding to G1 and H2).

In the eighth operation mode (first battery heating operation mode), as shown in fig. 3C, in which the fifth outlet E and the seventh outlet G are opened, the sixth outlet F and the eighth outlet H are closed, the second electronic pump K2 is stopped, and the third electronic pump K3 is operated. When the battery can be completely heated by the heat exchange fluid of the turbo charger heat exchange module 6, the electronic power element heat exchange module 7 and the intercooler 9, the heat exchange fluid of the turbo charger heat exchange module 6, the electronic power element heat exchange module 7 and the intercooler 9 flows through the fifth outlet E of the third flow control valve FCV3, then passes through the third electronic water pump and the battery heat exchange module 8, and is heated by the battery heat exchange plate 81 of the battery heat exchange module 8. At this time, the sixth outlet F of the third flow control valve FCV3 is closed, the seventh outlet G of the fourth flow control valve FCV4 is fully opened and the eighth outlet H is closed.

Thus, in the eighth operation mode, as shown in fig. 4A and 4B, the opening degree of the fifth outlet E is 100% (E2), the opening degree of the sixth outlet F is 0% (F1), the opening degree of the seventh outlet G is 100% (G2), and the opening degree of the eighth outlet H is 0% (H1). At this time, as shown in fig. 4A and 4B, the position of the actuator of the third flow control valve FCV3 is at P8 (corresponding to E2 and F1), and the position of the actuator of the fourth flow control valve FCV4 is at P11 (corresponding to G2 and H1).

In the ninth operation mode (second battery heating operation mode), as shown in fig. 3D, the fifth outlet E, the sixth outlet F, the seventh outlet G, and the eighth outlet H are opened, and the second electronic pump K2 and the third electronic pump K3 are operated. In particular, the heat exchange fluid in the turbo charger heat exchange module 6, the electronic power element heat exchange module 7 and the intercooler 9 may be used to heat the battery during vehicle driving. At this time, the opening degree of the seventh outlet G of the fourth flow control valve FCV4 is set according to the heating demand, with the opening degree being between G1 to G2. The opening degree of the eighth outlet H of the fourth flow control valve FCV4 is located between H1 and H2. The heat exchange fluid enters the turbo charger heat exchange module 6, the electronic power element heat exchange module 7 and the intercooler 9 via the check valve NRV. The fifth outlet E of the third flow control valve FCV3 is gradually opened according to the heat radiation demand, with an opening degree between E1 to E2. The opening degree of the sixth outlet F of the third flow rate control valve FCV3 is located between F1 to F2. Further, when the electronic power element, the turbo charger, the on-vehicle charger, or the like needs to dissipate heat, the second heat exchange circuit returns to the seventh operation mode when heat is no longer supplied to the battery.

Thus, in the ninth operation mode, as shown in fig. 4A and 4B, the opening degree of the fifth outlet E is located between E1 and E2, the opening degree of the sixth outlet F is located between F1 and F2, the opening degree of the seventh outlet G is located between G1 and G2, and the opening degree of the eighth outlet H is located between H1 and H2. At this time, as shown in fig. 4A and 4B, the position of the actuator of the third flow control valve FCV3 is between P8 and P9, and the position of the actuator of the fourth flow control valve FCV4 is between P10 and P11.

The foregoing has described the technical solution of the present application, but the present application is not limited to the above-described embodiments, and those skilled in the art can make various modifications to the above-described embodiments of the present application under the teachings of the present application without departing from the scope of the present application. The following supplementary explanation is further made.

i. In the above embodiments, it is explained that the first flow control valve FCV1 and the second flow control valve FCV2 have the same control logic. The third flow control valve FCV3 and the fourth flow control valve FCV4 have the same control logic, which saves time and costs for developing flow control valves of different control logic. It is understood that the first, second, third and fourth flow control valves FCV1, FCV2, FCV3 and FCV4 may each employ ball valves to implement corresponding control logic.

Further, in the first heat exchange circuit, the control is performed by the first flow control valve FCV1 and the second flow control valve FCV2, and in the second heat exchange circuit, the control is performed by the third flow control valve FCV3 and the fourth flow control valve FCV4, at least the various operation modes described in the above embodiments are realized, and these flow control valves may be controlled by one controller. The flow control valves can be arranged separately, which is beneficial to saving arrangement space and improving flexibility of layout.

in the specific embodiment described above, the turbo charger heat exchange module 6 alternatively is connected to the first heat exchange circuit and the second heat exchange circuit, not simultaneously. In addition, in a vehicle in which the turbo function is not present, the turbo heat exchange module 6 may not be connected to both the first heat exchange circuit and the second heat exchange circuit, and the intercooler 9 may not be present.

Furthermore, the first outlet a of the first flow control valve FCV1 may be in direct communication with the closed loop, without via the exhaust gas recirculation heat exchange module 5.

By adopting the technical scheme of the application, not only the aim of the application can be achieved. Further, by integrating the medium-low temperature heat exchange circuit of the vehicle together (second heat exchange circuit), the construction of the heat exchange circuit of the vehicle is simplified, and thus the construction of the thermal management system is simplified. Further, one radiator is also saved compared to a vehicle in which three radiators are generally employed, thus reducing costs. Further, the cooling of the internal combustion engine and the cooling of the gearbox and the motor are achieved by the same radiator (first radiator RAD 1), which also simplifies the construction of the thermal management system.

And in the case that the motor power device of the vehicle, the electronic power elements such as the inverter and the like are integrated with the driving motor, the heat exchange fluid from the second heat exchange loop can also play a role in assisting in cooling the driving motor while cooling the electronic power elements. This is because the design of the electronic power element heat exchange module 7 can be located between the electronic power element and the drive motor. Thus, the driving motor conducts heat to the electronic power element shell, and can play a certain role in heat dissipation. Therefore, the heat exchange fluid of the second heat exchange circuit can cool the engine oil of the gearbox and the motor in the first heat exchange circuit, so that the cooling capacity of a part of the gearbox and the motor heat exchange module 3 is shared, the driving motor is further cooled, and the cooling efficiency is improved.

Claims (13)

1. A thermal management system for a hybrid vehicle, comprising a first heat exchange circuit comprising:

a first pump (K1);

an electrically assisted indoor heat exchange module (1) forming a closed loop with the first pump (K1);

a first flow control valve (FCV 1) comprising a first inlet, a first outlet (a) and a second outlet (B), said first outlet (a) being in communication with said closed loop, the opening of said first outlet (a) and said second outlet (B) of said first flow control valve (FCV 1) being adjustable;

-a second flow control valve (FCV 2) comprising a second inlet, a third outlet (C) and a fourth outlet (D), said fourth outlet (D) being in communication with said closed loop, the opening of said third outlet (C) and said fourth outlet (D) of said second flow control valve (FCV 2) being adjustable;

an internal combustion engine heat exchange module (2) having an inlet in communication with the closed loop and an outlet in communication with the first inlet;

a gearbox and motor heat exchange module (3) with an inlet in communication with the closed loop and an outlet in communication with the second inlet;

an internal combustion engine oil heat exchange module (4) having an inlet in communication with the closed loop and an outlet in communication with the second inlet; and

-a first radiator (RAD 1) with an inlet communicating with said second outlet (B) and with said third outlet (C), and with an outlet communicating with said closed loop.

2. The thermal management system for a hybrid vehicle according to claim 1, wherein the first heat exchange circuit further comprises an exhaust gas recirculation heat exchange module (5), the first outlet (a) being in communication with the closed loop circuit via the exhaust gas recirculation heat exchange module (5).

3. The thermal management system for a hybrid vehicle according to claim 1, wherein the internal combustion engine heat exchange module (2) includes an internal combustion engine cylinder heat exchanger (21), a cylinder thermostat (22), an internal combustion engine cylinder head heat exchanger (23), and an internal combustion engine exhaust manifold heat exchanger (24), an opening degree of the cylinder thermostat (22) is adjustable,

The internal combustion engine cylinder heat exchanger (21) and the cylinder thermostat (22) are connected in series and are located in a first branch, the internal combustion engine cylinder cover heat exchanger (23) is located in a second branch, the internal combustion engine exhaust manifold heat exchanger (24) is located in a third branch, the first branch, the second branch and the third branch are connected in parallel with each other, the inlets of the first branch, the second branch and the third branch are communicated with the closed loop, and the outlets of the first branch, the second branch and the third branch are communicated with the first inlet.

4. The thermal management system for a hybrid vehicle according to claim 1, wherein the electric assist indoor heat exchange module (1) includes a heat pump (11) and a passenger compartment heat exchanger (12) connected in series in the closed loop.

5. The thermal management system for a hybrid vehicle according to any one of claims 1 to 4, wherein the first flow control valve (FCV 1) and the second flow control valve (FCV 2) have the same control logic.

6. The thermal management system for a hybrid vehicle according to any one of claims 1 to 4, further comprising a second heat exchange circuit including:

A second pump (K2);

a third pump (K3);

a third flow control valve (FCV 3) comprising a third inlet, a fifth outlet (E) and a sixth outlet (F), said fifth outlet (E) being in communication with the inlet of said third pump (K3), the opening of said fifth outlet (E) and said sixth outlet (F) of said third flow control valve (FCV 3) being adjustable;

a fourth flow control valve (FCV 4) including a fourth inlet, a seventh outlet (G) and an eighth outlet (H), the eighth outlet (H) being in communication with the inlet of the third pump (K3), the seventh outlet (G) and the eighth outlet (H) of the fourth flow control valve (FCV 4) being adjustable in opening;

-an electronic power element heat exchange module (7) with an inlet in communication with the outlet of the second pump (K2) and an outlet in communication with the third inlet;

-a battery heat exchange module (8) with an inlet in communication with the outlet of the third pump (K3) and an outlet in communication with the fourth inlet;

a one-way valve (NRV) having an inlet communicating with the seventh outlet (G) and an outlet connected to the same flow path as the outlet of the second pump (K2); and

-a second radiator (RAD 2) with an inlet communicating with said sixth outlet (F) and an outlet communicating with an inlet of said second pump (K2).

7. The hybrid vehicle thermal management system according to claim 6, wherein,

The first heat exchange circuit comprises a turbo charge heat exchange module (6), an inlet of the turbo charge heat exchange module (6) is communicated with the closed loop circuit, and an outlet is communicated with the first inlet; or alternatively

The second heat exchange circuit comprises a turbo charge heat exchange module (6), an inlet of the turbo charge heat exchange module (6) being in communication with an outlet of the second pump (K2) and an outlet being in communication with the third inlet.

8. The thermal management system for a hybrid vehicle according to claim 7, wherein the second heat exchange circuit further includes an intercooler (9), an inlet of the intercooler (9) communicates with an outlet of the second pump (K2), and an outlet communicates with the third inlet.

9. The thermal management system for a hybrid vehicle according to claim 6, wherein the second heat exchange circuit further includes an in-vehicle charger heat exchange module (10), the outlet of the second radiator (RAD 2) being in communication with the inlet of the second pump (K2) via the in-vehicle charger heat exchange module (10).

10. The thermal management system for a hybrid vehicle according to claim 6, wherein the battery heat exchange module (8) includes a battery heat exchange plate (81) and a battery refrigerant cooler (82), the battery heat exchange plate (81) and the battery refrigerant cooler (82) being connected in series with each other such that an outlet of the third pump (K3) communicates with the fourth inlet via the battery refrigerant cooler (82) and the battery heat exchange plate (81).

11. The thermal management system for a hybrid vehicle according to claim 6, wherein the third flow control valve (FCV 3) and the fourth flow control valve (FCV 4) have the same control logic.

12. A method of operating a thermal management system for a hybrid vehicle as claimed in any one of claims 1 to 11, wherein the first heat exchange circuit has one or more of the following modes of operation:

-a zero flow operating mode, in which the first outlet (a), the second outlet (B), the third outlet (C) and the fourth outlet (D) are all closed, the first pump (K1) being operated or stopped;

-a low flow operating mode, in which the first outlet (a) is open, the second outlet (B), the third outlet (C) and the fourth outlet (D) are all closed, the first pump (K1) operating;

a high flow operating mode in which the first outlet (a) and the fourth outlet (D) are open, the second outlet (B) is open or closed, the third outlet (C) is open or closed, and the first pump (K1) operates; and

and a pure electric mode of operation, wherein the first outlet (A) and the second outlet (B) are both closed, the third outlet (C) is opened or closed, the fourth outlet (D) is opened, and the first pump (K1) operates.

13. A method of operating a thermal management system for a hybrid vehicle as claimed in any one of claims 6 to 11, wherein the second heat exchange circuit has one or more of the following modes of operation:

a battery cooling operation mode in which the fifth outlet (E) and the seventh outlet (G) are closed, the sixth outlet (F) and the eighth outlet (H) are opened, and the second pump (K2) and the third pump (K3) are operated;

a first battery heating operation mode in which the fifth outlet (E) and the seventh outlet (G) are opened, the sixth outlet (F) and the eighth outlet (H) are closed, the second pump (K2) is stopped, and the third pump (K3) is operated; and

a second battery heating operation mode in which the fifth outlet (E), the sixth outlet (F), the seventh outlet (G), and the eighth outlet (H) are all opened, and the second pump (K2) and the third pump (K3) are both operated.