Vehicle thermal management system and hybrid vehicle having the same

Abstract

The present invention provides a vehicle thermal management system and a hybrid vehicle equipped therewith. The vehicle thermal management system includes: an engine; an engine coolant circulation line, wherein a first end of the engine coolant circulation line is connected to the engine coolant inlet, a second end of the engine coolant circulation line is connected to the engine coolant outlet, the engine coolant circulation line is used to circulate and guide the engine coolant flowing through the coolant outlet to the coolant inlet, and a first solenoid valve and a second solenoid valve are provided on the engine coolant circulation line; and a power battery heat exchange structure, wherein a first end of the power battery heat exchange structure is connected to the first solenoid valve, and a second end of the power battery heat exchange structure is connected to the second solenoid valve. The technical solution of the present application effectively solves the problem of high cost of vehicle thermal management systems in the prior art.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle thermal management system design, and in particular to a vehicle thermal management system and a hybrid vehicle having the same. Background Art

[0002] Existing dual-motor hybrid vehicles usually adopt a series drive mode under medium and low speed conditions, that is, the engine generates electricity to provide part of the power, and the power battery provides another part of the power, and the two together provide power for the drive motor. At this time, the power battery mainly realizes the "peak shaving and valley filling" function. When the available charge and discharge power of the power battery is insufficient, its "peak shaving and valley filling" function is greatly reduced, and the engine power response is limited by the engine response and has a time delay. At this time, the power response of the whole vehicle will become weaker. In order to ensure a strong power response of the vehicle, the power intensity of the power battery must be guaranteed. The available charge and discharge power of the power battery is greatly affected by temperature, especially at low temperatures, the charge and discharge power of the power battery is often severely reduced. In order to ensure that the power battery operates in a suitable temperature range, the existing technology usually installs a heating PTC element in the battery thermal management circuit, but this increases the cost of the whole vehicle and also consumes more energy.

[0003] With regard to the problem of high cost of vehicle thermal management systems in the prior art, no effective solution has been proposed so far. Summary of the Invention

[0004] The main purpose of the present invention is to provide a vehicle thermal management system and a hybrid vehicle having the same, so as to solve the problem of high cost of vehicle thermal management systems in the prior art.

[0005] To achieve the above-mentioned objectives, according to one aspect of the present invention, a vehicle thermal management system is provided, comprising: an engine; an engine coolant circulation pipeline, wherein a first end of the engine coolant circulation pipeline is connected to a coolant inlet of the engine, a second end of the engine coolant circulation pipeline is connected to a coolant outlet of the engine, the engine coolant circulation pipeline is used to circulate and guide the engine coolant flowing through the coolant outlet to the coolant inlet, and a first solenoid valve and a second solenoid valve are provided on the engine coolant circulation pipeline; a power battery heat exchange structure, wherein a first end of the power battery heat exchange structure is connected to the first solenoid valve, and a second end of the power battery heat exchange structure is connected to the second solenoid valve.

[0006] Furthermore, the vehicle thermal management system also includes: a first electric water pump, a first end of the first electric water pump is connected to the coolant inlet, and a second end of the first electric water pump is connected to the first end of the engine coolant circulation pipeline; an electronic thermostat, a first end of the electronic thermostat is connected to the coolant outlet, and a second end of the electronic thermostat is connected to the second end of the engine coolant circulation pipeline.

[0007] Furthermore, the vehicle thermal management system also includes: an engine coolant cooling pipeline, a first end of the engine coolant cooling pipeline is connected to the second end of the first electric water pump, a second end of the engine coolant cooling pipeline is connected to the second end of the electronic thermostat, and an engine radiator is provided on the engine coolant cooling pipeline, and the engine radiator is used to cool the engine coolant circulating in the engine.

[0008] Furthermore, the vehicle thermal management system also includes: a first expansion water tank, the first expansion water tank is connected to the first electric water pump, and the first expansion water tank is used to store engine coolant.

[0009] Furthermore, at least one of the first solenoid valve and the second solenoid valve is a three-way valve, two ports of the three-way valve are connected to the engine coolant circulation pipeline, and the other port of the three-way valve is connected to the power battery heat exchange structure.

[0010] Furthermore, the vehicle thermal management system also includes: a power battery circulation pipeline, a power battery heat exchange structure is arranged on the power battery circulation pipeline, a first end of the power battery circulation pipeline is connected to a port of the first solenoid valve, and a second end of the power battery circulation pipeline is connected to a port of the second solenoid valve.

[0011] Furthermore, the vehicle thermal management system also includes: a second expansion water tank, which is connected to the power battery circulation pipeline and is used to store power battery coolant for performing heat exchange operations on the power battery heat exchange structure.

[0012] Furthermore, a second electric water pump and an air-conditioning heat exchanger are sequentially provided on the power battery circulation pipeline, and the air-conditioning heat exchanger is used to cool the power battery coolant.

[0013] Furthermore, the first end of the power battery circulation pipeline and the second end of the power battery circulation pipeline are connected through an auxiliary branch, and a two-way valve is provided on the auxiliary branch.

[0014] According to another aspect of the present invention, a hybrid vehicle is provided, comprising a vehicle thermal management system, wherein the vehicle thermal management system is the above-mentioned vehicle thermal management system.

[0015] By applying the technical solution of the present invention, by providing a first solenoid valve and a second solenoid valve on the engine coolant circulation line and connecting the power battery heat exchange structure to the engine coolant circulation line, the vehicle thermal management system can not only independently complete the engine heat cycle, but also, under appropriate conditions, utilize the heat of the engine coolant to perform heat exchange operations on the power battery. This allows the vehicle thermal management system to ensure that the power battery is within the appropriate operating temperature range without the need to provide a separate PTC heating element for the power battery, thereby improving the vehicle's drivability. The technical solution of this application effectively solves the problem of high cost of vehicle thermal management systems in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0017] Figure 1 A schematic structural diagram of an embodiment of a vehicle thermal management system according to the present invention is shown;

[0018] Figure 2 A schematic structural diagram of a parallel-parallel hybrid power system equipped with a vehicle thermal management system according to the present invention is shown;

[0019] Figure 3 This is a hardware structure block diagram of an electronic device of a vehicle according to a control method of a vehicle thermal management system according to one optional embodiment of the present invention;

[0020] Figure 4 is a flow chart of a method for controlling a vehicle thermal management system according to one optional embodiment of the present invention;

[0021] Figure 5 4 is a structural block diagram of a control device for a vehicle thermal management system according to an optional embodiment of the present invention.

[0022] The above drawings include the following reference numerals:

[0023] 10. Engine;

[0024] 20. Engine coolant circulation line; 21. First solenoid valve; 22. Second solenoid valve; 23. First electric water pump; 24. Electronic thermostat; 25. First expansion tank;

[0025] 30. Power battery heat exchange structure;

[0026] 40. Engine coolant cooling pipe; 41. Engine radiator;

[0027] 50. Power battery circulation pipeline; 51. Second expansion tank; 52. Second electric water pump; 53. Air conditioning heat exchanger;

[0028] 60. Auxiliary branch; 61. Two-way valve;

[0029] 70. Generator; 71. Torsional vibration damper; 72. Reduction gear mechanism; 73. Clutch; 74. Drive motor; 75. Differential. DETAILED DESCRIPTION

[0030] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0031] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0032] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0033] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in a variety of different forms and should not be interpreted as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of this application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0034] With oil resources becoming increasingly scarce and facing increasingly stringent fuel consumption regulations, reducing fuel consumption in traditional pure internal combustion engine vehicles is becoming increasingly costly and challenging. Hybrid vehicles, with their electric motors as a supplement, offer great potential for reducing fuel consumption. P2 configurations, represented by European manufacturers, and dual-motor planetary gear power split configurations, such as Toyota's, have both entered mass production and achieved excellent fuel efficiency, gaining widespread consumer favor. However, both P2 and power split configurations face significant technical challenges and barriers in their domestic application, leading to a relatively slow uptake in domestically produced vehicles. A dual-motor hybrid system consists of two motors: one rigidly connected to the engine for power generation, and the other connected to the driveshaft for driving. At low and medium speeds, the vehicle operates in series, with the two motors performing independent functions. This makes vehicle control relatively easy, and has seen widespread adoption in the domestic market in recent years.

[0035] Non-plug-in dual-motor hybrid electric vehicles (HEVs) feature relatively small power battery capacities, typically under 2 kW / h. HEVs typically have a pure electric driving range of only a few hundred meters, while current EVs typically have power batteries exceeding 50 kW / h. Therefore, for HEVs, whenever the driver demands a higher power, the engine must start generating electricity. The engine provides some power, while the power battery provides the remaining power. Together, these two components provide power for the drive motor, primarily fulfilling the "peak shaving" function. When the power battery's available charge and discharge power is insufficient, this peak shaving and valley filling function is significantly diminished. The engine's power response is limited by its response, making it difficult to deliver the same "on-demand" output power as the power battery. Consequently, the vehicle's overall dynamic response becomes weaker. Especially in winter, where low temperatures occur, the power battery's charge and discharge power often decreases significantly. Therefore, timely raising the power battery temperature in these conditions is crucial to the vehicle's dynamic performance.

[0036] like Figure 2 The figure shows a schematic diagram of a hybrid power system with a parallel-parallel configuration and a vehicle thermal management system, wherein the hybrid power system includes an engine 10, a generator 70, a torsional vibration damper 71, a reduction gear mechanism 72, a clutch 73, a drive motor 74, and a differential 75.

[0037] There are two main approaches to heating the power battery in hybrid systems under low-temperature conditions: First, using passenger compartment air to heat the power battery. This approach, known as air heating, suffers from the problem of low battery heating efficiency due to the slow rise in passenger compartment temperature at low temperatures. Second, using a high-voltage PTC to heat the coolant, which is then used to heat the battery. Because high-voltage PTCs heat more quickly, they offer high battery heating efficiency and rapid temperature rise. However, using high-voltage PTCs increases system cost and the complexity of the thermal management system. These two approaches, respectively, fall into the fields of air heating and liquid heating technology, and neither approach can guarantee the operating temperature of the power battery while simultaneously controlling cost and reducing system complexity.

[0038] Combine Figure 1 As shown, according to a specific embodiment of the present application, a vehicle thermal management system is provided.

[0039] The vehicle thermal management system includes an engine 10, an engine coolant circulation line 20, and a power battery heat exchange structure 30. The first end of the engine coolant circulation line 20 is connected to the coolant inlet of the engine 10. The second end of the engine coolant circulation line 20 is connected to the coolant outlet of the engine 10. The engine coolant circulation line 20 is used to circulate and guide the engine coolant flowing through the coolant outlet to the coolant inlet. The engine coolant circulation line 20 is provided with a first solenoid valve 21 and a second solenoid valve 22. The first end of the power battery heat exchange structure 30 is connected to the first solenoid valve 21, and the second end of the power battery heat exchange structure 30 is connected to the second solenoid valve 22.

[0040] By applying the technical solution of this embodiment, a first solenoid valve 21 and a second solenoid valve 22 are provided on the engine coolant circulation pipeline 20, and the power battery heat exchange structure 30 is connected to the engine coolant circulation pipeline 20, so that the vehicle thermal management system can not only complete the thermal cycle of the engine independently, but also use the heat of the engine coolant to perform heat exchange operations on the power battery under appropriate conditions, so that the vehicle thermal management system can ensure that the power battery is within the appropriate operating temperature range without the need to set up a PTC heating element for the power battery. Combined with the technical solution of this application, the problem of high cost of vehicle thermal management systems in the prior art is effectively solved. For hybrid vehicles, the engine serves as a heat source for natural gas, and the heat generated by the engine can be used to heat the power battery, thereby improving the efficiency of fuel utilization, reducing the cost of the thermal management system, and quickly raising the power temperature to above 0 degrees, so that the power battery can give full play to its charging and discharging capabilities, thereby improving the driving performance of the entire vehicle.

[0041] like Figure 1As shown, the vehicle thermal management system also includes a first electric water pump 23 and an electronic thermostat 24. A first end of the first electric water pump 23 is connected to the coolant inlet. A second end of the first electric water pump 23 is connected to the first end of the engine coolant circulation line 20. A first end of the electronic thermostat 24 is connected to the coolant outlet. A second end of the electronic thermostat 24 is connected to the second end of the engine coolant circulation line 20. The first electric water pump 23 is used to provide pressure to the engine coolant in the engine coolant circulation line 20. The electronic thermostat 24 is used to control the flow of the engine coolant.

[0042] Optionally, the first electric water pump 23, the electronic thermostat 24, the engine 10, the first solenoid valve 21, the second solenoid valve 22, and the first expansion tank 25 form an engine coolant circulation line 20. The engine coolant circulation line 20 is used to repeatedly circulate the engine coolant inside the engine to quickly heat the engine.

[0043] Furthermore, the vehicle thermal management system includes an engine coolant cooling line 40. A first end of the engine coolant cooling line 40 communicates with a second end of the first electric water pump 23. A second end of the engine coolant cooling line 40 communicates with a second end of the electronic thermostat 24. An engine radiator 41 is disposed on the engine coolant cooling line 40. The engine radiator 41 is used to cool the engine coolant circulating within the engine 10. When the engine water temperature is high, the engine coolant cooling line 40 uses the engine radiator 41 to reduce the temperature of the engine coolant, allowing the cooled engine coolant to flow back into the engine 10. In fact, in order to quickly heat up the engine, the engine coolant flows out of the engine 10 and passes through the electronic thermostat 24. The right outlet of the electronic thermostat 24 is opened, and the engine coolant flows back to the engine 10 after passing through the first solenoid valve 21, the second solenoid valve 22, and the first electric water pump 23; when the engine water temperature is high, it is necessary to reduce the engine coolant temperature through the engine radiator 41 arranged at the front of the vehicle. The engine coolant flows out of the engine 10 and passes through the electronic thermostat 24. The left outlet of the electronic thermostat 24 is opened, and the engine coolant flows through the engine radiator 41 and passes through the front of the vehicle to cool down in the wind, and finally flows back to the engine 10 after passing through the first electric water pump 23.

[0044] Specifically, the vehicle thermal management system further includes a first expansion tank 25. The first expansion tank 25 is in communication with the first electric water pump 23. The first expansion tank 25 is used to store engine coolant. Preferably, a liquid level sensor is provided in the first expansion tank 25.

[0045] Furthermore, at least one of the first solenoid valve 21 and the second solenoid valve 22 is a three-way valve. Two ports of the three-way valve are connected to the engine coolant circulation pipeline 20, and the other port of the three-way valve is connected to the power battery heat exchange structure 30. By switching the ports of the three-way valve, the connection between the engine coolant circulation pipeline 20 and the power battery heat exchange structure 30 is controlled, thereby controlling the circulation path of the engine coolant. This allows the heat generated by the engine operation to be selectively used to quickly heat the battery, rapidly raising the battery temperature and restoring the charge and discharge power to normal levels, thus preventing the battery from operating at low temperatures and affecting its lifespan.

[0046] Furthermore, the vehicle thermal management system includes a power battery circulation line 50. The power battery heat exchange structure 30 is disposed on the power battery circulation line 50. A first end of the power battery circulation line 50 communicates with one port of the first solenoid valve 21. A second end of the power battery circulation line 50 communicates with one port of the second solenoid valve 22. The power battery circulation line 50 circulates engine coolant delivered by the engine coolant circulation line 20, enabling heat exchange between the engine coolant and the power battery heat exchange structure.

[0047] Furthermore, the vehicle thermal management system includes a second expansion tank 51. The second expansion tank 51 is connected to the power battery circulation line 50. The second expansion tank 51 is used to store power battery coolant for heat exchange with the power battery heat exchange structure 30. The second expansion tank 51 can independently store power battery coolant, which is used to cool the power battery when the power battery temperature is too high.

[0048] Furthermore, the power battery circulation line 50 is sequentially provided with a second electric water pump 52 and an air conditioning heat exchanger 53. The air conditioning heat exchanger 53 is used to cool the power battery coolant. The second electric water pump 52 is used to provide power to the power battery coolant or engine coolant. The air conditioning heat exchanger 53 is used to exchange heat from the power battery coolant with the outside world, allowing the power battery coolant to re-enter the power battery cooling cycle.

[0049] Furthermore, the first end of the power battery circulation pipeline 50 and the second end of the power battery circulation pipeline 50 are connected via an auxiliary branch 60. A two-way valve 61 is provided on the auxiliary branch 60. The power battery circulation pipeline 50 and the auxiliary branch 60 constitute a cooling circulation pipeline for the power battery. In other words, the power battery circulation pipeline 50 is disconnected from the engine coolant circulation pipeline 20, and the power battery circulation pipeline 50 and the auxiliary branch 60 are combined to form a closed-loop circulation pipeline through which the power battery coolant can flow. At this time, the power battery coolant in the second expansion water tank 51 removes the heat from the power battery through the power battery heat exchange structure 30, exchanges heat with the air conditioner heat exchanger 53, and then re-enters the power battery heat exchange structure 30.

[0050] Alternatively, as Figure 1 As shown, when the power battery needs to be cooled, the upper and lower ports of the first solenoid valve 21 are opened, and the upper and lower ports of the second solenoid valve 22 are opened. The engine coolant circulation pipeline 20 and the power battery circulation pipeline 50 are disconnected. The two-way valve 61 is opened, and the second electric water pump 52 starts to operate. The power coolant removes heat from the power battery. The coolant temperature is reduced by the air conditioning heat exchanger 53. The cooled coolant flows back to the power battery through the second electric water pump 52. The coolant again removes heat from the power battery, achieving cooling of the power battery. When the power battery needs to be heated, the upper outlet and right outlet of the first solenoid valve 21 are opened, and the lower outlet and right outlet of the second solenoid valve 22 are opened. The two-way valve 61 is closed, connecting the power battery circulation pipeline 50 and the engine coolant circulation pipeline 20. The high-temperature engine coolant flows through the power battery to heat it.

[0051] According to another specific embodiment of the present invention, a hybrid vehicle is provided, including a vehicle thermal management system, where the vehicle thermal management system is the vehicle thermal management system in the above embodiment.

[0052] According to one embodiment of the present invention, an embodiment of a control method of a vehicle thermal management system of an engine is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0053] The method embodiment can be executed in an electronic device or similar computing device in a vehicle that includes a memory and a processor. For example, Figure 3As shown, the electronic device of the vehicle may include one or more processors 102 (the processor may include but is not limited to a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microprocessor (MCU), a field-programmable logic device (FPGA), a neural network processor (NPU), a tensor processing unit (TPU), an artificial intelligence (AI) type processor, etc.) and a memory 104 for storing data. Optionally, the electronic device of the above-mentioned car may also include a transmission device 106 for communication functions, an input and output device 108, and a display 110. It will be understood by those skilled in the art that Figure 3 The structure shown is for illustration only and does not limit the structure of the electronic device of the vehicle. For example, the electronic device of the vehicle may include more or fewer components than those described above, or have a configuration different from that described above.

[0054] The memory 104 can be used to store computer programs, for example, software programs and modules of application software, such as the computer program corresponding to the control method of the vehicle thermal management system in the embodiment of the present invention. The processor 102 executes various functional applications and the control method of the vehicle thermal management system by running the computer program stored in the memory 104, that is, implements the above-mentioned information processing method. The memory 104 may include a high-speed random access memory and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include a memory remotely located relative to the processor 102, and these remote memories may be connected to the mobile terminal via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0055] The transmission device 106 is used to receive or transmit data via a network. A specific example of the aforementioned network may include a wireless network provided by the mobile terminal's communications provider. In one embodiment, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to enable communication with the Internet. In one embodiment, the transmission device may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0056] The display 110 may be, for example, a touch-screen liquid crystal display (LCD). The LCD may enable a user to interact with a user interface of the mobile terminal. In some embodiments, the mobile terminal may include a graphical user interface (GUI), and a user may interact with the GUI by finger contact and / or gestures on a touch-sensitive surface. The human-computer interaction functions herein may optionally include the following interactions: creating web pages, drawing, word processing, creating electronic documents, gaming, video conferencing, instant messaging, sending and receiving emails, call interfaces, playing digital videos, playing digital music, and / or web browsing. Executable instructions for performing the above-mentioned human-computer interaction functions are configured / stored in a computer program product or readable storage medium executable by one or more processors.

[0057] This embodiment provides a method for controlling a vehicle thermal management system of an electronic device running on the above vehicle. Figure 4 FIG. 1 is a flow chart of a method for controlling a vehicle thermal management system according to one embodiment of the present invention. Figure 4 As shown, the process includes the following steps:

[0058] Step S10, acquiring temperature information and power information, wherein the temperature information includes at least one of the following: power battery temperature and engine coolant temperature; and the power information includes at least one of the following: power battery actual power and power battery rated power;

[0059] Step S20, generating a control instruction based on the temperature information and the power information, the control instruction is used to adjust the operating parameters of the vehicle thermal management system, wherein the operating parameters include at least one of the following: the opening state of the first solenoid valve, the opening state of the second solenoid valve, and the opening state of the two-way valve.

[0060] Through the above steps, whether the power battery needs to be heated and the heating capacity of the engine are determined based on the power battery temperature, engine coolant temperature and actual power of the power battery, thereby controlling the operating parameters of the vehicle thermal management system so that each circuit of the vehicle thermal management system can effectively heat or cool the power battery under various conditions. The power battery can always operate within an appropriate temperature range, thereby enhancing the vehicle's power response.

[0061] The control method of the vehicle thermal management system also includes: when the power battery simultaneously meets the conditions that the maximum available charge and discharge power is lower than 80% of its rated charge and discharge power at normal temperature, there is no fault warning and the maximum temperature is lower than 10 degrees, it is determined that the power battery has a heating requirement, and the vehicle thermal management system controls the engine to start.

[0062] The vehicle thermal management system control method further includes: after the engine is started, detecting the engine coolant temperature. When the engine coolant temperature is greater than 10 degrees Celsius and the engine temperature is greater than 10 degrees Celsius above the maximum temperature of the power battery, controlling the first solenoid valve 21, the second solenoid valve 22, and the two-way valve 61 to open to a set position, controlling the first electric water pump 23 and the second electric water pump 52 to begin rotating, and connecting the power battery circulation line 50 to the engine coolant circulation line 20. Because the engine water temperature is also relatively low at this time, the electronic thermostat 24 opens the right channel, and the engine coolant does not enter the engine coolant cooling line 40. During the process of the engine coolant heating the power battery, the first electric water pump 23 and the second electric water pump 52 have the same rotational speed. The rotational speed is obtained by looking up the temperature difference between the engine coolant temperature and the maximum battery temperature. When the temperature difference is small, it indicates that the engine temperature is not too high and the heating capacity of the battery is relatively weak, so the water pump speed is low. When the temperature difference is large, it indicates that the engine temperature is high and the heating capacity of the battery is relatively strong, so the water pump speed is high. The rotational speed is a calibration value and can take the values ​​shown in the following table:

[0063]

[0064] The control method of the vehicle thermal management system also includes: when the power battery simultaneously meets the conditions that the available charge and discharge power reaches 95% of the rated charge and discharge power and the maximum temperature is between 10 degrees and 30 degrees, or when the electronic thermostat 24 has opened the lower channel due to the high engine water temperature, controlling the first solenoid valve 21 and the second solenoid valve 22 to open to the set position to disconnect the power battery circulation pipeline 50 from the engine coolant circulation pipeline 20.

[0065] The vehicle thermal management system control method further includes: after determining that there is a need to heat the power battery and starting the engine, determining whether the power battery simultaneously meets a first preset condition and a second preset condition, and in response to the power battery not meeting at least one of the first and second preset conditions, maintaining the engine in the started state. The first preset condition is that the power battery's available charge and discharge power reaches 95% of the rated charge and discharge power, and the second preset condition is that the power battery's maximum temperature is between 10°C and 30°C. If the power battery simultaneously meets the conditions of 95% of the rated charge and discharge power and the maximum temperature is between 10°C and 30°C, whether to shut down the engine is determined by the vehicle energy management algorithm.

[0066] Figure 5 FIG. 1 is a structural block diagram of a control device for a piston cooling nozzle according to one embodiment of the present invention. Figure 5As shown, the device includes: an acquisition module 80, which is used to obtain temperature information and power information, wherein the temperature information includes at least one of the following: power battery temperature, engine coolant temperature, and the power information includes at least one of the following: power battery actual power, power battery rated power; a generation module 81, which is used to generate control instructions based on the temperature information and power information, and the control instructions are used to adjust the working parameters of the vehicle thermal management system, wherein the working parameters include at least one of the following: the opening state of the first solenoid valve, the opening state of the second solenoid valve, and the opening state of the two-way valve.

[0067] Through the above module, whether the power battery needs to be heated and the engine's heating capacity are determined based on the power battery temperature, engine coolant temperature and actual power of the power battery, thereby controlling the operating parameters of the vehicle thermal management system so that each circuit of the vehicle thermal management system can effectively heat or cool the power battery under various conditions. The power battery can always operate within the appropriate temperature range, thereby enhancing the vehicle's power response.

[0068] An embodiment of the present invention further provides an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor is configured to run the computer program to execute the steps in any one of the above method embodiments.

[0069] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0070] In addition to the above, it should be noted that references to "one embodiment," "another embodiment," "an embodiment," and the like in this specification refer to specific features, structures, or characteristics described in conjunction with that embodiment as included in at least one embodiment generally described in this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in conjunction with any embodiment, it is intended that such feature, structure, or characteristic, when implemented in conjunction with other embodiments, also falls within the scope of the present invention.

[0071] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0072] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A vehicle thermal management system, characterized in that: include: Engine (10); An engine coolant circulation pipeline (20), wherein a first end of the engine coolant circulation pipeline (20) is communicated with a coolant inlet of the engine (10), and a second end of the engine coolant circulation pipeline (20) is communicated with a coolant outlet of the engine (10), and the engine coolant circulation pipeline (20) is used to circulate and guide the engine coolant flowing through the coolant outlet to the coolant inlet, and a first solenoid valve (21) and a second solenoid valve (22) are provided on the engine coolant circulation pipeline (20); a power battery heat exchange structure (30), wherein a first end of the power battery heat exchange structure (30) is in communication with the first solenoid valve (21), and a second end of the power battery heat exchange structure (30) is in communication with the second solenoid valve (22); At least one of the first solenoid valve (21) and the second solenoid valve (22) is a three-way valve, two ports of the three-way valve are connected to the engine coolant circulation pipeline (20), and the other port of the three-way valve is connected to the power battery heat exchange structure (30); The vehicle thermal management system further includes: a power battery circulation pipeline (50), wherein the power battery heat exchange structure (30) is arranged on the power battery circulation pipeline (50), a first end of the power battery circulation pipeline (50) is communicated with a port of the first solenoid valve (21), and a second end of the power battery circulation pipeline (50) is communicated with a port of the second solenoid valve (22); The power battery circulation pipeline (50) is provided with a second electric water pump (52) and an air conditioning heat exchanger (53) in sequence, and the air conditioning heat exchanger (53) is used to cool the power battery coolant; The first end of the power battery circulation pipeline (50) and the second end of the power battery circulation pipeline (50) are communicated via an auxiliary branch (60), and a two-way valve (61) is provided on the auxiliary branch (60).

2. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system further includes: a first electric water pump (23), wherein a first end of the first electric water pump (23) is in communication with the coolant inlet, and a second end of the first electric water pump (23) is in communication with a first end of an engine coolant circulation pipeline (20); An electronic thermostat (24), wherein a first end of the electronic thermostat (24) is in communication with the coolant outlet, and a second end of the electronic thermostat (24) is in communication with a second end of the engine coolant circulation pipeline (20).

3. The vehicle thermal management system according to claim 2, characterized in that: The vehicle thermal management system further includes: An engine coolant cooling pipeline (40), wherein a first end of the engine coolant cooling pipeline (40) is in communication with a second end of the first electric water pump (23), and a second end of the engine coolant cooling pipeline (40) is in communication with a second end of the electronic thermostat (24). An engine radiator (41) is provided on the engine coolant cooling pipeline (40), and the engine radiator (41) is used to cool the engine coolant circulating in the engine (10).

4. The vehicle thermal management system according to claim 2, characterized in that: The vehicle thermal management system further includes: A first expansion water tank (25), the first expansion water tank (25) is in communication with the first electric water pump (23), and the first expansion water tank (25) is used to store the engine coolant.

5. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system further includes: A second expansion water tank (51), the second expansion water tank (51) is in communication with the power battery circulation pipeline (50), and the second expansion water tank (51) is used to store power battery coolant for performing heat exchange operations on the power battery heat exchange structure (30).

6. A hybrid vehicle comprising a vehicle thermal management system, characterized in that: The vehicle thermal management system is the vehicle thermal management system according to any one of claims 1 to 5.

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