Vehicle thermal management system

Abstract

The present invention relates to a thermal management system for a vehicle, and aims to adjust the temperature of a battery to a desired temperature in a short time. The thermal management system (1000) for a vehicle provided by the present invention comprises: a refrigerant circuit (200), in which a refrigerant for adjusting the temperature in a vehicle interior circulates; a heating circuit (300), in which a liquid for performing heat exchange with the refrigerant circulates, and the heating circuit adjusts the temperature in the vehicle interior; a battery temperature adjustment circuit (400), which adjusts the temperature of a high-voltage battery (410) by introducing the liquid for performing heat exchange with the refrigerant into a high-voltage battery (410); and an electrical component cooling circuit (100), in which a liquid for cooling electrical components for driving the vehicle circulates, and can be connected to the battery temperature adjustment circuit (400).

Description

Technical Field

[0001] The present invention relates to a thermal management system for a vehicle. Background Art

[0002] At present, the following patent document 1 relates to the system structure of a vehicle air conditioning device for electric vehicles, and records that a battery cycle and a refrigeration cycle (air conditioning) perform heat exchange, and further a three-way valve is formed between the battery cycle and the power module cycle for temperature regulation.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: (Japanese) Patent Publication No. 2016-137773 Summary of the invention

[0006] Problems to be solved by the invention

[0007] However, in the technology described in Patent Document 1, since the battery cycle and the refrigeration cycle simply exchange heat, it is difficult to adjust the battery temperature to an appropriate temperature when the refrigerant temperature cannot be optimally controlled due to factors such as the outside air temperature.

[0008] Especially for electric vehicles, it is more difficult to obtain the temperature difference of the heat exchanger because the heat generation and required temperature of the high-voltage components as the cooling target components are lower than those of ordinary vehicles using internal combustion engines. In addition, regarding heating, since the internal combustion engine as a heat source does not exist in electric vehicles, sufficient heat cannot be obtained from the heat dissipation of high-voltage components, so it is necessary to set up separate heating equipment, and the efficiency of these equipment will have a great impact on energy efficiency. Therefore, when there are multiple temperature adjustment objects, cooling and heating also require multiple necessary equipment, and the control will become complicated, which will lead to an increase in vehicle cost and weight.

[0009] Therefore, in view of the above problems, an object of the present invention is to provide a new and improved thermal management system for a vehicle that can adjust the temperature of a battery with optimal energy efficiency.

[0010] Means of solving problems

[0011] In order to solve the water supply problem, according to one aspect of the present invention, a thermal management system for a vehicle is provided, which comprises: a refrigerant circuit, in which a refrigerant for regulating the temperature in the vehicle cabin circulates; a heating circuit, in which a liquid for exchanging heat with the refrigerant circulates, and the heating circuit regulates the temperature in the vehicle cabin; a battery temperature regulation circuit, which regulates the temperature of the battery by introducing the liquid for exchanging heat with the refrigerant into the battery; and an electrical component cooling circuit, in which a liquid for cooling the electrical components for driving the vehicle circulates, and the liquid can be connected to the battery temperature regulation circuit.

[0012] The invention may be configured such that when the electrical component cooling circuit and the battery temperature adjustment circuit are connected, the liquid circulating in the electrical component cooling circuit is introduced into the battery temperature adjustment circuit.

[0013] In addition, the thermal management system of the vehicle may include a flow path that guides the liquid flowing downstream of the electric component into the battery temperature adjustment circuit.

[0014] In addition, the electrical component cooling circuit may also have a radiator for cooling the circulating liquid.

[0015] The thermal management system of the vehicle may include a flow path that introduces the liquid that has exchanged heat with the outside air in the radiator into the battery temperature adjustment circuit.

[0016] Furthermore, the electrical component cooling circuit may include a radiator for cooling a circulating liquid, and the thermal management system for the vehicle may include a flow path for introducing the liquid that has exchanged heat with the outside air at the radiator into the battery temperature adjustment circuit.

[0017] Furthermore, a control valve for controlling introduction of a liquid circulating in the battery temperature regulation circuit into the battery temperature regulation circuit may be provided at a connection portion between the electric component cooling circuit and the battery temperature regulation circuit.

[0018] Furthermore, the battery may include: a first flow path for introducing the liquid circulating in the electric component cooling circuit into the battery temperature adjustment circuit; and a second flow path for returning the liquid circulating in the battery temperature adjustment circuit to the electric component cooling circuit.

[0019] Effects of the Invention

[0020] As described above, through the present invention, the temperature of the battery can be adjusted with optimal energy efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1is a schematic diagram showing a schematic configuration of a thermal management system for a vehicle according to an embodiment of the present invention;

[0022] Figure 2 It is a schematic diagram showing the operation when cooling the interior of a vehicle;

[0023] Figure 3 is a schematic diagram showing the operation when cooling the high voltage battery;

[0024] Figure 4 is a schematic diagram showing the operation when the vehicle interior cooling and the high voltage battery cooling are performed together;

[0025] Figure 5 It is a schematic diagram showing the operation of dehumidifying the interior of a vehicle;

[0026] Figure 6 It is a schematic diagram showing the operation when dehumidification and heating are performed together in the vehicle interior;

[0027] Figure 7 is a schematic diagram showing another example of the operation when dehumidification and heating of the vehicle interior are performed together;

[0028] Figure 8 is a schematic diagram showing the operation of dehumidification of the vehicle interior and cooling of the high-voltage battery together;

[0029] Fig. 9 It is a schematic diagram showing the operation of dehumidifying the interior of the vehicle and raising the temperature of the high-voltage battery;

[0030] Fig.10 It is a schematic diagram showing the operation of a heat pump type vehicle interior heating;

[0031] Fig.11 is a schematic diagram showing the operation of heating the interior of a vehicle by a high voltage heater;

[0032] Fig.12 is a schematic diagram showing the operation of raising the temperature of the high-voltage battery by the heat pump;

[0033] Fig.13 is a schematic diagram showing the operation of raising the temperature of the high voltage battery by the high voltage heater;

[0034] Fig.14 It means for Figure 1 The schematic diagram of an example of adding a bypass water path to the configuration of a power electronic cooling circuit is shown;

[0035] Fig.15 It means in Fig.14 A schematic diagram of a state in which the temperature of the high-voltage battery is regulated by using powertrain cooling water in the illustrated configuration;

[0036] Fig.16This is a schematic diagram showing a case where exhaust heat of a second device is utilized.

[0037] Explanation of symbols

[0038] 100 Power electronics cooling circuit

[0039] 130, 132, 134 Bypass flow path

[0040] 140, 142, 144 three-way valve

[0041] 200 Refrigerant circuit

[0042] 300 Heating circuit

[0043] 1000 Thermal Management System DETAILED DESCRIPTION

[0044] In the following, the preferred embodiments of the present invention are described in detail in conjunction with the accompanying drawings. In addition, in this specification and the accompanying drawings, for components having substantially the same functional composition, repeated descriptions are omitted by attaching the same symbols.

[0045] 1. Composition of thermal management system

[0046] First refer to Figure 1 The schematic structure of a thermal management system 1000 for a vehicle according to an embodiment of the present invention is described below. The thermal management system 1000 is installed in a vehicle such as an electric vehicle. Figure 1 As shown, the thermal management system 1000 has a power electronic cooling circuit 100, a refrigerant circuit 200, a heating circuit 300, and a battery temperature adjustment circuit 400. The thermal management system 1000 achieves temperature adjustment in the vehicle cabin and temperature adjustment of the battery for driving the vehicle through the combination of the refrigerant circuit 300 and the heating circuit 400.

[0047] 1.1. Composition of power electronics cooling circuit

[0048] The power electronics cooling circuit 100 is connected to power electronics devices for driving the vehicle to cool the power electronics devices. Specifically, the power electronics cooling circuit 100 is connected to a first device 110 and a second device 116. In addition, the power electronics cooling circuit 100 is connected to a radiator 102, an expansion tank 104, and a water pump 106. As an example, the first device 110 is composed of a driving motor, an inverter, or a converter of the vehicle, and the second device 116 is composed of a driving motor, an inverter, or a converter of the vehicle.

[0049] In the power electronics cooling circuit 100 , a liquid (coolant (LLC: Long Life Coolant)) flows. Figure 1When the cooling fan 500 rotates, the wind generated by the cooling fan 500 blows to the outdoor heat exchanger 202 and the radiator 102 of the refrigerant circuit 200. In addition, when the vehicle is running, the running wind also blows to the outdoor heat exchanger 202 and the radiator 102. As a result, heat exchange is performed in the radiator 102, and the liquid passing through the radiator 102 is cooled.

[0050] like Figure 1 As shown, in the power electronic cooling circuit 100, the liquid flows in the direction of the arrow due to the operation of the water pump 106. The expansion tank 104 provided on the upstream side of the water pump 106 has the function of temporarily storing the liquid and performing gas-water separation of the liquid.

[0051] The liquid flowing in the power electronic cooling loop 100 is divided into two directions at the bifurcated portion 122 and supplied to the first machine 110 and the second machine 116 respectively. Thus, the first machine 110 and the second machine 116 are cooled. The liquid flowing in the power electronic cooling loop 100 returns to the radiator 102.

[0052] 1.2. Refrigerant circuit configuration

[0053] The refrigerant circuit 200 is connected to the outdoor heat exchanger 202, the low-pressure solenoid valve 204, the cooler expansion valve 206, the liquid storage tank 208, the electric compressor 210, the water-cooled bypass solenoid valve 212, the high-pressure solenoid valve 214, the heating solenoid valve 216, the cooling expansion valve 217, the evaporator 218, the one-way valve 20, the water-cooled condenser 306, and the cooler 408.

[0054] When the cooling fan 500 rotates, the wind generated by the cooling fan 500 blows toward the outdoor heat exchanger 202 of the refrigerant circuit 200. Thus, heat exchange is performed in the outdoor heat exchanger 202, and the refrigerant passing through the outdoor heat exchanger 202 is cooled.

[0055] In addition, if Figure 1 As shown, in the refrigerant circuit 200, the refrigerant flows in the direction of the arrow due to the operation of the electric compressor 210. The accumulator 208 provided on the upstream side of the electric compressor 210 has a function of separating steam and water in the refrigerant.

[0056] In the refrigerant circuit 200, the refrigerant compressed by the electric compressor 210 is cooled in the outdoor heat exchanger 202 and injected to the evaporator 218 by the cooling expansion valve 217, thereby gasifying the refrigerant and cooling the evaporator 218. Thereafter, the air 10 sent to the evaporator 218 is cooled and introduced into the vehicle interior, thereby cooling the vehicle interior. The refrigerant circuit 200 mainly performs cooling, dehumidification, and heating in the vehicle interior.

[0057] In addition, in the present embodiment, the refrigerant circuit 200 also adjusts the temperature of the high-voltage battery 410. The temperature adjustment of the high-voltage battery 410 by the refrigerant circuit 200 will be described in detail later.

[0058] 1.3. Composition of heating circuit

[0059] The heating circuit 300 is connected to the high voltage heater 302, the heater core 304, the water-cooled condenser 306, the water pump 308, and the three-way valve 310. In addition, the heating circuit 300 is connected to the three-way valves 404 and 412 of the battery temperature control circuit 400 via the flow path 312 and the flow path 314. The heating circuit 300 mainly heats the interior of the vehicle. In addition, in the present embodiment, the heating circuit 300 also controls the temperature of the high voltage battery 410.

[0060] In the heating circuit 300, a heating liquid (LLC) flows. The liquid flows in the direction of the arrow due to the operation of the water pump 308. When the high-voltage heater 302 is in operation, the liquid is heated by the high-voltage heater 302. The air 10 delivered to the evaporator 218 is blown to the heater core 304. The air 10 delivered to the evaporator 218 is heated by the heater core 304 and introduced into the vehicle interior. In this way, the vehicle interior is heated. The evaporator 218 and the heater core 304 can also be configured as an integrated device.

[0061] The water-cooled condenser 306 performs heat exchange between the heating circuit 300 and the refrigerant circuit 200. The temperature adjustment of the high-voltage battery 410 by the heating circuit 300 will be described in detail later.

[0062] 1.4. Composition of battery temperature control circuit

[0063] The battery temperature regulating circuit 400 is connected to a water pump 402 , a three-way valve 404 , an expansion tank 406 , a cooler 408 , a high-voltage battery 410 , and a three-way valve 412 . The battery temperature regulating circuit 400 regulates the temperature of the high-voltage battery 410 .

[0064] In the battery temperature regulating circuit 400, a liquid (LLC) for regulating the temperature of the high-voltage battery 410 flows. The liquid flows in the direction of the arrow due to the operation of the water pump 402. The liquid is introduced into the cooler 408. The cooler 408 performs heat exchange between the liquid flowing in the battery temperature regulating circuit 400 and the refrigerant flowing in the refrigerant circuit 200. The expansion tank 406 is a tank for temporarily storing the liquid.

[0065] As described above, the battery temperature regulation circuit 400 regulates the temperature of the high-voltage battery 410. The temperature regulation of the high-voltage battery 410 by the battery temperature regulation circuit 400 will be described in detail later.

[0066] 1.5. Temperature regulation of high voltage batteries

[0067] When the temperature of the high-voltage battery 410 rises moderately, the power generated by the high-voltage battery 410 increases. In the present embodiment, the temperature of the high-voltage battery 410 is adjusted by the refrigerant circuit 200 and the heating circuit 300, thereby enabling the temperature of the high-voltage battery 410 to be optimally adjusted, thereby enabling high power to be exerted. For example, when starting a vehicle in winter, etc., sufficient power may not be exerted due to the low temperature of the high-voltage battery 410. In addition, when the high-voltage battery 410 is charged, the high-voltage battery 410 generates heat, which may sometimes cause the temperature of the high-voltage battery 410 to rise excessively. In this case, the temperature of the high-voltage battery 410 is adjusted by the refrigerant circuit 200 and the heating circuit 300, thereby enabling the temperature of the high-voltage battery 410 to be optimally adjusted. In addition, the temperature adjustment of the high-voltage battery 410 is preferably performed by feedback control based on the temperature measurement value of the high-voltage battery 410.

[0068] 2. Working example of thermal management system

[0069] Next, the operation of the thermal management system 1000 constructed as above will be described. Since the interior of the vehicle needs to be cooled, dehumidified, heated, and the temperature of the high-voltage battery 410 needs to be adjusted, various heat exchanges will be performed. These operations in the thermal management system are described below. In addition, each operation is only an example, and the control used to implement each operation is not limited to the illustrated content. In the description, as the working states of the low-pressure solenoid valve 204, the cooler expansion valve 206, the water-cooled bypass solenoid valve 212, the high-pressure solenoid valve 214, the heating solenoid valve 216, the three-way valve 310, the three-way valve 404, and the three-way valve 412, the white hollow in the figure represents the disconnected state, and the black solid represents the closed state.

[0070] 2.1. Cooling in the car interior

[0071] Figure 2 2 is a schematic diagram showing the operation when cooling the vehicle interior. The vehicle interior is cooled by the refrigerant circuit 200 . Figure 2 The heating circuit 300 and the battery temperature control circuit 400 are stopped. Figure 2 As described above, the air 10 sent to the evaporator 218 is cooled in the evaporator 218 and introduced into the vehicle interior, thereby cooling the vehicle interior.

[0072] 2.2. Cooling of high voltage batteries

[0073] Figure 3 Schematic diagram showing the operation when cooling the high-voltage battery 410 . Figure 3In the embodiment, the high voltage battery 410 is cooled by heat exchange between the refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature control circuit 400 and the cooler 408. The refrigerant compressed by the electric compressor 210 is cooled in the outdoor heat exchanger 202 and is injected into the cooler 408 by the cooler expansion valve 206, whereby the refrigerant is vaporized to cool the cooler 408. Thus, the liquid flowing in the battery temperature control circuit 400 is cooled by the refrigerant flowing in the refrigerant circuit 200. Figure 3 This indicates a state where the heating circuit 300 is stopped.

[0074] 2.3. Interior cooling and high-voltage battery cooling

[0075] Figure 4 Schematic diagram showing the operation when the vehicle interior is cooled and the high voltage battery 410 is cooled simultaneously. Figure 2 The cooler expansion valve 206 is opened, so that the refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature adjustment circuit 400 exchange heat with the cooler 408 , thereby cooling the high-voltage battery 410 . Figure 4 This indicates a state where the heating circuit 300 is stopped.

[0076] 2.4. Dehumidification in the car interior

[0077] Figure 5 This is a schematic diagram showing the operation of dehumidifying the interior of a vehicle. Figure 2 The difference is that the air cooled and dehumidified by the evaporator 218 is heated again by the heater core 304. The refrigerant after the heat exchange in the evaporator 218 is in a high temperature and high pressure state. The operation of the water pump 308 causes the liquid to flow in the heating circuit 300. In the water-cooled condenser 306, the liquid in the heating circuit 300 exchanges heat with the high temperature and high pressure refrigerant, thereby heating the liquid in the heating circuit 300. At this time, Figure 5 As shown, the three-way valve 310, the three-way valve 404, and a part of the three-way valve 412 are closed, so that the liquid in the heating circuit 300 does not flow into the battery temperature control circuit 400. The air dehumidified by the evaporator 218 is heated by the heater core 304 and introduced into the vehicle cabin. When the refrigerant cannot provide enough heat to the liquid in the heating circuit 300, the high voltage heater 302 is turned on to further heat the liquid in the heating circuit 300.

[0078] 2.5. Dehumidification and heating in vehicle interior (1)

[0079] Figure 6 This is a schematic diagram showing the operation when dehumidification and heating are performed together in the vehicle interior. Figure 6In the embodiment, a part of the refrigerant in the refrigerant circuit 200 is introduced into the evaporator 218 through the high-pressure solenoid valve 214 instead of the outdoor heat exchanger 202. The operation of the water pump 308 causes the liquid to flow in the heating circuit 300, and the liquid flowing in the heating circuit 300 is heated in the water-cooled condenser 306. Thus, the air dehumidified by the evaporator 218 is heated by the heater core 304 and introduced into the vehicle interior.

[0080] 2.6. Dehumidification and heating in vehicle interior (2)

[0081] Figure 7 is a schematic diagram showing another example of the operation when dehumidification and heating are performed together in the vehicle interior. Figure 6 Same, but in Figure 7 In the middle, the high pressure solenoid valve 214 and the low pressure solenoid valve 204 are closed. Figure 6 and Figure 7 The difference is Figure 7 In the embodiment, when the outside temperature is low, the high voltage heater 302 is turned on to ensure the heating capacity during dehumidification. Figure 6 In the embodiment, when the outside temperature is low, since the refrigerant bypasses the outdoor heat exchanger 202, the heating capacity can be ensured without using the high voltage heater 302. Figure 6 , Figure 7 and Figure 5 Similarly, it indicates a state in which the liquid stops flowing from the heating circuit 300 into the battery temperature adjustment circuit 400 and the battery temperature adjustment circuit 400 stops.

[0082] 2.7. Dehumidification of the vehicle interior and cooling of the high-voltage battery

[0083] Figure 8 Schematic diagram showing the operation of dehumidifying the interior of the vehicle and cooling the high-voltage battery 410. Figure 5 , the cooler expansion valve 206 is opened. The refrigerant compressed by the electric compressor 210 is cooled in the outdoor heat exchanger 202 and is sprayed to the cooler 408 by the cooler expansion valve 206, thereby gasifying the refrigerant and cooling the cooler 408. The refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature control circuit 400 exchange heat with the cooler 408, thereby cooling the high-voltage battery 410. Dehumidification and Figure 5 Proceed in the same way.

[0084] 2.8. Dehumidification of the vehicle interior and heating of the high-voltage battery

[0085] Fig. 9 Schematic diagram showing the operation of dehumidifying the interior of the vehicle and raising the temperature of the high voltage battery 410. Figure 5 Same, but Fig. 9The liquid in the heating circuit 300 is introduced into the battery temperature regulating circuit 400. Therefore, in the three-way valve 310 of the heating circuit 300 and the three-way valves 404 and 412 of the battery temperature regulating circuit 400, each valve is controlled to allow the liquid to flow in the direction of the arrow. The liquid in the battery temperature regulating circuit 400 and the heating circuit 300 flows in the direction of the arrow due to the operation of the water pump 402. The liquid in the heating circuit 300 is introduced into the battery temperature regulating circuit 400, thereby increasing the temperature of the high-voltage battery 410. The air dehumidified by the evaporator 218 is heated by the heater core 304 and introduced into the vehicle interior. In a situation where the refrigerant cannot provide sufficient heat to the liquid in the heating circuit 300, the high-voltage heater 302 is turned on to further heat the liquid in the heating circuit 300.

[0086] 2.9. Heat pump type car interior heating

[0087] Fig.10 Schematic diagram showing the operation of heat pump type vehicle interior heating. The electric compressor 210 converts the refrigerant into high temperature and high pressure. In the water-cooled condenser 306, the liquid in the heating circuit 300 exchanges heat with the high temperature and high pressure refrigerant, thereby heating the liquid in the heating circuit 300. Figure 5 Similarly, the liquid stops flowing from the heating circuit 300 to the battery temperature regulating circuit 400, and the battery temperature regulating circuit 400 stops. The air introduced into the vehicle interior is heated by the heater core 304. When the refrigerant cannot provide sufficient heat to the liquid in the heating circuit 300, the high voltage heater 302 is turned on to further heat the liquid in the heating circuit 300.

[0088] 2.10. High voltage heater for heating the interior of the vehicle

[0089] Fig.11 3 is a schematic diagram showing the operation of heating the vehicle interior by the high voltage heater 302. The high voltage heater 302 heats the liquid in the heating circuit 300 and performs heat exchange in the heater core 304, thereby heating the vehicle interior. The refrigerant circuit 200 is in a stopped state. In addition, the liquid stops flowing from the heating circuit 300 to the battery temperature control circuit 400, and the battery temperature control circuit 400 stops.

[0090] 2.11. Heat pump heating of high voltage battery

[0091] Fig.12 Schematic diagram showing the operation of the heat pump to increase the temperature of the high voltage battery 410. Fig.10 Same, but Fig.12The liquid in the heating circuit 300 is introduced into the battery temperature regulating circuit 400. Therefore, in the three-way valve 310 of the heating circuit 300 and the three-way valves 404 and 412 of the battery temperature regulating circuit 400, each valve is controlled to allow the liquid to flow in the direction of the arrow. The liquid in the battery temperature regulating circuit 400 and the heating circuit 300 flows in the direction of the arrow due to the operation of the water pump 402. In the heating of the high-voltage battery by the heat pump, the electric compressor 210 changes the refrigerant into a high temperature and a high pressure, and in the water-cooled condenser 306, the liquid in the heating circuit 300 and the high-temperature and high-pressure refrigerant perform heat exchange, thereby heating the liquid in the heating circuit 300. Therefore, except when the external temperature is extremely low (for example, below -10°C), the high-voltage heater 302 is in a stopped state. Therefore, power consumption can be suppressed and energy utilization efficiency can be improved.

[0092] As described above, the refrigerant circuit 200 is basically used to perform heat exchange between the refrigerant and the air in the vehicle interior, and the refrigerant and the liquid in the battery temperature control circuit 400 are heat exchanged, thereby achieving temperature control (cooling, heating) in the vehicle interior and temperature control of the high-voltage battery 410. In addition, at extremely low temperatures, the heating circuit 300 is connected to the battery temperature control circuit 400, and both are composed of the same circuit, thereby also being able to cope with temperature requirements at extremely low temperatures.

[0093] 2.12. High voltage heater increases the temperature of the high voltage battery

[0094] Fig.13 This is a schematic diagram showing the operation of raising the temperature of the high voltage battery 410 by the high voltage heater 302. The high voltage heater 302 heats the liquid in the heating circuit 300 and introduces the liquid into the battery temperature adjustment circuit 400, thereby raising the temperature of the high voltage battery 410. The refrigerant circuit 200 is in a stopped state. Fig.13 In the three-way valve 310 of the heating circuit 300 and the three-way valves 404 and 412 of the battery temperature control circuit 400, each valve is controlled to allow liquid to flow in the direction of the arrow. The liquid in the battery temperature control circuit 400 and the heating circuit 300 flows in the direction of the arrow due to the operation of the water pump 402.

[0095] 3. Temperature regulation of the high-voltage battery by the coolant in the power electronics cooling circuit

[0096] As described above, the thermal management system 1000 can use the refrigerant circuit 200, the heating circuit 300, and the battery temperature control circuit 400 to control the temperature of the high voltage battery 410. In addition, in this embodiment, the liquid flowing in the power electronic cooling circuit 100 can be used to control the temperature of the high voltage battery 410.

[0097] Fig.14 It means for Figure 1 The schematic diagram of an example of a power electronics cooling circuit 100 is shown with bypass water paths 130, 132, 134 and bypass three-way valves 140, 142, 144 added. The bypass water paths 130, 132, 134 connect the power electronics cooling circuit 100 and the battery temperature control circuit 400. Fig.14 In the structure shown, the expansion tank 406 of the battery temperature control circuit 400 is arranged between the high voltage battery 410 and the water pump 402. Figure 15-16 The same applies to Chinese.

[0098] Fig.14 In the illustrated configuration, the coolant for the power electronic device (powertrain) cooled by the radiator 102 can flow to the battery temperature control circuit 400. Specifically, the flow path can be switched using the three-way valves 140, 142, 144 for bypass, thereby using the coolant for the power electronic device to control the temperature of the high-voltage battery 410.

[0099] The temperature of the coolant flowing in the power electronics cooling circuit 100 is generally higher than that of the liquid flowing in the battery temperature regulating circuit 400. Therefore, the coolant for the power electronics can be used to increase the temperature of the high-voltage battery 410. As described above, when the temperature of the high-voltage battery 410 is moderately increased, the power generated by the high-voltage battery 410 increases. Therefore, by using the coolant for the power electronics to increase the temperature of the high-voltage battery 410, the temperature of the high-voltage battery 410 can be optimally adjusted, thereby enabling high power to be exerted.

[0100] When the temperature of the coolant flowing in the power electronics cooling circuit 100 is lower than the temperature of the liquid flowing in the battery temperature regulating circuit 400, the coolant for the power electronics can also be used to cool the high-voltage battery 410. For example, during the charging of the high-voltage battery 410, since the high-voltage battery 410 generates heat, the coolant for the power electronics that exchanges heat with the external air in the radiator 102 may be lower than the temperature of the liquid flowing in the battery temperature regulating circuit 400. In this case, the high-voltage battery 410 can be cooled by introducing the coolant for the power electronics into the battery temperature regulating circuit 400.

[0101] In addition, when the coolant for power electronic equipment is used to increase the temperature of the high voltage battery 410, Fig. 9 , Fig.12 , Fig.13The method described will not use the refrigerant circuit 200 and the heating circuit 300 compared to the case where the temperature of the high-voltage battery 410 is increased, so the power consumption can be reduced. More specifically, when the coolant for the power electronic device is used to increase the temperature of the high-voltage battery 410, only the water pump 106 will generate power consumption. When the refrigerant 200 and the heating circuit 300 are used, the power consumption will increase because the electric compressor 210, the water pump 308, the high-voltage heater 302, etc. will work. Therefore, by using the coolant for the power electronic device to increase the temperature of the high-voltage battery 410, the power consumption can be greatly reduced.

[0102] In addition, when the coolant for power electronic devices is used to increase the temperature of the high-voltage battery 410, the coolant for power electronic devices that has already reached a high temperature can be used to increase the temperature of the high-voltage battery 410 in a short time. Therefore, the time required to reach the target temperature of the high-voltage battery 410 can be further shortened.

[0103] In particular, when the high voltage heater 302 is operated to increase the temperature of the high voltage battery 410, the power consumption of the high voltage heater 302 may increase, the driving power may decrease, and the cruising range of the vehicle may decrease. On the other hand, since the first machine 110 and the second machine 116 generate heat when the vehicle is running, the coolant flowing in the power electronics cooling circuit 100 can effectively use the heat generated by the vehicle running to increase the temperature of the high voltage battery 410. Therefore, when the coolant for power electronics is used to increase the temperature of the high voltage battery 410, basically no energy loss occurs.

[0104] Thus, when the vehicle is driven in a low temperature environment such as winter, for example, the temperature of the high voltage battery 410 can be increased in a short time, so that the high voltage battery 410 can exert a desired power.

[0105] In addition, the power consumption of heating the high-voltage battery 410 using the refrigerant circuit 200 or the heating circuit 300 is lower than that of heating the high-voltage battery 410 using the coolant for power electronic equipment. Therefore, it is preferred to heat the high-voltage battery 410 using the refrigerant circuit 200 or the heating circuit 300.

[0106] 3.1. When the exhaust heat of the second machine is not used

[0107] Fig.15 It means in Fig.14 In the illustrated configuration, a schematic diagram is provided of a state in which the temperature of the high-voltage battery 410 is regulated using powertrain cooling water. Fig.15 This indicates that the exhaust heat of the second machine 116 is not utilized. Fig.15As shown, the three-way valve 140 for bypass is controlled to close the flow path from the three-way valve 140 to the second machine 116. In addition, the three-way valve 144 is also closed.

[0108] Therefore, the powertrain coolant flows from the three-way valve 140 through the bypass flow path 130 to the battery temperature regulation circuit 400. Afterwards, the powertrain coolant flowing to the battery temperature regulation circuit 400 enters the battery temperature regulation circuit 400 and flows in the direction of the high-voltage battery 410 → the water pump 402 → the bypass flow path 134 → the three-way valve 142. Thus, the temperature of the high-voltage battery 410 can be regulated by the powertrain coolant.

[0109] in addition, Fig.15 In the illustrated example, since the refrigerant circuit 200 does not exchange heat with the battery temperature adjustment circuit 400 , it is possible to focus on adjusting the temperature in the vehicle interior.

[0110] 3.2. Using the exhaust heat of the second machine

[0111] Fig.16 This is a schematic diagram showing a case where exhaust heat of a second device is utilized. Fig.16 In the example shown, the bypass three-way valve 140 is controlled to open the flow path from the three-way valve 140 to the second device 116 and close the flow path from the three-way valve 140 to the battery temperature adjustment circuit 400 .

[0112] In addition, the three-way valve 144 is controlled so that the flow path from the three-way valve 144 to the battery temperature adjustment circuit 400 is opened and the flow path from the three-way valve 144 to the three-way valve 142 is closed.

[0113] Therefore, the coolant after cooling the second machine 116 will flow from the three-way valve 144 through the bypass flow path 132 to the battery temperature regulation circuit 400. After that, the powertrain coolant flowing to the battery temperature regulation circuit 400 enters the battery temperature regulation circuit 400 and flows in the direction of the high-voltage battery 410 → the water pump 402 → the bypass flow path 134 → the three-way valve 142. Thus, the coolant after cooling the second machine 116 can be used to regulate the temperature of the high-voltage battery 410.

[0114] The coolant cools the second machine 116, thereby performing heat exchange between the second machine 116 and the coolant. Thus, the exhaust heat of the second machine 116 can be introduced into the battery temperature control circuit 400. Therefore, the exhaust heat of the second machine 116 can be used to control the temperature of the high-voltage battery 410, and in particular, the exhaust heat can be used to increase the temperature of the high-voltage battery 410.

[0115] As described above, in this embodiment, when adjusting the temperature of the high-voltage battery 410, the three systems of the power electronic cooling circuit 100, the refrigerant circuit 200, and the heating circuit 300 can be used. When adjusting the temperature of the high-voltage battery 410, the optimal system that meets the requirements of power consumption, time to reach the target temperature, etc. can be selected to achieve it.

[0116] In addition, the use of powertrain coolant in the temperature regulation of the high-voltage battery 410 allows the electric compressor 210 of the refrigerant circuit 200 and the high-voltage heater 302 of the heating circuit 300 to focus on the temperature regulation in the vehicle interior. Therefore, the temperature regulation capability in the vehicle interior can be improved, and the comfort and convenience of the user can be improved.

[0117] The preferred embodiments of the present invention are described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the above examples. Personnel with ordinary knowledge in the technical field to which the present invention belongs can obviously think of various variations or modifications within the scope of the technical ideas recorded in the claims, and it should be understood that these variations or modifications should also belong to the technical scope of the present invention.

Claims

1. A thermal management system for a vehicle, characterized in that: have: a refrigerant circuit in which a refrigerant for adjusting the temperature of the vehicle interior circulates; a heating circuit in which a liquid that exchanges heat with the refrigerant circulates, and the heating circuit adjusts the temperature of the vehicle interior; a battery temperature regulating circuit for regulating the temperature of the battery by introducing a liquid that exchanges heat with the refrigerant into the battery; and an electric component cooling circuit, in which a liquid for cooling electric components for driving a vehicle circulates, has a radiator for cooling the circulating liquid, is connectable to the battery temperature regulating circuit, and comprises a first circuit and a second circuit connected in parallel with the first circuit via the radiator, wherein the first circuit includes a first machine and is configured to circulate a liquid to adjust a temperature of the first machine, the first machine including a first drive motor for driving a vehicle, the second circuit includes a second machine and is configured to circulate a fluid to regulate a temperature of the second machine, the second machine being different from the first machine and including a second drive motor for driving a vehicle, Wherein, the second loop is configured to include: a first flow path configured to bypass the second machine included in the second circuit, connect the battery temperature regulating circuit to the first circuit via the radiator, and introduce liquid cooled by the electric component cooling circuit into the battery temperature regulating circuit; and a second flow path connecting the battery temperature regulating circuit with the second circuit, the battery temperature regulating circuit being on the downstream side of the second machine, the second flow path being configured to guide the liquid heated by the second machine to flow from the second machine through the control valve and through the second flow path before entering the battery temperature regulating circuit, The temperature of the battery is adjusted by selectively arranging for liquid to flow through the first flow path or arranging for liquid to flow through the second flow path.

2. The thermal management system of a vehicle according to claim 1, characterized in that: The thermal management system of the vehicle introduces the liquid having exchanged heat with the outside air at the radiator into the battery temperature adjustment circuit.

3. The thermal management system of a vehicle according to claim 1 or 2, characterized in that: A control valve is provided at a connection portion between the electrical component cooling circuit and the battery temperature regulating circuit. The control valve controls introduction of liquid circulating in the electrical component cooling circuit into the battery temperature regulating circuit.

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