CN219172177U - Thermal management architecture and vehicle - Google Patents

Abstract

The utility model provides a heat management framework and a vehicle, and belongs to the technical field of vehicles, wherein the heat management framework comprises a first heat exchange pipeline provided with a driving motor component, a second heat exchange pipeline provided with an engine component, a third heat exchange pipeline provided with a battery pack and a reversing valve group, the reversing valve group is used for communicating any two of the first heat exchange pipeline, the second heat exchange pipeline and the third heat exchange pipeline for heat exchange, an oil cooler is arranged on an oil cooling pipeline, a transmission is arranged on a transmission pipeline, and the oil cooler is respectively connected with the engine component and the transmission in parallel. According to the heat management framework provided by the utility model, the communication state among the first heat exchange pipeline, the second heat exchange pipeline and the third heat exchange pipeline is regulated and controlled through the reversing valve group, the low temperature of the driving motor part can be utilized to preheat the engine part, or the driving motor part is utilized to heat the battery, so that the heating or temperature equalizing requirements among different vehicle parts are realized, the waste heat of the motor is effectively utilized, and the energy consumption of the whole vehicle is reduced.

Description

Thermal management architecture and vehicle

Technical Field

The present disclosure relates to vehicle technologies, and in particular, to a thermal management architecture and a vehicle.

Background

PHEV (Plug-in hybrid electric vehicle) is used as a vehicle type capable of remarkably improving fuel economy, and is a research object of various large main engine factories in recent years, various systems and parts of the series-parallel extended range power vehicle have different working temperature intervals due to different design requirements, and core power parts are required to be controlled in proper temperature intervals by means of external means so as to ensure stable and efficient working of the parts.

The power system of the PHEV not only has related engine components such as an engine, a transmission system, an oil way, an oil tank and the like of a traditional automobile, but also has electric drive components such as a battery, a motor, a control circuit and the like of a pure electric automobile, however, the engine components and the electric drive components of the traditional hybrid automobile are mutually independent, the ring temperature state between the engine components and the electric drive components cannot be well balanced, if the temperature of the power system is too low, the discharging capacity of the battery and the combustion state of the engine can be influenced, additional energy waste is caused, and the cruising ability of the automobile is reduced.

Therefore, there is a need to solve the problem that the thermal management system of the hybrid vehicle in the prior art cannot balance the ring temperatures of the engine component and the electric drive component.

Disclosure of Invention

In view of the above, the present utility model is directed to a thermal management structure and a vehicle for solving the problem that the thermal management system of the hybrid vehicle in the prior art cannot balance the ring temperature of the engine component and the electric driving component.

Based on the above objects, the present utility model provides a thermal management architecture comprising:

the first heat exchange pipeline is provided with a driving motor component;

the second heat exchange pipeline is provided with an engine component;

the third heat exchange pipeline is provided with a battery pack;

the reversing valve group is used for communicating any two of the first heat exchange pipeline, the second heat exchange pipeline and the third heat exchange pipeline for heat exchange;

the engine comprises an oil cooling pipeline and a transmission pipeline, wherein the oil cooling pipeline is provided with an oil cooler, the transmission pipeline is provided with a transmission, and the oil cooler is respectively connected with the engine component and the transmission in parallel.

Further, the motor heat dissipation device also comprises a motor heat dissipation pipeline and an engine heat dissipation pipeline, wherein the motor heat dissipation pipeline is provided with a motor radiator, and the engine heat dissipation pipeline is provided with an engine radiator;

the second heat exchange pipeline can be communicated with the engine heat dissipation pipeline for heat exchange, and the reversing valve group comprises a first reversing valve for communicating the first heat exchange pipeline with the motor heat dissipation pipeline for heat exchange.

Further, the first reversing valve is a four-way reversing valve, an input port of the first reversing valve is connected with the first heat exchange pipeline, and each output port of the first reversing valve is respectively connected with the second heat exchange pipeline, the third heat exchange management pipeline and the motor heat dissipation pipeline in a one-to-one correspondence manner.

Further, a first stop valve for controlling the on-off state of the oil cooling pipeline is arranged on the oil cooling pipeline.

Further, the battery cooling device further comprises a cooling pipeline, a battery cooler and a heat exchanger are arranged on the cooling pipeline, and the cooling pipeline can be communicated with the third heat exchange pipeline for heat exchange.

Further, the device also comprises a heating pipeline, wherein a heating element is arranged on the heating pipeline in series, and the heating pipeline can be communicated with a heat exchanger of the cooling pipeline to form a loop so as to enable the heating pipeline and the third heat exchange pipeline to exchange heat through the heat exchanger.

Further, the reversing valve group further comprises a second reversing valve, and the second reversing valve is used for connecting the heating pipeline and the heat exchanger; or the second heat exchange pipeline, the heating pipeline and the heat exchanger are connected.

Further, a second stop valve for controlling the on-off state of the cooling pipeline and the third heat exchange pipeline is arranged between the cooling pipeline and the third heat exchange pipeline.

Further, a first liquid pump is arranged on the first heat exchange pipeline, and a second liquid pump is arranged on the second heat exchange pipeline.

Based on the same inventive concept, the present application also provides a vehicle comprising a thermal management architecture as described in any one of the above.

From the above, the heat management framework provided by the utility model utilizes the reversing valve group to communicate the first heat exchange pipeline with the second heat exchange pipeline in a low-temperature environment, and can utilize the waste heat of the driving motor component to preheat the engine component in a pure electric mode, so that the engine in a follow-up mixed mode is in an ideal annular temperature state; the reversing valve group is utilized to communicate the first heat exchange pipeline with the third heat exchange pipeline, so that the waste heat of the driving motor part can be utilized to heat the battery pack, and the battery pack is heated to be beneficial to discharging of the battery pack; the reversing valve group is utilized to communicate the second heat exchange pipeline with the third heat exchange pipeline, and the battery pack can be heated by utilizing the heat of the engine, so that the reversing valve group can be regulated and controlled to perform heat exchange in different forms according to actual scenes, the cruising and power performance of the vehicle in a low-temperature scene are ensured, and the energy consumption of the whole vehicle is reduced.

Drawings

In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the utility model, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of the topology of a thermal management architecture according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram illustrating the operation of a thermal management structure pipeline in a certain scenario according to an embodiment of the present utility model;

FIG. 3 is a schematic diagram illustrating the operation of a thermal management structure pipeline in a certain scenario according to an embodiment of the present utility model;

FIG. 4 is a schematic diagram illustrating the operation of a thermal management structure pipeline in a certain scenario according to an embodiment of the present utility model;

FIG. 5 is a schematic diagram illustrating the operation of a thermal management structure pipeline in a certain scenario according to an embodiment of the present utility model;

FIG. 6 is a schematic diagram illustrating the operation of a thermal management structure pipeline in a certain scenario according to an embodiment of the present utility model.

Description of the reference numerals

1. A first heat exchange line; 2. a second heat exchange line; 3. a third heat exchange pipeline; 4. a motor heat dissipation pipeline; 5. an engine heat dissipation pipeline; 6. an oil cooling pipeline; 7. a cooling pipeline; 8. a heating pipeline; 9. a first reversing valve; 10. a second reversing valve;

11. a first stop valve; 12. a second shut-off valve; 13. a third stop valve; 14. a first liquid pump; 15. a second liquid pump; 16. a third liquid pump; 17. a fourth liquid pump; 18. a precursor motor; 19. a precursor motor controller; 20. a rear-drive motor;

21. a heat exchanger; 22. a battery cooler; 23. a battery pack; 24. a motor radiator; 25. an engine radiator; 26. an engine component; 27. an oil cooler; 28. a transmission; 29. a heating element; 30. a warm air core; 31. a water overflow tank; 32. a rear drive motor controller; 33. a thermostat; 34. parallel pipelines.

Detailed Description

The present utility model will be further described in detail below with reference to specific embodiments and with reference to the accompanying drawings, in order to make the objects, technical solutions and advantages of the present utility model more apparent.

It should be noted that unless otherwise defined, technical or scientific terms used in the embodiments of the present utility model should be given the ordinary meaning as understood by one of ordinary skill in the art to which the present disclosure pertains. The terms "first," "second," and the like, as used in this disclosure, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that elements or items preceding the word are included in the element or item listed after the word and equivalents thereof, but does not exclude other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", etc. are used merely to indicate relative positional relationships, which may also be changed when the absolute position of the object to be described is changed.

PHEV, namely hybrid electric vehicle adopts the form of double power source drive, and whole car heat management is compared with traditional power, need synchronous consideration engine and electric drive/new energy components such as battery system's collaborative work, need consider the steady operation of power component under the different driving modes, guarantee whole car power economy, high/low temperature control demand, good heat management coordination control performance improves whole car under extreme (high/low temperature, high altitude) operating mode condition adaptability and durability.

In a hybrid vehicle, the temperature of a power system is too high, so that the power of the whole vehicle is easily reduced, the service life of parts is influenced, and even serious heat damage and fire problems are caused; the temperature of the power system is too low, so that the discharge capacity of the battery and the combustion state of the engine can be influenced; compared with pure electric vehicles and traditional vehicles, the existing hybrid electric vehicle has more heat management components, so that the heat management system needs to have feasibility and reasonable cost besides meeting the performance.

In addition, the PHEV power of the hybrid electric vehicle is often carried with a large battery pack 23, and the pure electric endurance can reach more than or equal to 50km, but under the condition of low temperature in winter, as with most pure electric vehicles, the hybrid electric vehicles can also be attenuated due to the battery discharging capability at low temperature, so that the pure electric endurance is attenuated by about 20% -30%, even more than half; the low temperature also causes the problem of lithium precipitation of the battery, so as to cause irreversible damage; when the temperature increases, the battery performance can be recovered, and therefore, whether the battery pack 23 is heated in the low-temperature running state or not tends to affect the normal service life of the battery pack 23.

Based on the above description, as shown in fig. 1 and 2, in one or more embodiments of the present application, a thermal management architecture is provided, comprising:

a first heat exchange pipeline 1 is provided with a driving motor component;

a second heat exchange line 2 on which an engine component 26 is provided;

a third heat exchange pipeline 3, on which a battery pack 23 is arranged;

the reversing valve group is used for communicating any two of the first heat exchange pipeline 1, the second heat exchange pipeline 2 and the third heat exchange pipeline 3 for heat exchange;

the oil cooling system comprises an oil cooling pipeline 6 and a transmission 28 pipeline, wherein an oil cooler 27 is arranged on the oil cooling pipeline 6, a transmission 28 is arranged on the transmission 28 pipeline, and the oil cooler 27 is respectively connected with the engine part 26 and the transmission 28 in parallel.

As can be seen from the above description, in the thermal management architecture provided in this embodiment, when in a low-temperature environment, the reversing valve group is used to communicate the first heat exchange pipeline 1 with the second heat exchange pipeline 2, so that the engine component 26 can be preheated by using the waste heat of the driving motor component in the pure electric mode, and the engine in the subsequent hybrid mode is in an ideal ring temperature state; the reversing valve group is used for communicating the first heat exchange pipeline 1 with the third heat exchange pipeline 3, so that the waste heat of a driving motor part can be used for heating the battery pack 23, and the battery pack 23 is heated to be beneficial to discharging of the battery pack 23; the second heat exchange pipeline 2 and the third heat exchange pipeline 3 are communicated by the reversing valve group, and the battery pack 23 can be heated by using the heat of the engine. In a word, according to actual scene, the regulation and control reversing valve group can carry out different forms of heat exchange, guarantee the duration and the power performance of the vehicle under the low temperature scene, reduce whole vehicle energy consumption.

It should be noted that, in some embodiments, as shown in fig. 2, the foregoing driving motor components include electric driving related components such as the front driving motor 18, the front driving motor controller 19, the rear driving motor 20, the rear driving motor controller 32, DCDC (direct current converter) or OBC (on-board charger); the engine component 26 includes engine related components such as an engine and a thermostat 33, and the foregoing related components are merely exemplified in the present embodiment. In addition, in the present embodiment, the electric-only mode (EV mode) refers to a mode in which the drive motor part performs work on the vehicle; the hybrid mode (HEV mode) is a mode in which both the engine component 26 and the drive motor do work on the vehicle.

In some embodiments, as shown in fig. 1, the thermal management structure further includes a motor heat dissipation pipeline 4 and an engine heat dissipation pipeline 5, the motor heat dissipation pipeline 4 is provided with a motor radiator 24, and the engine heat dissipation pipeline 5 is provided with an engine radiator 25;

the second heat exchange pipeline 2 can be communicated with the engine heat dissipation pipeline 5 for heat exchange, and the reversing valve group comprises a first reversing valve 9 for communicating the first heat exchange pipeline 1 with the motor heat dissipation pipeline 4 for heat exchange.

In the above embodiment, the motor radiator 24 and the engine radiator 25 may be heat dissipation components that are mature in the prior art, and since the temperature of the engine is higher in the hybrid mode, the engine radiator 25 may be a high-temperature radiator with better heat dissipation performance, and in order to ensure the heat dissipation performance, a water overflow tank 31 is further connected to the high-temperature radiator.

As shown in fig. 1 and 2, in the above embodiment, the first reversing valve 9 may be a conventional four-way reversing valve, where the four-way reversing valve has four ports v1, v2, v3 and v4, the v1 port is connected to the first heat exchange pipeline 1, the v2 port is connected to the third heat exchange pipeline 3, the v3 port is connected to the second heat exchange pipeline 2, and the v4 port is connected to the motor heat dissipation pipeline 4, and the valve core of the four-way valve is controlled to be at different positions to realize connection or disconnection states between different pipelines. For example, the v1 and v4 interfaces of the four-way reversing valve are communicated, so that the communication state of the first heat exchange pipeline 1 and the motor heat dissipation pipeline 4 is realized.

In some embodiments, as shown in fig. 1 and 2, since the low Wen Huanwen can cause the transmission to be in an operating state with low oil temperature for a long time under the condition of low temperature, the oil viscosity of the transmission is greatly reduced, and the pure electric mode or the hybrid mode can cause different levels of attenuation of pure electric endurance and oil consumption, which seriously affects the vehicle driving endurance, by connecting the transmission, the oil cooler 27 and the engine component 26 in parallel, the engine waste heat can be utilized to heat the oil cooler 27 in the hybrid mode, so that the too low oil temperature of the transmission 28 is avoided.

Further, the oil cooling pipeline 6 is provided with the first stop valve 11 for controlling the on-off state of the oil cooling pipeline 6, and the first stop valve 11 is arranged to disconnect the oil cooling pipeline 6 in the electric-only mode, so that cooling liquid is prevented from flowing through the oil cooler 27 when the engine is not in operation, and the oil cooler 27 can be in a self-heating state by the arrangement, so that the oil cooler 27 is effectively adapted to different scenes such as the electric-only mode or the hybrid mode.

As shown in fig. 1, in some embodiments, the thermal management structure further includes a cooling circuit 7, where a battery cooler 22 and a heat exchanger 21 are disposed on the cooling circuit 7, and the cooling circuit 7 is capable of communicating with the third heat exchange circuit 3 to exchange heat. Here, the battery cooler 22 on the cooling pipeline 7 may adopt existing mature cooling related equipment, and the battery cooler 22 is used to cool the liquid flowing through the loop, so that the cooled liquid is conveyed to the third heat exchange pipeline 3 through the pipeline, so that the liquid cools the battery pack 23, and the heat exchanger 21 on the cooling pipeline 7 may be connected with other pipelines to perform heat exchange.

In some embodiments, as shown in fig. 2, a second stop valve 12 for controlling the on-off state of the cooling pipeline 7 and the third heat exchange pipeline 3 is further arranged between the cooling pipeline 7 and the third heat exchange pipeline 3, and whether the cooling pipeline 7 realizes heat exchange on the third heat exchange pipeline 3 is controlled by adjusting the on-off state of the second stop valve 12. In addition, a third stop valve 13 is further arranged between the first heat exchange pipeline 1 and the third heat exchange pipeline 3, and the on-off of the first heat exchange pipeline 1 and the third heat exchange pipeline 3 is controlled by adjusting the on-off state of the third stop valve 13.

Furthermore, as shown in fig. 1, in some embodiments, the thermal management structure further includes a heating pipe 8, and a heating element 29 is disposed on the heating pipe 8 in series, where the heating pipe 8 can be in communication with the heat exchanger 21 of the cooling pipe 7 to form a loop, so that the heating pipe 8 and the third heat exchange pipe 3 exchange heat through the heat exchanger 21. Here, the heating element 29 may be an existing and mature water heating PTC heating device, the heating element 29 heats the pipe liquid, the heat exchanger 21 exchanges heat with the heating pipeline 8, so as to obtain a higher temperature liquid, and the cooling pipeline 7 is used to convey the high temperature liquid to the third heat exchange pipeline 3, so as to realize the heating effect on the battery pack 23.

Further still as shown in fig. 1, the aforesaid reversing valve set further comprises a second reversing valve 10, the second reversing valve 10 being arranged to connect said heating circuit 8 with said heat exchanger 21; or the second heat exchange pipeline 2, the heating pipeline 8 and the heat exchanger 21 are connected. The second reversing valve 10 may be a proportional valve, and the switching of the lines is performed by switching the valve ports of different proportions, specifically, the second reversing valve 10 has two switching ports a and b, the port a is connected to the second heat exchange line 2, and the port b is connected to the parallel line 34.

The second heat exchange line 2 is connected in parallel with the parallel line 34, and the following two connection states can be achieved by the second reversing valve 10: the heating pipeline 8 is conveyed to the heat exchanger 21, and the heat exchanger 21 flows back to the heating pipeline 8 through the second reversing valve 10 and the parallel pipeline 34 to form a complete loop; the second heat exchange line 2 is fed to the heating line 8 and from the heating line 8 to the heat exchanger 21-the heat exchanger 21 is returned to the second heat exchange line 2 via the second reversing valve 10 to form a complete circuit.

In some embodiments, the heat exchanger 21 may be an existing, well-established plate heat exchanger.

In some embodiments, the first heat exchange pipeline 1 is provided with a first liquid pump 14, the second heat exchange pipeline 2 is provided with a second liquid pump 15, the cooling pipeline 7 is provided with a third liquid pump 16, the heating pipeline 8 is provided with a fourth liquid pump 17, and by arranging the liquid pumps in different pipelines, independent circulating operation effects can be realized, and normal flow of heat in different pipelines is ensured.

In some embodiments, a temperature sensor is disposed on the first heat exchange pipeline 1, a temperature sensor is disposed on the second heat exchange pipeline 2, the temperature of the liquid in each pipeline is measured by the temperature sensor, and the heat exchange mode can be adjusted according to the liquid temperature. In addition, the battery pack 23 should be further provided with a temperature sensor for detecting the temperature of the battery cells, and since the battery pack 23 includes a plurality of battery cells, the thermal management structure can be regulated and controlled by taking the lowest temperature of different battery cells in the battery pack 23 as a reference temperature.

The thermal management system of the present application is described below in several exemplary application scenarios, where the dark line represents the relevant pipeline that is working at this time, the ports of the first reversing valve 9 are respectively described by v1, v2, v3, and v4, the v1 interface is connected to the first heat exchange pipeline 1, the v2 interface is connected to the third heat exchange pipeline 3, the v3 interface is connected to the second heat exchange pipeline 2, and the v4 interface is connected to the motor heat dissipation pipeline 4; the ports of the second reversing valve 10 are denoted by a and b, the a interface is connected with the second heat exchange pipeline 2, and the b interface is connected with the parallel pipeline 34.

As shown in fig. 2 to 6, in some embodiments, exemplary implementations of the thermal management infrastructure corresponding to the aforementioned thermal management implementation method include the following scenarios:

(1) For each driving motor part in the electric-only mode, the cooling or temperature equalizing function of the battery pack 23.

When the vehicle is in a high-temperature environment in summer (the ring temperature is higher than 30 ℃) or in a normal-temperature environment in spring and autumn (the ring temperature is between 10 ℃ and 30 ℃), the vehicle runs under a heavy load and is in a pure electric mode, and at the moment, the driving motor part and the battery pack 23 are cooled.

As shown in fig. 2, the first reversing valve 9 is controlled to be communicated with the valve ports v1 and v4, so that independent circulation of the first heat exchange pipeline 1 and the third heat exchange pipeline 3 is realized, and the connection sequence of the loops of the first heat exchange pipeline 1 and the motor heat dissipation pipeline 4 is as follows: the first liquid pump 14-the precursor motor controller 19-the precursor motor 18-the DCDC & OBC-the rear drive motor 20-the rear drive motor controller 32-the first reversing valve 9-the motor radiator 24-the first liquid pump 14.

The first reversing valve 9 is controlled to close the v2 valve port, the third stop valve 13 is in a cut-off state, the cooling effect on the battery pack 23 is realized by actively cooling liquid through the battery cooler 22, when the battery pack 23 has no cooling requirement, the battery cooler 22 is closed, only the third liquid pump 16 is started, the temperature equalization function of the battery pack 23 is realized, and the connection sequence of the loops communicated with the third heat exchange pipeline 3 and the cooling pipeline 7 is as follows: the third liquid pump 16-battery pack 23-battery cooler 22-heat exchanger 21-third liquid pump 16.

Since the vehicle is in the electric-only mode and the engine is in an inactive state, the first shutoff valve 11 is controlled to shut off the liquid-side circuit in a shut-off state, and the oil cooler 27 performs the self-heating function.

(2) The cooling function of the respective driving motor parts, the battery pack 23, and the engine in the hybrid mode.

When the vehicle is in a high-temperature environment in summer (the ring temperature is higher than 30 ℃) or in a normal-temperature environment in spring and autumn (the ring temperature is between 10 ℃ and 30 ℃), the vehicle runs under a heavy load and is in a hybrid mode, and at the moment, the driving motor part, the battery pack 23 and the engine are all required to be cooled.

The connection state of the first heat exchange pipeline 1 and the motor heat dissipation pipeline 4 is very easy to be unchanged, and the connection state of the third heat exchange pipeline 3 and the cooling pipeline 7 is unchanged, when the engine is cooled, as shown in fig. 3, the first stop valve 11 is in a connection state and is connected with a liquid side loop, and the sequence of liquid flowing through the loops is as follows: engine component 26-first shut-off valve 11-oil cooler 27-engine component 26. The second heat exchange pipeline 2 is communicated with the engine heat dissipation pipeline 5, and the liquid flow loop is in sequence as follows: engine component 26-tee-thermostat 33-high temperature radiator-second liquid pump 15-engine component 26.

(3) For the heating function of the battery pack 23 in the electric-only mode.

When the vehicle is in the pure electric mode under the low-temperature environment of spring and autumn (the ring temperature is between minus 5 ℃ and 10 ℃), and the difference between the liquid temperature in the first heat exchange pipeline 1 and the lowest value of the temperature of the battery pack 23 is larger than 5 ℃, the lowest value of the temperature of the battery pack 23 is smaller than 20 ℃ and the liquid temperature in the first heat exchange pipeline 1 is smaller than 40 ℃, as shown in fig. 4, the v1 and v2 of the first reversing valve 9 are controlled to be communicated, the third stop valve 13 is in a communicating state, the second stop valve 12 is in a cutting-off state, the heat exchanger 21 is prevented from heating the battery pack 23, the first heat exchange pipeline 1 and the third heat exchange pipeline 3 form a complete loop, and therefore the heating function of only driving the motor part to heat the battery pack 23 is achieved. The loop sequence of the first heat exchange pipeline 1 and the third heat exchange pipeline 3 is as follows: the first liquid pump 14-the precursor motor controller 19-the precursor motor 18-the DCDC & OBC-the rear drive motor 20-the rear drive motor controller 32-the first reversing valve 9-the battery pack 23-the third stop valve 13-the first liquid pump 14.

When the vehicle is in a pure electric mode in a spring and autumn low-temperature environment (the ring temperature is between-5 ℃ and 10 ℃) or in a winter low-temperature environment (the ring temperature is less than-5 ℃), and the liquid temperature in the first heat exchange pipeline 1 is less than 20 ℃, the battery pack 23 is heated by communicating the heating pipeline 8 with the third heat exchange pipeline 3. As shown in fig. 5, the port a of the second reversing valve 10 is disconnected from the port b to be communicated with the parallel pipeline 34, the heating pipeline 8 forms a complete loop with the heat exchanger 21 through the parallel pipeline 34, the heating element 29 heats the liquid temperature, the heat exchanger 21 absorbs the high-temperature liquid and conveys the high-temperature liquid to the third heat exchange pipeline 3 through the cooling pipeline 7 to heat the battery pack 23, and the loop sequence of the heating side of the heat exchanger 21 is as follows: the fourth liquid pump 17, the heating element 29, the warm air core 30, the three-way heat exchanger 21, the second reversing valve 10, the parallel pipeline 34 and the fourth liquid pump 17. The cooling circuit sequence of the battery pack 23 can be referred to for the circuit sequence on the low temperature side of the heat exchanger 21.

(4) For the heating function of the battery pack 23 in the hybrid mode.

When the vehicle is in a mixed mode in a spring and autumn low-temperature environment (the ring temperature is between-5 ℃ and 10 ℃) or in a winter low-temperature environment (the ring temperature is less than-5 ℃), judging the liquid temperature of the second heat exchange pipeline 2 and the liquid temperature of the heating pipeline 8, when the liquid temperature of the second heat exchange pipeline 2 is higher than the liquid temperature of the heating pipeline 8, proving that the heat quantity of the engine component is higher than the heat quantity of the heating element 29, at the moment, the switching of the second reversing valve 10 to the second heat exchange pipeline 2 can be controlled to supply heat to the heat exchanger 21 as shown in fig. 5, and the loop sequence of the heating side of the heat exchanger 21 is as follows: the engine part 26-the fourth liquid pump 17-the heating element 29-the warm air core 30-the three-way heat exchanger 21-the second reversing valve 10-the second liquid pump 15-the fourth liquid pump 17. The cooling circuit sequence of the battery pack 23 can be referred to for the circuit sequence on the low temperature side of the heat exchanger 21.

(5) For a warm-up function of the engine component 26 in electric-only mode.

Under the low temperature environment, there may be a scenario that the pure electric mode is switched to the hybrid mode, when the battery pack 23 has no heating or cooling requirement and the vehicle is in the pure electric mode, when it is judged that the liquid of the first heat exchange pipeline 1 is higher than 40 ℃ and the difference between the liquid temperature of the first heat exchange pipeline 1 and the liquid temperature of the second heat exchange pipeline 2 is greater than 5 ℃, as shown in fig. 6, the first reversing valve 9 is controlled to be communicated with v1 and v3 valve ports, and v2 and v4 valve ports are cut off, so that the second heat exchange pipeline 2 is communicated with the first heat exchange pipeline 1, and the loop sequence is as follows: the first liquid pump 14-the precursor motor controller 19-the precursor motor 18-the DCDC & OBC-the rear drive motor 20-the rear drive motor controller 32-the first reversing valve 9-the second liquid pump 15-the engine component 26-the first liquid pump 14.

It should be noted that, in the foregoing scenes, the threshold temperatures for switching the cooling, heating and heat recovery waterways are not specifically required, and the overall vehicle thermal management control strategy is not absolutely limited according to the body characteristics of other parts and the performance indexes of the whole vehicle; the parameters such as the size, the structure, the model, the power and the like of all parts in the application do not specifically require, the pipe diameter, the model and the material of the connecting pipeline of the whole vehicle do not specifically require, and the series connection or the parallel connection of the three-in-one charging and the driving bridge do not specifically require, so long as the application scene of the thermal management system can be met.

It should be noted that, in the present application, in the thermal management system shown in fig. 1 to 6, the identified relevant components are some key components in the thermal management system, and fig. 1 to 6 are schematic topology diagrams of the thermal management system, and in a practical application scenario, other relevant components for completing the thermal management system should also be provided, which is not illustrated in this application.

Therefore, the heat management framework of the application utilizes three heat sources of the waste heat of the driving motor part, the heat of the heating element 29 and the waste heat of the engine part 26, and the battery heating function is realized according to different environments and vehicle modes, and the waste heat of the motor preheats the engine function, so that the utilization rate of the waste heat of the motor can be improved, the whole vehicle energy consumption is optimized, the self-heating function of the transmission 28 can also be realized, meanwhile, the engine water temperature is utilized to heat the transmission oil cooler 27, the temperature rise rate of the transmission is improved, in addition, the even temperature, cooling and heating functions of the electric driving part and/or the battery pack 23 can be realized, the all-weather heat management of the electric driving system can be met, and the great heat utilization effect is realized.

Based on the same inventive concept, the present application also provides a vehicle comprising a thermal management architecture as provided in any of the embodiments above.

Those of ordinary skill in the art will appreciate that: the discussion of any of the embodiments above is merely exemplary and is not intended to suggest that the scope of the disclosure, including the claims, is limited to these examples; the technical features of the above embodiments or in the different embodiments may also be combined within the idea of the utility model, the steps may be implemented in any order and there are many other variations of the different aspects of the utility model as described above, which are not provided in detail for the sake of brevity.

The embodiments of the utility model are intended to embrace all such alternatives, modifications and variances which fall within the broad scope of the appended claims. Therefore, any omission, modification, equivalent replacement, improvement, etc. of the present utility model should be included in the scope of the present utility model.

Claims (10)

1. A thermal management architecture, comprising:

the first heat exchange pipeline is provided with a driving motor component;

the second heat exchange pipeline is provided with an engine component;

the third heat exchange pipeline is provided with a battery pack;

the reversing valve group is used for communicating any two of the first heat exchange pipeline, the second heat exchange pipeline and the third heat exchange pipeline for heat exchange;

the engine comprises an oil cooling pipeline and a transmission pipeline, wherein the oil cooling pipeline is provided with an oil cooler, the transmission pipeline is provided with a transmission, and the oil cooler is respectively connected with the engine component and the transmission in parallel.

2. The thermal management architecture of claim 1, further comprising a motor heat dissipation circuit with a motor radiator and an engine heat dissipation circuit with an engine radiator;

the second heat exchange pipeline can be communicated with the engine heat dissipation pipeline for heat exchange, and the reversing valve group comprises a first reversing valve for communicating the first heat exchange pipeline with the motor heat dissipation pipeline for heat exchange.

3. The thermal management architecture of claim 2, wherein the first reversing valve is a four-way reversing valve, an input port of the first reversing valve is connected with the first heat exchange pipeline, and each output port of the first reversing valve is respectively connected with the second heat exchange pipeline, the third heat exchange management pipeline and the motor heat dissipation pipeline in a one-to-one correspondence.

4. The thermal management architecture of claim 1 wherein the oil-cooled pipeline is provided with a first shut-off valve that controls its on-off state.

5. The thermal management architecture of claim 1, further comprising a cooling circuit having a battery cooler and a heat exchanger disposed thereon, the cooling circuit being capable of heat exchanging in communication with the third heat exchange circuit.

6. The thermal management structure of claim 5, further comprising a heating circuit having a heating element disposed in series on the heating circuit, the heating circuit capable of communicating with a heat exchanger of the cooling circuit to exchange heat between the heating circuit and the third heat exchange circuit.

7. The thermal management architecture of claim 6, wherein the reversing valve set further comprises a second reversing valve to connect the heating circuit and the heat exchanger; or the second heat exchange pipeline, the heating pipeline and the heat exchanger are connected.

8. The thermal management architecture of claim 5, wherein a second shut-off valve is disposed between the cooling circuit and the third heat exchange circuit to control the on-off state of the two.

9. The thermal management architecture of claim 1, wherein a first liquid pump is disposed on the first heat exchange line and a second liquid pump is disposed on the second heat exchange line.

10. A vehicle comprising a thermal management architecture as claimed in any one of claims 1 to 9.

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