WO2020108542A1 - 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
WO2020108542A1
WO2020108542A1 PCT/CN2019/121339 CN2019121339W WO2020108542A1 WO 2020108542 A1 WO2020108542 A1 WO 2020108542A1 CN 2019121339 W CN2019121339 W CN 2019121339W WO 2020108542 A1 WO2020108542 A1 WO 2020108542A1
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WIPO (PCT)
Prior art keywords
port
coolant
way valve
thermal management
management system
Prior art date
Application number
PCT/CN2019/121339
Other languages
English (en)
French (fr)
Inventor
廉玉波
凌和平
王刚
蔡树周
宋淦
Original Assignee
比亚迪股份有限公司
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Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to JP2021531025A priority Critical patent/JP7262887B2/ja
Priority to EP19890217.3A priority patent/EP3888964A4/en
Priority to US17/298,348 priority patent/US20220097567A1/en
Publication of WO2020108542A1 publication Critical patent/WO2020108542A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
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    • B60H1/2215—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant the heat being derived from electric heaters
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Definitions

  • the present disclosure relates to the technical field of vehicle thermal management, and particularly to a vehicle thermal management system, a vehicle having the vehicle thermal management system, and a control method of the vehicle thermal management system.
  • the vehicle thermal management system includes three major systems: air conditioning system, battery thermal management system and electric drive thermal management system.
  • the existing electric drive thermal management system is independent of the air conditioning 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 is dissipated through the radiator in the electric drive thermal management system, causing heat waste.
  • the present disclosure aims to solve one of the technical problems in the related art at least to some extent.
  • the first objective of the present disclosure is to propose a vehicle thermal management system that can heat the heat generated by the motor to the battery, avoiding the waste of motor heat, and optimizing the heat circulation method of the vehicle thermal management system, saving Energy consumption, and using the heat generated by the motor to heat the battery, no additional battery heater is required, which simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.
  • the second object of the present disclosure is to propose a vehicle.
  • the third object of the present disclosure is to propose a control method of a vehicle thermal management system.
  • an embodiment of the first aspect of the present disclosure provides a vehicle thermal management system including a battery and an electric drive thermal management system.
  • the battery and electric drive thermal management system includes a first coolant flow path and a second A cooling fluid flow path and a four-way valve.
  • the first cooling fluid flow path is provided with a heat exchanger, a power battery and a first water pump.
  • the second cooling fluid flow path is provided with a motor, a radiator and a second water pump, one end of the second cooling fluid flow path is connected to the four-way
  • the third port of the valve is connected, and the other end is connected to the fourth port of the four-way valve.
  • the vehicle thermal management system of an embodiment of the present disclosure includes a battery and electric drive thermal management system.
  • the battery and electric drive thermal management system includes a first cooling fluid flow path, a second cooling fluid flow path, a four-way valve, and a first cooling fluid flow
  • a heat exchanger, a power battery and a first water pump are provided on the road.
  • One end of the first cooling fluid flow path is connected to the first port of the four-way valve, and the other end is connected to the second port of the four-way valve.
  • a motor, a radiator and a second water pump are provided.
  • One end of the second cooling fluid flow path is connected to the third port of the four-way valve, and the other end is connected to the fourth port of the four-way valve.
  • the system can heat the heat generated by the motor to the battery, avoiding the waste of motor heat, optimizing the heat circulation method of the vehicle thermal management system, saving energy consumption, and using the heat generated by the motor to heat the battery, then No additional battery heater is required, which simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.
  • an embodiment of the second aspect of the present disclosure proposes a vehicle including the vehicle thermal management system of the above embodiment.
  • the vehicle of the embodiment of the present disclosure avoids the waste of motor heat through the above-described vehicle thermal management system, optimizes the heat circulation method of the vehicle thermal management system, saves energy consumption, and uses the heat generated by the motor to heat the battery, then No additional battery heater is required, which simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.
  • the embodiment of the third aspect of the present disclosure proposes a control method for a vehicle thermal management system, which is applicable to the vehicle thermal management system described above.
  • the method includes the following steps: detecting the temperature of the power battery; detecting the second The temperature of the coolant in the coolant flow path; when the temperature of the power battery is less than the first battery temperature threshold and the temperature of the coolant in the second coolant circuit is greater than the first coolant temperature threshold, control four The first port and the fourth port of the port valve are connected, and the second port and the third port of the four-way valve are connected.
  • the temperature of the power battery and the temperature of the cooling fluid in the second cooling fluid flow path are detected, when the temperature of the power battery is less than the first battery temperature threshold, and the second cooling fluid
  • the first port and the fourth port of the four-way valve are controlled to conduct, and the second port and the third port of the four-way valve are conducted.
  • the method can heat the heat generated by the motor to the battery, avoiding the waste of the heat of the motor, optimizing the heat circulation method of the vehicle thermal management system, saving energy consumption, and using the heat generated by the motor to heat the battery, then No additional battery heater is required, which simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.
  • FIG. 1 is a schematic structural diagram of a vehicle thermal management system according to Embodiment 1 of the present disclosure
  • FIG. 2 is a schematic structural diagram of a vehicle thermal management system according to Embodiment 2 of the present disclosure
  • FIG. 3 is a schematic structural diagram of a vehicle thermal management system according to Embodiment 3 of the present disclosure.
  • FIG. 4 is a schematic structural diagram of a vehicle thermal management system according to Embodiment 4 of the present disclosure.
  • FIG. 5 is a schematic structural diagram of a vehicle thermal management system according to Embodiment 5 of the present disclosure.
  • FIG. 6 is a block schematic diagram of a vehicle according to an embodiment of the present disclosure.
  • FIG. 7 is a schematic flowchart of a control method of a vehicle thermal management system according to an embodiment of the present disclosure.
  • radiator (2) three-way valve (3), first port (31) of three-way valve, second port (32) of three-way valve, third port (33) of three-way valve , Four-way valve (4), four-way valve first port (41), four-way valve second port (42), four-way valve third port (43), four-way valve fourth port (44 ), heat exchanger (5), power battery (6), first water pump (7), second water pump (8), motor controller (9), DC-DC converter (10), compressor (11) , Condenser (12), second expansion valve (13), solenoid valve (14), first expansion valve (15), evaporator (16), blower (17), battery heater (18), first PTC Heater (19), third water pump (20), second PTC heater (21), heater core (22), first exhaust fluid replacement device (23), first three-way pipe (24), first Two exhaust fluid replacement device (25), the second three-way pipe (26)
  • directional terms such as "refrigerant inlet, coolant inlet, refrigerant outlet, and coolant outlet” are generally relative to the flow direction of fluids such as refrigerant or coolant
  • the ports where fluid flows 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 ports that flow out of the components in the thermal management system are "coolant outlet and coolant outlet”.
  • the vehicle thermal management system provided in Embodiment 1 of the present disclosure may include an air conditioning system, a battery, and an electric drive thermal management system.
  • the vehicle thermal management system may also include a heat exchanger 5, which is simultaneously installed in the air conditioning system and the battery and electric drive thermal management system, so that the air conditioning system and the battery and electric drive thermal management system can exchange heat.
  • the battery and electric drive thermal management system includes a first cooling fluid flow path, a second cooling fluid flow path and a four-way valve 4, the first cooling fluid flow path is provided with the heat exchanger 5, the power battery 6 and the first water pump 7.
  • first cooling liquid flow path is connected to the first port 41 of the four-way valve 4 and the other end is connected to the second port 42 of the four-way valve 4;
  • second cooling liquid flow path is provided with a motor 1 and a radiator 2 With the second water pump 8, one end of the second coolant flow path is connected to the third port 43 of the four-way valve 4 and the other end is connected to the fourth port 44 of the four-way valve 4.
  • the four-way valve 4 can realize the conduction or disconnection of the first cooling liquid flow path and the second cooling liquid flow path.
  • the first port 41 and the fourth port of the four-way valve 4 can be controlled 44 is turned on, the second port 42 and the third port 43 are turned on, so that the first cooling liquid flow path and the second cooling liquid flow path are connected in series to form a loop, so that the cooling liquid can flow between the first cooling liquid flow path and the second Circulates in the coolant flow path.
  • the heat generated by the motor 1 can be transferred to the first coolant flow path through the coolant in the second coolant flow path for heating the power battery 6, avoiding the waste of the heat of the motor 1, and optimizing the vehicle thermal management system
  • the heat circulation method saves energy consumption.
  • no additional battery heater is required, which simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.
  • the power battery 6 and the motor 1 can also be cooled by the radiator 2 on the second cooling liquid flow path. In this way, when the cooling demand of the power battery 6 is low, there is no need to cool the power battery 6 with the help of the air conditioning system, saving energy consumption.
  • the first coolant flow path and the second coolant flow path can be disconnected, specifically, the first of the four-way valve 4 can be controlled
  • the port 41 and the second port 42 are connected, and the third port 43 and the fourth port 44 are connected, so that the first cooling liquid flow path and the second cooling liquid flow path each form two independent circuits.
  • the heating or cooling management of the power battery 6 and the motor 1 can be separately performed, which increases the diversity of the selection of the working mode of the vehicle thermal management system.
  • the realization of the above multiple working modes only needs to control the switching of the four-way valve, does not need to set up complicated multiple pipelines, and the control is simple and the cost can be saved at the same time.
  • the first port 41 of the four-way valve 4 is connected to the coolant inlet of the heat exchanger 5, and the The coolant outlet is connected to the coolant inlet of the power battery 6, the coolant outlet of the power battery 6 is connected to the coolant inlet of the first water pump 7, and the coolant outlet of the first water pump 7 is connected to the second port 42 of the four-way valve 4 .
  • the heat exchanger 5 upstream of the power battery 6, when the air conditioning system is used to cool the power battery 6, the coolant flowing from the coolant outlet of the heat exchanger 5 can immediately cool the power battery 6. It is beneficial to improve the cooling effect of the power battery 6.
  • the third port 43 of the four-way valve 4 is connected to the coolant inlet of the second water pump 8, and the coolant outlet of the second water pump 8 is connected to the The coolant inlet is connected, the coolant outlet of the motor 1 is connected to the coolant inlet of the radiator 2, and the coolant outlet of the radiator 2 is connected to the fourth port 44 of the four-way valve 4.
  • the radiator 2 downstream of the motor 1, the coolant flowing from the coolant outlet of the motor 1 can be cooled by the radiator 2, and the radiated coolant flows into the first coolant flow path to the power battery 6 During cooling, the cooling effect of the power battery 6 can be improved.
  • a first exhaust fluid supplement device 23 and a second exhaust fluid supplement device 25 may also be provided.
  • the first exhaust fluid supplement device 23 passes through the first three-way pipe 24.
  • the third port c bypasses the first coolant flow path
  • the second exhaust fluid supplement device 25 bypasses the second coolant flow path through the second port b of the second three-way pipe 26.
  • a hydraulic control check valve and a pressure gauge can also be installed in series on the oil outlet pipe connected between the exhaust fluid supplement device and the three-way pipe.
  • the cooling liquid is filled and exhausted , To ensure that the air in the cooling liquid is drained, and the pressure gauge shows the pressure of the system.
  • the exhaust liquid supplement device can supplement the oil loss caused by leakage and evaporation during operation.
  • the air-conditioning system provided in Embodiment 1 of the present disclosure includes a refrigerant main circuit, a first refrigerant branch circuit, and a second refrigerant branch circuit.
  • the first refrigerant branch circuit is parallel to the second refrigerant branch circuit, and the compressor 11 is provided on the refrigerant main circuit Condenser 12, a first expansion valve 15 and an evaporator 16 are provided on the first refrigerant branch, a second expansion valve 13 and a heat exchanger 5 are provided on the second refrigerant branch, and a blower is also arranged near the evaporator 16 17. Used to blow air to the evaporator 16 and blow the cold generated by the evaporator 16 into the passenger compartment to realize cooling of the passenger compartment.
  • the evaporator 16 is a type of heat exchanger, and its main role is to evaporate the refrigerant in it. Therefore, the evaporator 16 will generate cold or output cold.
  • the cold here can 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 15 may be a thermal expansion valve, which is used to adjust the flow rate of the first refrigerant branch.
  • the first expansion valve 15 is a thermal expansion valve, in order to be able to control the opening and closing of the first refrigerant branch, it is also necessary to provide a solenoid valve 14 for shutoff on the first refrigerant branch to cooperate with the first expansion valve 15 .
  • the second expansion valve 13 may be an electronic expansion valve, which is used to intercept flow and adjust the flow rate, so as to control the opening or closing of the second refrigerant branch or the flow rate. In other embodiments, the first expansion valve 15 may also be an electronic expansion valve.
  • the refrigerant outlet of the compressor 11 communicates with the refrigerant inlet of the condenser 12, and the refrigerant outlet of the condenser 12 communicates with the refrigerant inlet of the solenoid valve 14 and
  • the refrigerant inlet of the second expansion valve 13 communicates
  • the refrigerant outlet of the solenoid valve 14 communicates with the refrigerant inlet of the first expansion valve 15
  • the refrigerant outlet of the first expansion valve 15 communicates with the refrigerant inlet of the evaporator 16
  • the The refrigerant outlet communicates with the refrigerant inlet of the heat exchanger 5
  • the refrigerant outlet of the evaporator 16 and the refrigerant outlet of the heat exchanger 5 both communicate with the refrigerant inlet of the compressor 11.
  • the solenoid valve 14 and the first expansion valve 15 are opened, the refrigerant flows through the first refrigerant branch, and cools the passenger cabin through the evaporator 16.
  • the second expansion valve 13 is opened, and the refrigerant flows through the second refrigerant branch and exchanges heat through the heat exchanger 5 to cool the coolant in the first coolant flow path, thereby achieving The power battery 6 is cooled.
  • the opening of the second expansion valve 13 can be adjusted to adjust the flow rates of the refrigerant in the first refrigerant branch and the second refrigerant branch, respectively Cold distribution.
  • the opening degree of the second expansion valve 13 may be adjusted to be smaller, so that more cooling capacity is allocated to the passenger compartment.
  • the second example of the present disclosure adds the following content on the basis of the first example: an electronic control and a three-way valve 3 are also provided on the second cooling liquid flow path, wherein
  • the electronic control includes a motor controller 9 and a DC-DC (Direct-current-Direct converter, DC-DC) converter 10.
  • the second coolant flow path includes a coolant dry path, a first coolant branch, and a second coolant branch.
  • the second water pump 8, the motor controller 9, the DC-DC converter 10, and the motor 1 are provided in On the coolant main road, the radiator 2 is arranged on the first coolant branch, the second coolant branch is a short-circuit branch, one end of the coolant main is connected to the third port 43 of the four-way valve 4, the other end is selected It is connected to the fourth port 44 of the four-way valve 4 through the first cooling liquid branch or the second cooling liquid branch.
  • the electronic control will also generate more heat when it is running.
  • Setting the electronic control on the coolant road can also heat the power generated by the electronic control to the power battery 6; and, The electric control and the motor 1 are connected in series on the cooling fluid dry path. When the motor 1 is radiated, the electric control can also be radiated at the same time, and no additional radiator is needed for the electric control, which saves costs.
  • the coolant dry path is connected to the fourth port 44 of the four-way valve 4 through the second coolant branch. At this time, the coolant does not pass through the radiator 2 and the motor 1 generates The heat is directly transferred to the first coolant flow path through the second coolant branch, and does not pass through the radiator 2 during the transfer process, so it can avoid additional heat loss caused by the coolant flowing through the radiator 2 and improve the motor 1 pair.
  • the heating efficiency of the power battery 6 when the radiator 1 is used to cool the motor 1 and the power battery 6, the coolant main path is connected to the fourth port 44 of the four-way valve 4 through the first coolant branch, at which time heat can be dissipated
  • the radiator 2 dissipates heat to the motor 1 and the power battery 6.
  • a three-way valve 3 is also provided on the second coolant flow path, and the first port 31 of the three-way valve 3 is connected to the coolant main road, and the three-way valve 3
  • the second port 32 is connected to the first coolant branch
  • the third port 33 of the three-way valve 3 is connected to the second coolant branch.
  • the cooling fluid main circuit may also be connected to the first cooling fluid branch and the second cooling fluid branch respectively through a three-way pipe, and the first cooling fluid branch and the second cooling fluid branch are each provided with A solenoid valve.
  • the third port 43 of the four-way valve 4 is connected to the coolant inlet of the second water pump 8, and the second The coolant outlet of the water pump 8 is connected to the coolant inlet of the motor controller 9, the coolant outlet of the motor controller 9 is connected to the coolant inlet of the DC-DC converter 10, and the coolant outlet of the DC-DC converter 10 is connected to the motor 1 is connected to the coolant inlet, the coolant outlet of the motor 1 is connected to the first port 31 of the three-way valve 3, the second port 32 of the three-way valve 3 is connected to the coolant inlet of the radiator 2, the third port of the three-way valve 3 Both the three-port 33 and the coolant outlet of the radiator 2 are connected to the fourth port 44 of the four-way valve 4.
  • the coolant main is directly connected to the four-way valve 4 through the second coolant branch Connected, the coolant does not flow through the radiator 2 so as to prevent the radiator 2 from occupying the heat generated by the motor 1 and the electronic control.
  • the second exhaust fluid supplementing device 25 is bypassed to the second coolant flow path through the four-way pipe.
  • the third embodiment of the present disclosure adds the following content on the basis of the second embodiment: a battery heater 18 is further provided on the first cooling liquid flow path, optionally, The battery heater 18 may be connected in series between the power battery 6 and the heat exchanger 5.
  • the first port 41 and the second port 42 of the four-way valve 4 can be turned on, the third port 43 and the fourth port 44 can be turned on, and the first cooling The liquid flow path becomes an independent circuit, and the battery heater 18 is activated to heat the power battery 6.
  • the first cooling liquid flow path and the second cooling liquid flow path may jointly use an exhaust liquid supplement device.
  • the air conditioning system further includes a first PTC (Positive Temperature Coefficient, positive temperature coefficient heater) heating ⁇ 19 ⁇ 19.
  • the first PTC heater 19 may be arranged in parallel with the evaporator 16, and share the blower 17 with the evaporator 16.
  • the first PTC heater 19 is used to heat the wind blown by the blower 17, and the blower 17 blows the heated warm air into the passenger compartment To achieve heating in the passenger compartment.
  • the first cooling liquid flow path and the second cooling liquid flow path may jointly use an exhaust liquid supplement device.
  • the air conditioning system may further include a third water pump 20, a second PTC heater 21, and warm air
  • the third water pump 20, the second PTC heater 21, and the heater core 22 are connected in series to form a loop.
  • FIG. 5 As an optional arrangement, as shown in FIG.
  • the coolant outlet of the third water pump 20 is connected to the coolant inlet of the second PTC heater 21, and the coolant outlet of the second PTC heater 21 is connected to the heater core
  • the coolant inlet of the body 22 is connected, and the coolant outlet of the heater core 22 is connected to the coolant inlet of the third water pump 20.
  • the above circuit is arranged in the air-conditioning system, wherein the heater core 22 is arranged in parallel with the evaporator 16 in the air-conditioning system, and shares the blower 17 with the evaporator 16, the blower 17 is used to blow the evaporator 16 and the heater core 22 .
  • the blower 17 blows the heat of the warm air core 22 into the passenger cabin to realize heating of the passenger cabin.
  • the circuit where the first cooling liquid flow path, the second cooling liquid flow path, and the warm air core 22 are located may jointly use an exhaust liquid supplement device.
  • the vehicle may be a pure electric vehicle or a hybrid electric vehicle, which is not limited in the present disclosure.
  • the vehicle 1000 of the embodiment of the present disclosure includes the vehicle thermal management system 100 of the above embodiment.
  • the vehicle of the embodiment of the present disclosure avoids the waste of motor heat through the above-described vehicle thermal management system, optimizes the heat circulation method of the vehicle thermal management system, saves energy consumption, and uses the heat generated by the motor to heat the battery, then No additional battery heater is required, which simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.
  • the motor 1 can be used to heat the power battery 6, that is, by conducting the first coolant flow path and the second coolant flow path, the second coolant flow path is cooled The liquid flows into the first cooling liquid flow path, and the power battery 6 is heated by the heat generated by the motor 1.
  • the control method is:
  • the temperature of the power battery 6 and the coolant in the second coolant flow path is detected, when the temperature of the power battery 6 is less than the first battery temperature threshold, and the temperature of the coolant in the second coolant circuit is greater than the
  • a coolant temperature threshold is reached, that is, when the temperature of the coolant in the second coolant flow path reaches the temperature that heats the power battery 6, refer to the vehicle thermal management system provided in Embodiment 2, as shown in FIG. 2,
  • the first port 41 and the fourth port 44 of the four-way valve 4 are controlled to be connected, and the second port 42 and the third port 43 of the four-way valve 4 are connected.
  • the flow path of the cooling liquid is: the first water pump 7 ⁇ four The second port 42 and the third port 43 of the through valve 4 ⁇ the second water pump 8 ⁇ the motor controller 9 ⁇ the DC-DC converter 10 ⁇ the motor 1 ⁇ the first port 31 and the third port 33 of the three-way valve 3 ⁇ four The fourth port 44 and the first port 41 of the through valve 4 ⁇ the heat exchanger 5 ⁇ the power battery 6 ⁇ the first water pump 7.
  • the cooling liquid in the second cooling liquid flow path flows into the first cooling liquid flow path through the four-way valve 4 and the power battery 6 is heated.
  • the heat generated by the motor 1 is used to heat the power battery 6 as much as possible.
  • the temperature of the power battery 6 is less than the first battery temperature threshold and the temperature of the coolant in the second coolant circuit is greater than the first coolant temperature threshold, in addition to controlling the four-way
  • the first port 41 and the fourth port 44 of the valve 4 are connected, the second port 42 and the third port 43 of the four-way valve 4 are connected, and the first port 31 and the third port 33 of the three-way valve 3 can also be controlled Turn on.
  • the heat generated by the motor 1 is directly transferred to the first coolant flow path through the second coolant branch, and does not pass through the radiator 2 during the transfer process, so that additional heat caused by the coolant flowing through the radiator 2 can be avoided.
  • the loss improves the heating efficiency of the power battery 6 by the motor 1.
  • the temperature of the coolant in the second coolant circuit is not greater than the temperature of the first coolant At the threshold, that is, when the power battery 6 has a heating demand, but the temperature of the cooling fluid in the second cooling fluid flow path does not reach the heating battery 6 heating demand, the second cooling fluid flow path
  • the cooling liquid is introduced into the first cooling liquid flow path, and the cooling liquid in the second cooling liquid flow path can be preheated first.
  • the third port 43 and the fourth port 44 of the four-way valve 4 can be controlled to conduct, so that the second coolant flow path forms an independent
  • the circuit does not communicate with the first coolant flow path, and conducts the first port 31 and the third port 33 of the three-way valve 3 so that the coolant does not flow through the radiator 2.
  • the flow path of the coolant is : Second water pump 8 ⁇ motor controller 9 ⁇ DC-DC converter 10 ⁇ motor 1 ⁇ first port 31 and third port 33 of the three-way valve 3 ⁇ fourth port 44 and third port 43 of the four-way valve 4 ⁇ Second water pump 8.
  • the coolant in the second coolant flow path circulates on the coolant dry path and the second coolant branch path, and the heat generated by the motor 1 gradually raises the temperature of the coolant in the second coolant flow path.
  • the port of the four-way valve 4 is switched, that is, the first port 41 and the fourth port 44 of the four-way valve 4 are controlled to conduct, and the second port 42 and the third of the four-way valve 4 are controlled.
  • the port 43 is turned on, so that the cooling liquid in the second cooling liquid flow path flows into the first cooling liquid flow path, and the motor 1 heats the power battery 6.
  • the battery heater 18 located on the first cooling fluid flow path may also be used to heat the power battery 6.
  • the first port 41 and the second port 42 of the four-way valve 4 can be controlled to conduct.
  • the coolant circulation path is: the first water pump 7 ⁇ the second port 42 and the first port 41 of the four-way valve 4 ⁇
  • the heat exchanger 5 ⁇ battery heater 18 ⁇ power battery 6 ⁇ first water pump 7 makes the first coolant flow path form an independent circuit, and the battery heater 18 heats the coolant in the first coolant flow path to achieve The battery heater 18 heats the power battery 6.
  • first battery temperature threshold and first coolant temperature threshold can be set according to actual needs, and this disclosure does not limit this.
  • the temperature of the power battery 6 is high, and the power battery 6 has a cooling requirement.
  • the radiator 2 in the second coolant flow path can be used to cool the power battery 6,
  • the power battery 6 can also be cooled using an air conditioning system.
  • the cooling process is:
  • the first port 41 and the fourth port 44 of the four-way valve 4 can be controlled to conduct, the second port 42 and the third port 43 of the four-way valve 4 can conduct, and the third port of the three-way valve 3 can be conducted.
  • the one port 31 and the second port 32 are connected, so that the first cooling liquid flow path and the second cooling liquid flow path are connected.
  • the coolant flows through the first water pump 7 ⁇ the second port 42 and the third port 43 of the four-way valve 4 ⁇ the second water pump 8 ⁇ the motor controller 9 ⁇ the DC-DC converter 10 ⁇ the motor 1 ⁇ the three-way valve
  • the cooling requirements of the power battery 6 can be met by using the heat exchanger 2 to exchange heat with the external environment.
  • the above control method for cooling the power battery 6 by the radiator 2 is suitable for a case where the ambient temperature is low, wherein, if the ambient temperature is low, the radiator 2 is used to cool the power battery 6, but the power battery 6 When the temperature still cannot meet the requirements, the power battery 6 can be assisted by the heat exchanger 5 by means of the air conditioning system, that is, the air conditioning system and the radiator 2 cooperate to realize the cooling of the power battery 6.
  • 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 first port 41 of the four-way valve 4 can be controlled
  • the second port 42 is turned on, and the coolant flow path is: first water pump 7 ⁇ second port 42 and first port 41 of four-way valve 4 ⁇ heat exchanger 5 ⁇ power battery 6 ⁇ first water pump 7; and , Control the operation of the air conditioning system and allow the refrigerant in the air conditioning system to flow through the heat exchanger 5, at this time the circulation path of the refrigerant is: compressor 11 ⁇ condenser 12 ⁇ second expansion valve 13 ⁇ heat exchanger 5 ⁇ compressor 11, The heat exchanger 5 cools the coolant in the first coolant flow path, thereby cooling the power battery 6.
  • the air conditioning system only cools the power battery 6 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.
  • the thermal management control method for the motor 1 includes a control method for cooling the motor 1.
  • the radiator 2 can be used to cool the motor 1
  • the air conditioning system can be used to cool the motor 1.
  • the specific process is as follows: first, the temperature of the motor 1 and the temperature of the coolant in the second coolant flow path are detected, and when the temperature of the coolant in the second coolant circuit When it is greater than the first coolant temperature threshold and less than the second coolant temperature threshold, and the temperature of the motor 1 is less than the motor temperature threshold, that is to say, the coolant in the second coolant flow path requires cooling, and the motor 1 is cooled
  • the demand is low.
  • the third port 43 and the fourth port 44 of the four-way valve 4 can be controlled to conduct, and the first port 31 and the second port 32 of the three-way valve 3 are conducted.
  • the flow path of the coolant is : Second water pump 8 ⁇ motor controller 9 ⁇ DC-DC converter 10 ⁇ motor 1 ⁇ first port 31 and second port 32 of the three-way valve 3 ⁇ radiator 2 ⁇ fourth port 44 of the four-way valve 4 and Third port 43 ⁇ second water pump 8.
  • the cooling liquid in the second cooling liquid flow path circulates on the cooling liquid main path and the first cooling liquid branch, and the cooling liquid in the second cooling liquid flow path and the motor 1 are cooled by the radiator 2.
  • the air conditioning system and the radiator 2 can be used to cool the motor 1, specifically, the first port 41 and the fourth port 44 of the four-way valve 4 can be controlled to conduct, the four-way valve The second port 42 and the third port 43 of the 4 are connected, and the first port 31 and the second port 32 of the three-way valve 3 are connected.
  • the flow path of the cooling liquid is: the first water pump 7 ⁇ the four-way valve 4 Second port 42 and third port 43 ⁇ second water pump 8 ⁇ motor controller 9 ⁇ DC-DC converter 10 ⁇ motor 1 ⁇ first port 31 and second port 32 of the three-way valve 3 ⁇ radiator 2 ⁇ four
  • the circulation path is: compressor 11 ⁇ condenser 12 ⁇ second expansion valve 13 ⁇ heat exchanger 5 ⁇ compressor 11. In this way, the cooling requirements of the motor 1 are met through the cooperation of the air conditioning system and the radiator 2.
  • the vehicle thermal management system can also cool and heat the passenger compartment to provide a comfortable driving environment for the driver.
  • the solenoid valve 14 and the first expansion valve 15 are opened, the refrigerant flows through the first refrigerant branch, and cools the passenger compartment through the evaporator 16, the refrigerant circulation path at this time is: compressor 11 ⁇ condenser 12 ⁇ solenoid valve 14 ⁇ first expansion valve 15 ⁇ heat exchanger 5 ⁇ compressor 11.
  • the specific control method is: first, receive the indoor environment target temperature set by the user, and detect the indoor environment temperature; when the temperature of the power battery 6 is greater than the second battery temperature threshold, the outdoor environment temperature is not less than the outdoor environment temperature threshold, and the indoor environment When the temperature is greater than the target temperature of the indoor environment, the operation of the air conditioning system is controlled and the refrigerant in the air conditioning system flows through the evaporator 16 and the heat exchanger 5.
  • the air conditioning system runs for a preset period of time, if the indoor ambient temperature is still greater than the indoor ambient target temperature, priority is given to satisfying the cooling requirements of the passenger compartment, and the opening of the second expansion valve 13 is adjusted to reduce the flow through the heat exchanger 5
  • the refrigerant flow rate increases the refrigerant flow rate through the evaporator 16.
  • the first PTC heater 19 can be activated to heat the wind blown by the blower 17 so that the blower 17 blows the heated warm air Enter the passenger cabin to achieve heating of the passenger cabin.
  • the vehicle thermal management system provided in the fifth embodiment shown in FIG. 5 to start the blower 17, the third water pump 20, and the second PTC heater 21, so that the third water pump 20, the second PTC
  • the cooling fluid in the circuit formed by the heater 21 and the heater core 22 in series is circulated, and the coolant flow path is: the third water pump 20 ⁇ the second PTC heater 21 ⁇ the heater core 22, and the coolant is cooled by the second PTC After heating by the heater 21, it flows into the warm air core 22, and the blower 17 can blow the hot air on the warm air core 22 into the passenger cabin for heating the passenger cabin.
  • the temperature of the power battery and the temperature of the cooling fluid in the second cooling fluid flow path are detected, when the temperature of the power battery is less than the first battery temperature threshold, and the second cooling fluid
  • the first port and the fourth port of the four-way valve are controlled to conduct, and the second port and the third port of the four-way valve are conducted.
  • the method can heat the heat generated by the motor to the battery, avoiding the waste of the heat of the motor, optimizing the heat circulation method of the vehicle thermal management system, saving energy consumption, and using the heat generated by the motor to heat the battery, then No additional battery heater is required, which simplifies the components of the vehicle thermal management system and saves the cost of the vehicle thermal management system.

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Abstract

一种车辆热管理系统及其控制方法、车辆。车辆热管理系统包括电池及电驱热管理系统，电池及电驱热管理系统包括第一冷却液流路、第二冷却液流路和四通阀（4），第一冷却液流路上设置有换热器（5）、电池（6）和第一水泵（7），第一冷却液流路的一端与四通阀（4）的第一端口（41）相连，另一端与四通阀（4）的第二端口（42）相连；第二冷却液流路上设置有电机（1）、散热器（2）和第二水泵（8），第二冷却液流路的一端与四通阀（4）的第三端口（43）相连，另一端与四通阀的第四端口（44）相连。

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
本公开基于申请号为201811447896.2，申请日为2018年11月29日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本公开作为参考。
技术领域
本公开涉及车辆热管理技术领域，特别涉及一种车辆热管理系统、一种具有该车辆热管理系统的车辆和一种车辆热管理系统的控制方法。
背景技术
在整车热管理系统中，包括空调系统、电池热管理系统和电驱热管理系统三大系统。现有的电驱热管理系统独立于空调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，电机产生的热量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。
发明内容
本公开旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本公开的第一个目的在于提出一种车辆热管理系统，其能够将电机产生的热量给电池加热，避免了电机热量的浪费，优化了车辆热管理系统的热量循环方式，节约了能耗，并且，利用电机产生的热量给电池加热，则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。
本公开的第二个目的在于提出一种车辆。
本公开的第三个目的在于提出一种车辆热管理系统的控制方法。
为达上述目的，本公开的第一方面实施例提出了一种车辆热管理系统，包括电池及电驱热管理系统，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、四通阀，所述第一冷却液流路上设置有换热器、动力电池和第一水泵，所述第一冷却液流路的一端与所述四通阀的第一端口相连，另一端与所述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、散热器和第二水泵，所述第二冷却液流路的一端与所述四通阀的第三端口相连，另一端与所述四通阀的第四端口相连。
本公开实施例的车辆热管理系统，包括电池及电驱热管理系统，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、四通阀，第一冷却液流路上设置有换热器、动力电池和第一水泵，第一冷却液流路的一端与四通阀的第一端口相连，另一端与四通阀的第二端口相连，第二冷却液流路上设置有电机、散热器和第二水泵，第二冷却液流路的一端与四通阀的第三端口相连，另一端与四通阀的第四端口相连。由此，该系统能够将电机产生的热量给电池加热，避免了电机热量的浪费，优化了车辆热管理系统的热量循环方式，节约了能耗，并且，利用电机产生的热量给电池加热，则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。
为达上述目的，本公开的第二方面实施例提出了一种车辆，其包括上述实施例的车辆热管理系统。
本公开实施例的车辆，通过上述的车辆热管理系统，避免了电机热量的浪费，优化了车辆热管理系统的热量循环方式，节约了能耗，并且，利用电机产生的热量给电池加热，则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。
为达上述目的，本公开的第三方面实施例提出了一种车辆热管理系统的控制方法，适用于上述的车辆热管理系统，所述方法包括以下步骤：检测动力电池的温度；检测第二冷却液流路中的冷却液的温度；当所述动力电池的温度小于第一电池温度阈值，并且所述第二冷却液回路中的冷却液的温度大于第一冷却液温度阈值时，控制四通阀的第一端口与第四端口导通，所述四通阀的第二端口与第三端口导通。
根据本公开实施例的车辆热管理系统的控制方法，检测动力电池的温度、第二冷却液流路中的冷却液的温度，当动力电池的温度小于第一电池温度阈值，并且第二冷却液回路中的冷却液的温度大于第一冷却液温度阈值时，控制四通阀的第一端口与第四端口导通，四通阀的第二端口与第三端口导通。由此，该方法能够将电机产生的热量给电池加热，避免了电机热量的浪费，优化了车辆热管理系统的热量循环方式，节约了能耗，并且，利用电机产生的热量给电池加热，则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。
本公开的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开的上述和/或附加的方面和优点从结合下面附图对实施方式的描述中将变得明显和容易理解，其中：
图1是根据本公开的实施例一的车辆热管理系统的结构示意图；
图2是根据本公开的实施例二的车辆热管理系统的结构示意图；
图3是根据本公开的实施例三的车辆热管理系统的结构示意图；
图4是根据本公开的实施例四的车辆热管理系统的结构示意图；
图5是根据本公开的实施例五的车辆热管理系统的结构示意图；
图6是根据本公开实施例的车辆的方框示意图；以及
图7是根据本公开实施例的车辆热管理系统的控制方法的流程示意图。
附图标记说明：
电机(1)、散热器(2)、三通阀(3)、三通阀的第一端口(31)、三通阀的第二端口(32)、三通阀的第三端口(33)、四通阀(4)、四通阀的第一端口(41)、四通阀的第二端口(42)、四通阀的第三端口(43)、四通阀的第四端口(44)、换热器(5)、动力电池(6)、第一水泵(7)、第二水泵(8)、电机控制器(9)、DC-DC转换器(10)、压缩机(11)、冷凝器(12)、第二膨胀阀(13)、电磁阀(14)、第一膨胀阀(15)、蒸发器(16)、鼓风机(17)、电池加热器(18)、第一PTC加热器(19)、第三水泵(20)、第二PTC加热器(21)、暖风芯体(22)、第一排气补液装置(23)、第一三通管(24)、第二排气补液装置(25)、第二三通管(26)
具体实施方式
下面详细描述本公开的实施例，实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本公开，而不能理解为对本公开的限制。相反，本公开的实施例包括落入所附加权利要求书的精神和内涵范围内的所有变化、修改和等同物。
在本公开中，在未做相反说明的情况下，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端口为“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端口为“冷媒出口和冷却液出口”。
参照图1所示，本公开的实施例一提供的车辆热管理系统可以包括空调系统、电池及电驱热管理系统。此外，该车辆热管理系统还可以包括换热器5，换热器5同时设置在空调系统和电池及电驱热管理系统中，使空调系统和电池及电驱热管理系统可以进行热量交换，实现空调系统对电池及电驱热管理系统降温。其中，电池及电驱热管理系统包括第一冷却液流路、第二冷却液流路和四通阀4，第一冷却液流路上设置有上述换热器5、动力电池6和第一水泵7，第一冷却液流路的一端与四通阀4的第一端口41相连，另一端与四通阀4的第二端口42相连；第二冷却液流路上设置有电机1、散热器2和第二水泵8，第二 冷却液流路的一端与四通阀4的第三端口43相连，另一端与四通阀4的第四端口44相连。
在本公开实施例中，通过四通阀4可以实现第一冷却液流路与第二冷却液流路的导通或者断开。
具体地，当需要导通第一冷却液流路和第二冷却液流路以利用电机1产生的热量对动力电池6进行加热时，可控制四通阀4的第一端口41与第四端口44导通，第二端口42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形成一个回路，以使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。此时，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，用于给动力电池6加热，避免了电机1热量的浪费，优化了车辆热管理系统的热量循环方式，节约了能耗。并且，利用电机1的热量给动力电池6加热，则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。
此外，当第一冷却液流路和第二冷却液流路导通时，还可以利用第二冷却液流路上的散热器2给动力电池6和电机1冷却。这样，当动力电池6冷却需求较低时，无需借助空调系统冷却动力电池6，节约了能耗。
再者，具体地，当需要单独对动力电池6或电机1进行热管理时，可断开第一冷却液流路和第二冷却液流路，具体地，可控制四通阀4的第一端口41和第二端口42导通，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各自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6和电机1的加热或冷却管理，增加了车辆热管理系统的工作模式选择的多样性。上述多种工作模式的实现只需要控制四通阀的切换，不需要设置复杂的多条管路，控制简单的同时还能节省成本。
作为本公开的可选的布置方式，如图1所示，在第一冷却液流路中，四通阀4的第一端口41与换热器5的冷却液入口相连，换热器5的冷却液出口与动力电池6的冷却液入口相连，动力电池6的冷却液出口与第一水泵7的冷却液入口相连，第一水泵7的冷却液出口与四通阀4的第二端口42相连。这样，通过将换热器5设置在动力电池6的上游，当采用空调系统冷却动力电池6时，从换热器5的冷却液出口流出的冷却液能够紧接着对动力电池6进行冷却，有利于提升对动力电池6的冷却效果。
进一步地，如图1所示，在第二冷却液流路中，四通阀4的第三端口43与第二水泵8的冷却液入口相连，第二水泵8的冷却液出口与电机1的冷却液入口相连，电机1的冷却液出口与散热器2的冷却液入口相连，散热器2的冷却液出口与四通阀4的第四端口44相连。同理，通过将散热器2设置在电机1的下游，使得从电机1的冷却液出口流出的冷却液能够通过散热器2冷却，散热后的冷却液流入第一冷却液流路对动力电池6冷却时，能够提升动力电池6的冷却效果。
可选地，在电池及电驱热管理系统中，还可以设置有第一排气补液装置23和第二排气补液装置25，该第一排气补液装置23通过第一三通管24的第三端口c旁接于第一冷却液流路中，第二排气补液装置25通过第二三通管26的第二端口b旁接于第二冷却液流路中。需要说明的是，还可在排气补液装置与三通管之间连接出油管道上串联安装液控单向阀和压力表，在系统工作前，先完成对冷却液的充液和排气，保证将冷却液中的空气排净，同时压力表显示系统的压力，当压力不满足要求时，该排气补液装置可以补充运行过程中因泄漏和蒸发造成的油液损失。
本公开的实施例一中提供的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11和冷凝器12，第一冷媒支路上设置有第一膨胀阀15和蒸发器16，第二冷媒支路上设置有第二膨胀阀13和换热器5，并且，在蒸发器16附近还布置有鼓风机17，以用于向蒸发器16吹风并将蒸发器16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16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16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15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15为热力膨胀阀时，为了能够控制第一冷媒支路的开闭，还需要在第一冷媒支路上设置用于截流的电磁阀14，以与第一膨胀阀15配合使用。第二膨胀阀13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15也可为电子膨胀阀。
作为本公开可选的布置方式，如图1所示，在空调系统中，压缩机11的冷媒出口与冷凝器12的冷媒入口连通，冷凝器12的冷媒出口分别与电磁阀14的冷媒入口和第二膨胀阀13的冷媒入口连通，电磁阀14的冷媒出口与第一膨胀阀15的冷媒入口连通，第一膨胀阀15的冷媒出口与蒸发器16的冷媒入口连通，第二膨胀阀13的冷媒出口与换热器5的冷媒入口连通，蒸发器16的冷媒出口和换热器5的冷媒出口均与压缩机11的冷媒入口连通。这样，需要利用空调系统对动力电池6和/或电机1冷却时，可通过换热器5将空调系统中的冷量传递至电池及电驱热管理系统。
具体地，当乘员舱需要制冷时，开启电磁阀14和第一膨胀阀15，冷媒流经第一冷媒支路，并通过蒸发器16给乘员舱制冷。当使用空调系统对动力电池6冷却时，开启第二膨胀阀13，冷媒流经第二冷媒支路，并通过换热器5换热，冷却第一冷却液流路中的冷却液，从而实现动力电池6冷却。当给乘员舱制冷的同时需要给动力电池6降温时，可以通过调节第二膨胀阀13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。例如，当需要优先满足乘员舱的制冷需求时，可以将第二膨胀阀 13的开度调小，使得更多的冷量分配给乘员舱。
作为另一种实施方式，参照图2所示，本公开的实施例二在实施例一的基础上增加了以下内容：在第二冷却液流路上还设置有电控和三通阀3，其中，电控包括电机控制器9和DC-DC(Direct current-Direct current converter，直流-直流)转换器10。
具体地，第二冷却液流路包括冷却液干路、第一冷却液支路和第二冷却液支路，第二水泵8、电机控制器9、DC-DC转换器10、电机1设置在冷却液干路上，散热器2设置在第一冷却液支路上，第二冷却液支路为短接支路，冷却液干路的一端与四通阀4的第三端口43相连，另一端选择性地通过第一冷却液支路或第二冷却液支路与四通阀4的第四端口44相连。其中，当车辆处于大功率充电模式时，电控在运行时也会产生较多的热量，将电控设置在冷却液干路上，也可以将电控产生的热量给动力电池6加热；并且，将电控和电机1串联在冷却液干路上，当对电机1进行散热时，同时也可以实现对电控的散热，无需针对电控再额外设置散热器，节约了成本。
当利用电机1的热量给动力电池6加热时，冷却液干路通过第二冷却液支路与四通阀4的第四端口44相连，此时，冷却液不经过散热器2，电机1产生的热量通过第二冷却液支路直接传递到第一冷却液流路中，传递过程中没有经过散热器2，因此可以避免冷却液流经散热器2造成额外的热量损失，提高了电机1对动力电池6的加热效率；当采用散热器2对电机1和动力电池6冷却时，冷却液干路通过第一冷却液支路与四通阀4的第四端口44相连，此时可以通过散热器2给电机1和动力电池6散热。
为了精简车辆热管理系统的组件，如图2所示，在第二冷却液流路上还设置有三通阀3，该三通阀3的第一端口31与冷却液干路相连，三通阀3的第二端口32与第一冷却液支路相连，三通阀3的第三端口33与第二冷却液支路相连。在其他实施方式中，冷却液干路还可以通过三通管分别与第一冷却液支路和第二冷却液支路相连，且第一冷却液支路和第二冷却液支路上各设置有一个电磁阀。
具体地，作为本公开的可选的布置方式，如图2所示，在第二冷却液流路中，四通阀4的第三端口43与第二水泵8的冷却液入口相连，第二水泵8的冷却液出口与电机控制器9的冷却液入口相连，电机控制器9的冷却液出口与DC-DC转换器10的冷却液入口相连，DC-DC转换器10的冷却液出口与电机1的冷却液入口相连，电机1的冷却液出口与三通阀3的第一端口31相连，三通阀3的第二端口32与散热器2的冷却液入口相连，三通阀3的第三端口33和散热器2的冷却液出口均与四通阀4的第四端口44相连。由于散热器2串联在第一冷却液支路上，通过仅导通三通阀3的第一端口31和第三端口33，使得冷却液干路通过第二冷却液支路与四通阀4直接相连，冷却液不流经散热器2，从而避免散热器2占用电机1和电控产生的热量。
需要说明的是，在实施例二中，第二排气补液装置25通过四通管旁接在第二冷却液流路中。
作为另一种实施方式，参照图3所示，本公开的实施例三在实施例二的基础上增加了以下内容：在第一冷却液流路上还设置有电池加热器18，可选地，电池加热器18可以串联在动力电池6和换热器5之间。当电机1产生的热量无法满足动力电池6的加热需求时，可以使四通阀4的第一端口41和第二端口42导通，第三端口43与第四端口44导通，第一冷却液流路成为一个独立的回路，启动电池加热器18给动力电池6加热。
此外，在本公开实施例三中，第一冷却液流路和第二冷却液流路可以共同使用一个排气补液装置。
作为另一种实施方式，参照图4所示，本公开的实施例四在实施例二的基础上增加了以下内容：空调系统还包括第一PTC(Positive Temperature Coefficient，正温度系数加热器)加热器19。第一PTC加热器19可以与蒸发器16平行布置，并且和蒸发器16共用鼓风机17，第一PTC加热器19用于加热鼓风机17吹出的风，鼓风机17将加热后的暖风吹入乘员舱，实现乘员舱供暖。
此外，在本公开实施例四中，第一冷却液流路和第二冷却液流路可以共同使用一个排气补液装置。
作为另一种实施方式，参照图5所示，本公开的实施例五在实施例二的基础上增加了以下内容：空调系统还可以包括第三水泵20、第二PTC加热器21、暖风芯体22，其中，暖风芯体可以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，第三水泵20、第二PTC加热器21、暖风芯体22串联成一个回路。作为一种可选地布置方式，如图5所示，第三水泵20的冷却液出口与第二PTC加热器21的冷却液入口相连，第二PTC加热器21的冷却液出口与暖风芯体22的冷却液入口相连，暖风芯体22的冷却液出口与第三水泵20的冷却液入口相连。
上述回路布置在空调系统中，其中，暖风芯体22与空调系统中的蒸发器16平行布置，并且与蒸发器16共用鼓风机17，鼓风机17用于向蒸发器16和暖风芯体22吹风。第二PTC加热器21在加热暖风芯体22后，鼓风机17将暖风芯体22的热量吹入乘员舱，实现乘员舱供暖。
此外，在本公开实施例五中，第一冷却液流路、第二冷却液流路和暖风芯体22所在的回路可以共同使用一个排气补液装置。
图6是根据本公开实施例的车辆的方框示意图。在本公开的实施例中，该车辆可以是纯电动汽车，也可以是混合动力汽车，本公开对此不作限制。
如图6所示，本公开实施例的车辆1000，包括上述实施例的车辆热管理系统100。
本公开实施例的车辆，通过上述的车辆热管理系统，避免了电机热量的浪费，优化了车辆热管理系统的热量循环方式，节约了能耗，并且，利用电机产生的热量给电池加热，则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。
对于本公开的实施例一至实施例五所提供的车辆热管理系统。当动力电池6有加热需求时，可使用电机1对动力电池6进行加热，即，通过将第一冷却液流路与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6进行加热。
例如，当车辆处于电驱动的初始工作状态时，动力电池6温度较低，动力电池6有加热需求时，如图7所示，其控制方法为：
S1，检测动力电池的温度。
S2，检测第二冷却液流路中的冷却液的温度。
S3，当动力电池的温度小于第一电池温度阈值，并且第二冷却液回路中的冷却液的温度大于第一冷却液温度阈值时，控制四通阀的第一端口与第四端口导通，四通阀的第二端口与第三端口导通。
具体地，首先，检测动力电池6和第二冷却液流路中的冷却液的温度，当动力电池6的温度小于第一电池温度阈值，并且第二冷却液回路中的冷却液的温度大于第一冷却液温度阈值时，也就是说，第二冷却液流路中的冷却液的温度达到对动力电池6加热的温度时，参照实施例二提供的车辆热管理系统，如图2所示，控制四通阀4的第一端口41与第四端口44导通，四通阀4的第二端口42与第三端口43导通，此时冷却液的流通路径为：第一水泵7→四通阀4的第二端口42和第三端口43→第二水泵8→电机控制器9→DC-DC转换器10→电机1→三通阀3的第一端口31和第三端口33→四通阀4的第四端口44和第一端口41→换热器5→动力电池6→第一水泵7。这样，第二冷却液流路中的冷却液通过四通阀4流入第一冷却液流路，实现对动力电池6加热。
其中，在利用电机1的热量给动力电池6加热时，为了减少热量在第二冷却液流路中的热损失，将电机1产生的热量尽可能多的供动力电池6加热所用。在如图2所示的实施例二中，当动力电池6的温度小于第一电池温度阈值，并且第二冷却液回路中的冷却液的温度大于第一冷却液温度阈值时，除了控制四通阀4的第一端口41与第四端口44导通，四通阀4的第二端口42与第三端口43导通外，还可控制三通阀3的第一端口31和第三端口33导通。这样，电机1产生的热量通过第二冷却液支路直接传递到第一冷却液流路中，传递过程中没有经过散热器2，因此可以避免因冷却液流经散热器2而造成额外的热量损失，提高了电机1对动力电池6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6加热时，当动力电池6的温度小于第一电池温度阈值，但第二冷却液回路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6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6加热需求时，暂不将第二冷却液流路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中的冷却液进行预热。具体地，参照实施例二提供的车辆热管理系统，如图2所示，可控制四通阀4的第三端口43和第四端口44导通，使第二冷却液流路形成一个独立的回路，不与第一冷却液流路导通，并将三通阀3的第一端口31和第三端口33导通，使冷却液不流经散热器2，此时冷却液的流通路径为：第二水泵8→电机控制器9→DC-DC转换器10→电机1→三通阀3的第一端口31和第三端口33→四通阀4的第四端口44和第三端口43→第二水泵8。这样，第二冷却液流路中冷却液在冷却液干路和第二冷却液支路上循环，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，再切换四通阀4的端口，即，控制四通阀4的第一端口41与第四端口44导通，四通阀4的第二端口42与第三端口43导通，使得第二冷却液流路中的冷却液流入第一冷却液流路中，实现电机1对动力电池6加热。
此外，在上述当车辆处于电驱动工作状态时，动力电池6温度较低，动力电池6有加热需求时，除了利用电机1产生的热量加热动力电池6以外，在如图3所示的实施例三中，还可采用位于第一冷却液流路上的电池加热器18对动力电池6加热。此时，可控制四通阀4的第一端口41和第二端口42导通，此时冷却液流通路径为：第一水泵7→四通阀4的第二端口42和第一端口41→换热器5→电池加热器18→动力电池6→第一水泵7，使第一冷却液流路形成一个独立的回路，通过电池加热器18加热第一冷却液流路中的冷却液，实现电池加热器18对动力电池6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，例如当车辆处于电驱动工作状态时，动力电池6温度较高，动力电池6有冷却需求，既可使用第二冷却液流路中的散热器2对动力电池6进行冷却，也可使用空调系统对动力电池6进行冷却。其冷却过程为：
首先，检测室外环境温度和动力电池6的温度，当动力电池6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6需要降温，且车辆外部环境温度较低，此时，可控制四通阀4的第一端口41与第四端口44导通，四通阀4的第二端口42与第三端口43导通，三通阀3的第一端口31与第二端口32导通，使第一冷却液流路与第二冷却液流路导通。这样，冷却液依次流经第一水泵7→四通阀4的第二端口42和第三端口43→第二水泵8→电机控制器9→DC-DC转换器10→电机1→三 通阀3的第一端口31和第二端口32→散热器2→四通阀4的第四端口44和第一端口41→换热器5→动力电池6→第一水泵7。此时，由于外界环境温度较低，利用散热器2与外界环境进行换热即可满足动力电池6的冷却需求。
上述散热器2对动力电池6进行冷却的控制方法适用于环境温度较低的情况，其中，如果在上述环境温度较低的情况下，采用散热器2对动力电池6冷却，但动力电池6的温度仍然不能达到要求时，可通过换热器5借助空调系统对动力电池6进行辅助冷却，即通过空调系统与散热器2配合，实现对动力电池6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6的温度满足：动力电池6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，可以控制四通阀4的第一端口41与第二端口42导通，此时冷却液流通路径为：第一水泵7→四通阀4的第二端口42和第一端口41→换热器5→动力电池6→第一水泵7；并且，控制空调系统运行且使空调系统中的冷媒流经换热器5，此时冷媒的流通路径为：压缩机11→冷凝器12→第二膨胀阀13→换热器5→压缩机11，通过换热器5对第一冷却液流路中冷却液冷却，从而冷却动力电池6。此时，通过控制四通阀4的第一端口41与第二端口42导通，使第一冷却液流路形成独立的回路。这样，空调系统仅对动力电池6进行冷却，而不用于冷却电机1，从而能够避免电机1占用空调系统的冷量。
在本公开中，对电机1的热管理控制方法包括对电机1冷却的控制方法。其中，当电机1有冷却需求时，既可使用散热器2对电机1进行冷却，也可使用空调系统对电机1进行冷却。
当使用散热器2对电机1进行冷却时，其具体过程为：首先，检测电机1的温度和第二冷却液流路中的冷却液的温度，当第二冷却液回路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，第二冷却液流路中的冷却液有冷却需求，而电机1的冷却需求低，此时，可控制四通阀4的第三端口43与第四端口44导通，三通阀3的第一端口31与第二端口32导通，此时冷却液的流通路径为：第二水泵8→电机控制器9→DC-DC转换器10→电机1→三通阀3的第一端口31和第二端口32→散热器2→四通阀4的第四端口44和第三端口43→第二水泵8。这样，第二冷却液流路中的冷却液将在冷却液干路和第一冷却液支路上循环，通过散热器2对第二冷却液流路中的冷却液及电机1进行冷却。
当第二冷却液回路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，仅用散热器2不能满足电机1 的冷却需求，此时，可使用空调系统和散热器2配合对电机1进行冷却，具体地，可控制四通阀4的第一端口41与第四端口44导通，四通阀4的第二端口42与第三端口43导通，三通阀3的第一端口31与第二端口32导通，此时冷却液的流通路径为：第一水泵7→四通阀4的第二端口42和第三端口43→第二水泵8→电机控制器9→DC-DC转换器10→电机1→三通阀3的第一端口31和第二端口32→散热器2→四通阀4的第四端口44和第一端口41→换热器5→动力电池6→第一水泵7，并且控制空调系统运行且使空调系统中的冷媒流经换热器5，此时冷媒的流通路径为：压缩机11→冷凝器12→第二膨胀阀13→换热器5→压缩机11。这样，通过空调系统和散热器2的配合以满足电机1的冷却需求。
此外，本公开实施例中提供的车辆热管理系统除了对动力电池6和电机1进行热管理之外，还可以给乘员舱进行制冷和供暖，为驾驶员提供舒适的驾驶环境。具体地，当乘员舱需要制冷时，开启电磁阀14和第一膨胀阀15，冷媒流经第一冷媒支路，并通过蒸发器16给乘员舱制冷，此时冷媒的流通路径为：压缩机11→冷凝器12→电磁阀14→第一膨胀阀15→换热器5→压缩机11。
需要说明的是，当给乘员舱制冷的同时需要给动力电池6降温时，可以通过调节第二膨胀阀13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。其具体控制方法为：首先，接收用户设定的室内环境目标温度，并且检测室内环境温度；当动力电池6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，控制空调系统运行且使空调系统中的冷媒流经蒸发器16和换热器5。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，则考虑优先满足乘员舱的制冷需求，调节第二膨胀阀13的开度，以减小流经换热器5的冷媒流量，增大流经蒸发器16的冷媒流量。
当乘员舱需要供暖时，参照图4所示的实施例四提供的车辆热管理系统，可以启动第一PTC加热器19，将鼓风机17吹出的风加热，使鼓风机17将加热后的暖风吹入乘员舱，实现乘员舱供暖。
或者，当乘员舱需要供暖时，参照图5所示的实施例五提供的车辆热管理系统，启动鼓风机17、第三水泵20、第二PTC加热器21，使得第三水泵20、第二PTC加热器21、暖风芯体22串联成的回路中的冷却液循环流动，冷却液流动路径为：第三水泵20→第二PTC加热器21→暖风芯体22，冷却液被第二PTC加热器21加热后流入暖风芯体22，鼓风机17可以将暖风芯体22上的热风吹入乘员舱，用于给乘员舱供暖。
根据本公开实施例的车辆热管理系统的控制方法，检测动力电池的温度、第二冷却液流路中的冷却液的温度，当动力电池的温度小于第一电池温度阈值，并且第二冷却液回路中的冷却液的温度大于第一冷却液温度阈值时，控制四通阀的第一端口与第四端口导通， 四通阀的第二端口与第三端口导通。由此，该方法能够将电机产生的热量给电池加热，避免了电机热量的浪费，优化了车辆热管理系统的热量循环方式，节约了能耗，并且，利用电机产生的热量给电池加热，则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。
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。需要说明的是，在本公开的描述中，术语“第一”、“第二”等仅用于描述目的，而不能理解为指示或暗示相对重要性。此外，在本公开的描述中，除非另有说明，“多个”的含义是两个或两个以上。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

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，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、四通阀，
    所述第一冷却液流路上设置有换热器、动力电池和第一水泵，所述第一冷却液流路的一端与所述四通阀的第一端口相连，另一端与所述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、散热器和第二水泵，所述第二冷却液流路的一端与所述四通阀的第三端口相连，另一端与所述四通阀的第四端口相连。
  2. 根据权利要求1所述的车辆热管理系统，其特征在于，所述第二冷却液流路上还设置有电控。
  3. 根据权利要求2所述的车辆热管理系统，其特征在于，所述第二冷却液流路包括冷却液干路、第一冷却液支路和第二冷却液支路，所述第二水泵、所述电控、所述电机设置在所述冷却液干路上，所述散热器设置在所述第一冷却液支路上，所述第二冷却液支路为短接支路，所述冷却液干路的一端与所述四通阀的第三端口相连，另一端选择性地通过所述第一冷却液支路或所述第二冷却液支路与所述四通阀的第四端口相连。
  4. 根据权利要求3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三通阀，所述三通阀的第一端口与所述冷却液干路相连，所述三通阀的第二端口与所述第一冷却液支路相连，所述三通阀的第三端口与所述第二冷却液支路相连。
  5. 根据权利要求1-4中任一项所述的车辆热管理系统，其特征在于，所述换热器的冷却液入口与所述四通阀的第一端口相连，所述换热器的冷却液出口与所述动力电池的冷却液入口相连，所述动力电池的冷却液出口与所述第一水泵的冷却液入口相连，所述第一水泵的冷却液出口与所述四通阀的第二端口相连。
  6. 根据权利要求4所述的车辆热管理系统，其特征在于，所述四通阀的第三端口与所述第二水泵的冷却液入口相连，所述第二水泵的冷却液出口与所述电控的冷却液入口相连，所述电控的冷却液出口与所述电机的冷却液入口相连，所述电机的冷却液出口与所述三通阀的第一端口相连。
  7. 根据权利要求1-6中任一项所述的车辆热管理系统，其特征在于，所述第一冷却液流路上还设置有电池加热器。
  8. 根据权利要求1-7中任一项所述的车辆热管理系统，其特征在于，所述车辆热管理系统还包括空调系统，所述换热器同时设置在所述空调系统和所述电池及电驱热管理系统中。
  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所述换热器。
  10. 根据权利要求9所述的车辆热管理系统，其特征在于，所述空调系统还包括鼓风机和第一PTC加热器，所述鼓风机用于向所述蒸发器吹风，所述第一PTC加热器用于加热所述鼓风机吹出的风。
  11. 根据权利要求9所述的车辆热管理系统，其特征在于，所述空调系统还包括鼓风机、第三水泵、第二PTC加热器、暖风芯体，所述第三水泵、所述第二PTC加热器、所述暖风芯体串联成一个回路，所述鼓风机用于向所述蒸发器和所述暖风芯体吹风。
  12. 一种车辆，其特征在于，所述车辆包括权利要求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：
    检测动力电池的温度；
    检测第二冷却液流路中的冷却液的温度；
    当所述动力电池的温度小于第一电池温度阈值，并且所述第二冷却液回路中的冷却液的温度大于第一冷却液温度阈值时，控制四通阀的第一端口与第四端口导通，所述四通阀的第二端口与第三端口导通。
  14. 根据权利要求13所述的车辆热管理系统的控制方法，所述方法用于权利要求4所述的车辆热管理系统，其特征在于，所述方法包括：
    当所述动力电池的温度小于第一电池温度阈值，并且所述第二冷却液回路中的冷却液的温度大于第一冷却液温度阈值时，控制四通阀的第一端口与第四端口导通，所述四通阀的第二端口与第三端口导通，并且控制三通阀的第一端口与第三端口导通。
  15. 根据权利要求14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：
    当所述动力电池的温度小于所述第一电池温度阈值，并且所述第二冷却液回路中的冷却液的温度不大于所述第一冷却液温度阈值时，控制所述四通阀的第三端口与第四端口导通，所述三通阀的第一端口与第三端口导通。
  16. 根据权利要求13或14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：
    检测室外环境温度；
    当所述动力电池的温度大于第二电池温度阈值，并且所述室外环境温度小于室外环境 温度阈值时，控制所述四通阀的第一端口与第四端口导通，所述四通阀的第二端口与第三端口导通，所述三通阀的第一端口与第二端口导通，
    其中，所述第二电池温度阈值大于所述第一电池温度阈值。
  17. 根据权利要求13或14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：
    检测室外环境温度；
    当所述动力电池的温度大于第二电池温度阈值，并且所述室外环境温度不小于所述室外环境温度阈值时，控制所述四通阀的第一端口与第二端口导通，并且控制空调系统运行且使所述空调系统中的冷媒流经换热器。
  18. 根据权利要求13所述的车辆热管理系统的控制方法，所述方法应用于权利要求9所述的车辆热管理系统，其特征在于，所述方法还包括：
    接收用户设定的室内环境目标温度；
    检测室内环境温度；
    当所述动力电池的温度大于所述第二电池温度阈值，所述室外环境温度不小于所述室外环境温度阈值，并且室内环境温度大于室内环境目标温度时，控制所述空调系统运行且使所述空调系统中的冷媒流经蒸发器和所述换热器；
    在所述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，则减小流经所述换热器的冷媒流量，增大流经所述蒸发器的冷媒流量。
  19. 根据权利要求14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：
    检测电机的温度；
    当所述第二冷却液回路中的冷却液的温度大于所述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，控制所述四通阀的第三端口与第四端口导通，所述三通阀的第一端口与第二端口导通。
  20. 根据权利要求19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：
    当所述第二冷却液回路中的冷却液的温度不小于所述第二冷却液温度阈值，或者所述电机的温度不小于所述电机温度阈值时，控制所述四通阀的第一端口与第四端口导通，所述四通阀的第二端口与第三端口导通，所述三通阀的第一端口与第二端口导通，并且控制空调系统运行且使所述空调系统中的冷媒流经所述换热器。
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