WO2020108532A1 - 车辆热管理系统及其控制方法、车辆 - Google Patents

车辆热管理系统及其控制方法、车辆 Download PDF

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Publication number
WO2020108532A1
WO2020108532A1 PCT/CN2019/121272 CN2019121272W WO2020108532A1 WO 2020108532 A1 WO2020108532 A1 WO 2020108532A1 CN 2019121272 W CN2019121272 W CN 2019121272W WO 2020108532 A1 WO2020108532 A1 WO 2020108532A1
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WIPO (PCT)
Prior art keywords
flow path
port
way valve
thermal management
coolant flow
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PCT/CN2019/121272
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English (en)
French (fr)
Inventor
凌和平
熊永
王刚
蔡树周
罗贻利
Original Assignee
比亚迪股份有限公司
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Publication of WO2020108532A1 publication Critical patent/WO2020108532A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/04—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Definitions

  • the present disclosure relates to the field of vehicle thermal management systems, and in particular, to a vehicle thermal management system, a control method thereof, and a vehicle.
  • the whole vehicle thermal management system of a hybrid vehicle includes an air conditioning thermal management system, a battery thermal management system, an electric drive thermal management system, and an engine thermal management system.
  • the existing engine thermal management circuit circuit and the battery system circuit are relatively independent, and the inter-cycle communication cannot be achieved, so the engine cannot heat the battery.
  • the existing electric drive thermal management system is independent of the air conditioning thermal management system and the battery thermal management system.
  • the heating of the battery mainly depends on the battery heater for heating.
  • the heat generated by the motor or the electronic control can only be passed through the electric drive thermal management system
  • the heat sink will dissipate heat, causing waste of heat.
  • the cooling demand of the motor or the electric control is high, cooling only by the radiator, the cooling efficiency is slow and the effect is poor.
  • the cooling of the battery mainly depends on the air conditioning thermal management system. Even when the battery cooling demand is low and the passenger cabin has no cooling demand, the air conditioning thermal management system needs to be activated, which also increases the energy consumption burden of the entire vehicle.
  • the purpose of the present disclosure is to provide a vehicle thermal management system that can realize efficient thermal management of the entire vehicle and optimize the energy consumption of the entire vehicle.
  • the present disclosure provides a vehicle thermal management system, including a battery and electric drive thermal management system and an engine and heater core thermal management system, an air conditioning system and the battery and electric drive thermal management system through a heat exchanger
  • the engine and heater core thermal management system includes an engine coolant flow path, a heating flow path, and a first four-way valve.
  • the engine coolant flow path includes an engine coolant flow path dry path and engine cooling
  • a first branch of the fluid flow path and a second branch of the engine coolant flow path, an engine and a first radiator are provided on the main path of the engine coolant flow path, one end of the main path of the engine coolant flow path is The first port of the first four-way valve is connected, and the other end selectively passes through the first branch of the engine coolant flow path or the second branch of the engine coolant flow path to the first port of the first four-way valve.
  • Two ports are connected, the first branch of the engine coolant flow path and the battery and the electric drive thermal management system exchange heat through a heat exchanger, and the second branch of the engine coolant flow path is a short-circuited branch;
  • One end of the heating flow path is connected to the third port of the first four-way valve, and the other end is connected to the fourth port of the first four-way valve.
  • a PTC heater and a first are connected in series on the heating flow path Water pump and heater core for heating the passenger compartment.
  • a first three-way valve is provided on the engine coolant flow path, the first port of the first three-way valve is connected to the engine coolant flow path main path, and the first three-way valve The second port is connected to the first branch of the engine coolant flow path, and the third port of the first three-way valve is connected to the second branch of the engine coolant flow path.
  • the coolant inlet of the engine is connected to the coolant outlet of the first radiator, the coolant outlet of the engine is connected to the first port of the first three-way valve, and the engine coolant
  • the coolant inlet of the heat exchanger on the first branch of the flow path is connected to the second port of the first three-way valve, and the coolant outlet of the heat exchanger on the first branch of the engine coolant flow path and the
  • the third port of the first three-way valve is connected to the second port of the first four-way valve, and the coolant inlet of the first radiator is connected to the first port of the first four-way valve.
  • the battery and electric drive heat management system includes a first cooling fluid flow path, a second cooling fluid flow path, and a second four-way valve, and the first cooling fluid flow path exchanges heat with the air conditioning system And heat exchange with the first branch of the engine coolant flow path, the first coolant flow path is provided with a power battery and a second water pump, one end of the first coolant flow path and the second four The first port of the through valve is connected, and the other end is connected to the second port of the second four-way valve; the second cooling fluid flow path is provided with a motor, an electric control, a second radiator and a third water pump, One end of the second coolant flow path is connected to the third port of the second four-way valve, and the other end is connected to the fourth port of the second four-way valve.
  • the first coolant flow path exchanges heat with the air conditioning system and the first branch of the engine coolant flow path through a three-channel heat exchanger, respectively.
  • the power battery and the second water pump are connected in series.
  • the first cooling liquid flow path includes a first cooling liquid flow path dry path, a first cooling liquid flow path first branch, a first cooling liquid flow path second branch, and the first cooling liquid
  • One end of the flow path trunk is connected to the first port of the second four-way valve, and the other end selectively passes through the first branch of the first cooling fluid flow path or the second branch of the first cooling fluid flow path Is connected to the second port of the second four-way valve, the power battery and the second water pump are provided on the first cooling fluid flow path main road, and the first cooling fluid flow path first branch
  • the first heat exchanger performs heat exchange with the air conditioning system
  • the second branch of the first cooling fluid flow path exchanges heat with the first branch of the engine cooling fluid flow path through the second heat exchanger.
  • a third four-way valve is further provided on the second cooling fluid flow path, and the second cooling fluid flow path includes a first section of the second cooling fluid flow path and a second section of the second cooling fluid flow path and In the third section of the second cooling fluid flow path, the motor is disposed on the first section of the second cooling fluid flow path. One end of the first section of the second cooling fluid flow path is connected to the second four-way valve.
  • the third port is connected, and the other end is connected to the first port of the third four-way valve; the electronic control, the second radiator, and the third water pump are disposed at the second of the second coolant flow path In the segment, one end of the second section of the second coolant flow path is connected to the second port of the third four-way valve, and the other end is connected to the third port of the third four-way valve; the second One end of the third section of the coolant flow path is connected to the fourth port of the third four-way valve, and the other end is connected to the fourth port of the second four-way valve.
  • the second cooling liquid flow path includes a fourth section of the second cooling liquid flow path, a fifth section of the second cooling liquid flow path, and a sixth section of the second cooling liquid flow path.
  • the electronic control and the motor are connected in series on the fourth section of the second cooling fluid flow path
  • the second radiator is provided on the fifth section of the second cooling fluid flow path
  • the second cooling fluid flow The sixth section of the circuit is a short-circuit branch, one end of the fourth section of the second cooling fluid flow path is connected to the third port of the second four-way valve, and the other end selectively passes through the second cooling fluid flow
  • the fifth section of the passage or the sixth section of the second coolant flow passage is connected to the fourth port of the second four-way valve.
  • a second three-way valve is further provided on the second cooling fluid flow path, the first port of the second three-way valve is connected to the fourth section of the second cooling fluid flow path, the second The second port of the three-way valve is connected to the fifth section of the second coolant flow path, and the third port of the second three-way valve is connected to the sixth section of the second coolant flow path.
  • the air conditioning system includes a refrigerant trunk, a first refrigerant branch, and a second refrigerant branch, the first refrigerant branch and the second refrigerant branch are connected in parallel, and the refrigerant trunk is provided with compression And a condenser, a first expansion valve and an evaporator are provided on the first refrigerant branch, and a second expansion valve and a heat exchanger are provided on the second refrigerant branch.
  • the first expansion valve is a thermal expansion valve
  • an electromagnetic valve is further provided on the first refrigerant branch
  • the second expansion valve is an electronic expansion valve
  • the first four-way valve can control the conduction and disconnection between the engine coolant flow path, the heating flow path, and the battery and electric drive thermal management system, so as to achieve different needs Flow path, heat exchange between different components.
  • the engine coolant flow path main path and the engine coolant flow path first branch can be connected, and the first port of the first four-way valve and The second port is turned on, so that the coolant circulates in the circuit formed by the engine coolant flow path and the first branch of the engine coolant flow path, thereby transferring the heat generated by the engine to the battery and electric drive heat through the heat exchanger Management system to achieve heating of power batteries.
  • the heat of the engine to heat the power battery there is no need to additionally install a battery heater in the battery and electric drive thermal management system, which simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.
  • the engine coolant flow path and the engine coolant flow path second branch can be connected, and the second port of the first four-way valve can be controlled and The third port is turned on, and the fourth port and the first port of the first four-way valve are turned on, so that the coolant is formed in the circuit of the main engine coolant flow path, the second branch of the engine coolant flow path, and the heating flow path
  • high-temperature coolant flows through the heater core to achieve heating of the passenger compartment.
  • the engine coolant flow path and the first branch of the engine coolant flow path can be conducted, and the second and third ports of the first four-way valve can be controlled.
  • the fourth port and the first port of the first four-way valve are connected, and the PTC heater is added to the coolant in the heating flow path.
  • the device exchanges heat with the battery and the electric drive thermal management system to achieve heating of the power battery.
  • the PTC heater can be turned on to meet the heating demand of the passenger compartment.
  • the battery and electric drive thermal management system and the air conditioning system can exchange heat through the heat exchanger, when the cooling requirements of the power battery and/or motor are high and rapid cooling is required, the air conditioning system can be used to power the battery and/or motor Allow to cool.
  • a vehicle including the vehicle thermal management system described above.
  • a control method for a vehicle thermal management system for the vehicle thermal management system described above, the method includes: detecting a temperature of a power battery; detecting a current operating mode of the vehicle; when the power battery When the temperature is less than the first battery temperature threshold and the vehicle's current operating mode is the hybrid drive mode, control the engine coolant flow path to communicate with the engine coolant flow path first branch; when the power battery temperature When it is not less than the first battery temperature threshold and the current operating mode of the vehicle is the hybrid drive mode, the engine coolant flow path dry path is controlled to communicate with the engine coolant flow path second branch.
  • the method further includes: when the temperature of the power battery is less than a first battery temperature threshold, and the current operating mode of the vehicle is a charging mode, controlling the engine coolant dry path and the engine coolant flow path
  • the first branch is connected, and the first port and the fourth port of the first four-way valve are controlled to conduct, and the second port and the third port of the first four-way valve are conducted.
  • controlling of the communication between the engine coolant flow path main path and the engine coolant flow path first branch includes controlling the conduction of the first port and the second port of the first three-way valve.
  • the second port and the third port of the first four-way valve are controlled to conduct, and the fourth port and the first port of the first four-way valve are conducted.
  • the first section of the second cooling fluid flow path included in the battery and the electric drive thermal management system is detected The temperature of the cooling liquid in the heating system, and heating the power battery according to the temperature of the cooling liquid in the first stage of the second cooling liquid flow path.
  • the first cooling liquid flow path and the first cooling liquid flow path included in the battery and electric drive thermal management are controlled 2.
  • the coolant flow path is conducting.
  • the first section of the second cooling liquid flow path and the battery and the electric power are controlled
  • the third section of the second coolant flow path included in the heat dissipation management forms a coolant circulation circuit to preheat the coolant in the first section of the second coolant flow path.
  • the method further includes:
  • control the first section of the cooling fluid flow path, the second section of the second cooling fluid flow path and the third section of the second cooling fluid flow path included in the battery and electric drive thermal management form a cooling fluid circulation circuit
  • control the battery and electric drive thermal management including the first A cooling liquid flow path, the first section of the second cooling liquid flow path, the second section of the second cooling liquid flow path, and the third section of the second cooling liquid flow path are conducted, and the operation of the air conditioning system is controlled and
  • the refrigerant in the air conditioning system flows through a three-channel heat exchanger for heat exchange between the first cooling fluid flow path, the air conditioning system, and the first branch of the engine cooling fluid flow path.
  • FIG. 1 is a schematic structural diagram of a vehicle thermal management system according to an embodiment of the present disclosure
  • FIG. 2 is a schematic structural diagram of a vehicle thermal management system according to another embodiment of the present disclosure.
  • FIG. 3 is a schematic structural diagram of a vehicle thermal management system according to yet another embodiment of the present disclosure.
  • FIG. 4 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure.
  • FIG. 5 is a schematic flowchart of a control method of a vehicle thermal management system according to an embodiment of the present disclosure.
  • directional terms such as "refrigerant inlet, coolant inlet, refrigerant outlet, and coolant outlet” are generally used relative to the direction of fluid flow such as refrigerant or coolant, unless otherwise stated
  • the openings for fluid to flow into components in vehicle thermal management systems such as condensers, batteries, and evaporators are “refrigerant inlets and coolant inlets,” and fluid flows from vehicles such as condensers, batteries, and evaporators.
  • the openings that flow out of the components in the thermal management system are “coolant outlet and coolant outlet”.
  • the present disclosure provides a vehicle thermal management system, including a battery and electric drive thermal management system, an engine and a heater core thermal management system, a vehicle air conditioning system, and battery and electric drive thermal management
  • the system exchanges heat through a heat exchanger.
  • the heater core is a device similar to a radiator, which is mainly used to provide heating for the interior of the vehicle.
  • the engine and heater core thermal management system includes an engine coolant flow path, a heating flow path, and a first four-way valve 8.
  • the engine coolant flow path includes an engine coolant flow path trunk, an engine coolant flow path first branch, and an engine coolant flow path second branch.
  • the engine coolant flow path trunk is provided with the engine 2 and the first radiator 13.
  • One end of the main engine coolant flow path is connected to the first port 81 of the first four-way valve 8, and the other end is selectively passed through the first branch of the engine coolant flow path or the second branch of the engine coolant flow path Connected to the second port 82 of the first four-way valve 8, the first branch of the engine coolant flow path exchanges heat with the battery and the electric drive thermal management system through a heat exchanger, and the second branch of the engine coolant flow path is short Connected to the branch; one end of the heating flow path is connected to the third port 83 of the first four-way valve 8, and the other end is connected to the fourth port 84 of the first four-way valve 8.
  • a positive temperature coefficient heater Positive Temperature Coefficient (PTC for short) is the PCT heater 25, the first water pump 24 and the heater core 23 for heating the passenger compartment. It should be noted that, in this disclosure, the vehicle used is a hybrid vehicle.
  • the first four-way valve 8 can control the conduction and disconnection of the engine coolant flow path, the heating flow path, and the battery and electric drive thermal management system, so as to achieve Heat exchange between different flow paths and different components.
  • the engine coolant flow path main path and the engine coolant flow path first branch can be connected, and the first four The first port 81 and the second port 82 of the through valve 8 are turned on, so that the coolant circulates in the circuit formed by the engine coolant flow path main path and the engine coolant flow path first branch, thereby dissipating the heat generated by the engine 2 It is transferred to the battery and the electric drive thermal management system through the heat exchanger to realize the heating of the power battery 7.
  • the heat of the engine 2 is used to heat the power battery 7 without additional battery heaters in the battery and electric drive thermal management system, which simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.
  • the engine coolant flow path main path and the engine coolant flow path second branch can be connected, and the first four-way is controlled
  • the second port 82 and the third port 83 of the valve 8 are connected, and the fourth port 84 and the first port 81 of the first four-way valve 8 are connected, so that the coolant flows on the engine coolant flow path and the engine coolant flow
  • the second branch of the road and the heating flow path are formed to circulate in the circuit, and the high-temperature coolant flows through the heater core 23 to realize heating of the passenger compartment.
  • the excess heat generated by the operation of the engine 2 is fully utilized, and it is not necessary to turn on the PTC heater 25 on the heating flow path, which optimizes the heat circulation method of the vehicle thermal management system and reduces energy consumption.
  • the engine coolant flow path and the first branch of the engine coolant flow path can be connected, and the second port 82 and the third of the first four-way valve 8 can be controlled Port 83 is turned on, and the fourth port 84 and the first port 81 of the first four-way valve 8 are turned on, and the PTC heater 25 is turned on to heat the coolant in the heating flow path, and the coolant passes through the first branch of the engine coolant flow path During the road, the heat exchanger exchanges heat with the battery and the electric drive thermal management system to achieve heating of the power battery 7.
  • the PTC heater 25 can be turned on to meet the heating demand of the passenger compartment.
  • the battery and electric drive thermal management system and the air conditioning system can exchange heat through the heat exchanger, therefore, when the cooling demand of at least one of the power battery and the motor is high and rapid cooling is required, the air conditioning system can be used to At least one of the motors is cooled.
  • the selective conduction of the engine coolant flow path main path to the engine coolant flow path first branch and the engine coolant flow path second branch can be achieved in various ways.
  • a first three-way valve 6 is provided on the engine coolant flow path, the first port 61 of the first three-way valve 6 is connected to the engine coolant flow path trunk, and the second one of the first three-way valve 6
  • the port 62 is connected to the first branch of the engine coolant flow path, and the third port 63 of the first three-way valve 6 is connected to the second branch of the engine coolant flow path.
  • the engine coolant flow path main path and the engine coolant flow path first branch or the engine coolant flow path second branch can be controlled
  • the circuit is turned on to start or stop the heat exchange between the engine and heater core thermal management system and the battery and electric drive thermal management system.
  • the first port 61 and the second port 62 of the first three-way valve 6 can be controlled to conduct, and the heat of the engine 2 can be changed by The heater is transferred to the power battery 7 to heat the power battery 7.
  • the first port 61 and the third port 63 of the first three-way valve 6 can be controlled to conduct, so that the coolant in the engine coolant flow path does not pass through the heat exchanger. , The engine and heater core thermal management system does not exchange heat with the battery and electric drive thermal management system, and will not heat the power battery 7.
  • the coolant inlet of the engine 2 is connected to the coolant outlet of the first radiator 13, and the coolant outlet of the engine 2 is connected to the first three-way valve 6 is connected to the first port 61, and the coolant inlet of the heat exchanger on the first branch of the engine coolant flow path is connected to the second port 62 of the first three-way valve 6.
  • the coolant outlet of the heater and the third port 63 of the first three-way valve 6 are both connected to the second port 82 of the first four-way valve 8, and the coolant inlet of the first radiator 13 is connected to the first four-way valve 8
  • the first port 81 is connected.
  • the coolant flowing out of the coolant outlet of the engine 2 can pass through the first three-way valve 6 to exchange heat through the heat exchanger, reducing heat loss, and maximizing the heat generated by the engine 2 for heating the power battery 7 , which improves the heating efficiency of the engine 2 to the power battery 7.
  • the battery and electric drive thermal management system may have any appropriate composition structure. As shown in FIG. 1, in one embodiment of the present disclosure, the battery and electric drive thermal management system includes a first cooling fluid flow path, a second cooling fluid flow path, a second four-way valve 4, and a first cooling fluid flow Heat exchange with the air conditioning system and with the first branch of the engine coolant flow path.
  • the first coolant flow path is provided with a power battery 7 and a second water pump 16, one end of the first coolant flow path is connected to the first port 41 of the second four-way valve 4, the other end is connected to the second four-way valve 4
  • the second port 42 is connected;
  • the second coolant flow path is provided with a motor 1, an electronic control, a second radiator 11 and a third water pump 12, one end of the second coolant flow path and the third of the second four-way valve 4
  • the port 43 is connected, and the other end is connected to the fourth port 44 of the second four-way valve 4.
  • the electric control may include a motor controller 9 and a DC-DC converter 10, wherein the DC-DC converter 10 is a DC-DC converter.
  • the second four-way valve 4 can realize the conduction and disconnection of the first cooling liquid flow path and the second cooling liquid flow path. In this way, when the vehicle is in the electric drive mode and the power battery 7 needs to be heated, the first cooling liquid flow path and the second cooling liquid flow path can be conducted to heat the power battery 7 using the heat generated by the motor 1.
  • the second port 42 and the fourth port 44 of the second four-way valve 4 can be controlled to conduct, and the first port 41 and the third port 43 of the second four-way valve 4 can conduct to make the first coolant flow path
  • a cooling liquid circuit is formed in series with the second cooling liquid flow path, and the cooling liquid can circulate in the first cooling liquid flow path and the second cooling liquid flow path.
  • the heat generated by the motor 1 can be transferred to the first cooling liquid flow path through the cooling liquid in the second cooling liquid flow path to heat the power battery 7.
  • the heat of the motor 1 is wasted.
  • the vehicle can heat the power battery 7 by the excess heat generated by the motor 1 and the engine 2 in the electric drive mode and the hybrid drive mode, respectively, optimizing the heat cycle of the vehicle thermal management system, reducing energy consumption, and eliminating the need for additional settings
  • the battery heater simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.
  • the air-conditioning system can be used to At least one of the power battery 7 and the motor 1 is rapidly cooled.
  • the first coolant flow path and the second coolant flow path may be disconnected, so that the coolant flow paths where the power battery 7 and the motor 1 are located are mutually independent.
  • the first port 41 and the second port 42 of the second four-way valve 4 can be controlled to conduct, and the third port 43 and the fourth port 44 of the second four-way valve 4 can be conducted to make the first coolant flow path It forms two independent circuits with the second coolant flow path.
  • the power battery 7 and the motor 1 can be heated or cooled separately, which increases the diversity of the selection of the working mode of the vehicle thermal management system.
  • the first coolant flow path exchanges heat with the air conditioning system and the first branch of the engine coolant flow path through a three-channel heat exchanger 500, respectively.
  • the heat exchanger 500 is connected in series with the power battery 7 and the second water pump 16.
  • the coolant in the first branch of the engine coolant flow path flows in from the first coolant inlet 501 of the three-channel heat exchanger 500, and the first coolant outlet 502 flows out; the coolant in the first coolant flow path
  • the second coolant inlet 503 of the three-channel heat exchanger 500 flows in and the second coolant outlet 504 flows out;
  • the refrigerant of the air conditioning system flows in from the refrigerant inlet 505 of the three-channel heat exchanger 500, and the refrigerant outlet 506 flows out.
  • the above three thermal management systems share a heat exchanger, which simplifies the components of the vehicle thermal management system.
  • the first cooling fluid flow path may use two two-channel heat exchangers to exchange heat with the air conditioning system and the engine thermal management system, respectively.
  • the first cooling liquid flow path includes a first cooling liquid flow path dry path, a first cooling liquid flow path first branch, a first cooling liquid flow path second branch, and a first cooling One end of the main channel of the liquid flow path is connected to the first port 41 of the second four-way valve 4, and the other end selectively passes through the first branch of the first cooling liquid flow path or the second branch of the first cooling liquid flow path and the first The second port 42 of the two-four-way valve 4 is connected.
  • the power battery 7 and the first water pump 16 are disposed on the first cooling fluid flow path.
  • the first branch of the first cooling fluid flow path passes through the first heat exchanger 510 and the air conditioner.
  • the system performs heat exchange, and the second branch of the first coolant flow path exchanges heat with the first branch of the engine coolant flow path through the second heat exchanger 520.
  • the layout of the first coolant flow path, the first branch of the engine coolant flow path, and the refrigerant flow path of the air conditioning system is more flexible, which is convenient for laying related coolant pipeline.
  • the first cooling fluid flow path can be connected to the first branch of the first cooling fluid flow path and the second branch of the first cooling fluid flow path through the third three-way valve 20 respectively.
  • the circuit is connected to realize the selective conduction of the first cooling liquid flow path main path, the first cooling liquid flow path first branch and the first cooling liquid flow path second branch.
  • a third four-way valve 3 is further provided on the second cooling liquid flow path, and the second cooling liquid flow path includes a second cooling liquid flow
  • the first section of the circuit, the second section of the second cooling fluid flow path, and the third section of the second cooling fluid flow path, the motor 1 is provided on the first section of the second cooling fluid flow path, and the first section of the second cooling fluid flow path One end is connected to the third port 43 of the second four-way valve 4 and the other end is connected to the first port 31 of the third four-way valve 3; electronic control (including the motor controller 9 and the DC-DC converter 10), the third The water pump 12 and the second radiator 11 are provided on the second section of the second coolant flow path.
  • One end of the second section of the second coolant flow path is connected to the second port 32 of the third four-way valve 3, and the other end is connected to the second The third port 33 of the three-way valve 3 is connected; one end of the third section of the second coolant flow path is connected to the fourth port 34 of the third four-way valve 3, and the other end is connected to the fourth port of the second four-way valve 4 44 connected.
  • the first cooling liquid flow path, the first section of the second cooling liquid flow path, and the third section of the second cooling liquid flow path can be conducted.
  • the second port 42 and the fourth port 44 of the second four-way valve 4 can be controlled to conduct, the first port 41 and the third port 43 of the second four-way valve 4 can be conducted, and the third four-way valve can be controlled
  • the first port 31 and the fourth port 34 of 3 are connected, so that the first coolant flow path, the first section of the second coolant flow path, and the third section of the second coolant flow path are connected in series to form a coolant circuit.
  • the motor 1 The heat generated can be transferred to the first cooling liquid flow path through the third section of the second cooling liquid flow path.
  • the cooling fluid does not pass through the second section of the second cooling fluid flow path, so that the heat generated by the motor 1 does not pass through the second radiator 11 during the transfer process, so that additional heat caused by the cooling fluid flowing through the second radiator 11 can be avoided.
  • the loss improves the heating efficiency of the power battery 7 by the motor 1.
  • the motor controller 9 and the DC-DC converter 10 and the second radiator 11 are connected in series on the second section of the second coolant flow path, by conducting only the second port 32 of the third four-way valve 3 and the second The three ports 33 enable the second section of the second cooling fluid flow path to be connected end to end to form a loop, so that the motor controller 9 and the DC-DC converter 10 can be separately cooled by the second radiator 11.
  • the flow path of the cooling liquid is: second radiator 11 ⁇ third water pump 12 ⁇ motor controller 9 ⁇ DC-DC converter 10 ⁇ third port 33 of third four-way valve 3 ⁇ third four-way valve
  • the second cooling liquid flow path includes a fourth section of the second cooling liquid flow path, a fifth section of the second cooling liquid flow path, and a second cooling liquid flow path
  • the third water pump 12, the electronic control (including the motor controller 9 and the DC-DC converter 10), and the motor 1 are connected in series on the fourth stage of the second coolant flow path, and the second radiator 11 is provided in the second
  • the sixth section of the second coolant flow path is a short-circuited branch, and one end of the fourth section of the second coolant flow path is connected to the third port 43 of the second four-way valve 4, and One end is selectively connected to the fourth port 44 of the second four-way valve 4 through the fifth section of the second cooling liquid flow path or the sixth section of the second cooling liquid flow path.
  • the fourth section of the second coolant flow path passes through the sixth section of the second coolant flow path and the second four-way valve The fourth port 44 of 4 is connected. At this time, the coolant does not pass through the fifth section of the second coolant flow path, and the heat generated by the motor 1 and the electronic control is directly transferred to the first cooling through the sixth section of the second coolant flow path.
  • the second radiator 11 In the liquid flow path, the second radiator 11 is not passed during the transfer process, so it is possible to avoid the additional heat loss caused by the cooling fluid flowing through the second radiator 11 and improve the heating efficiency of the motor 1 to the power battery 7; when the second When the radiator 11 cools the motor 1 and the power battery 7, the fourth section of the second cooling fluid flow path is connected to the fourth port 44 of the second four-way valve 4 through the fifth section of the second cooling fluid flow path. The second radiator 11 radiates heat to the motor 1 and the power battery 7.
  • a second three-way valve 5 is also provided on the second coolant flow path.
  • the first port 51 of the second three-way valve 5 and the second coolant flow path are Connected in four stages, the second port 52 of the second three-way valve 5 is connected to the fifth stage of the second coolant flow path, and the third port 53 of the second three-way valve 5 is connected to the sixth stage of the second coolant flow path.
  • the air conditioning system includes a refrigerant main circuit, a first refrigerant branch circuit, and a second refrigerant branch circuit, the first refrigerant branch circuit and the second refrigerant branch circuit are connected in parallel ,
  • a compressor 14 and a condenser 15 are provided on the refrigerant main road, a first expansion valve 18 and an evaporator 19 are provided on the first refrigerant branch, and a second expansion valve 21 and a heat exchanger (three channels) are provided on the second refrigerant branch Heat exchanger 500 or first heat exchanger 510).
  • a blower 22 is arranged near the evaporator 19 for blowing air to the evaporator 19 and blowing the cold generated by the evaporator 19 into the passenger compartment to realize cooling of the passenger compartment.
  • the evaporator 19 is a type of heat exchanger, and its main function is to evaporate the refrigerant in it. Therefore, the evaporator 19 will generate cooling capacity or output cooling capacity.
  • the cooling capacity here may refer to evaporation. The total energy value of the heat of the passenger compartment consumed by the unit 19 through cooling in a unit time or a period of time.
  • the first expansion valve 18 may be a thermal expansion valve, which is used to adjust the flow rate of the first refrigerant branch.
  • a solenoid valve 17 for shut-off needs to be provided on the first refrigerant branch to cooperate with the first expansion valve 18 .
  • the second expansion valve 21 may be an electronic expansion valve, which is used for shutting off and adjusting the flow rate, so as to control the opening or closing of the second refrigerant branch or the flow rate.
  • the first expansion valve 18 may be an electronic expansion valve.
  • the refrigerant outlet of the compressor 14 communicates with the refrigerant inlet of the condenser 15, and the refrigerant outlet of the condenser 15 respectively communicates with the solenoid valve 17.
  • the refrigerant inlet communicates with the refrigerant inlet of the second expansion valve 21
  • the refrigerant outlet of the solenoid valve 17 communicates with the refrigerant inlet of the first expansion valve 18
  • the refrigerant outlet of the first expansion valve 18 communicates with the refrigerant inlet of the evaporator 19, and the second expansion
  • the refrigerant outlet of the valve 21 communicates with the refrigerant inlet of the heat exchanger (three-channel heat exchanger 500 or first heat exchanger 510), and the refrigerant outlet of the evaporator 19 and the heat exchanger (three-channel heat exchanger 500 or first exchange
  • the refrigerant outlet of the heater 510) communicates with the refrigerant inlet of the compressor 14.
  • the heat exchanger three-channel heat exchanger 500 or the first heat exchange 510
  • the cooling capacity in the air conditioning system is transferred to the battery and the electric drive thermal management system to achieve rapid cooling of at least one of the power battery 7 and the motor 1.
  • the solenoid valve 17 and the first expansion valve 18 can be opened, and the refrigerant flows through the first refrigerant branch, and passes through the evaporator 19 to the passenger compartment Refrigeration.
  • the second expansion valve 21 is opened, the refrigerant flows through the second refrigerant branch, and exchanges heat through the first heat exchanger 510, cooling the coolant in the first coolant flow path, Thus, cooling of the power battery 7 is achieved.
  • the flow rate of the refrigerant in the first refrigerant branch and the second refrigerant branch can be adjusted by adjusting the opening degree of the second expansion valve 21 to perform the air conditioning system. Cold distribution.
  • the vehicle thermal management system may also be provided with one or more exhaust and liquid replenishment devices to replenish the cooling liquid flow path and to discharge the gas in the cooling liquid flow path.
  • a plurality of exhaust and fluid replenishment devices are provided in the vehicle thermal management system, wherein, as shown in FIG. 1, the first exhaust and fluid replenishment device 26 can pass one The three-way pipe is connected to the first coolant flow path.
  • the first coolant flow path uses two two-channel heat exchangers to exchange heat with the air conditioning system and the engine thermal management system
  • the first coolant flow path needs to be provided with a three-way pipe
  • the A main channel of the cooling fluid channel is selectively connected to the first branch of the first cooling fluid channel or the second branch of the first cooling fluid channel, then, it is provided on the first cooling fluid channel of the vehicle thermal management system
  • a four-way pipe can be directly set, so as to realize the passage of the first coolant flow path While the four-way pipe is selectively connected to the first branch of the first cooling liquid flow path or the second branch of the first cooling liquid flow path, the first exhaust and replenishment device 26 can be bypassed to the The first coolant flow path.
  • the second exhaust and replenishment device 27 may be bypassed to the second cooling fluid flow path through a three-way pipe, and optionally, to the third section of the second cooling fluid flow path.
  • the third exhaust and fluid replenishment device 28 may be bypassed to the engine coolant flow path through a three-way pipe.
  • the second exhaust and fluid replacement device 27 can be bypassed to the third port 53 of the second three-way valve 5 and the fourth of the second four-way valve 4 through a four-way pipe. In the coolant flow path between the ports 44, the other port of the four-way valve is connected to one end of the fifth section of the second coolant flow path.
  • the exhaust and liquid replenishment device may be of any appropriate structure and type, as long as it can supplement the cooling liquid flow path and discharge the gas in the cooling liquid flow path.
  • the exhaust and fluid replacement device 23 may be an expansion kettle.
  • a vehicle is provided. As shown in FIG. 4, the vehicle 100 includes the vehicle thermal management system 101 described above.
  • the engine 2 may be used to heat the power battery 7
  • the PTC heater 25 may be used to heat the power battery 7
  • the motor 1 may be used to heat the power battery 7.
  • the temperature of the power battery 7 is detected (step 201) and the current operating mode of the vehicle is detected (step 202).
  • the engine coolant flow path dry path is controlled to communicate with the engine coolant flow path first branch (step 203), specifically Ground, the first port 61 and the second port 62 of the first three-way valve 6 are controlled to conduct, and the heat of the engine 2 is transferred to the cooling liquid in the first cooling liquid flow path through the three-channel heat exchanger 500, thereby affecting the power battery 7 heating, the cooling fluid flow path is: engine 2 ⁇ the first port 61 and the second port 62 of the first three-way valve 6 ⁇ three-channel heat exchanger 500 ⁇ the second port 82 and the first four-way valve 8 First port 81 ⁇ first radiator 13 ⁇ engine 2.
  • the flow path of the cooling liquid is: three-channel heat exchanger 500 ⁇ power battery 7 ⁇ second water pump 16 ⁇ first port 41 and second port 42 of second four-way valve 4 ⁇ three-channel heat exchanger 500.
  • the engine 2 can heat the power battery 7.
  • a battery heater is additionally provided in the electric drive thermal management system to heat the power battery 7, which simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.
  • the heat generated by the engine 2 can also be used to heat the passenger cabin.
  • the second port 82 and the third port 83 of the first four-way valve 8 can be controlled to conduct, and the fourth port 84 and the first port 81 of the first four-way valve 8 can be conducted to realize the engine 2 to the passenger compartment.
  • Heating and cooling fluid flow paths are: engine 2 ⁇ first port 61 and second port 62 of the first three-way valve 6 ⁇ three-channel heat exchanger 500 ⁇ second port 82 and third of the first four-way valve 8 Port 83 ⁇ heater core 23 ⁇ first water pump 24 ⁇ PTC heater 25 (inoperative) ⁇ fourth port 84 and first port 81 of the first four-way valve 8 ⁇ first radiator 13 ⁇ engine 2.
  • the heat of the engine 2 can heat the power battery 7, and if the passenger compartment needs heating at this time, the heat of the engine 2 can also be The heating of the passenger compartment allows the excess heat generated by the engine 2 to be fully utilized, avoids the waste of heat generated by the engine 2, optimizes the heat cycle of the vehicle thermal management system, and reduces energy consumption.
  • the engine coolant flow path and the engine coolant flow can be controlled
  • the second branch of the road is connected (step 204).
  • the engine coolant dry circuit can be controlled to communicate with the engine coolant second branch, so that the coolant in the engine coolant flow channel dry circuit does not flow through the three-channel heat exchanger 500 and does not heat the power battery 7.
  • the second port 82 and the third port 83 of the first four-way valve 8 can be controlled to conduct, and the fourth port 84 and the first port 81 of the first four-way valve 8 can conduct to realize
  • the engine 2 heats the passenger compartment, and the coolant flow path is: engine 2 ⁇ first port 61 and third port 63 of the first three-way valve 6 ⁇ second port 82 and third port of the first four-way valve 8 83 ⁇ heater core 23 ⁇ first pump 24 ⁇ PTC heater 25 ⁇ fourth port 84 and first port 81 of the first four-way valve 8 ⁇ first radiator 13 ⁇ engine 2; at this time, if the passenger compartment No heating is required, that is, neither the power battery 7 nor the passenger compartment needs heating, then the first port 81 and the second port 82 of the first four-way valve 8 can be controlled to conduct, and the coolant flow path is: engine 2 ⁇ The first port 61 and the third port 63 of the first three-way valve 6 ⁇ the first port
  • the power battery 7 may be heated by the heating flow path.
  • the engine coolant dry circuit can be controlled to communicate with the engine coolant first branch, and the first port 81 and the fourth port 84 of the first four-way valve 8 can be controlled to conduct, and the second port of the first four-way valve 8 can be controlled.
  • the port 82 and the third port 83 are connected, and at this time, the flow path of the cooling liquid is: PTC heater 25 ⁇ the fourth port 84 and the first port 81 of the first four-way valve 8 ⁇ the first radiator 13 ⁇ the engine 2 ⁇ First port 61 and third port 62 of the first three-way valve 6 ⁇ Three-channel heat exchanger 500 ⁇ Second port 82 and third port 83 of the first four-way valve 8 ⁇ Heating core 23 ⁇ First Water pump 24 ⁇ PTC heater 25.
  • the flow path of the cooling liquid is: three-channel heat exchanger 500 ⁇ power battery 7 ⁇ second water pump 16 ⁇ first port 41 and second port 42 of second four-way valve 4 ⁇ three-channel heat exchanger 500.
  • the first three-way valve 6, the first four-way valve 8, and the second four-way valve 4 can be used in conjunction to heat the power battery 7 by the heating flow path.
  • the motor 1 can be used to heat the power battery 7, that is, by conducting the first cooling fluid flow path and the second cooling fluid flow path, The cooling liquid in the second cooling liquid flow path flows into the first cooling liquid flow path, and the power battery 7 is heated by the heat generated by the motor 1.
  • the heating control method of the power battery 7 by the motor 1 is as follows:
  • Second detect the temperature of the power battery 7 and the coolant in the first section of the second coolant flow path, when the temperature of the power battery 7 is less than the first battery temperature threshold, and the coolant in the first section of the second coolant flow path
  • the temperature of is greater than the first coolant temperature threshold, that is, when the temperature of the coolant in the first section of the second coolant flow path reaches the temperature that heats the power battery 7, as shown in FIG. 1
  • the second The first port 41 and the third port 43 of the four-way valve 4 are connected, the second port 42 and the fourth port 44 of the second four-way valve 4 are connected, and the first port 31 and the fourth of the third four-way valve 3 are Port 34 is on.
  • the flow path of the cooling liquid is: motor 1 ⁇ first port 31 and fourth port 34 of third four-way valve 3 ⁇ fourth port 44 and second port 42 of second four-way valve 4 ⁇ three-channel change Heater 500 (at this time, the refrigerant of the air conditioner does not pass through the three-channel heat exchanger 500) ⁇ power battery 7 ⁇ second water pump 16 ⁇ first port 41 and third port 43 of the second four-way valve 4 ⁇ motor 1.
  • the second four-way valve 4 and the third four-way valve 3 together, the first cooling fluid flow path and the second cooling fluid flow path can be conducted, and the motor 1 can heat the power battery 7.
  • the heat generated by the motor 1 is directly transferred to the first cooling liquid flow path through the third section of the second cooling liquid flow path, and Without passing through the second section of the second cooling fluid flow path, it does not pass through the second radiator 11 during the transfer process, so it is possible to avoid the additional heat loss caused by the cooling fluid flowing through the second radiator 11 and to reduce the heat generated by the motor 1 As much as possible for the heating of the power battery 7 improves the heating efficiency of the motor 1 to the power battery 7.
  • the temperature of the coolant in the first section of the second coolant flow path is not greater than the first
  • a coolant temperature threshold is reached, that is, when the power battery 7 has a heating requirement, but the temperature of the coolant in the second coolant flow path does not reach the heating temperature of the power battery 7, the second cooling is not temporarily performed
  • the cooling liquid in the first section of the liquid flow path is introduced into the first cooling liquid flow path, and the cooling liquid in the first section of the second cooling liquid flow path can be preheated first.
  • the third port 43 and the fourth port 44 of the second four-way valve 4 can be controlled to conduct, and the first port 31 and the fourth port 34 of the third four-way valve 3 can be conducted so that The first section of the second cooling fluid flow path and the third section of the second cooling fluid flow path form a cooling liquid circulation circuit, and the cooling liquid does not flow through the second radiator 11, and the circulation path of the cooling liquid at this time is: motor 1 ⁇ The first port 31 and the fourth port 34 of the third four-way valve 3 ⁇ The third port 43 and the fourth port 44 of the second four-way valve 4 ⁇ Motor 1, the heat generated by the motor 1 causes the second coolant flow path The temperature of the coolant in the valve gradually rises, and when the temperature of the coolant is greater than the threshold value of the first coolant temperature, the first port 41 and the third port 43 of the second four-way valve 4 are controlled to conduct, and the The second port 42 and the fourth port 44 are conducting, and the first port 31 and the fourth port 34 of the third four-way
  • first battery temperature threshold and first coolant temperature threshold can be set according to actual needs, and this disclosure does not limit this.
  • the second radiator 11 can be used to cool the power battery 7 or it can be used
  • the air-conditioning system cools the power battery 7.
  • the cooling control method is:
  • Second radiator 11 can be used to cool the power battery 7.
  • the first port 41 and the third port 43 of the second four-way valve 4 can be controlled to conduct, the second four-way The second port 42 and the fourth port 44 of the valve 4 are conducting, the first port 31 and the second port 32 of the third four-way valve 3 are conducting, and the third port 33 and the fourth port 34 of the third four-way valve 3 Conducting so that the first cooling liquid flow path, the first section of the second cooling liquid flow path, the second section of the second cooling liquid flow path, and the third section of the second cooling liquid flow path are connected to form a loop.
  • the flow path of the cooling liquid is: second radiator 11 ⁇ third water pump 12 ⁇ motor controller 9 ⁇ DC-DC converter 10 ⁇ third port 33 and fourth port 34 of the third four-way valve 3 ⁇ Fourth port 44 and second port 42 of the second four-way valve 4 ⁇ three-channel heater 500 ⁇ power battery 7 ⁇ second water pump 16 ⁇ first port 41 and third port 43 of the second four-way valve 4 ⁇ motor 1 ⁇ the first port 31 and the second port 32 of the third four-way valve 3 ⁇ the second radiator 11. Since the temperature of the external environment is low, the second radiator 11 can exchange heat with the external environment to meet the cooling requirements of the power battery 7.
  • the above control method for cooling the power battery 7 by the second radiator 11 is suitable for the case where the ambient temperature is low. If the ambient temperature is low, the second radiator 11 is used to cool the power battery 7, but the power When the temperature of the battery 7 still cannot meet the requirements, the power battery 7 can be assisted by the three-channel heat exchanger 500 by means of the air conditioning system, that is, the air conditioning system and the second radiator 11 cooperate to cool the power battery 7.
  • the second battery temperature threshold is greater than the first battery temperature threshold.
  • the second battery temperature threshold and the outdoor ambient temperature threshold can also be set according to specific circumstances, and can take any appropriate value, which is not limited in this disclosure.
  • the temperature of the power battery 7 is greater than the second battery temperature threshold, and the outdoor environment temperature is not less than the outdoor environment temperature threshold, that is, the external environment temperature is high, only use The method of heat exchange and cooling between the second heat exchanger 11 and the external environment cannot satisfy the cooling of the power battery 7.
  • the first port 41 and the second port 42 of the second four-way valve 4 can be controlled to conduct, so that the cooling liquid circulates on the first cooling liquid flow path, and the operation of the air conditioning system is controlled and the refrigerant flow in the air conditioning system is controlled
  • the three-channel heat exchanger 500 cools the cooling liquid in the first cooling liquid flow path through the three-channel heat exchanger 500, thereby cooling the power battery 7.
  • the air conditioning system only cools the power battery 7 and is not used to cool the motor 1, so that the motor 1 can be prevented from occupying the cooling capacity of the air conditioning system. Thus, rapid cooling of the power battery 7 can be achieved.
  • the cooling requirements of the passenger compartment are generally given priority, therefore, when using an air-conditioning system to cool at least one of the power battery 7 and the motor 1, the cooling requirements of the passenger compartment, the power battery 7 or the motor 1 need to be The cooling demand reasonably distributes the refrigerant in the air-conditioning system.
  • the control method is:
  • the air conditioning system can be controlled to operate and the refrigerant in the air conditioning system flows through the evaporation 19 and three-channel heat exchanger 500, cooling the power battery 7 and the passenger compartment at the same time.
  • the solenoid valve 17 and the first expansion valve 18 can be opened to allow the refrigerant to flow through the first refrigerant branch, and cool the passenger compartment through the evaporator 19.
  • the second expansion valve 21 is opened to allow the refrigerant to flow through the second refrigerant branch, exchange heat through the three-channel heat exchanger 500, and cool the cooling liquid in the first cooling liquid flow path, thereby cooling the power battery 7.
  • the flow rate of the refrigerant flowing through the three-channel heat exchanger 500 can be controlled to control the cooling capacity allocated to the passenger compartment and the power battery 7.
  • the cooling of the passenger compartment needs to be prioritized, when the air conditioning system is used to simultaneously cool the power battery 7 and the passenger compartment, after the air conditioning system operates for a preset period of time, if the indoor ambient temperature is still greater than the target indoor temperature It shows that the flow rate of the refrigerant distributed to the evaporator 19 is insufficient.
  • the flow rate of the refrigerant flowing through the three-channel heat exchanger 500 can be reduced, and the flow rate of the refrigerant flowing through the evaporator 19 can be increased.
  • the opening degree of the second expansion valve 21 as much cooling capacity as possible can be allocated to the passenger compartment.
  • the second radiator 11 can be used to cool the motor 1 or the air conditioning system can be used to cool the motor 1 according to the cooling requirements of the motor 1.
  • the motor cooling control method is:
  • the temperature of the liquid temperature is threshold, and the temperature of the motor 1 is less than the temperature threshold of the motor, that is to say, the cooling liquid in the first section of the second coolant flow path has a cooling requirement, and the cooling requirement of the motor 1 is low, at this time, heat can be used
  • the cooler 11 cools the motor 1 and the coolant in the first stage of the second coolant flow path.
  • the third port 43 and the fourth port 44 of the second four-way valve 4 can be controlled to conduct, the first port 31 and the second port 32 of the third four-way valve 3 can conduct, and the The third port 33 and the fourth port 34 are connected.
  • the first section of the second cooling fluid flow path, the second section of the second cooling fluid flow path, and the third section of the second cooling fluid flow path form a cooling fluid circulation circuit.
  • the circulation path of the cooling fluid is: the second radiator 11 ⁇ Third water pump 12 ⁇ Motor controller 9 ⁇ DC-DC converter 10 ⁇ Third port 33 and fourth port 34 of the third four-way valve 3 ⁇ Fourth port 44 and third port of the second four-way valve 4 43 ⁇ motor 1 ⁇ first port 31 and second port 32 of the third four-way valve 3 ⁇ second radiator 11.
  • the air conditioner system and the second radiator 11 can be used to cool the motor.
  • the first port 41 and the third port 43 of the second four-way valve 4 can be controlled to conduct, the second port 42 and the fourth port 44 of the second four-way valve 4 can conduct, and the The first port 31 and the second port 32 are connected, the third port 33 and the fourth port 34 of the third four-way valve 3 are connected, and the operation of the air conditioning system is controlled and the refrigerant in the air conditioning system flows through the three-channel heat exchanger 500 .
  • the circulation path of the coolant is: three-channel heat exchanger 500 ⁇ power battery 7 ⁇ second water pump 16 ⁇ first port 41 and third port 43 of the second four-way valve 4 ⁇ motor 1 ⁇ third four-way valve 3 First port 31 and second port 32 ⁇ second radiator 11 ⁇ third water pump 12 ⁇ motor controller 9 ⁇ DC-DC converter 10 ⁇ third port 33 and fourth port of the third four-way valve 3 34 ⁇ the fourth port 44 and the second port 42 of the second four-way valve 4 ⁇ the three-channel heat exchanger 500.
  • the first cooling liquid flow path, the second cooling liquid flow path first section, the second cooling liquid flow path second section, and the second cooling liquid flow path third section are conducted to pass through the air conditioning system and the second radiator 11 To meet the cooling requirements of the motor 1.

Abstract

一种车辆热管理系统及其控制方法、车辆，该车辆管理系统包括电池及电驱热管理系统和发动机及暖风芯体热管理系统，空调系统与电池及电驱热管理系统通过换热器进行换热，发动机及暖风芯体热管理系统包括发动机冷却液流路、采暖流路和第一四通阀（8），发动机冷却液流路、采暖流路以及电池及电驱热管理系统中电池所在的流路之间通过第一四通阀（8）导通或断开，以实现冷却液流路、采暖流路以及电驱热管理系统中电池所在的流路之间热量的传递，该车辆热管理系统能够实现车辆整车高效的热管理，优化整车能耗。

Description

车辆热管理系统及其控制方法、车辆
相关申请的交叉引用
本公开要求比亚迪股份有限公司于2018年11月29日提交的、发明名称为“车辆热管理系统及其控制方法、车辆”的中国专利申请号“201811446687.6”的优先权。
技术领域
本公开涉及车辆热管理系统领域，具体地，涉及一种车辆热管理系统及其控制方法、车辆。
背景技术
在混合动力车辆的整车热管理系统中，包括空调热管理系统、电池热管理系统、电驱热管理系统及发动机热管理系统。现有发动机热管理路回路与电池系统回路是相对独立的，无法实现循环间的互通，故无法实现发动机对电池的加热。另外，现有的电驱热管理系统独立于空调热管理系统和电池热管理系统，电池的加热主要依赖于电池加热器进行加热，电机或电控产生的热量只能通过电驱热管理系统中的散热器进行散热，造成热量的浪费。当电机或电控的降温需求高时，仅通过散热器进行降温，则降温效率慢并且效果差。此外，电池的冷却主要依赖于空调热管理系统，即使在电池冷却需求较低并且乘员舱无制冷需求时也需要启动空调热管理系统，也增加了整车的能耗负担。
发明内容
本公开的目的是提供一种车辆热管理系统，该车辆热管理系统能够实现车辆整车高效的热管理，优化整车能耗。
为了实现上述目的，本公开提供一种车辆热管理系统，包括电池及电驱热管理系统和发动机及暖风芯体热管理系统，空调系统与所述电池及电驱热管理系统通过换热器进行换热，所述发动机及暖风芯体热管理系统包括发动机冷却液流路、采暖流路和第一四通阀，所述发动机冷却液流路包括发动机冷却液流路干路、发动机冷却液流路第一支路和发动机冷却液流路第二支路，所述发动机冷却液流路干路上设置有发动机和第一散热器，所述发动机冷却液流路干路的一端与所述第一四通阀的第一端口相连，另一端选择性地通过所述发动机冷却液流路第一支路或所述发动机冷却液流路第二支路与所述第一四通阀的第二端 口相连，所述发动机冷却液流路第一支路与所述电池及电驱热管理系统通过换热器进行换热，所述发动机冷却液流路第二支路为短接支路；所述采暖流路的一端与所述第一四通阀的第三端口相连，另一端与所述第一四通阀的第四端口相连，所述采暖流路上串联有PTC加热器、第一水泵和用于乘员舱采暖的暖风芯体。
可选地，所述发动机冷却液流路上设置有第一三通阀，所述第一三通阀的第一端口与所述发动机冷却液流路干路相连，所述第一三通阀的第二端口与所述发动机冷却液流路第一支路相连，所述第一三通阀的第三端口与所述发动机冷却液流路第二支路相连。
可选地，所述发动机的冷却液入口与所述第一散热器的冷却液出口相连，所述发动机的冷却液出口与所述第一三通阀的第一端口相连，所述发动机冷却液流路第一支路上的换热器的冷却液入口与所述第一三通阀的第二端口相连，所述发动机冷却液流路第一支路上的换热器的冷却液出口和所述第一三通阀的第三端口均与所述第一四通阀的第二端口相连，所述第一散热器的冷却液入口与所述第一四通阀的第一端口相连。
可选地，所述电池及电驱热管理系统包括第一冷却液流路、第二冷却液流路、第二四通阀，所述第一冷却液流路与所述空调系统进行换热并且与所述发动机冷却液流路第一支路进行换热，所述第一冷却液流路上设置有动力电池和第二水泵，所述第一冷却液流路的一端与所述第二四通阀的第一端口相连，另一端与所述第二四通阀的第二端口相连；所述第二冷却液流路上设置有电机、电控、第二散热器和第三水泵，所述第二冷却液流路的一端与所述第二四通阀的第三端口相连，另一端与所述第二四通阀的第四端口相连。
可选地，所述第一冷却液流路通过一个三通道换热器分别与所述空调系统和所述发动机冷却液流路第一支路进行换热，所述三通道换热器与所述动力电池和所述第二水泵串联。
可选地，所述第一冷却液流路包括第一冷却液流路干路、第一冷却液流路第一支路、第一冷却液流路第二支路，所述第一冷却液流路干路的一端与所述第二四通阀的第一端口相连，另一端选择性地通过所述第一冷却液流路第一支路或所述第一冷却液流路第二支路与所述第二四通阀的第二端口相连，所述动力电池和所述第二水泵设置在所述第一冷却液流路干路上，所述第一冷却液流路第一支路通过第一换热器与所述空调系统进行换热，所述第一冷却液流路第二支路通过第二换热器与所述发动机冷却液流路第一支路进行换热。
可选地，所述第二冷却液流路上还设置有第三四通阀，所述第二冷却液流路包括第二冷却液流路第一段、第二冷却液流路第二段和第二冷却液流路第三段，所述电机设置在所述第二冷却液流路第一段上，所述第二冷却液流路第一段的一端与所述第二四通阀的第三端口相连，另一端与所述第三四通阀的第一端口相连；所述电控、所述第二散热器和所述第三水泵设置在所述第二冷却液流路第二段上，所述第二冷却液流路第二段的一端与所述第三四通阀的第二端口相连，另一端与所述第三四通阀的第三端口相连；所述第二冷却液 流路第三段的一端与所述第三四通阀的第四端口相连，另一端与所述第二四通阀的第四端口相连。
可选地，所述第二冷却液流路包括第二冷却液流路第四段、第二冷却液流路第五段和第二冷却液流路第六段，所述第三水泵、所述电控、所述电机串联在所述第二冷却液流路第四段上，所述第二散热器设置在所述第二冷却液流路第五段上，所述第二冷却液流路第六段为短接支路，所述第二冷却液流路第四段的一端与所述第二四通阀的第三端口相连，另一端选择性地通过所述第二冷却液流路第五段或所述第二冷却液流路第六段与所述第二四通阀的第四端口相连。
可选地，所述第二冷却液流路上还设置有第二三通阀，所述第二三通阀的第一端口与所述第二冷却液流路第四段相连，所述第二三通阀的第二端口与所述第二冷却液流路第五段相连，所述第二三通阀的第三端口与所述第二冷却液流路第六段相连。
可选地，所述空调系统包括冷媒干路、第一冷媒支路和第二冷媒支路，所述第一冷媒支路与所述第二冷媒支路并联，所述冷媒干路上设置有压缩机和冷凝器，所述第一冷媒支路上设置有第一膨胀阀和蒸发器，所述第二冷媒支路上设置有第二膨胀阀和换热器。
可选地，所述第一膨胀阀为热力膨胀阀，所述第一冷媒支路上还设置有电磁阀，所述第二膨胀阀为电子膨胀阀。
在本公开提供的车辆热管理系统中，通过第一四通阀能够控制发动机冷却液流路、采暖流路及电池及电驱热管理系统之间的导通与断开，从而根据需要实现不同流路、不同元件之间的热量交换。
例如，当车辆处于混合动力驱动模式下且需要加热动力电池时，可导通发动机冷却液流路干路与发动机冷却液流路第一支路，并控制第一四通阀的第一端口和第二端口导通，使得冷却液在发动机冷却液流路干路和发动机冷却液流路第一支路形成的回路中循环，从而将发动机产生的热量通过换热器传递给电池及电驱热管理系统，实现对动力电池的加热。利用发动机的热量给动力电池加热，无需在电池及电驱热管理系统中额外设置电池加热器，精简了车辆热管理系统的组件，节约了车辆热管理系统的成本。
另外，当车辆处于混合动力驱动模式下且乘员舱需要采暖时，可导通发动机冷却液流路干路与发动机冷却液流路第二支路，并控制第一四通阀的第二端口和第三端口导通，第一四通阀的第四端口和第一端口导通，使得冷却液在发动机冷却液流路干路、发动机冷却液流路第二支路和采暖流路形成在回路中循环，高温冷却液流过暖风芯体，实现乘员舱的采暖。充分利用发动机工作产生的多余热量，无需开启采暖流路上的PTC加热器，优化了车辆热管理系统的热量循环方式，降低了能耗。
当车辆处于电驱动模式下且电池需要加热时，可导通发动机冷却液流路干路与发动机 冷却液流路第一支路，并控制第一四通阀的第二端口和第三端口导通，第一四通阀的第四端口和第一端口导通，同时开启PTC加热器加采暖流路中的冷却液，高温冷却液经过发动机冷却液流路第一支路时，通过换热器与电池及电驱热管理系统换热，实现对动力电池的加热。
另外，通过设置采暖流路，当车辆出于充电模式或者发动机产生的热量不能满足乘员舱的采暖需求时，可开启PTC加热器，满足乘员舱的采暖需求。
另外，由于电池及电驱热管理系统与空调系统能够通过换热器进行热量交换，当动力电池和/或者电机的冷却需求高，需要快速冷却时，可采用空调系统对动力电池和/或电机进行冷却。
根据本公开的另一方面，提供一种车辆，包括上述的车辆热管理系统。
根据本公开的另一方面，提供一种车辆热管理系统的控制方法，用于上述的车辆热管理系统，所述方法包括：检测动力电池的温度；检测车辆当前工作模式；当所述动力电池的温度小于第一电池温度阈值，并且车辆当前工作模式为混合动力驱动模式时，控制所述发动机冷却液流路干路与所述发动机冷却液流路第一支路连通；当动力电池的温度不小于第一电池温度阈值，并且车辆当前工作模式为混合动力驱动模式时，控制所述发动机冷却液流路干路与所述发动机冷却液流路第二支路连通。
可选地，所述方法还包括：当所述动力电池的温度小于第一电池温度阈值，并且车辆当前工作模式为充电模式时，控制所述发动机冷却液干路与所述发动机冷却液流路第一支路连通，并且控制所述第一四通阀的第一端口和第四端口导通，所述第一四通阀的第二端口和第三端口导通。
可选地，所述控制所述发动机冷却液流路干路与所述发动机冷却液流路第一支路连通，包括：控制第一三通阀的第一端口和第二端口导通。
可选地，当乘员舱需要采暖时，控制所述第一四通阀的第二端口和第三端口导通，所述第一四通阀的第四端口和第一端口导通。
可选地，当所述动力电池的温度小于第一电池温度阈值，并且车辆当前工作模式为电驱动模式时，检测所述电池及电驱热管理系统包括的第二冷却液流路第一段中的冷却液的温度，并根据所述第二冷却液流路第一段中的冷却液的温度，对所述动力电池进行加热。
可选地，当所述第二冷却液流路第一段中的冷却液的温度大于第一冷却液温度阈值时，控制所述电池及电驱热管理包括的第一冷却液流路和第二冷却液流路导通。
可选地，当所述第二冷却液流路第一段中的冷却液的温度不大于第一冷却液温度阈值时，控制所述第二冷却液流路第一段和所述电池及电驱热管理包括的第二冷却液流路第三段形成冷却液循环回路，以对所述第二冷却液流路第一段中的冷却液进行预热。
可选地，所述方法还包括：
检测所述电池及电驱热管理包括的第二冷却液流路第一段中的冷却液的温度和所述第二冷却液流路第一段上设置的电机的温度；
当所述第二冷却液流路第一段中的冷却液的温度大于第一冷却液温度阈值且小于第二冷却液温度阈值，并且所述电机的温度小于电机温度阈值时，控制所述第二冷却液流路第一段、所述电池及电驱热管理包括的第二冷却液流路第二段、第二冷却液流路第三段形成冷却液循环回路；
当所述第二冷却液流路第一段中的冷却液的温度不小于第二冷却液温度阈值，或者电机的温度不小于电机温度阈值时，控制所述电池及电驱热管理包括的第一冷却液流路、所述第二冷却液流路第一段、所述第二冷却液流路第二段、第二冷却液流路第三段导通，并且控制所述空调系统运行且使所述空调系统中的冷媒流经用于所述第一冷却液流路、所述空调系统和所述发动机冷却液流路第一支路之间换热的三通道换热器。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是本公开一种实施方式的车辆热管理系统的结构示意图；
图2是本公开另一种实施方式的车辆热管理系统的结构示意图；
图3是本公开再一种实施方式的车辆热管理系统的结构示意图；
图4是本公开一种实施例方式的车辆的结构示意图；
图5是本公开一张实施例的车辆热管理系统的控制方法的流程示意图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
在本公开中，在未作相反说明的情况下，使用的方位词如“冷媒入口、冷却液入口、冷媒出口和冷却液出口”通常是相对于例如冷媒或冷却液等流体的流动方向而言的，具体地，流体向例如冷凝器、电池、蒸发器等车辆热管理系统中的零部件中流入的开口为“冷媒入口和冷却液入口”，流体从例如冷凝器、电池、蒸发器等车辆热管理系统中的零部件中流出的开口为“冷媒出口和冷却液出口”。
如图1至图3所示，本公开提供了一种车辆热管理系统，包括电池及电驱热管理系统、 发动机及暖风芯体热管理系统，车辆的空调系统与电池及电驱热管理系统通过换热器进行换热。其中，暖风芯体为一种类似于散热器的装置，主要用于为车辆内部提供暖气。本申请实施例中，发动机及暖风芯体热管理系统包括发动机冷却液流路、采暖流路和第一四通阀8。发动机冷却液流路包括发动机冷却液流路干路、发动机冷却液流路第一支路和发动机冷却液流路第二支路，发动机冷却液流路干路上设置有发动机2和第一散热器13，发动机冷却液流路干路的一端与第一四通阀8的第一端口81相连，另一端选择性地通过发动机冷却液流路第一支路或发动机冷却液流路第二支路与第一四通阀8的第二端口82相连，发动机冷却液流路第一支路与电池及电驱热管理系统通过换热器进行换热，发动机冷却液流路第二支路为短接支路；采暖流路的一端与第一四通阀8的第三端口83相连，另一端与第一四通阀8的第四端口84相连，采暖流路上串联有正温度系数加热器(Positive Temperature Coefficient，简称PTC)即PCT加热器25、第一水泵24和用于乘员舱采暖的暖风芯体23。需要说明的是，本公开中，采用的车辆为混合动力车辆。
在本公开提供的车辆热管理系统中，通过第一四通阀8能够控制发动机冷却液流路、采暖流路及电池及电驱热管理系统之间的导通与断开，从而根据需要实现不同流路、不同元件之间的热量交换。
例如，当车辆处于混合动力驱动模式下且需要加热动力电池7时，如图1所示，可导通发动机冷却液流路干路与发动机冷却液流路第一支路，并控制第一四通阀8的第一端口81和第二端口82导通，使得冷却液在发动机冷却液流路干路和发动机冷却液流路第一支路形成的回路中循环，从而将发动机2产生的热量通过换热器传递给电池及电驱热管理系统，实现对动力电池7的加热。利用发动机2的热量给动力电池7加热，无需在电池及电驱热管理系统中额外设置电池加热器，精简了车辆热管理系统的组件，节约了车辆热管理系统的成本。
另外，当车辆处于混合动力驱动模式下且乘员舱需要采暖时，如图1所示，可导通发动机冷却液流路干路与发动机冷却液流路第二支路，并控制第一四通阀8的第二端口82和第三端口83导通，第一四通阀8的第四端口84和第一端口81导通，使得冷却液在发动机冷却液流路干路、发动机冷却液流路第二支路和采暖流路形成在回路中循环，高温冷却液流过暖风芯体23，实现乘员舱的采暖。充分利用发动机2工作产生的多余热量，无需开启采暖流路上的PTC加热器25，优化了车辆热管理系统的热量循环方式，降低了能耗。
当车辆处于电驱动模式下且电池需要加热时，可导通发动机冷却液流路干路与发动机冷却液流路第一支路，并控制第一四通阀8的第二端口82和第三端口83导通，第一四通阀8的第四端口84和第一端口81导通，同时开启PTC加热器25加热采暖流路中的冷却液，冷却液经过发动机冷却液流路第一支路时，通过换热器与电池及电驱热管理系统换热， 实现对动力电池7的加热。
另外，如图1所示，通过设置采暖流路，当车辆处于充电模式或者发动机2产生的热量不能满足乘员舱的采暖需求时，可开启PTC加热器25，满足乘员舱的采暖需求。
另外，由于电池及电驱热管理系统与空调系统能够通过换热器进行热量交换，因此，当动力电池和电机中至少一个的冷却需求高，需要快速冷却时，可以采用空调系统对动力电池和电机中至少一个进行冷却。
在本公开中，可通过多种方式实现发动机冷却液流路干路与发动机冷却液流路第一支路和发动机冷却液流路第二支路的选择性导通。如图1所示，发动机冷却液流路上设置有第一三通阀6，第一三通阀6的第一端口61与发动机冷却液流路干路相连，第一三通阀6的第二端口62与发动机冷却液流路第一支路相连，第一三通阀6的第三端口63与发动机冷却液流路第二支路相连。这样，通过控制第一三通阀6的各个端口之间的导通和截止，即可控制发动机冷却液流路干路与发动机冷却液流路第一支路或发动机冷却液流路第二支路导通，从而启动或停止发动机及暖风芯体热管理系统与电池及电驱热管理系统的热交换。例如，如图1所示，当需要利用发动机2产生的热量加热动力电池7时，可控制第一三通阀6的第一端口61和第二端口62导通，将发动机2的热量通过换热器传递给动力电池7，以对动力电池7进行加热。当动力电池7不需要加热时，可控制第一三通阀6的第一端口61和第三端口63导通，使得发动机冷却液流路干路中的冷却液不经过换热器，此时，发动机及暖风芯体热管理系统不与电池及电驱热管理系统发生热交换，不会对动力电池7加热。
进一步地，作为本公开一种可选的实施方式，如图1所示，发动机2的冷却液入口与第一散热器13的冷却液出口相连，发动机2的冷却液出口与第一三通阀6的第一端口61相连，发动机冷却液流路第一支路上的换热器的冷却液入口与第一三通阀6的第二端口62相连，发动机冷却液流路第一支路上的换热器的冷却液出口和第一三通阀6的第三端口63均与第一四通阀8的第二端口82相连，第一散热器13的冷却液入口与第一四通阀8的第一端口81相连。这样，从发动机2的冷却液出口流出的冷却液经第一三通阀6后能够紧接着通过换热器换热，减少了热量损失，最大限度将发动机2产生的热量供动力电池7加热使用，提升了发动机2对动力电池7的加热效率。
另外，发动机2工作时，发热量较大，冷却需求较高，通过将第一散热器13设置在发动机2的上游且两者相邻设置，使得经过第一散热器13冷却后的低温冷却液紧接着对发动机2进行冷却，具有更优的冷却效果。在本公开中，电池及电驱热管理系统可以具有任意适当的组成结构。如图1所示，在本公开的一种实施方式中，电池及电驱热管理系统包括第一冷却液流路、第二冷却液流路、第二四通阀4，第一冷却液流路与空调系统进行换热 并且与发动机冷却液流路第一支路进行换热。
其中，第一冷却液流路上设置有动力电池7和第二水泵16，第一冷却液流路的一端与第二四通阀4的第一端口41相连，另一端与第二四通阀4的第二端口42相连；第二冷却液流路上设置有电机1、电控、第二散热器11和第三水泵12，第二冷却液流路的一端与第二四通阀4的第三端口43相连，另一端与第二四通阀4的第四端口44相连。其中，如图1所示，电控可以包括电机控制器9和DC-DC变换器10，其中，DC-DC变换器10为直流转直流的变换器。
在本公开中，通过第二四通阀4可实现第一冷却液流路和第二冷却液流路的导通和断开。这样，当车辆处于电驱动模式且需要加热动力电池7时，可导通第一冷却液流路和第二冷却液流路，利用电机1产生的热量加热动力电池7。具体地，可控制第二四通阀4的第二端口42与第四端口44导通，第二四通阀4的第一端口41与第三端口43导通，使得第一冷却液流路和第二冷却液流路串联成冷却液回路，冷却液能够在第一冷却液流路和第二冷却液流路中循环流动。这样，电机1产生热量可通过第二冷却液流路中的冷却液传递到第一冷却液流路上，加热动力电池7。通过利用电机1产生的多余热量加热动力电池7，避免了电机1热量的浪费。这样，车辆在电驱动模式和混合动力驱动模式下，可分别通过电机1和发动机2产生的多余热量加热动力电池7，优化了车辆热管理系统的热量循环方式，降低了能耗，无需额外设置电池加热器，精简了车辆热管理系统的组件，节约了车辆热管理系统的成本。
并且，由于第一冷却液流路还能够与空调系统进行换热，因此，当动力电池7和电机1中至少一个的冷却需求较高，采用散热器无法满足冷却要求时，可通过空调系统对动力电池7和电机1中至少一个进行快速冷却。
另外，当需要单独对动力电池7或电机1进行加热或冷却时，可断开第一冷却液流路和第二冷却液流路，使得动力电池7和电机1所处的冷却液流路相互独立。具体地，可控制第二四通阀4的第一端口41和第二端口42导通，第二四通阀4的第三端口43与第四端口44导通，使第一冷却液流路和第二冷却液流路形成相互独立的两个回路。这样，根据实际需要，可分别进行动力电池7和电机1的加热或冷却，增加了车辆热管理系统的工作模式选择的多样性。
在本公开的一种实施方式中，如图1所示，第一冷却液流路通过一个三通道换热器500分别与空调系统和发动机冷却液流路第一支路进行换热，三通道换热器500与动力电池7和第二水泵16串联。具体地，发动机冷却液流路第一支路中的冷却液从三通道换热器500的第一冷却液入口501流入，第一冷却液出口502流出；第一冷却液流路中的冷却液从三通道换热器500的第二冷却液入口503流入，第二冷却液出口504流出；空调系统的冷媒 从三通道换热器500的冷媒入口505流入，冷媒出口506流出。上述三个热管理系统共用一个换热器，精简了车辆热管理系统的组件。
在本公开的另一种可替换的实施方式中，如图2所示，第一冷却液流路可采用两个二通道换热器分别与空调系统和发动机热管理系统进行热交换。具体地，如图2所示，第一冷却液流路包括第一冷却液流路干路、第一冷却液流路第一支路、第一冷却液流路第二支路，第一冷却液流路干路的一端与第二四通阀4的第一端口41相连，另一端选择性地通过第一冷却液流路第一支路或第一冷却液流路第二支路与第二四通阀4的第二端口42相连，动力电池7和第一水泵16设置在第一冷却液流路干路上，第一冷却液流路第一支路通过第一换热器510与空调系统进行换热，第一冷却液流路第二支路通过第二换热器520与发动机冷却液流路第一支路进行换热。通过设置两个二通道换热器，使得第一冷却液流路、发动机冷却液流路第一支路、空调系统的冷媒流路三者之间的位置布置更为灵活，便于铺设相关冷却液管道。
其中，可选地，如图2所示，第一冷却液流路干路可通过第三三通阀20分别与第一冷却液流路第一支路和第一冷却液流路第二支路相连，以实现第一冷却液流路干路与第一冷却液流路第一支路和第一冷却液流路第二支路的选择性导通。
进一步地，在本公开的一种实施方式中，如图1和图2所示，第二冷却液流路上还设置有第三四通阀3，第二冷却液流路包括第二冷却液流路第一段、第二冷却液流路第二段和第二冷却液流路第三段，电机1设置在第二冷却液流路第一段上，第二冷却液流路第一段的一端与第二四通阀4的第三端口43相连，另一端与第三四通阀3的第一端口31相连；电控(包括电机控制器9和DC-DC变换器10)、第三水泵12和第二散热器11设置在第二冷却液流路第二段上，第二冷却液流路第二段的一端与第三四通阀3的第二端口32相连，另一端与第三四通阀3的第三端口33相连；第二冷却液流路第三段的一端与第三四通阀3的第四端口34相连，另一端与第二四通阀4的第四端口44相连。
这样，当车辆处在电驱动模式下且需要加热动力电池7时，可导通第一冷却液流路、第二冷却液流路第一段和第二冷却液流路第三段。具体地，可控制第二四通阀4的第二端口42与第四端口44导通，第二四通阀4的第一端口41与第三端口43导通，并控制第三四通阀3的第一端口31和第四端口34导通，使得第一冷却液流路、第二冷却液流路第一段、第二冷却液流路第三段串联成冷却液回路，这样，电机1产生热量可通过第二冷却液流路第三段传递到第一冷却液流路上。冷却液不经过第二冷却液流路第二段，使得电机1产生的热量在传递过程中不经过第二散热器11，因此可以避免因冷却液流经第二散热器11而造成额外的热量损失，提高了电机1对动力电池7的加热效率。
而且，由于电机控制器9和DC-DC变换器10与第二散热器11串联在第二冷却液流路 第二段上，通过仅导通第三四通阀3的第二端口32和第三端口33，使得第二冷却液流路第二段自身首尾相连形成回路，从而能够利用第二散热器11单独对电机控制器9和DC-DC变换器10冷却。此时，冷却液的流通路径为：第二散热器11→第三水泵12→电机控制器9→DC-DC变换器10→第三四通阀3的第三端口33→第三四通阀3的第二端口32→第二散热器11。
在本公开的再一种实施方式中，如图3所示，第二冷却液流路包括第二冷却液流路第四段、第二冷却液流路第五段和第二冷却液流路第六段，第三水泵12、电控(包括电机控制器9和DC-DC变换器10)、电机1串联在第二冷却液流路第四段上，第二散热器11设置在第二冷却液流路第五段上，第二冷却液流路第六段为短接支路，第二冷却液流路第四段的一端与第二四通阀4的第三端口43相连，另一端选择性地通过第二冷却液流路第五段或第二冷却液流路第六段与第二四通阀4的第四端口44相连。
在本实施方式中，当车辆处于电驱动模式，利用电机1的热量给动力电池7加热时，第二冷却液流路第四段通过第二冷却液流路第六段与第二四通阀4的第四端口44相连，此时，冷却液不经过第二冷却液流路第五段，电机1和电控产生的热量都通过第二冷却液流路第六段直接传递到第一冷却液流路中，传递过程中没有经过第二散热器11，因此可以避免冷却液流经第二散热器11造成额外的热量损失，提高了电机1对动力电池7的加热效率；当采用第二散热器11对电机1和动力电池7冷却时，第二冷却液流路第四段通过第二冷却液流路第五段与第二四通阀4的第四端口44相连，此时，可以通过第二散热器11给电机1和动力电池7散热。
为了精简车辆热管理系统的组件，如图3所示，第二冷却液流路上还设置有第二三通阀5，第二三通阀5的第一端口51与第二冷却液流路第四段相连，第二三通阀5的第二端口52与第二冷却液流路第五段相连，第二三通阀5的第三端口53与第二冷却液流路第六段相连。
如图1至图3所示，在本公开的一种实施方式中，空调系统包括冷媒干路、第一冷媒支路和第二冷媒支路，第一冷媒支路与第二冷媒支路并联，冷媒干路上设置有压缩机14和冷凝器15，第一冷媒支路上设置有第一膨胀阀18和蒸发器19，第二冷媒支路上设置有第二膨胀阀21和换热器(三通道换热器500或第一换热器510)。并且，在蒸发器19附近还布置有鼓风机22，以用于向蒸发器19吹风并将蒸发器19产生的冷量吹入乘员舱，实现乘员舱制冷。需要说明的是，蒸发器19为换热器的一种，主要作用为制冷剂在其内吸热蒸发，因此，蒸发器19会产生冷量或输出冷量，此处的冷量可以指蒸发器19在单位时间或一段时间通过制冷所消耗掉乘员舱热量的总能量值。
其中，第一膨胀阀18可为热力膨胀阀，该热力膨胀阀用于调节第一冷媒支路的流量。 当第一膨胀阀18为热力膨胀阀时，为了能够控制第一冷媒支路的开闭，还需在第一冷媒支路上设置用于截流的电磁阀17，以与第一膨胀阀18配合使用。其中，第二膨胀阀21可为电子膨胀阀，该电子膨胀阀用于截流和调节流量，以便于控制第二冷媒支路的开闭或者流量。在其他实施方式中，第一膨胀阀18可为电子膨胀阀。
作为本公开可选地实施方式，如图1至图3所示，在空调系统中，压缩机14的冷媒出口与冷凝器15的冷媒入口连通，冷凝器15的冷媒出口分别与电磁阀17的冷媒入口和第二膨胀阀21的冷媒入口连通，电磁阀17的冷媒出口与第一膨胀阀18的冷媒入口连通，第一膨胀阀18的冷媒出口与蒸发器19的冷媒入口连通，第二膨胀阀21的冷媒出口与换热器(三通道换热器500或第一换热器510)的冷媒入口连通，蒸发器19的冷媒出口和换热器(三通道换热器500或第一换热器510)的冷媒出口均与压缩机14的冷媒入口连通。这样，当动力电池7和电机1中至少一个冷却需求高，需要利用空调系统对动力电池7和电机1中至少一个冷却时，可通过换热器(三通道换热器500或第一换热器510)将空调系统中的冷量传递至电池及电驱热管理系统，实现对动力电池7和电机1中至少一个的快速冷却。
具体地，当乘员舱需要制冷时，以图2所示的实施例为例，可开启电磁阀17和第一膨胀阀18，冷媒流经第一冷媒支路，并通过蒸发器19给乘员舱制冷。当使用空调系统对动力电池7冷却时，开启第二膨胀阀21，冷媒流经第二冷媒支路，并通过第一换热器510换热，冷却第一冷却液流路中的冷却液，从而实现对动力电池7的冷却。当给乘员舱制冷的同时需要给动力电池7冷却时，可以通过调节第二膨胀阀21的开度以分别调节第一冷媒支路和第二冷媒支路上的冷媒的流量，从而进行空调系统的冷量分配。
进一步地，车辆热管理系统还可设置一个或多个排气及补液装置，以向各个冷却液流路补充冷却液以及导出冷却液流路中的气体。在一种实施方式中，如图1和图2所示，车辆热管理系统中设置有多个排气及补液装置，其中，如图1所示，第一排气及补液装置26可通过一个三通管旁接于第一冷却液流路。需要说明的是，第一冷却液流路采用两个二通道换热器分别与空调系统和发动机热管理系统进行热交换时，由于第一冷却液流路上需要设置三通管，用于将第一冷却液流路干路选择性的与第一冷却液流路第一支路或第一冷却液流路第二支路相连，那么，在该车辆热管理系统的第一冷却液流路上设置排气及补液装置时，为了减少器件的设置数量，减小车辆热管理系统的空间占用，如图2所示，可以直接设置一个四通管，从而在实现第一冷却液流路干路通过该四通管选择性的与第一冷却液流路第一支路或第一冷却液流路第二支路相连的同时，第一排气及补液装置26可以通过该四通管旁接于第一冷却液流路。如图1和图2所示，第二排气及补液装置27可通过一个三通管旁接于第二冷却液流路，可选地，旁接于第二冷却液流路第三段。第三排气及补液装置28可通过一个三通管旁接在发动机冷却液流路上。另外，在图3所示的实施方式中，第 二排气及补液装置27可通过一个四通管旁接在第二三通阀5的第三端口53与第二四通阀4的第四端口44之间的冷却液流路上，该四通阀的另一个端口与第二冷却液流路第五段的一端相连。
其中，排气及补液装置可以为任意适当的结构和类型，只要能够实现对冷却液流路补充冷却液及排出冷却液流路中的气体均可。在一种实施方式中，如图1至图3所示，排气及补液装置23可为膨胀壶。
根据本公开的另一方面，提供了一种车辆，如图4所示，该车辆100包括上述的车辆热管理系统101。
对于本公开提供的车辆热管理系统101，既可选用发动机2对动力电池7加热，也可以选用PTC加热器25对动力电池7加热，还可以采用电机1对动力电池7加热。以图1所示的实施例为例，如图5所示，其具体的加热控制方法为：
首先，检测动力电池7的温度(步骤201)并检测车辆当前工作模式(步骤202)。当动力电池7的温度小于第一电池温度阈值，并且车辆当前工作模式为混合动力驱动模式时，控制发动机冷却液流路干路与发动机冷却液流路第一支路连通(步骤203)，具体地，控制第一三通阀6的第一端口61和第二端口62导通，发动机2的热量通过三通道换热器500传递至第一冷却液流路中的冷却液，从而对动力电池7进行加热，冷却液的流通路径为：发动机2→第一三通阀6的第一端口61和第二端口62→三通道换热器500→第一四通阀8的第二端口82和第一端口81→第一散热器13→发动机2。
另外，为了实现对动力电池7的加热，还需要控制第二四通阀4的第二端口42与第一端口41导通，使第一冷却液流路形成回路。此时，冷却液的流通路径为：三通道换热器500→动力电池7→第二水泵16→第二四通阀4的第一端口41和第二端口42→三通道换热器500。
这样，通过第一三通阀6和第二四通阀4配合使用即可实现发动机2对动力电池7的加热。
可以理解的是，通过当车辆当前工作模式为混合动力驱动模式，且动力电池7需要加热时，利用发动机2的热量给动力电池7加热，避免了发动机2产生的热量的浪费，且无需在电池及电驱热管理系统中额外设置电池加热器为动力电池7加热，精简了车辆热管理系统的组件，节约了车辆热管理系统的成本。
此时，如果乘员舱同时需要采暖，还可以利用发动机2产生的热量为乘员舱加热。具体的，可控制第一四通阀8的第二端口82和第三端口83导通，第一四通阀8的第四端口84和第一端口81导通，实现发动机2对乘员舱的加热，冷却液的流通路径为：发动机2→第一三通阀6的第一端口61和第二端口62→三通道换热器500→第一四通阀8的第二端 口82和第三端口83→暖风芯体23→第一水泵24→PTC加热器25(不工作)→第一四通阀8的第四端口84和第一端口81→第一散热器13→发动机2。
可以理解的是，当车辆当前工作模式为混合动力驱动模式，且动力电池7需要加热时，发动机2的热量能够为动力电池7加热，若此时乘员舱需要采暖，发动机2的热量还可以为乘员舱加热，使得发动机2工作产生的多余热量得到了充分利用，避免了发动机2产生的热量的浪费，优化了车辆热管理系统的热量循环方式，降低了能耗。
当动力电池7的温度不小于第一电池温度阈值，并且车辆当前工作模式为混合动力驱动模式时，也就说动力电池7没有加热需求，可控制发动机冷却液流路干路与发动机冷却液流路第二支路连通(步骤204)。此时，可控制发动机冷却液干路与发动机冷却液第二支路连通，使得发动机冷却液流路干路中的冷却液不流经三通道换热器500，不对动力电池7加热。
此时，如果乘员舱需要采暖，可控制第一四通阀8的第二端口82和第三端口83导通，第一四通阀8的第四端口84和第一端口81导通，实现发动机2对乘员舱的加热，冷却液的流通路径为：发动机2→第一三通阀6的第一端口61和第三端口63→第一四通阀8的第二端口82和第三端口83→暖风芯体23→第一水泵24→PTC加热器25→第一四通阀8的第四端口84和第一端口81→第一散热器13→发动机2；此时，如果乘员舱不需要采暖，也就是说动力电池7和乘员舱均不需要采暖，则可控制第一四通阀8的第一端口81和第二端口82导通，冷却液的流通路径为：发动机2→第一三通阀6的第一端口61和第三端口63→第一四通阀8的第一端口81和第二端口82→第一散热器13→发动机2。
另外，当动力电池7的温度小于第一电池温度阈值，并且车辆当前工作模式为充电模式时，可利用采暖流路对动力电池7加热。具体地，可控制发动机冷却液干路与发动机冷却液第一支路连通，并且控制第一四通阀8的第一端口81和第四端口84导通，第一四通阀8的第二端口82和第三端口83导通，此时，冷却液的流通路径为：PTC加热器25→第一四通阀8的第四端口84和第一端口81→第一散热器13→发动机2→第一三通阀6的第一端口61和第三端口62→三通道换热器500→第一四通阀8的第二端口82和第三端口83→暖风芯体23→第一水泵24→PTC加热器25。
另外，为了实现对动力电池7的加热，还需要控制第二四通阀4的第二端口42与第一端口41导通，使第一冷却液流路形成回路。此时，冷却液的流通路径为：三通道换热器500→动力电池7→第二水泵16→第二四通阀4的第一端口41和第二端口42→三通道换热器500。这样，通过第一三通阀6、第一四通阀8和第二四通阀4配合使用即可实现采暖流路对动力电池7加热。
可以理解的是，车辆当前工作模式为充电模式时，由于发动机2和电机1不工作，不 产生热量，因此不能利用发动机2或电机1对动力电池7加热，此时，通过采暖流路，即可实现对动力电池7的加热，满足动力电池7的加热需求。
当动力电池7有加热需求时且车辆当前工作模式为电驱动模式时，可使用电机1对动力电池7进行加热，即，通过将第一冷却液流路和第二冷却液流路导通，使第二冷却液流路中的冷却液流入第一冷却液流路中，利用电机1产生的热量对动力电池7进行加热。以图1所示的实施例为例，电机1对动力电池7的加热控制方法为：
首先，检测动力电池7和第二冷却液流路第一段中的冷却液的温度，当动力电池7的温度小于第一电池温度阈值，并且第二冷却液流路第一段中的冷却液的温度大于第一冷却液温度阈值时，也就是说，第二冷却液流路第一段中的冷却液的温度达到对动力电池7加热的温度时，如图1所示，可控制第二四通阀4的第一端口41与第三端口43导通，第二四通阀4的第二端口42与第四端口44导通，第三四通阀3的第一端口31和第四端口34导通。此时，冷却液的流通路径为：电机1→第三四通阀3的第一端口31和第四端口34→第二四通阀4的第四端口44和第二端口42→三通道换热器500(此时，空调的冷媒不经过三通道热换器500)→动力电池7→第二水泵16→第二四通阀4的第一端口41和第三端口43→电机1。这样，通过第二四通阀4和第三四通阀3配合使用即可导通第一冷却液流路和第二冷却液流路，实现电机1对动力电池7的加热。
其中，由于第三四通阀3的第一端口31和第四端口34导通，使得电机1产生的热量通过第二冷却液流路第三段直接传递到第一冷却液流路中，而不经过第二冷却液流路第二段，传递过程中不经过第二散热器11，因此可以避免因冷却液流经第二散热器11而造成额外的热量损失，能够将电机1产生的热量尽可能多的供动力电池7加热所用，提高了电机1对动力电池7的加热效率。
需要注意的是，在利用电机1的热量给动力电池7加热时，当动力电池7的温度小于第一电池温度阈值，但第二冷却液流路第一段中的冷却液的温度不大于第一冷却液温度阈值时，也就是说，当动力电池7有加热需求，但是第二冷却液流路中的冷却液的温度达不到对动力电池7的加热温度时，暂不将第二冷却液流路第一段中的冷却液导入第一冷却液流路中，可先对第二冷却液流路第一段中的冷却液进行预热。
此时，如图1所示，可控制第二四通阀4的第三端口43和第四端口44导通，第三四通阀3的第一端口31和第四端口34导通，使得第二冷却液流路第一段和第二冷却液流路第三段形成一个冷却液循环回路，并且使冷却液不流经第二散热器11，此时冷却液的流通路径为：电机1→第三四通阀3的第一端口31和第四端口34→第二四通阀4的第三端口43和第四端口44→电机1，电机1产生的热量使第二冷却液流路中的冷却液温度逐渐升高，待冷却液温度大于第一冷却液温度阈值时，再控制第二四通阀4的第一端口41与第三端口 43导通，第二四通阀4的第二端口42与第四端口44导通，第三四通阀3的第一端口31和第四端口34导通，使得冷却液流入第一冷却液流路中，实现电机1对动力电池7的加热。
需要说明的是，上述的第一电池温度阈值和第一冷却液温度阈值可根据实际需求进行设置，本公开对此不作限制。在本公开中，当车辆处于电驱动或充电工作状态且动力电池7有冷却需求时，基于动力电池7冷却需求的高低，既可使用第二散热器11对动力电池7进行冷却，也可使用空调系统对动力电池7进行冷却。其冷却控制方法为：
首先，检测室外环境温度和动力电池7的温度，当动力电池7的温度大于第二电池温度阈值，并且室外环境温度小于室外环境温度阈值时，也就是说，动力电池7需要降温，且车辆外部环境温度较低，此时，可利用第二散热器11对动力电池7进行冷却，具体地，可控制第二四通阀4的第一端口41与第三端口43导通，第二四通阀4的第二端口42与第四端口44导通，第三四通阀3的第一端口31与第二端口32导通，第三四通阀3的第三端口33与第四端口34导通，使得第一冷却液流路、第二冷却液流路第一段和第二冷却液流路第二段、第二冷却液流路第三段导通形成回路。此时，冷却液的流通路径为：第二散热器11→第三水泵12→电机控制器9→DC-DC变换器10→第三四通阀3的第三端口33和第四端口34→第二四通阀4的第四端口44和第二端口42→三通道热器500→动力电池7→第二水泵16→第二四通阀4的第一端口41和第三端口43→电机1→第三四通阀3的第一端口31和第二端口32→第二散热器11。由于外界环境温度较低，利用第二散热器11与外界环境进行换热即可满足动力电池7的冷却需求。
上述利用第二散热器11对动力电池7进行冷却的控制方法适用于环境温度较低的情况，如果在上述环境温度较低的情况下，采用第二散热器11对动力电池7冷却，但动力电池7的温度仍然不能达到要求时，可通过三通道换热器500借助空调系统对动力电池7进行辅助冷却，即通过空调系统与第二散热器11配合，实现对动力电池7的冷却。
需要说明的是，第二电池温度阈值大于第一电池温度阈值。第二电池温度阈值与室外环境温度阈值也可根据具体的情况设定，可以取任意适当的值，本公开对此不作限制。
当检测到的室外环境温度和动力电池7的温度满足：动力电池7的温度大于第二电池温度阈值，并且室外环境温度不小于室外环境温度阈值，也就是说，外界环境温度较高，仅采用第二换热器11与外界环境换热冷却的方式不能满足对动力电池7的冷却。此时，可以控制第二四通阀4的第一端口41与第二端口42导通，使得冷却液在第一冷却液流路上循环，并且，控制空调系统运行且使空调系统中的冷媒流经三通道换热器500，通过三通道换热器500对第一冷却液流路中冷却液冷却，从而冷却动力电池7。在本实施方式中，空调系统仅对动力电池7进行冷却，不用于冷却电机1，从而能够避免电机1占用空调系统的冷量。从而能够实现对动力电池7的快速冷却。
此外，在本公开中，通常优先满足乘员舱的制冷需求，因此，在使用空调系统对冷却动力电池7和电机1中至少一个时，需要根据乘员舱的制冷需求、动力电池7或电机1的冷却需求合理分配空调系统的冷媒。以动力电池7为例，其控制方法为：
首先，接收用户设定的室内环境目标温度，然后检测动力电池7的温度、室内环境温度和室外环境温度，当动力电池7的温度大于第二电池温度阈值，室外环境温度不小于室外环境温度阈值，并且室内环境温度大于室内环境目标温度时，也就说，动力电池7和乘员舱同时需要降温，此时，如图1所示，可控制空调系统运行且使空调系统中的冷媒流经蒸发器19和三通道换热器500，同时给动力电池7和乘员舱降温。
具体地，如图1所示，可开启电磁阀17和第一膨胀阀18，使冷媒流经第一冷媒支路，并通过蒸发器19给乘员舱制冷。同时开启第二膨胀阀21，使冷媒流经第二冷媒支路，通过三通道换热器500换热，冷却第一冷却液流路中的冷却液，从而实现对动力电池7的冷却。
其中，根据室内环境温度和动力电池7的温度，可控制流经三通道换热器500的冷媒流量，以控制分配给乘员舱和动力电池7的冷量。在本公开中，由于需要优先满足乘员舱的降温，因此，在利用空调系统同时给动力电池7和乘员舱降温时，在空调系统运行预设时长后，若室内环境温度仍大于室内环境目标温度，说明分配给蒸发器19的冷媒流量不够，此时，可减小流经三通道换热器500的冷媒流量，增大流经蒸发器19的冷媒流量。具体地，可通过调小第二膨胀阀21的开度，从而将尽量多的冷量分配给乘员舱。
另外，当电机有冷却需求时，根据电机1的冷却需求的高低，既可使用第二散热器11对电机1进行冷却，也可使用空调系统对电机1进行冷却。具体地，以图1所示的实施例为例，电机冷却控制方法为：
首先，检测电机1和第二冷却液流路第一段中的冷却液的温度，当第二冷却液流路第一段中的冷却液的温度大于第一冷却液温度阈值且小于第二冷却液温度阈值，并且电机1的温度小于电机温度阈值时，也就是说，第二冷却液流路第一段中的冷却液有冷却需求，而电机1的冷却需求低，此时，可利用散热器11对电机1和第二冷却液流路第一段中的冷却液进行冷却。
具体地，可控制第二四通阀4的第三端口43与第四端口44导通，第三四通阀3的第一端口31与第二端口32导通，第三四通阀3的第三端口33与第四端口34导通。使得第二冷却液流路第一段、第二冷却液流路第二段、第二冷却液流路第三段形成冷却液循环回路，此时冷却液的流通路径为:第二散热器11→第三水泵12→电机控制器9→DC-DC变换器10→第三四通阀3的第三端口33和第四端口34→第二四通阀4的第四端口44和第三端口43→电机1→第三四通阀3的第一端口31和第二端口32→第二散热器11。
当第二冷却液流路第一段中的冷却液的温度不小于第二冷却液温度阈值，或者电机1的温度不小于电机温度阈值时，也就是说，电机1的冷却需求高，仅用第二散热器11不能满足电机1的冷却需求，此时，可使用空调系统和第二散热器11配合对电机进行冷却。
具体地，可控制第二四通阀4的第一端口41与第三端口43导通，第二四通阀4的第二端口42与第四端口44导通，第三四通阀3的第一端口31与第二端口32导通，第三四通阀3的第三端口33与第四端口34通，并且控制空调系统运行且使空调系统中的冷媒流经三通道换热器500。此时冷却液的流通路径为：三通道换热器500→动力电池7→第二水泵16→第二四通阀4的第一端口41和第三端口43→电机1→第三四通阀3的第一端口31和第二端口32→第二散热器11→第三水泵12→电机控制器9→DC-DC变换器10→第三四通阀3的第三端口33和第四端口34→第二四通阀4的第四端口44和第二端口42→三通道换热器500。使得第一冷却液流路、第二冷却液流路第一段、第二冷却液流路第二段、第二冷却液流路第三段导通，以通过空调系统和第二散热器11的配合以满足电机1的冷却需求。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合，为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (20)

  1. 一种车辆热管理系统，其特征在于，包括电池及电驱热管理系统和发动机及暖风芯体热管理系统，空调系统与所述电池及电驱热管理系统通过换热器进行换热，
    所述发动机及暖风芯体热管理系统包括发动机冷却液流路、采暖流路和第一四通阀(8)，
    所述发动机冷却液流路包括发动机冷却液流路干路、发动机冷却液流路第一支路和发动机冷却液流路第二支路，所述发动机冷却液流路干路上设置有发动机(2)和第一散热器(13)，所述发动机冷却液流路干路的一端与所述第一四通阀(8)的第一端口(81)相连，另一端选择性地通过所述发动机冷却液流路第一支路或所述发动机冷却液流路第二支路与所述第一四通阀(8)的第二端口(82)相连，所述发动机冷却液流路第一支路与所述电池及电驱热管理系统通过换热器进行换热，所述发动机冷却液流路第二支路为短接支路；
    所述采暖流路的一端与所述第一四通阀(8)的第三端口(83)相连，另一端与所述第一四通阀(8)的第四端口(84)相连，所述采暖流路上串联有PTC加热器(25)、第一水泵(24)和用于乘员舱采暖的暖风芯体(23)。
  2. 根据权利要求1所述的车辆热管理系统，其特征在于，所述发动机冷却液流路上设置有第一三通阀(6)，所述第一三通阀(6)的第一端口(61)与所述发动机冷却液流路干路相连，所述第一三通阀(6)的第二端口(62)与所述发动机冷却液流路第一支路相连，所述第一三通阀(6)的第三端口(63)与所述发动机冷却液流路第二支路相连。
  3. 根据权利要求2所述的车辆热管理系统，其特征在于，所述发动机(2)的冷却液入口与所述第一散热器(13)的冷却液出口相连，所述发动机(2)的冷却液出口与所述第一三通阀(6)的第一端口(61)相连，所述发动机冷却液流路第一支路上的换热器的冷却液入口与所述第一三通阀(6)的第二端口(62)相连，所述发动机冷却液流路第一支路上的换热器的冷却液出口和所述第一三通阀(6)的第三端口(63)均与所述第一四通阀(8)的第二端口(82)相连，所述第一散热器(13)的冷却液入口与所述第一四通阀(8)的第一端口(81)相连。
  4. 根据权利要求1-3中任一项所述的车辆热管理系统，其特征在于，所述电池及电驱热管理系统包括第一冷却液流路、第二冷却液流路、第二四通阀(4)，所述第一冷却液流路与所述空调系统进行换热并且与所述发动机冷却液流路第一支路进行换热，
    所述第一冷却液流路上设置有动力电池(7)和第二水泵(16)，所述第一冷却液流路的一端与所述第二四通阀(4)的第一端口(41)相连，另一端与所述第二四通阀(4)的第二端口(42)相连；
    所述第二冷却液流路上设置有电机(1)、电控、第二散热器(11)和第三水泵(12)，所述第二冷却液流路的一端与所述第二四通阀(4)的第三端口(43)相连，另一端与所述第二四通阀(4)的第四端口(44)相连。
  5. 根据权利要求4所述的车辆热管理系统，其特征在于，所述第一冷却液流路通过一个三通道换热器(500)分别与所述空调系统和所述发动机冷却液流路第一支路进行换热，所述三通道换热器(500)与所述动力电池(7)和所述第二水泵(16)串联。
  6. 根据权利要求4所述的车辆热管理系统，其特征在于，所述第一冷却液流路包括第一冷却液流路干路、第一冷却液流路第一支路、第一冷却液流路第二支路，所述第一冷却液流路干路的一端与所述第二四通阀(4)的第一端口(41)相连，另一端选择性地通过所述第一冷却液流路第一支路或所述第一冷却液流路第二支路与所述第二四通阀(4)的第二端口(42)相连，所述动力电池(7)和所述第二水泵(16)设置在所述第一冷却液流路干路上，所述第一冷却液流路第一支路通过第一换热器(510)与所述空调系统进行换热，所述第一冷却液流路第二支路通过第二换热器(520)与所述发动机冷却液流路第一支路进行换热。
  7. 根据权利要求4-6中任一项所述的车辆热管理系统，其特征在于，所述第二冷却液流路上还设置有第三四通阀(3)，所述第二冷却液流路包括第二冷却液流路第一段、第二冷却液流路第二段和第二冷却液流路第三段，
    所述电机(1)设置在所述第二冷却液流路第一段上，所述第二冷却液流路第一段的一端与所述第二四通阀(4)的第三端口(43)相连，另一端与所述第三四通阀(3)的第一端口(31)相连；
    所述电控、所述第二散热器(11)和所述第三水泵(12)设置在所述第二冷却液流路第二段上，所述第二冷却液流路第二段的一端与所述第三四通阀(3)的第二端口(32)相连，另一端与所述第三四通阀(3)的第三端口(33)相连；
    所述第二冷却液流路第三段的一端与所述第三四通阀(3)的第四端口(34)相连，另一端与所述第二四通阀(4)的第四端口(44)相连。
  8. 根据权利要求4-6中任一项所述的车辆热管理系统，其特征在于，所述第二冷却液流路包括第二冷却液流路第四段、第二冷却液流路第五段和第二冷却液流路第六段，
    所述第三水泵(12)、所述电控、所述电机(1)串联在所述第二冷却液流路第四段上，所述第二散热器(11)设置在所述第二冷却液流路第五段上，所述第二冷却液流路第六段为短接支路，所述第二冷却液流路第四段的一端与所述第二四通阀(4)的第三端口(43)相连，另一端选择性地通过所述第二冷却液流路第五段或所述第二冷却液流路第六段与所述第二四通阀(4)的第四端口(44)相连。
  9. 根据权利要求8所述的车辆热管理系统，其特征在于，所述第二冷却液流路上还设置有第二三通阀(5)，所述第二三通阀(5)的第一端口(51)与所述第二冷却液流路第四段相连，所述第二三通阀(5)的第二端口(52)与所述第二冷却液流路第五段相连，所述第二三通阀(5)的第三端口(53)与所述第二冷却液流路第六段相连。
  10. 根据权利要求1-9中任一项所述的车辆热管理系统，其特征在于，所述空调系统包括冷媒干路、第一冷媒支路和第二冷媒支路，所述第一冷媒支路与所述第二冷媒支路并联，所述冷媒干路上设置有压缩机(14)和冷凝器(15)，所述第一冷媒支路上设置有第一膨胀阀(18)和蒸发器(19)，所述第二冷媒支路上设置有第二膨胀阀(21)和换热器。
  11. 根据权利要求10所述的车辆热管理系统，其特征在于，所述第一膨胀阀(18)为热力膨胀阀，所述第一冷媒支路上还设置有电磁阀(17)，所述第二膨胀阀(21)为电子膨胀阀。
  12. 一种车辆，其特征在于，包括权利要求1-11中任一项所述的车辆热管理系统。
  13. 一种车辆热管理系统的控制方法，用于上述权利要求1-11中任一项所述的车辆热管理系统，其特征在于，所述方法包括：
    检测动力电池(7)的温度；
    检测车辆当前工作模式；
    当所述动力电池(7)的温度小于第一电池温度阈值，并且车辆当前工作模式为混合动力驱动模式时，控制所述发动机冷却液流路干路与所述发动机冷却液流路第一支路连通；
    当动力电池(7)的温度不小于第一电池温度阈值，并且车辆当前工作模式为混合动力驱动模式时，控制所述发动机冷却液流路干路与所述发动机冷却液流路第二支路连通。
  14. 根据权利要求13所述的车辆热管理系统的控制方法，其特征在于，所述方法还包括：
    当所述动力电池(7)的温度小于第一电池温度阈值，并且车辆当前工作模式为充电模式时，控制所述发动机冷却液干路与所述发动机冷却液流路第一支路连通，并且控制所述第一四通阀(8)的第一端口(81)和第四端口(84)导通，所述第一四通阀(8)的第二端口(82)和第三端口(83)导通。
  15. 根据权利要求13所述的车辆热管理系统的控制方法，其特征在于，所述控制所述发动机冷却液流路干路与所述发动机冷却液流路第一支路连通，包括：控制第一三通阀(6)的第一端口(61)和第二端口(62)导通。
  16. 根据权利要求15所述的车辆热管理系统的控制方法，其特征在于，当乘员舱需要采暖时，控制所述第一四通阀(8)的第二端口(82)和第三端口(83)导通，所述第一四通阀(8)的第四端口(84)和第一端口(81)导通。
  17. 根据权利要求13所述的车辆热管理系统的控制方法，其特征在于，当所述动力电池(7)的温度小于第一电池温度阈值，并且车辆当前工作模式为电驱动模式时，检测所述电池及电驱热管理系统包括的第二冷却液流路第一段中的冷却液的温度，并根据所述第二冷却液流路第一段中的冷却液的温度，对所述动力电池(7)进行加热。
  18. 根据权利要求17所述的车辆热管理系统的控制方法，其特征在于，当所述第二冷却液流路第一段中的冷却液的温度大于第一冷却液温度阈值时，控制所述电池及电驱热管理包括的第一冷却液流路和第二冷却液流路导通。
  19. 根据权利要求17所述的车辆热管理系统的控制方法，其特征在于，当所述第二冷却液流路第一段中的冷却液的温度不大于第一冷却液温度阈值时，控制所述第二冷却液流路第一段和所述电池及电驱热管理包括的第二冷却液流路第三段形成冷却液循环回路，以对所述第二冷却液流路第一段中的冷却液进行预热。
  20. 根据权利要求13所述的车辆热管理系统的控制方法，其特征在于，所述方法还包括：
    检测所述电池及电驱热管理包括的第二冷却液流路第一段中的冷却液的温度和所述第二冷却液流路第一段上设置的电机(1)的温度；
    当所述第二冷却液流路第一段中的冷却液的温度大于第一冷却液温度阈值且小于第二冷却液温度阈值，并且所述电机(1)的温度小于电机温度阈值时，控制所述第二冷却液流路第一段、所述电池及电驱热管理包括的第二冷却液流路第二段、第二冷却液流路第三段形成冷却液循环回路；
    当所述第二冷却液流路第一段中的冷却液的温度不小于第二冷却液温度阈值，或者电机(1)的温度不小于电机温度阈值时，控制所述电池及电驱热管理包括的第一冷却液流路、所述第二冷却液流路第一段、所述第二冷却液流路第二段、第二冷却液流路第三段导通，并且控制所述空调系统运行且使所述空调系统中的冷媒流经用于所述第一冷却液流路、所述空调系统和所述发动机冷却液流路第一支路之间换热的三通道换热器(500)。
PCT/CN2019/121272 2018-11-29 2019-11-27 车辆热管理系统及其控制方法、车辆 WO2020108532A1 (zh)

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