Thermal management system of hybrid power vehicle and vehicle

Abstract

The utility model provides a hybrid power vehicle thermal management system and a vehicle, the hybrid power vehicle thermal management system comprises a first thermal management unit and a second thermal management unit, the inlet end of the first thermal management unit is connected with the outlet end of an engine cooling unit, and the first thermal management unit is used for adjusting the temperature of cooling liquid in an engine; the outlet end of the first heat management unit is connected with the inlet end of a second heat management unit, and the second heat management unit is used for regulating the temperature of a target power battery by using the temperature-regulated cooling liquid; the outlet end of the second heat management unit is connected with the inlet end of the engine cooling unit; heat dissipation loops of an engine and a power battery are combined, heat dissipation of two devices is achieved through combination of one or two heat management units, the complexity of the vehicle heat management system structure is greatly reduced, and the problem that the internal space of a hybrid electric vehicle is crowded is solved.

Description

Technical Field

[0001] The utility model relates to a vehicle thermal management system, and more specifically, to a hybrid power vehicle thermal management system and the vehicle. Background Art

[0002] As a core component of hybrid electric vehicles, the target power battery directly determines the performance of hybrid electric vehicles. Among many factors, temperature is one of the important factors affecting the performance of the target power battery. When the temperature drops, the capacity of the target power battery drops sharply; when the temperature rises, it is easy to induce safety accidents such as spontaneous combustion. Therefore, hybrid electric vehicles need to be equipped with a special independent thermal management system to manage the target power battery, so as to ensure the safe driving of hybrid electric vehicles and improve the performance of hybrid electric vehicles.

[0003] At present, for the independent thermal management system of hybrid vehicles, a dedicated heating device is generally used to heat the target power battery at low temperatures, and a dedicated cooling device is used to cool the target power battery at high temperatures. The additional heating and cooling devices lead to crowded internal space of the hybrid vehicle, and the added components and pipelines also increase the complexity of the system structure. Summary of the invention

[0004] The utility model aims to provide a hybrid vehicle thermal management system and a vehicle, which solves the problem that the existing hybrid vehicle thermal management system adopts an independent cooling device and an independent heating device, resulting in crowded interior space of the hybrid vehicle.

[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0006] The utility model provides a hybrid vehicle thermal management system, comprising a first thermal management unit and a second thermal management unit, wherein:

[0007] The inlet end of the first thermal management unit is connected to the outlet end of the engine cooling unit, and is used to adjust the temperature of the coolant in the engine;

[0008] The outlet end of the first thermal management unit is connected to the inlet end of the second thermal management unit, and the second thermal management unit is used to adjust the temperature of the target power battery using the temperature-adjusted coolant;

[0009] The outlet end of the second thermal management unit is connected to the inlet end of the engine cooling unit.

[0010] Preferably, a bypass pipeline is further provided between the outlet end of the engine cooling unit and the inlet end of the second thermal management unit.

[0011] Preferably, a first electric three-way valve and a second electric three-way valve are respectively provided at both ends of the bypass pipeline, wherein:

[0012] The two free ports of the first electric three-way valve are respectively connected to the outlet of the engine cooling unit and the inlet of the first thermal management unit;

[0013] The two free ports of the second electric three-way valve are respectively connected to the outlet of the first thermal management unit and the inlet of the target power battery.

[0014] Preferably, the first thermal management unit comprises a plate heat exchanger and an evaporator, wherein:

[0015] The inlet end of the plate heat exchanger is connected to the outlet end of the engine cooling unit; the outlet end of the plate heat exchanger is connected to the cooling inlet end of the target power battery;

[0016] An evaporator is arranged on one side of the plate heat exchanger, and a first fan is arranged on the side of the evaporator opposite to the plate heat exchanger.

[0017] Preferably, the second thermal management unit comprises a heater, the heater is arranged beside the target power battery, and a second fan is arranged on a side of the heater opposite to the heater arrangement position.

[0018] Preferably, a circulation pump is provided on the connecting pipe between the outlet end of the second thermal management unit and the inlet end of the engine cooling unit.

[0019] Preferably, a first temperature sensor is provided on the pipe at the outlet end of the engine cooling unit, and a second temperature sensor is provided on the pipe at the outlet end of the second thermal management unit;

[0020] The first temperature sensor and the second temperature sensor are both connected to a controller; the controller is used to control the start and stop of the electric three-way valve, the fan and the heater according to the received temperature information.

[0021] A hybrid vehicle, characterized by comprising the hybrid vehicle thermal management system as described above.

[0022] Compared with the prior art, the beneficial effects of the utility model are:

[0023] The utility model provides a hybrid vehicle thermal management system, which sets two thermal management units between the engine and the power battery, and sets a short-circuit pipe between the first thermal management unit and the engine and the power battery, which is used to short-circuit the first thermal management unit, so that the engine coolant can be cleverly used as a heat source to heat the power battery, and the power battery can be preheated in a low temperature environment; and when the heat of the coolant is insufficient, the second thermal management unit can be combined to heat the power battery through the second thermal management unit as a heat source to meet the heating needs of the power battery. In addition, the heat dissipation circuits of the engine and the power battery are combined, and the heat dissipation of the two devices is realized by combining one or two thermal management units, which greatly reduces the complexity of the vehicle thermal management system structure and solves the problem of crowded internal space of hybrid vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a schematic diagram of the structure of a hybrid vehicle thermal management system of the utility model;

[0025] Among them: 1-circulation pump, 2-engine, 3-first temperature sensor, 4-first electric three-way valve, 5-first thermal management unit, 6-second electric three-way valve, 7-second thermal management unit, 8-second temperature sensor, 9-bypass pipeline, 51-plate heat exchanger, 52-evaporator, 53-first fan, 71-target power battery, 72-heater, 73-second fan. DETAILED DESCRIPTION

[0026] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0027] Example 1

[0028] See also Figure 1 The present embodiment provides a hybrid vehicle thermal management system, comprising a circulation pump 1, a first thermal management unit 5 and a second thermal management unit 7, wherein the circulation pump 1 is used to extract coolant from the vehicle, the first thermal management unit 5 is used to adjust the temperature of the coolant extracted by the circulation pump 1; and the second thermal management unit 7 is used to adjust the temperature of a target power battery 71 using the temperature-adjusted coolant.

[0029] Example 2

[0030] Based on Example 1, this embodiment provides a hybrid vehicle thermal management system, wherein the first thermal management unit 5 includes a plate heat exchanger 51 and an evaporator 52, wherein:

[0031] The inlet end of the plate heat exchanger 51 is connected to the outlet end of the circulation pump 1 ; the outlet end of the plate heat exchanger 51 is connected to the cooling inlet end of the target power battery 71 .

[0032] An evaporator 52 is arranged on one side of the plate heat exchanger 51 , and a first fan 53 is arranged on one side of the evaporator.

[0033] Example 3

[0034] On the basis of Example 1, this example provides a hybrid vehicle thermal management system, wherein the second thermal management unit 7 includes a heater 72 , and the heater 72 is arranged beside a target power battery 71 , and a second fan 73 is arranged beside the heater 72 .

[0035] Example 4

[0036] On the basis of Example 1, this embodiment provides a hybrid vehicle thermal management system, wherein a bypass pipeline 9 is provided between the inlet end of the first thermal management unit 5 and the outlet end of the first thermal management unit 5, and a first electric three-way valve 4 and a second electric three-way valve 6 are provided at both ends of the bypass pipeline 9, wherein:

[0037] The two free ports of the first electric three-way valve 4 are connected to the outlet of the circulation pump 1 and the inlet of the plate heat exchanger 51 respectively.

[0038] The two free ports of the second electric three-way valve 6 are respectively connected to the outlet of the plate heat exchanger 51 and the inlet of the target power battery 71 .

[0039] Example 5

[0040] On the basis of Embodiment 1, this embodiment provides a hybrid vehicle thermal management system, wherein a first temperature sensor 3 is provided on the connecting pipe between the circulation pump 1 and the first electric three-way valve 4 .

[0041] A second temperature sensor 8 is provided on the connecting pipe between the cooling outlet end of the target power battery 71 and the inlet end of the circulation pump 1 .

[0042] The first temperature sensor 3 and the second temperature sensor 8 are both connected to a controller; the controller is used to control the start and stop of two electric three-way valves, two fans and a heater according to the received temperature information.

[0043] Example 6

[0044] The present embodiment provides a hybrid vehicle thermal management system, comprising a circulation pump 1, an engine 2, a first temperature sensor 3, a first electric three-way valve 4, a first thermal management unit 5, a second electric three-way valve 6, a second thermal management unit 7, a second temperature sensor 8 and a bypass line 9, wherein:

[0045] The first thermal management unit 5 includes a plate heat exchanger 51 and an evaporator 52 , and the second thermal management unit 7 includes a heater 72 .

[0046] The outlet end of the circulation pump 1 is connected to the inlet end of the cooling unit of the engine 2, the outlet end of the cooling unit of the engine 2 is connected to the inlet end of the plate heat exchanger 51, the evaporator 52 is installed on one side of the plate heat exchanger 51, the outlet end of the plate heat exchanger 51 is connected to the inlet end of the cooling unit of the target power battery 71, a bypass pipeline 9 is provided between the inlet and outlet ends of the plate heat exchanger 51, the heater 72 is installed on one side of the cooling unit of the target power battery 71, and the outlet end of the cooling unit of the target power battery 71 is connected to the inlet end of the circulation pump 1.

[0047] In this way, the coolant that has passed through the engine 2 can be used as a heat source to heat the target power battery 71, thereby achieving preheating of the target power battery 71 in a low temperature environment; and when the heat of the coolant is insufficient, the heater 72 can be combined to use the heater 72 as a heat source to heat the coolant in the target power battery 71 to meet the heating needs of the target power battery 71.

[0048] In addition, the heat dissipation circuits of the engine 2 and the target power battery 71 are combined, and the heat dissipation of the two devices is achieved by combining one or two thermal management units, which greatly reduces the complexity of the vehicle thermal management system structure.

[0049] In this embodiment, the evaporator 52 is installed with a first fan 53 on the side away from the plate heat exchanger 51. The evaporator 52 and the first fan 53 work together to greatly improve the cooling effect on the coolant. In addition, the heater 72 is installed with a second fan 73 on the side away from the target power battery 71. When the first thermal management unit 5 cannot meet the heat dissipation of the target power battery 71, the second fan 73 can be activated to further cool the target power battery 71.

[0050] In order to achieve short-circuiting of the plate heat exchanger 51, a first electric three-way valve 4 is installed at one end of the bypass pipeline 9 of this embodiment, one end of the first electric three-way valve 4 is connected to the inlet end of the cooling unit of the engine 2, and the other end of the first electric three-way valve 4 is connected to the inlet end of the plate heat exchanger 51. A second electric three-way valve 6 is installed at the other end of the bypass pipeline 9, one end of the second electric three-way valve 6 is connected to the outlet end of the plate heat exchanger 51, and the other end of the second electric three-way valve 6 is connected to the inlet end of the cooling unit of the target power battery 71; the first electric three-way valve 4 and the second electric three-way valve 6 are both connected to the vehicle controller.

[0051] In addition, a first temperature sensor 3 is installed in the pipeline between the cooling unit of the engine 2 and the first electric three-way valve 4 of this embodiment, and a second temperature sensor 8 is installed in the pipeline between the cooling unit of the target power battery 71 and the circulation pump 1. The two temperature sensors are respectively used to collect the temperature of the installation location and send it to the controller, and the controller controls the actions of the two electric three-way valves according to the temperature, thereby realizing the control of different cooling paths.

[0052] The working modes of this embodiment include:

[0053] 1) The target power battery is heated, and the first thermal management unit is not working, that is, the vehicle is started at low temperature and the engine 2 is not heated enough

[0054] The circulation pump 1 delivers the coolant to the cooling unit of the engine 2. The coolant flows out of the cooling unit of the engine 2 through the engine 2. Since the temperature of the engine 2 is low when the vehicle is started, the first thermal management unit 5 does not work. The coolant flows in from the A port of the first electric three-way valve 4, flows into the C port of the second electric three-way valve 6 through the C port of the first electric three-way valve 4, and then flows out from the B port of the second electric three-way valve 6. The coolant flows into the inlet end of the cooling unit of the target power battery 71 through the second electric three-way valve 6, flows out from its outlet end, and then flows into the circulation pump 1. The fluidity of the coolant is ensured by the pressurization effect of the circulation pump 1.

[0055] According to the prior art, the cooling units of the engine 2 and the target power battery 71 of the current hybrid vehicle generally have a considerable amount of coolant. However, if there is no pre-storage space for coolant in the cooling units of the engine 2 and the target power battery 71, an additional coolant storage tank can be provided, and the coolant in the cooling unit of the target power battery 71 will directly flow into the coolant storage tank, and then be extracted by the circulation pump 1.

[0056] The heater 72 and the second fan 73 in the second thermal management unit 7 are working, and the second fan 73 blows the heat generated by the heater 72 toward the target power battery 71 .

[0057] This mode utilizes the coolant output from the engine 2 and the heater 72 to heat the target power battery 71 , thereby preheating the target power battery 71 in a low temperature environment.

[0058] 2) The target power battery is heated, and the first thermal management unit 5 and the second thermal management unit 7 are not in operation, that is, when the vehicle is started at low temperature and the engine 2 is heated up enough

[0059] The circulation pump 1 delivers the coolant to the cooling unit of the engine 2, and the coolant flows out from the outlet of the cooling unit of the engine 2 through the engine 2. Since the temperature of the engine 2 is low when the vehicle is started, the first thermal management unit 5 does not work, the A port and the C port of the first electric three-way valve 4 are connected, and the B port is closed, and the coolant flows in from the A port of the first electric three-way valve 4 and flows out from the C port of the first electric three-way valve 4; the A port of the second electric three-way valve 6 is closed, and the B port and the C port are connected, and the coolant flows out from the C port of the first electric three-way valve 4, flows into the C port of the second electric three-way valve 6, and then flows out from the B port of the second electric three-way valve 6.

[0060] The coolant passes through the second electric three-way valve 6 , flows into the inlet end of the cooling unit of the target power battery 71 , flows out from the outlet end of the cooling unit of the target power battery 71 , and returns to the circulation pump 1 .

[0061] At this time, the temperature rise of the engine 1 is sufficient to heat the target power battery 71, and the heater 72 and the second fan 73 in the second thermal management unit 7 are not working. The system uses the coolant passing through the engine 2 as a heat source to preheat the target power battery 71 in a low temperature environment.

[0062] 3) The target power battery is cooled down, and the second thermal management unit is not working, that is, the vehicle is working normally and the temperature rise of the target power battery 71 is not obvious, that is, the vehicle mainly relies on the engine 2 to work, and the utilization rate of the target power battery 71 is low:

[0063] The circulation pump 1 delivers the coolant to the cooling unit of the engine 2, and the coolant flows out from the outlet of the cooling unit of the engine 2 through the engine 2. Since the temperature of the engine 2 is high when the vehicle is working normally, the first thermal management unit 5 works to dissipate heat for the system, specifically:

[0064] The A and B ports of the first electric three-way valve 4 are connected, and the C port is closed. The coolant flows in from the A port of the first electric three-way valve 4 and flows out from the B port of the first electric three-way valve 4; the first fan 53 of the first thermal management unit 5 blows the cooling air of the evaporator 52 to the plate heat exchanger 51; the A and B ports of the second electric three-way valve 6 are connected, and the C port is closed. The coolant flows out from the coolant outlet of the first thermal management unit 7, flows into the A port of the second electric three-way valve 6, and then flows out from the B port of the second electric three-way valve 6. The coolant passes through the second electric three-way valve 6, flows into the inlet end of the cooling unit of the target power battery 71, flows out from the outlet end of the cooling unit of the target power battery 71, and returns to the circulation pump 1, thereby realizing heat dissipation of the engine 2 through the coolant, and at the same time also realizing cooling of the coolant passing through the engine 2.

[0065] 4) The target power battery is cooled down, and both the first thermal management unit and the second thermal management unit are working, that is, the vehicle works normally and the temperature of the target power battery 71 rises significantly.

[0066] The circulating pump 1 delivers the coolant to the cooling unit of the engine 2. The coolant flows through the engine 2 and out of the outlet of the cooling unit of the engine 2. Since the temperature is high when the vehicle is working normally, the first thermal management unit 5 works to dissipate heat for the system, specifically:

[0067] The A and B ports of the first electric three-way valve 4 are connected, and the C port is closed. The coolant flows in from the A port of the first electric three-way valve 4 and flows out from the B port of the first electric three-way valve 4. The first fan 53 of the first thermal management unit 5 blows the cooling air of the evaporator 52 toward the plate heat exchanger 51.

[0068] The A and B ports of the second electric three-way valve 6 are connected, and the C port is closed. The coolant flows out from the coolant outlet of the first thermal management unit 7, flows into the A port of the second electric three-way valve 6, and then flows out from the B port of the second electric three-way valve 6. The coolant passes through the second electric three-way valve 6, flows into the inlet end of the cooling unit of the target power battery 71, flows out from the outlet end of the cooling unit of the target power battery 71, and returns to the circulation pump 1.

[0069] Since the temperature of the target power battery 7 rises significantly at this time, the second fan 73 of the second thermal management unit 7 starts to work, while the heater 72 does not work.

[0070] The target power battery 71 is cooled by the cooled coolant, and due to the intervention of the second fan 73, the coolant and the target power battery 71 can be cooled by the second fan 73, thereby ensuring the temperature of the target power battery 71 and the coolant.

[0071] The system combines the heat dissipation circuits of the engine 2 and the target power battery 7, and utilizes the first thermal management unit 5 and the second thermal management unit 7 to achieve heat dissipation of the two devices.

[0072] Example 7

[0073] This embodiment provides a hybrid vehicle, and the vehicle includes the hybrid vehicle thermal management system described in any one of Embodiments 1 to 6.

[0074] The hybrid vehicle provided in this embodiment adopts the above hybrid vehicle thermal management system to solve the problem that the existing hybrid vehicle thermal management system adopts independent cooling devices and independent heating devices, which leads to crowded interior space of the hybrid vehicle.

[0075] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A hybrid vehicle thermal management system, characterized in that: The invention comprises a first thermal management unit and a second thermal management unit, wherein: The inlet end of the first thermal management unit is connected to the outlet end of the engine cooling unit, and is used to adjust the temperature of the coolant in the engine; The outlet end of the first thermal management unit is connected to the inlet end of the second thermal management unit, and the second thermal management unit is used to adjust the temperature of the target power battery using the temperature-adjusted coolant; The outlet end of the second thermal management unit is connected to the inlet end of the engine cooling unit.

2. A hybrid vehicle thermal management system according to claim 1, characterized in that: A bypass pipeline is also arranged between the outlet end of the engine cooling unit and the inlet end of the second thermal management unit.

3. A hybrid vehicle thermal management system according to claim 2, characterized in that: The two ends of the bypass pipeline are respectively provided with a first electric three-way valve and a second electric three-way valve, wherein: The two free ports of the first electric three-way valve are respectively connected to the outlet of the engine cooling unit and the inlet of the first thermal management unit; The two free ports of the second electric three-way valve are respectively connected to the outlet of the first thermal management unit and the inlet of the target power battery.

4. A hybrid vehicle thermal management system according to claim 1, characterized in that: The first thermal management unit comprises a plate heat exchanger and an evaporator, wherein: The inlet end of the plate heat exchanger is connected to the outlet end of the engine cooling unit; the outlet end of the plate heat exchanger is connected to the cooling inlet end of the target power battery; An evaporator is arranged on one side of the plate heat exchanger, and a first fan is arranged on the side of the evaporator opposite to the plate heat exchanger.

5. A hybrid vehicle thermal management system according to claim 1, characterized in that: The second thermal management unit includes a heater, which is arranged beside the target power battery, and a second fan is arranged on a side of the heater opposite to the heater arrangement position.

6. A hybrid vehicle thermal management system according to claim 1, characterized in that: A circulation pump is provided on the connecting pipe between the outlet end of the second thermal management unit and the inlet end of the engine cooling unit.

7. A hybrid vehicle thermal management system according to claim 1, characterized in that: A first temperature sensor is provided on the pipe at the outlet end of the engine cooling unit, and a second temperature sensor is provided on the pipe at the outlet end of the second thermal management unit; The first temperature sensor and the second temperature sensor are both connected to the controller; The controller is used to control the start and stop of the electric three-way valve, the fan and the heater according to the received temperature information.

8. A hybrid vehicle, characterized in that: It comprises a hybrid vehicle thermal management system as claimed in any one of claims 1 to 7.

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