Thermal management system and control method thereof, and vehicle

Abstract

The present invention provides a thermal management system and a control method thereof, as well as a vehicle. The thermal management system includes a motor heat exchange circuit and a battery heat exchange circuit. The motor heat exchange circuit includes a motor control module and a motor heat dissipation module. The motor control module includes a drive motor assembly and an oil cooler; the battery heat exchange circuit includes a battery module and a heat exchange module; the motor heat exchange circuit and the battery heat exchange circuit are connected through a first control valve, and the motor control module, the first control valve, the first stop valve, and the battery module are sequentially connected to form a circuit; the first control valve controls the connection or disconnection between the motor heat exchange circuit and the battery heat exchange circuit, and the connection or disconnection between the motor heat dissipation module and the battery heat exchange circuit. When the motor control module and the heat exchange module are connected in series, the oil cooler can be heated by the waste heat of the motor. When the vehicle is used in different environments, it can maximize the use of the system's waste heat to heat the oil cooler by adjusting the first control valve and the first stop valve.

Description

Technical Field

[0001] The present invention belongs to the technical field of hybrid electric vehicles, and in particular relates to a thermal management system and a control method thereof, and a vehicle. Background Art

[0002] As a type of vehicle that can significantly improve fuel economy, hybrid-extended-range electric vehicles have become the subject of research by major OEMs in recent years. Due to different design requirements, the operating temperature ranges of various systems and components of hybrid-extended-range electric vehicles will vary. The core power components need to use external means to control the temperature within an appropriate temperature range to ensure stable and efficient operation of the components.

[0003] Hybrid vehicles are driven by dual power sources. Compared with traditional power, the thermal management of the vehicle needs to simultaneously consider the coordinated work of new energy components such as the engine and electric drive / battery system. It is also necessary to consider the stable operation of power components under different driving modes to ensure the power economy of the vehicle and high / low temperature control requirements, so as to improve the adaptability and durability of the vehicle under extreme (high / low temperature, high altitude) working conditions.

[0004] If the temperature of the power system of a hybrid vehicle is too high, it will easily lead to a decrease in the power of the vehicle, affect the life of components, and even cause serious heat damage and fire problems; if the temperature of the power system is too low, it will affect the battery discharge capacity and the combustion state of the engine. Existing hybrid electric vehicles have more thermal management components than pure electric vehicles and traditional vehicles, so the thermal management system must not only meet performance requirements but also be feasible and have reasonable costs.

[0005] Hybrid electric vehicles (PHEVs) are often equipped with large battery packs, and their pure electric range can reach ≥50km. However, in winter, like most pure electric models, hybrid models will also reduce their pure electric range by about 20%-30% due to the weakened battery discharge capacity at low temperatures, and some can even reach more than half; low temperatures will also cause lithium precipitation in the battery, causing irreversible damage. To solve this problem, the existing heat treatment system will connect the battery and the motor control module in series through valve control to fully utilize the waste heat generated by the motor in the motor control module to heat the battery. However, this will cause the oil cooler in the motor control module that is connected in series with the transmission to be insufficiently heated, affecting the use of the transmission. Summary of the invention

[0006] The object of the present invention is to provide a thermal management system and a control method thereof, as well as a vehicle, in order to solve the technical problem that the oil cooler in the existing hybrid vehicle cannot be effectively heated at low temperatures.

[0007] To achieve the above purpose, the technical solution adopted by the present invention is as follows:

[0008] In a first aspect, a thermal management system is provided, comprising:

[0009] A motor heat exchange circuit, comprising a motor control module and a motor heat dissipation module connected in series to form a circuit, wherein the motor control module comprises a drive motor assembly connected in series and an oil cooler connected in series with a transmission to form a circuit;

[0010] A battery heat exchange circuit, comprising a battery module and a heat exchange module connected in series to form a circuit;

[0011] The motor heat exchange circuit is connected to the battery heat exchange circuit via a first control valve, and the motor control module, the first control valve, the first stop valve, and the battery module are sequentially connected end to end to form a circuit;

[0012] The first control valve controls the connection or disconnection between the motor heat exchange circuit and the battery heat exchange circuit, and the connection between the motor heat dissipation module and the battery heat exchange circuit.

[0013] In one of the embodiments of the first aspect, the motor heat exchange circuit further includes a third connecting pipeline connected in parallel with the oil cooler through a second control valve.

[0014] In one embodiment of the first aspect, a second stop valve is provided between the first control valve and the heat exchange module.

[0015] In one of the embodiments of the first aspect, the thermal management system also includes an engine heat exchange circuit, the engine heat exchange circuit includes the heat exchange module, the engine module, and the heater module connected in series end to end to form a circuit, and the heater module includes a thermistor and a heater core connected in series.

[0016] In one of the embodiments of the first aspect, the engine heat exchange circuit further includes a fourth connecting pipeline connected in parallel with the engine module through at least one third control valve.

[0017] In one embodiment of the first aspect, the thermal management system further includes an overflow tank and a thermostat for introducing coolant into each circuit; the engine module, the motor cooling module and the thermostat are sequentially connected end to end to form a cooling circuit.

[0018] In a second aspect, a control method of a thermal management system is provided, which is applied to the thermal management system described in the above embodiments. The control method of the thermal management system includes:

[0019] Motor waste heat heating oil cooler step: in electric mode, controlling the first control valve to disconnect the motor heat dissipation module from the battery heat exchange circuit, and controlling the first stop valve to disconnect the battery module, so that the motor control module, the first control valve and the heat exchange module are connected in series to form a circuit;

[0020] In one embodiment of the second aspect, the thermal management system further includes an engine heat exchange circuit, the engine heat exchange circuit includes the heat exchange module, the engine module and the heater module connected in series to form a circuit, the engine heat exchange circuit is connected in parallel with a fourth connecting pipeline through a third control valve, and the heater module includes a thermistor and a heater core connected in series;

[0021] The control method of the thermal management system also includes the step of heating the oil cooler by the heat exchange module: in the hybrid mode, controlling the first control valve to disconnect the connection between the motor cooling module and the battery heat exchange circuit, and controlling the first stop valve to disconnect the battery module, so that the motor control module, the first control valve and the heat exchange module are connected in series to form a circuit; controlling the third control valve to disconnect the fourth connecting pipeline, so that the heat exchange module, the engine module and the heater module are connected end to end in sequence to form a circuit.

[0022] In one embodiment of the second aspect, the motor heat exchange circuit further includes a third connecting pipeline, and the third connecting pipeline is connected in parallel with the oil cooler through a second control valve;

[0023] The control method of the thermal management system further includes an oil cooler self-heating step: controlling the second control valve to disconnect the oil cooler.

[0024] In one of the embodiments of the second aspect, the motor heat exchange circuit also includes a third connecting pipeline connected in parallel with the oil cooler through a second control valve, and the control method of the thermal management system also includes a step of heating the battery with motor waste heat: controlling the first control valve to disconnect the connection between the motor cooling module and the battery heat exchange circuit, controlling the second shut-off valve to disconnect the heat exchange module, and controlling the second control valve to disconnect the oil cooler.

[0025] In one embodiment of the second aspect, the thermal management system further includes an engine heat exchange circuit, the engine heat exchange circuit includes a heat exchange module, an engine module and a heater module connected in series to form a circuit, the engine heat exchange circuit is connected in parallel with a fourth connecting pipeline through a third control valve, and the heater module includes a thermistor and a heater core connected in series;

[0026] The control method of the thermal management system further includes the step of heating the battery with a heat exchange module: controlling the first control valve to disconnect the motor heat exchange circuit from the battery heat exchange circuit;

[0027] In the electric mode, the third control valve is controlled to disconnect the engine module so that the heat exchange module and the heater module are connected end to end to form a loop;

[0028] In the hybrid mode, when the water temperature of the engine module is greater than the water temperature at the thermistor, the third control valve is controlled to disconnect the fourth connecting pipeline so that the heat exchange module, the engine module and the heater module are connected end to end in sequence to form a loop.

[0029] In a third aspect, a vehicle is provided, comprising a thermal management system as described in the above embodiments.

[0030] The technical effect of the present invention compared with the prior art is: the thermal management system realizes the selection of connecting the motor control module in series with the motor radiator or connecting the motor control module in series with the heat exchange module by adding a first control valve connected between the motor heat exchange circuit and the battery heat exchange circuit, and a first stop valve provided between the first control valve and the battery module. When the motor control module and the heat exchange module are connected in series, the oil cooler can be heated by the waste heat of the motor. In this way, the vehicle can be used in different environments by adjusting the first control valve and the first stop valve to maximize the use of the waste heat of the system to heat the oil cooler. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments of the present invention or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0032] Figure 1 is a schematic diagram of the structure of a thermal management system provided by an embodiment of the present invention;

[0033] Figure 2 It is a connection path diagram of the thermal management system in the motor cooling step;

[0034] Figure 3 is a connectivity path diagram of the thermal management system in the battery cooling step;

[0035] Figure 4 is a connection path diagram of the thermal management system in the step of heating the battery with waste heat from the motor;

[0036] Figure 5 is a connection path diagram of the thermal management system in the step of heating the battery by the heat exchange module;

[0037] Figure 6 It is a connection path diagram of the thermal management system in the step of heating the oil cooler with waste heat from the motor;

[0038] Figure 7 It is a connection path diagram of the thermal management system in the step of heating the oil cooler by the heat exchange module.

[0039] Description of reference numerals:

[0040] 100, motor heat exchange circuit; 200, battery heat exchange circuit; 300, engine heat exchange circuit; 11, motor control module; 111, drive motor assembly; 1111, front drive motor controller module; 1112, front drive motor module; 1113, two-in-one controller module; 1114, rear drive motor module; 112, oil cooler; 12, first motor pipeline; 13, motor heat dissipation module; 131, motor radiator; 132, high temperature radiator; 14, second motor pipeline; 15, first connecting pipeline; 16, second connecting pipeline; 17, third connecting pipeline ; 18. Second control valve; 19. Transmission; 21. Battery module; 22. First battery pipeline; 23. Heat exchange module; 24. Chiller; 25. Second battery pipeline; 26. First stop valve; 27. Second stop valve; 40. First control valve; 51. First engine pipeline; 52. Engine module; 53. Second engine pipeline; 54. Heater module; 541. Thermistor; 542. Heater core; 55. Third engine pipeline; 56. Fourth connecting pipeline; 57. Third control valve; 80. Electronic water pump; 81. Thermostat; 90. Overflow tank. DETAILED DESCRIPTION

[0041] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0042] In the description of the present invention, the terms "first", "second", and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, a feature defined as "first", "second", and "third" may explicitly or implicitly include one or more of the features.

[0043] In the present invention, unless otherwise clearly specified and limited, the terms "connected", "series", "parallel" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0044] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments.

[0045] The present invention provides a thermal management system and a vehicle. The vehicle is a hybrid electric vehicle. The thermal management system is applied in the vehicle to perform heat exchange on a battery, an engine and a motor to ensure the normal operation of the vehicle.

[0046] See also Figure 1 The thermal management system includes a motor heat exchange circuit 100, a battery heat exchange circuit 200, an engine heat exchange circuit 300 and an overflow tank 90. ​​The overflow tank 90 is used to pass coolant into each circuit, and the three circuits all transfer heat through the flow of coolant. Electronic water pumps 80 are connected to the three circuits to provide flow power for the coolant.

[0047] See also Figure 1 The motor heat exchange circuit 100 includes a motor control module 11 and a motor heat dissipation module 13 which are connected in series from beginning to end to form a circuit. Specifically, the motor control module 11, the first motor pipeline 12, the motor heat dissipation module 13 and the second motor pipeline 14 are connected in series from beginning to end to form a circuit. When the motor is started, the motor generates heat. If the temperature is too high, it will affect the normal operation of the motor. The motor heat dissipation module 13 can dissipate heat from the motor control module 11 so that the motor control module 11 can maintain a uniform temperature.

[0048] Among them, see Figure 1 The motor heat dissipation module 13 includes a motor radiator 131 and a high-temperature radiator 132. The motor radiator 131 is used to dissipate heat for the motor control module 11. The engine module 52, the motor heat dissipation module 13 and the thermostat 81 can be connected end to end in sequence to form a heat dissipation loop, wherein the high-temperature radiator 132 in the motor heat dissipation module 13 is connected in series with the engine module 52 and the thermostat 81 to cool the engine module 52. Specifically, two overflow tanks 90 are provided, one overflow tank 90 is used to pass coolant into the motor heat exchange loop 100 and the battery heat exchange loop 200, and the other overflow tank 90 allows the coolant to flow to the engine heat exchange loop 300 by passing coolant into the high-temperature radiator 132.

[0049] See also Figure 1 The motor control module 11 includes a drive motor assembly 111 and an oil cooler 112 connected in series, wherein the oil cooler 112 can also be connected in series with the transmission 19 module to form a loop, that is, the oil cooler 112 is connected in series both in the loop where the drive motor assembly 111 is located and in the loop where the transmission 19 is located.

[0050] See also Figure 1 , the drive motor assembly 111 includes a front-drive motor controller module 1111, a front-drive motor module 1112, a two-in-one controller module 1113 and a rear-drive motor module 1114 connected in series, and the oil cooler 112 is connected in series with the rear-drive motor module 1114. It should be noted that the above-mentioned modules connected in series in the loop refer to the pipelines in the module for the circulation of coolant being connected in series in the loop, and when the coolant flows through the module, it can exchange heat with the module. The modules involved below have the same meaning and will not be repeated. The flow direction of the coolant in the motor heat exchange circuit 100 is the second motor pipeline 14, the front-drive motor controller module 1111, the front-drive motor module 1112, the two-in-one controller module 1113, the rear-drive motor module 1114, the oil cooler 112, the first motor pipeline 12, the motor heat dissipation module 13 or the first connecting pipeline 15, and the second motor pipeline 14.

[0051] See also Figure 1 , the battery heat exchange circuit 200 includes a battery module 21 and a heat exchange module 23 which are connected in series end to end to form a circuit, specifically, the battery module 21, the first battery pipeline 22, the heat exchange module 23 and the second battery pipeline 25 are connected in series end to end to form a circuit. Among them, the heat exchange module 23 can be an active heating device, or it can be other functional modules that generate waste heat during operation, or it can be a heat exchanger that dissipates heat during the heat exchange process. In this embodiment, the heat exchange module 23 is a heat exchanger, which is connected in series to the engine heat exchange circuit 300. The heat exchanger can transfer the heat in the engine heat exchange circuit 300 to the battery heat exchange circuit 200 to heat the battery module 21. The heat exchanger can optionally be a plate heat exchanger.

[0052] Optional, see Figure 1 The battery heat exchange loop 200 may further include a chiller 24, which may be connected in series to the battery heat exchange loop 200 and is used to cool the coolant in the battery heat exchange loop 200. When the battery needs to be cooled, the chiller 24 is turned on and the heat exchange module 23 is turned off; when the battery needs to be heated, the heat exchange module 23 is turned on and the chiller 24 is turned off. In this way, the user can adjust the heat exchange module 23 or the chiller 24 to be turned on according to the heating and cooling needs of the battery.

[0053] The second battery pipeline 25 is connected to the second motor pipeline 14. Specifically, a second connecting pipeline 16 is connected between the second battery pipeline 25 and the second control, one end of the second connecting pipeline 16 is connected to the second motor pipeline 14, and the other end is connected to the second battery pipeline 25, so that the second battery pipeline 25 is connected to the second motor pipeline 14 through the second connecting pipeline 16. At this time, the motor control module 11, the first control valve 40, the first stop valve 26, and the battery module 21 are sequentially connected end to end to form a loop.

[0054] Among them, see Figure 1 The motor heat exchange loop 100 is connected to the battery heat exchange loop 200 through the first control valve 40. Specifically, a first connecting pipeline 15 is connected between the first motor pipeline 12 and the first battery pipeline 22, and the first connecting pipeline 15 is connected to the first motor pipeline 12 through the first control valve 40. The first battery pipeline 22 is provided with a first stop valve 26 between the first connecting pipeline 15 and the battery module 21, and the first stop valve 26 can cut off the connection between the battery module and the plate heat exchanger.

[0055] Among them, the first control valve 40 controls the connection or disconnection between the motor heat exchange circuit 100 and the battery heat exchange circuit 200, and the connection or disconnection between the motor heat dissipation module 13 and the battery heat exchange circuit 200. Specifically, the first control valve 40 controls the first motor pipeline 12 to be disconnected from the motor heat dissipation module 13 and the first motor pipeline 12 to be connected to the first connecting pipeline 15. If the first stop valve 26 is closed at this time, the battery control module and the plate heat exchanger form a loop, and the connection path of the loop is specifically: motor control module 11, first motor pipeline 12, first connecting pipeline 15, first battery pipeline 22, heat exchange module 23, second battery pipeline 25, second connecting pipeline 16, second motor pipeline 14, motor control module 11. The first control valve 40 can also control the first motor pipeline 12 to be disconnected from the first connecting pipeline 15 and the first motor pipeline 12 to be connected to the motor heat dissipation module 13. At this time, the motor control module 11 and the motor heat dissipation module 13 are connected in series, and no coolant flows in the second connecting pipeline 16. One end of the first connecting pipeline 15 is connected to the first motor pipeline 12 through the first control valve 40, and the other end of the first connecting pipeline 15 can be connected to the first battery pipeline 22 through a three-way connection. The other end of the first connecting pipeline 15 can also be connected to the first battery pipeline 22 through another first control valve 40, which is not limited here. Among them, the first control valve 40 can be a three-way valve, two of the three interfaces of the three-way valve are connected to the first motor pipeline 12 to connect the motor control module 11 and the motor heat dissipation module 13 respectively, and the other of the three interfaces is connected to the first connecting pipeline 15, so that the motor control module 11 is connected to the battery heat exchange circuit 200.

[0056] When the vehicle is working, the oil temperature in the transmission 19 cannot be too low. If the oil temperature is too low, the oil viscosity will be greatly reduced, and then the pure electric endurance and fuel consumption will be attenuated to varying degrees. The thermal management system realizes the selection of connecting the motor control module 11 in series with the motor radiator 131 or connecting the motor control module 11 in series with the heat exchange module 23 by adding a first connecting pipeline 15 connected between the first motor pipeline 12 and the first battery pipeline 22, and a first stop valve 26 provided between the first connecting pipeline 15 of the first battery pipeline 22 and the battery module 21. When the motor control module 11 is connected in series with the heat exchange module 23, if in electric mode, the oil cooler 112 can be heated by the waste heat of the drive motor assembly 111. If in hybrid mode, the heat exchange module 23 can transfer the heat in the engine heat exchange circuit 300 to the motor control module 11, thereby heating the oil cooler 112 together with the drive motor assembly 111. In this way, when the vehicle is used in different environments, the first control valve 40 and the first stop valve 26 can be adjusted to maximize the use of the system's waste heat to heat the oil cooler 112 .

[0057] When the oil cooler 112 needs to be heated, if the vehicle is in electric mode, the engine is not working, and the heat exchange module 23 does not provide heat to the battery heat exchange circuit 200, the first control valve 40 is controlled to disconnect the connection between the motor heat dissipation module 13 and the battery heat exchange circuit 200, that is, the first control valve 40 is controlled to disconnect the connection between the first motor pipeline 12 and the motor heat dissipation module 13 and make the first motor pipeline 12 connected to the first connecting pipeline 15, and the first stop valve 26 is controlled to be closed to disconnect the access to the battery module 21. At this time, the motor control module 11, the first motor pipeline 12, the first connecting pipeline 15, the first battery pipeline 22, the heat exchange module 23, the second battery pipeline 25, the second connecting pipeline 16 and the second motor pipeline 14 are connected in series in sequence to form a loop. In this way, the heat generated when the drive motor assembly 111 is working heats the oil cooler 112, which not only increases the temperature of the oil cooler 112, but also avoids the waste of residual heat of the drive motor assembly 111. If the vehicle is in hybrid mode, the engine and the heater module 54 are turned on, and the heat is dissipated through the heat exchange module 23. The heat emitted by the heat exchange module 23 can be transferred to the motor control module 11, thereby heating the oil cooler 112. In this way, in different working modes, the oil cooler 112 can be heated by the system waste heat, making full use of the waste heat of the drive motor assembly 111 and the waste heat in the engine heat exchange circuit 300, saving costs.

[0058] See also Figure 1The motor heat exchange circuit 100 also includes a third connecting pipeline 17, which is connected in parallel with the oil cooler 112 through a second control valve 18. The second control valve 18 can control the third connecting pipeline 17 to be disconnected so that the oil cooler 112 is connected to the motor heat dissipation circuit, or the second control valve 18 can control the oil cooler 112 to be disconnected so that the third connecting pipeline 17 is connected to the circuit. Specifically, one end of the third connecting pipeline 17 can be connected to the oil cooler 112 and the drive motor assembly 111 respectively through the second control valve 18, and the other end of the third connecting pipeline 17 can be connected to the first motor pipeline 12 and the oil cooler 112 respectively through a three-way connection. The other end of the third connecting pipeline 17 can also be connected to the first motor pipeline 12 and the oil cooler 112 respectively through another second controller, which is not limited here. Among them, the second control valve 18 can be a three-way valve, and the three interfaces of the three-way valve are respectively connected to the motor heat dissipation module 13, the motor control module 11 and the third connecting pipeline 17. In a low-temperature environment, if the coolant in the motor heat dissipation circuit has a low temperature for a long time, the second control valve 18 can be controlled to connect the first motor pipeline 12 with the third connecting pipeline 17, and the first motor pipeline 12 can be controlled to be disconnected from the oil cooler 112. At this time, the oil cooler 112 is short-circuited, and the drive motor assembly 111 is connected to the first motor pipeline 12 through the third connecting pipeline 17. The oil cooler 112 and the transmission 19 form an independently working circuit. In this way, the oil cooler 112 can be heated by the self-heating of the transmission 19 during operation, avoiding the heat loss caused by the flow of colder coolant when connected to the motor heat exchange circuit 100, while reducing the influence of other components of the low-temperature circuit on the oil temperature of the oil cooler 112, thereby increasing the temperature rise rate of the transmission 19.

[0059] When the battery module 21 needs to be heated, the battery module 21 can be heated by the waste heat of the driving motor assembly 111 or the residual heat of the heat exchange module 23 .

[0060] See also Figure 1, a second stop valve 27 is provided between the first control valve 40 and the heat exchange module 23. Specifically, the second stop valve 27 is provided at a position between the first battery pipeline 22 and the first connecting pipeline 15 and the heat exchange module 23. When the battery module 21 needs to be heated by the waste heat of the drive motor assembly 111, the first control valve 40 is controlled to disconnect the connection between the motor heat dissipation module 13 and the battery heat exchange circuit 200, that is, the first control valve 40 is controlled to disconnect the connection between the first motor pipeline 12 and the motor heat dissipation module 13 and make the first motor pipeline 12 connected to the first connecting pipeline 15, the second stop valve 27 is controlled to be closed to disconnect the access to the heat exchange module 23, the second control valve 18 is controlled to connect the third connecting pipeline 17 and disconnect the oil cooler 112, at this time, the third connecting pipeline 17 short-circuits the oil cooler 112, and the drive motor assembly 111 and the battery module 21 form a loop, so that the waste heat generated by the drive motor assembly 111 is fully supplied to the battery module 21, thereby heating the battery module 21.

[0061] When the battery module 21 needs to be heated by the waste heat of the heat exchange module 23, the first control valve 40 is controlled to disconnect the connection between the motor heat exchange loop 100 and the battery heat exchange loop 200, that is, the first control valve 40 is controlled to disconnect the connection between the first motor pipeline 12 and the first connecting pipeline 15 and make the first motor pipeline 12 connected to the motor heat dissipation module 13, and the first stop valve 26 and the second stop valve 27 are controlled to be opened. At this time, the motor heat exchange loop 100 and the battery heat exchange loop 200 work independently. The heat exchange module 23 can use the heat exchanger in the engine heat exchange loop 300, so that the battery module 21 forms a loop with the heat exchanger, and the engine heat exchange loop 300 dissipates heat through the heat exchanger and transfers the heat to the battery heat exchange loop 200, thereby heating the battery module 21.

[0062] The engine heat exchange circuit 300 includes a heat exchange module 23, a first engine pipeline 51, an engine module 52, a second engine pipeline 53, a heater module 54 and a third engine pipeline 55 which are connected in series to form a loop. The heat exchange module 23 can be a heat exchanger, which is connected in series in the first battery pipeline 22. The heater module 54 is used to meet the heating needs of the passenger compartment. The heater module 54 includes a thermistor 541 and a heater core 542 connected in series. When the water temperature of the engine module 52 is higher than the water temperature at the thermistor 541, the engine module 52 and the heater module 54 both need to dissipate heat. At this time, the series connection of the heat exchanger with the engine module 52 and the heater module 54 can help the engine module 52 and the heater module 54 to effectively dissipate heat and provide heat to the battery heat exchange circuit 200.

[0063] See also Figure 1The engine heat exchange circuit 300 also includes a fourth connecting pipeline 56, which is connected in parallel with the engine module 52 through at least one third control valve 57. The third control valve 57 can control the fourth connecting pipeline 56 to be disconnected so that the engine module 52 is connected to the engine heat dissipation circuit, or the third control valve 57 can control the engine module 52 to be disconnected so that the fourth connecting pipeline 56 is connected to the circuit. Specifically, one end of the fourth connecting pipeline 56 can be connected to the first engine pipeline 51 through the third control valve 57, and the other end of the fourth connecting pipeline 56 can be connected to the second engine pipeline 53 through a three-way connection. The other end of the fourth connecting pipeline 56 can also be connected to the second engine pipeline 53 through another third controller, which is not limited here. Among them, the third control valve 57 can be a three-way valve, and the three interfaces of the three-way valve are respectively connected to the engine module 52, the heat exchanger and the fourth connecting pipeline 56. When the engine module 52 does not need heat dissipation and cooling, the engine can be short-circuited by controlling the third control valve 57. At this time, the heat exchanger, the first engine pipeline 51, the fourth connecting pipeline 56, the second engine pipeline 53, the heater module 54 and the third engine pipeline 55 form a loop. At this time, the heat exchanger is used to dissipate heat for the heater module 54.

[0064] The vehicle provided by the present invention includes the thermal management system provided in the above embodiment. The thermal management system has the same structure and functions as the thermal management system in the above embodiment, which will not be described in detail here.

[0065] The present invention also provides a control method for a thermal management system, including setting a motor heat exchange circuit 100, setting a battery heat exchange circuit 200, setting an engine heat exchange circuit 300, setting a first control valve 40, a first connecting pipeline 15 and a second connecting pipeline 16, a motor cooling step, a battery cooling step, a motor waste heat heating oil cooler step, a heat exchange module heating oil cooler step, an oil cooler self-heating step, a motor waste heat heating battery step and a heat exchange module heating battery step. Among them, setting the motor heat exchange circuit 100, setting the battery heat exchange circuit 200, setting the engine heat exchange circuit 300, setting the first control valve 40, the first connecting pipeline 15 and the second connecting pipeline 16 are the same as those in the above-mentioned embodiment, and are not repeated here.

[0066] When the vehicle is running under heavy load in summer (ambient temperature > 30°C) or spring and autumn (ambient temperature in the range of 10°C to 30°C), both the motor module and the battery module 21 need to be cooled. At this time, the motor cooling step and the battery cooling step are adopted.

[0067] See also Figure 2The motor cooling step includes: controlling the first control valve 40 to disconnect the connection between the motor heat exchange circuit 100 and the battery heat exchange circuit 200, that is, controlling the first control valve 40 to disconnect the connection between the first motor pipeline 12 and the first connecting pipeline 15 and make the first motor pipeline 12 connected to the motor heat dissipation module 13, so that the motor control module 11 is connected in series with the motor heat dissipation module 13, and the motor heat dissipation module 13 is used to cool the motor drive component.

[0068] Among them, see Figure 2 When the motor heat dissipation circuit has a cooling / temperature equalization requirement and the transmission 19 has no cooling requirement, the oil cooler self-heating step is adopted: the second control valve 18 is controlled to connect the first motor pipeline 12 and the first connecting pipeline 15 and disconnect the first motor pipeline 12 and the oil cooler 112, so that the loop formed by the oil cooler 112 and the transmission 19 is independent of the motor heat dissipation circuit, avoiding the oil cooler 112 from being cooled by the motor heat dissipation module 13, reducing the influence of other components of the low-temperature circuit on the oil temperature of the oil cooler 112, and improving the temperature rise rate of the transmission 19.

[0069] See also Figure 3 When the motor heat dissipation circuit has a cooling / temperature equalization requirement and the transmission 19 has a cooling requirement, the second control valve 18 is controlled to connect the first motor pipeline 12 and the oil cooler 112 and disconnect the first motor pipeline 12 and the first connecting pipeline 15, so that the oil cooler 112 is connected in series in the motor heat dissipation circuit, and the motor heat dissipation module 13 is able to dissipate heat from the oil cooler 112, ensuring that the oil temperature of the transmission 19 is within an appropriate temperature range, thereby reducing the transmission loss of the entire vehicle.

[0070] See also Figure 3 The battery cooling step includes: controlling the first control valve 40 to disconnect the connection between the motor heat exchange circuit 100 and the battery heat exchange circuit 200, that is, controlling the first control valve 40 to disconnect the connection between the first motor pipeline 12 and the first connecting pipeline 15 and make the first motor pipeline 12 connected to the motor heat dissipation module 13, controlling the first stop valve 26 and the second stop valve 27 to open, so that the battery is connected in series with the chiller 24 and the heat exchange module 23, and the chiller 24 is used to cool the battery module 21.

[0071] When the battery module 21 issues a cooling demand or a temperature uniformity demand, the chiller 24 can be turned on to cool the coolant in the battery heat exchange loop 200 through the chiller 24; when there is no cooling demand for the battery module 21, the chiller 24 can be turned off, and the battery heat exchange loop 200 can be in a uniform temperature environment.

[0072] In the low temperature conditions of spring and autumn (ambient temperature ranges from -5℃ to 20℃), during the operation of the vehicle, when the water temperature at the inlet of the front drive motor controller - the minimum value of the battery module 21 is ≥5℃ (TBD), and the minimum value of the battery module 21 is ≤20℃ (TBD), and the water temperature at the inlet of the motor controller is ≤40℃, the motor waste heat is used to heat the battery. Please refer to Figure 4 The step of heating the battery with the motor waste heat includes: controlling the first control valve 40 to disconnect the connection between the motor heat dissipation module 13 and the battery heat exchange circuit 200, controlling the second stop valve 27 to disconnect the heat exchange module 23, and controlling the second control valve 18 to disconnect the oil cooler 112. Specifically, the first control valve 40 is controlled to disconnect the connection between the first motor pipeline 12 and the motor heat dissipation module 13 and connect the first motor pipeline 12 with the first connecting pipeline 15, the first stop valve 26 is controlled to open and the second stop valve 27 is controlled to close, and the second control valve 18 is controlled to disconnect the connection between the first motor pipeline 12 and the oil cooler 112 and connect the first motor pipeline 12 and the third connecting pipeline 17. In this way, the motor control module 11 and the battery are connected in series to form a loop to heat the battery module 21 through the waste heat of the drive motor assembly 111.

[0073] Among them, see Figure 4 When the oil temperature of the transmission 19 is low, the oil cooler self-heating step is adopted: the second control valve 18 is controlled to disconnect the oil cooler 112. Specifically, the second control valve 18 is controlled to connect the first motor pipeline 12 and the first connecting pipeline 15 and disconnect the first motor pipeline 12 and the oil cooler 112, and the third connecting pipeline 17 is connected in series between the first motor pipeline 12 and the drive motor assembly 111, so that the loop formed by the oil cooler 112 and the transmission 19 is independent of the loop of the motor heating battery, so as to avoid the oil cooler 112 consuming the heat generated by the drive motor assembly 111.

[0074] In the case of low temperatures in spring and autumn (ambient temperature between -5℃ and 10℃) and winter (ambient temperature <-5℃), when the water temperature at the inlet of the drive motor controller is <20℃ (TBD), use the heat exchange module to heat the battery. Please refer to Figure 5 The step of heating the battery by the heat exchange module includes: controlling the first control valve 40 to disconnect the connection between the motor heat exchange circuit 100 and the battery heat exchange circuit 200, specifically: controlling the first control valve 40 to disconnect the connection between the first motor pipeline 12 and the first connecting pipeline 15 and make the first motor pipeline 12 connected to the motor heat dissipation module 13, and controlling the first stop valve 26 and the second stop valve 27 to open, so that the waste heat generated in the engine heat exchange circuit 300 can be transferred to the battery heat exchange circuit 200 through the heat exchanger serving as the heat exchange module 23, thereby heating the battery module 21.

[0075] In the vehicle electric mode, the third control valve 57 is controlled to disconnect the engine module 52, so that the heat exchange module 23 and the heater module 54 are connected end to end to form a loop, specifically, the heat exchanger, the first engine pipeline 51, the fourth connecting pipeline 56, the second engine pipeline 53, the heater module 54 and the third engine pipeline 55 are connected end to end in sequence to form a loop. In this way, the heat generated by the thermistor 541 is used to heat the coolant in the engine heat exchange loop 300, and the heat is transferred to the battery heat exchange loop 200 through the heat exchanger, thereby heating the battery.

[0076] In the vehicle hybrid mode, it is necessary to determine the water temperature of the engine module 52 and the outlet water temperature of the thermistor 541. When the water temperature of the engine module 52 is greater than the outlet water temperature of the thermistor 541, the third control valve 57 is controlled to disconnect the fourth connecting pipeline 56, so that the heat exchange module 23, the engine module 52 and the heater module 54 are connected end to end in sequence to form a loop, specifically, the heat exchanger, the first engine pipeline 51, the engine, the second engine pipeline 53, the heater module 54 and the third engine pipeline 55 are connected end to end in sequence to form a loop. In this way, the heat generated by the engine module 52 and the thermistor 541 is used to heat the coolant in the engine heat exchange loop 300, and the heat is transferred to the battery heat exchange loop 200 through the heat exchanger, thereby heating the battery.

[0077] The oil cooler 112 may be heated by waste heat from the drive motor assembly 111 or waste heat in the engine heat exchange circuit 300 .

[0078] During driving, if it is recognized that the battery has no heating / cooling requirements and the vehicle is in EV mode, the vehicle detects the sensor temperature and determines that when the motor controller inlet water temperature is ≤40℃ and the front drive motor inlet water temperature - oil cooler 112 oil temperature is ≥5℃ (TBD), the motor waste heat can be used to heat the oil cooler. Please refer to Figure 6 The step of heating the oil cooler with the motor waste heat includes: controlling the first control valve 40 to disconnect the connection between the motor heat dissipation module 13 and the battery heat exchange circuit 200, and controlling the first stop valve 26 to disconnect the battery module 21, so that the motor control module 11, the first control valve 40 and the heat exchange module 23 are connected in series to form a loop, specifically: controlling the first control valve 40 to disconnect the connection between the first motor pipeline 12 and the motor heat dissipation module 13 and connecting the first motor pipeline 12 to the first connecting pipeline 15, and controlling the second stop valve 27 to close to disconnect the access to the heat exchange module 23, so that the heat exchange module 23 and the motor control module 11 are connected in series to form a loop. At this time, the oil cooler 112 is connected in series with the drive motor assembly 111, and the motor heat dissipation module 13 is short-circuited. The heat generated by the drive motor assembly 111 can be used to heat the oil cooler 112, saving energy consumption.

[0079] During driving, if it is identified that the battery module 21 has no heating / cooling requirements and the vehicle is in hybrid mode, the current motor controller inlet water temperature ≤ 40°C, and the front drive motor inlet water temperature - oil cooler 112 oil temperature ≥ 5°C (TBD), and the engine module 52 water temperature ≥ 80°C (TBD), the heat exchange module can be used to heat the oil cooler. Please refer to Figure 7 , the heat exchange module heating oil cooler step includes: controlling the first control valve 40 to disconnect the connection between the motor heat dissipation module 13 and the battery heat exchange circuit 200, and controlling the first stop valve 26 to disconnect the battery module 21, so that the motor control module 11, the first control valve 40 and the heat exchange module 23 are connected in series to form a loop; controlling the third control valve 57 to disconnect the fourth connecting pipeline 56, so that the heat exchange module 23, the engine module 52 and the heater module 54 are connected end to end in sequence to form a loop. Specifically: controlling the first control valve 40 to disconnect the connection between the first motor pipeline 12 and the motor heat dissipation module 13 and connecting the first motor pipeline 12 to the first connecting pipeline 15, controlling the second stop valve 27 to close, so as to disconnect the access to the heat exchange module 23, so that the motor control module 11 and the heat exchange module 23 are connected in series to form a loop. In the engine heat exchange circuit 300, the third control valve 57 can be used to disconnect the connection between the first engine pipeline 51 and the fourth connecting pipeline 56 and connect the engine module 52 and the first engine pipeline 51, so that the heat generated by the engine module 52 and the heat generated by the heater module 54 are transferred to the circuit where the oil cooler 112 is located through the heat exchanger, thereby heating the oil cooler 112.

[0080] In this way, the control method of the thermal management system can realize the heating function of the transmission 19 through the intelligent switching of the two heat sources, the waste heat of the drive motor assembly 111 and the residual heat of the engine module 52, according to different environments and vehicle modes, thereby increasing the temperature rise rate of the transmission 19 oil temperature, and thus improving the power and economy of the entire vehicle.

[0081] The control method of the thermal management system can realize the temperature uniformity, cooling and heating functions of the drive motor assembly 111 and the battery module 21, can meet the all-weather thermal management of the whole vehicle, and realize the maximum heat utilization.

[0082] The above are only preferred embodiments of the present invention, and only specifically describe the technical principles of the present invention. These descriptions are only for explaining the principles of the present invention and cannot be interpreted as limiting the scope of protection of the present invention in any way. Based on the explanations here, any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention, and other specific implementations of the present invention that can be associated with by technicians in this field without creative labor, should be included in the scope of protection of the present invention.

Claims

1. A thermal management system, characterized in that: include: A motor heat exchange circuit, comprising a motor control module and a motor heat dissipation module connected in series to form a circuit, wherein the motor control module comprises a drive motor assembly connected in series and an oil cooler connected in series with a transmission to form a circuit; A battery heat exchange circuit, comprising a battery module and a heat exchange module connected in series to form a circuit; The motor heat exchange circuit is connected to the battery heat exchange circuit via a first control valve, and the motor control module, the first control valve, the first stop valve, and the battery module are sequentially connected end to end to form a circuit; The first control valve controls the connection or disconnection between the motor heat exchange circuit and the battery heat exchange circuit, and the connection or disconnection between the motor heat dissipation module and the battery heat exchange circuit.

2. The thermal management system according to claim 1, characterized in that: The motor heat exchange circuit also includes a third connecting pipeline connected in parallel with the oil cooler through a second control valve.

3. The thermal management system according to claim 1, characterized in that: A second stop valve is provided between the first control valve and the heat exchange module.

4. The thermal management system according to claim 1, characterized in that: The thermal management system also includes an engine heat exchange circuit, which includes the heat exchange module, the engine module, and the heater module connected in series to form a circuit. The heater module includes a thermistor and a heater core connected in series.

5. The thermal management system according to claim 4, characterized in that: The engine heat exchange circuit also includes a fourth connecting pipeline connected in parallel with the engine module through at least one third control valve.

6. The thermal management system according to claim 4, characterized in that: The thermal management system also includes an overflow tank and a thermostat for introducing coolant into each circuit; the engine module, the motor cooling module and the thermostat are sequentially connected end to end to form a cooling circuit.

7. A control method for a thermal management system, applied to the thermal management system according to any one of claims 1 to 6, characterized in that: The control methods of the thermal management system include: Steps for heating the oil cooler with motor waste heat: In electric mode, control the first control valve to disconnect the connection between the motor cooling module and the battery heat exchange circuit, and control the first stop valve to disconnect the battery module, so that the motor control module, the first control valve and the heat exchange module are connected in series to form a circuit.

8. The control method of the thermal management system according to claim 7, characterized in that: The thermal management system further includes an engine heat exchange circuit, the engine heat exchange circuit includes the heat exchange module, the engine module and the heater module connected in series to form a circuit, the engine heat exchange circuit is connected in parallel with a fourth connecting pipeline through a third control valve, and the heater module includes a thermistor and a heater core connected in series; The control method of the thermal management system also includes the step of heating the oil cooler by the heat exchange module: in the hybrid mode, controlling the first control valve to disconnect the connection between the motor cooling module and the battery heat exchange circuit, and controlling the first stop valve to disconnect the battery module, so that the motor control module, the first control valve and the heat exchange module are connected in series to form a circuit; controlling the third control valve to disconnect the fourth connecting pipeline, so that the heat exchange module, the engine module and the heater module are connected end to end in sequence to form a circuit.

9. The control method of the thermal management system according to claim 7, characterized in that: The motor heat exchange circuit also includes a third connecting pipeline, and the third connecting pipeline is connected in parallel with the oil cooler through a second control valve; The control method of the thermal management system further includes an oil cooler self-heating step: controlling the second control valve to disconnect the oil cooler.

10. The control method of the thermal management system according to claim 7, characterized in that: The motor heat exchange circuit also includes a third connecting pipeline connected in parallel with the oil cooler through a second control valve, and a second stop valve is provided between the first control valve and the heat exchange module. The control method of the thermal management system also includes a step of heating the battery with motor waste heat: controlling the first control valve to disconnect the connection between the motor cooling module and the battery heat exchange circuit, controlling the second stop valve to disconnect the heat exchange module, and controlling the second control valve to disconnect the oil cooler.

11. The control method of the thermal management system according to claim 7, characterized in that: The thermal management system further includes an engine heat exchange circuit, the engine heat exchange circuit includes a heat exchange module, an engine module and a heater module connected in series to form a circuit, the engine heat exchange circuit also includes a fourth connecting pipeline connected in parallel with the engine module through at least one third control valve, and the heater module includes a thermistor and a heater core connected in series; The control method of the thermal management system further includes the step of heating the battery with a heat exchange module: controlling the first control valve to disconnect the motor heat exchange circuit from the battery heat exchange circuit; In the electric mode, the third control valve is controlled to disconnect the engine module so that the heat exchange module and the heater module are connected end to end to form a loop; In the hybrid mode, when the water temperature of the engine module is greater than the water temperature at the thermistor, the third control valve is controlled to disconnect the fourth connecting pipeline so that the heat exchange module, the engine module and the heater module are connected end to end in sequence to form a loop.

12. A vehicle, characterized in that: Comprising a thermal management system as claimed in any one of claims 1 to 6.

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