Vehicle thermal management system and method

Abstract

This invention discloses a vehicle thermal management system and method. The vehicle thermal management system includes a motor and battery thermal management circuit, which comprises a motor coolant main circuit, a heat dissipation main circuit, a circuit switching device, and a battery coolant main circuit connected in series. The thermoelectric heat exchange device includes a thermoelectric module and a liquid-cooled module. One side of the thermoelectric module contacts the battery, and the other side contacts the liquid-cooled module. The interior of the liquid-cooled module is connected to the battery coolant main circuit. The motor and battery thermal management circuit also includes a first bypass, which is connected in parallel with the heat dissipation main circuit. This approach not only ensures effective battery temperature management but also allows for resource sharing between the battery coolant main circuit and the motor coolant main circuit. In particular, by incorporating the thermoelectric heat exchange device, heat exchange between the motor coolant main circuit and the battery coolant main circuit is achieved, reducing energy consumption and further lowering costs.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle thermal management technology, and in particular to a vehicle thermal management system and method. Background Technology

[0002] In recent years, with the gradual popularization of electric vehicles, their performance has also improved significantly. The thermal management system of an electric vehicle manages its heat, and its operation greatly affects the vehicle's driving range. To improve battery charging and discharging performance and after-sales service, plug-in hybrid electric vehicles (PHEVs) and electric vehicles use battery cooling systems, typically liquid-cooled systems based on battery coolers. These systems are generally characterized by a dual-evaporator system driven by an electric compressor (passenger compartment cooling evaporator + battery cooler). The refrigerant evaporates in the battery cooler, absorbing heat from the coolant, and the cooled coolant dissipates heat to the battery through a battery water-cooling plate. When the battery cooling system is activated, it affects the cooling performance of the passenger compartment, especially during rapid cooling, which impacts the cooling rate. Battery heating is typically achieved by heating the coolant with a water-side electric heater, which in turn heats the battery. Currently, both battery cooling and heating require separate coolant circuits for heat transfer, resulting in significant resource waste and high costs.

[0003] Therefore, existing liquid cooling systems for battery coolers suffer from resource waste and high costs. Summary of the Invention

[0004] The purpose of this invention is to solve the problems of resource waste and high cost in the liquid cooling system of existing battery coolers.

[0005] To address the aforementioned problems, embodiments of the present invention disclose a vehicle thermal management system, including a motor and battery thermal management circuit. The motor and battery thermal management circuit includes a motor coolant main circuit, a heat dissipation main circuit, a circuit switching device, and a battery coolant main circuit connected in series.

[0006] A motor is installed on the main motor coolant line, a heat dissipation device is installed on the main heat dissipation line, and a thermoelectric heat exchange device is installed on the main battery coolant line. The thermoelectric heat exchange device includes a thermoelectric module and a liquid cooling module. One side of the thermoelectric module is in contact with the battery, and the other side of the thermoelectric module is in contact with the liquid cooling module. The interior of the liquid cooling module is connected to the main battery coolant line.

[0007] The motor and battery thermal management circuit also includes a first bypass, the inlet of which is connected to the inlet of the main heat dissipation circuit, and the outlet of which is connected to the outlet of the main heat dissipation circuit via the circuit conversion device, so that the first bypass and the main heat dissipation circuit are arranged in parallel; wherein, the main battery coolant circuit is selectively connected to the main heat dissipation circuit or the first bypass via the circuit conversion device and then connected to the main motor coolant circuit to form a circuit.

[0008] By adopting the above technical solution, the motor and battery thermal management circuit includes a motor coolant main circuit, a heat dissipation main circuit, a circuit switching device, and a battery coolant main circuit connected in series. One side of the thermoelectric module is in contact with the battery, and the other side of the thermoelectric module is in contact with the liquid cooling module. The interior of the liquid cooling module is connected to the battery coolant main circuit. The thermoelectric module can exchange heat between the battery and the liquid cooling module. This method can not only ensure effective management of battery temperature, but also allow the battery coolant main circuit and the motor thermal coolant main circuit to share resources. In particular, it can effectively utilize the waste heat of the motor to heat the battery. This not only replaces the traditional water-side electric heater, achieving higher battery heating efficiency, but also eliminates the need for the battery cooling circuit and related equipment, thereby simplifying the structure and saving costs.

[0009] For example, the vehicle thermal management system provided in this embodiment eliminates the battery cooler compared to traditional vehicle thermal management systems, simplifying the refrigerant circuit and optimizing its layout. By coupling the motor thermal management circuit and the battery thermal management circuit into a single circuit (motor and battery thermal management circuit), the need for separate motor and battery thermal management circuits, which would require a large number of water pumps, reservoirs, and pipes, is avoided, thus reducing the number of water pumps, reservoirs, and pipes required in traditional systems. Therefore, the vehicle thermal management system in this embodiment has the advantage of low cost.

[0010] In addition, since the vehicle thermal management system in this embodiment couples the motor thermal management circuit and the battery thermal management circuit into one circuit, the battery can be cooled by the heat dissipation device located at the end of the motor coolant main circuit when the temperature is low, such as in spring and autumn. When the battery needs to be heated in very low ambient temperature conditions (such as winter), the vehicle thermal management system can transfer the heat generated by the motor to the battery, thereby heating the battery.

[0011] Furthermore, another embodiment of the present invention discloses a vehicle thermal management system, wherein the motor and battery thermal management circuit further includes a second bypass. The inlet end of the second bypass is connected to the inlet end of the battery coolant main circuit via the circuit conversion device, and the outlet end of the second bypass is connected to the outlet end of the battery coolant main circuit, so that the second bypass and the battery coolant main circuit are arranged in parallel; wherein,

[0012] The motor coolant main circuit is connected to the heat dissipation main circuit or the first bypass circuit, and then selectively connected to the battery coolant main circuit or the second bypass circuit to form a loop.

[0013] Using the above technical solution, the second bypass provided in this embodiment can short-circuit the main circuit of the battery coolant. With this setting, when the battery does not require thermal management, the coolant can directly enter the motor and motor controller. The coolant absorbs the heat from the motor and motor controller and then enters the main heat dissipation circuit to dissipate heat to the environment.

[0014] Furthermore, another embodiment of the present invention discloses a vehicle thermal management system, wherein the first bypass and the second bypass are both short-circuited bypasses, and the loop switching device includes a four-way water valve, wherein the four-way water valve includes a first interface, a second interface, a third interface, and a fourth interface that are interconnected; wherein,

[0015] The first interface is connected to the outlet end of the heat dissipation device, the second interface is connected to the inlet end of the liquid cooling module, the third interface is connected to the outlet end of the first bypass, and the fourth interface is connected to the inlet end of the second bypass.

[0016] Using the above technical solution, the circuit switching device is set as a four-way water valve. By controlling the interface of the four-way water valve, the thermal management circuit of the motor and battery can be easily controlled.

[0017] Furthermore, another embodiment of the present invention discloses a vehicle thermal management system, wherein the thermoelectric module includes an upper sealing gasket, an upper thermally conductive gasket, a lower thermally conductive gasket, a semiconductor, a support frame, and a lower sealing gasket, which are sequentially stacked along the thickness direction of the thermoelectric module; wherein,

[0018] One side of the thermoelectric module is sealed to the battery via the upper sealing gasket, and the other side of the thermoelectric module is sealed to the liquid cooling module via the lower sealing gasket.

[0019] By adopting the above technical solution, the upper and lower thermal conductive pads of the thermoelectric module can improve the heat transfer efficiency of the thermoelectric module. In addition, the heat exchange surface of the thermoelectric module can be easily switched by taking advantage of the easy-to-adjust characteristics of the semiconductor heat exchange surface, thereby realizing the heating or cooling of the battery.

[0020] Furthermore, another embodiment of the present invention discloses a vehicle thermal management system, wherein the main motor coolant circuit is further provided with a motor control unit, an expansion tank, and a water pump connected in series; wherein,

[0021] In the coolant flow direction of the main coolant circuit of the motor, the motor control unit is located upstream of the motor, and the expansion tank and the water pump are located downstream of the motor.

[0022] By adopting the above technical solution, since the main circuit of motor coolant is coupled with the main circuit of battery coolant, both the main circuit of motor coolant and the main circuit of battery coolant can utilize the expansion tank and water pump in the main circuit of motor coolant, thus achieving resource sharing and lower cost.

[0023] Furthermore, another embodiment of the present invention discloses a vehicle thermal management method applicable to the vehicle thermal management system with the above-described structure, the vehicle thermal management method comprising the following steps:

[0024] S1: Obtain battery temperature information and determine whether the battery requires thermal management based on the battery temperature information;

[0025] If the battery temperature information is greater than the first battery temperature threshold, it is determined that the battery requires thermal management, and the thermal management requirement is a battery cooling requirement, and proceed to step S2;

[0026] If the battery temperature information is less than the second battery temperature threshold, it is determined that the battery requires thermal management, and the thermal management requirement is a battery heating requirement, and proceed to step S3;

[0027] Wherein, the temperature threshold of the first battery is greater than the temperature threshold of the second battery;

[0028] S2: The battery coolant main circuit is selectively connected to the heat dissipation main circuit through the circuit conversion device and then connected to the motor coolant main circuit to form a circuit, so as to cool the motor and the battery;

[0029] S3: The battery coolant main circuit is selectively connected to the heat dissipation main circuit via the circuit switching device, and then connected to the motor coolant main circuit to form a circuit for heating the battery; or,

[0030] The battery coolant main circuit is selectively connected to the first bypass through the circuit switching device and then connected to the motor coolant main circuit to form a circuit for heating the battery.

[0031] By adopting the above technical solution, the vehicle thermal management method provided in this embodiment can switch different circuits through a circuit switching device to achieve thermal management of the battery and motor through various modes when the thermal management needs of the battery are determined.

[0032] Furthermore, another embodiment of the present invention discloses a vehicle thermal management method, wherein step S2 includes:

[0033] Obtain the water outlet temperature information of the heat dissipation device and determine whether the water outlet temperature information of the heat dissipation device is greater than a first temperature threshold.

[0034] If so, the thermoelectric module is powered on, and one side and the other side of the thermoelectric module are respectively the cooling side and the heating side. The circuit conversion device connects the battery coolant main circuit and the heat dissipation main circuit and then connects to the motor coolant main circuit to form a circuit, so as to cool the battery and the motor.

[0035] If not, the thermoelectric module is not powered, and the circuit conversion device connects the battery coolant main circuit and the heat dissipation main circuit, and then connects to the motor coolant main circuit to form a circuit to cool the battery and the motor.

[0036] Furthermore, another embodiment of the present invention discloses a vehicle thermal management method, wherein step S3 includes:

[0037] Obtain the water outlet temperature information of the motor and determine whether the water outlet temperature information of the motor is greater than the second temperature threshold.

[0038] If so, the thermoelectric module is not powered, and the circuit conversion device connects the battery coolant main circuit and the first bypass circuit and then connects to the motor coolant main circuit to form a circuit to heat the battery;

[0039] If not, then determine whether the outlet water temperature information of the motor is greater than the third temperature threshold, wherein the third temperature threshold is less than the second temperature threshold;

[0040] If so, the thermoelectric module is powered on, and one side and the other side of the thermoelectric module are the heating side and the cooling side, respectively. The circuit conversion device connects the battery coolant main circuit and the first bypass circuit and then connects to the motor coolant main circuit to form a circuit.

[0041] If not, the thermoelectric module is powered on, and one side and the other side of the thermoelectric module are the heating side and the cooling side, respectively. The circuit conversion device connects the battery coolant main circuit and the heat dissipation main circuit and then connects to the motor coolant main circuit to form a circuit.

[0042] Furthermore, another embodiment of the present invention discloses a vehicle thermal management method. When the motor and battery thermal management circuit of the vehicle thermal management system further includes a second bypass, in step S1 of the vehicle thermal management method, if the battery temperature information is greater than or equal to the second battery temperature threshold and less than or equal to the first battery temperature threshold, it is determined that the battery does not require thermal management, and the process proceeds to step S4.

[0043] S4: Obtain the outlet water temperature information of the heat dissipation device and determine whether the outlet water temperature information of the heat dissipation device is greater than the fourth temperature threshold.

[0044] If so, the thermoelectric module is not powered, and the circuit conversion device connects the second bypass to the main heat dissipation circuit and then connects to the main motor coolant circuit to form a circuit;

[0045] If not, the thermoelectric module is not powered, and the circuit conversion device connects the first bypass and the second bypass and then connects to the main circuit of the motor coolant to form a circuit.

[0046] Other features and corresponding beneficial effects of the present invention will be described in the latter part of the specification, and it should be understood that at least some of the beneficial effects will become obvious from the description in the specification. Attached Figure Description

[0047] Figure 1 This is a control principle diagram of the motor and battery thermal management circuit in a vehicle thermal management system provided in an embodiment of the present invention;

[0048] Figure 2 A control principle diagram of a vehicle thermal management system provided in an embodiment of the present invention;

[0049] Figure 3 A top view of the thermoelectric heat exchange device in the vehicle thermal management system provided in an embodiment of the present invention;

[0050] Figure 4 A schematic front view of the thermoelectric heat exchange device in the vehicle thermal management system provided in an embodiment of the present invention;

[0051] Figure 5 for Figure 3 A schematic diagram of the decomposed structure;

[0052] Figure 6 An exploded structural diagram of a thermoelectric heat exchange device in a vehicle thermal management system provided in an embodiment of the present invention;

[0053] Figure 7 This is a schematic flowchart of a vehicle thermal management method provided in an embodiment of the present invention.

[0054] Explanation of reference numerals in the attached figures:

[0055] 10. Main coolant circuit for motor;

[0056] 110. Motor; 120. Motor control unit; 130. Expansion tank; 140. Water pump;

[0057] 20. Battery coolant main circuit;

[0058] 200. Battery;

[0059] 210. Thermoelectric heat exchanger;

[0060] 211. Thermoelectric module; 212. Liquid cooling module;

[0061] 221. Upper sealing gasket; 222. Upper thermal pad; 223. Lower thermal pad; 224. Semiconductor; 225. Support frame; 226. Lower sealing gasket;

[0062] 30. Main heat dissipation circuit;

[0063] 310. Heat dissipation device;

[0064] 40. Circuit switching device;

[0065] 411. First interface; 412. Second interface; 413. Third interface; 414. Fourth interface;

[0066] 50. First bypass;

[0067] 60. Second bypass;

[0068] 71. Condenser; 72. Compressor; 73. Expansion valve;

[0069] 81. Air conditioning unit; 82. Evaporator; 83. Temperature damper; 84. Heater core. Detailed Implementation

[0070] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a deep understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0071] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0072] In the description of this embodiment, it should be noted that the terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0073] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0074] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0075] This embodiment discloses a vehicle thermal management system, such as Figure 1 As shown, the vehicle thermal management system includes a motor and battery thermal management circuit, which includes a motor coolant main circuit 10, a heat dissipation main circuit 30, a circuit switching device 40, and a battery coolant main circuit 20 connected in series.

[0076] Specifically, in this embodiment, a motor 110 is installed on the main motor coolant line 10, a heat dissipation device 310 is installed on the main heat dissipation line 30, and a thermoelectric heat exchange device 210 is installed on the main battery coolant line 20, such as... Figures 2-3 As shown, the thermoelectric heat exchange device 210 includes a thermoelectric module 211 and a liquid cooling module 212. One side of the thermoelectric module 211 is in contact with the battery 200, and the other side of the thermoelectric module 211 is in contact with the liquid cooling module 212. The interior of the liquid cooling module 212 is connected to the battery coolant main circuit 20.

[0077] Furthermore, in this embodiment, as Figure 1 As shown, the motor and battery thermal management circuit also includes a first bypass 50. The inlet end of the first bypass 50 is connected to the inlet end of the main heat dissipation circuit 30, and the outlet end of the first bypass 50 is connected to the outlet end of the main heat dissipation circuit 30 through a circuit conversion device 40, so that the first bypass 50 and the main heat dissipation circuit 30 are arranged in parallel. The battery coolant main circuit 20 is selectively connected to the main heat dissipation circuit 30 or the first bypass 50 through the circuit conversion device 40 and then connected to the motor coolant main circuit 10 to form a circuit.

[0078] Specifically, in this embodiment, the motor and battery thermal management circuit includes a motor coolant main circuit 10, a heat dissipation main circuit 30, a circuit switching device 40, and a battery coolant main circuit 20 connected in series. One side of the thermoelectric module 211 is in contact with the battery 200, and the other side of the thermoelectric module 211 is in contact with the liquid cooling module 212. The interior of the liquid cooling module 212 is connected to the battery coolant main circuit 20. The thermoelectric module 211 can exchange heat between the battery 200 and the liquid cooling module 212. This method not only ensures effective temperature management of the battery 200, but also allows the battery coolant main circuit 20 and the motor thermal coolant main circuit to share resources. In particular, it can effectively utilize the waste heat of the motor 110 to heat the battery 200. This not only replaces the traditional water-side electric heater, achieving higher battery heating efficiency, but also eliminates the need for the battery cooling circuit and related equipment, thereby simplifying the structure and saving costs.

[0079] More specifically, in this embodiment, such as Figure 2 As shown, this vehicle thermal management system also includes a refrigerant circuit, which consists of only one loop, namely the refrigerant main circuit. This main circuit includes a compressor 72, a condenser 71, and an expansion valve 73 connected in series. An evaporator 82 is connected to the end of the main circuit, along with an air conditioning unit 81, a temperature damper 83, and a heater core 84 connected to the evaporator 82. Therefore, compared to traditional vehicle thermal management systems, this embodiment eliminates the battery cooler and the cooling branch connected to the battery coolant main circuit, simplifying the refrigerant circuit and optimizing its layout. Coupling the motor thermal management circuit and the battery thermal management circuit into a single loop (motor and battery thermal management circuit) avoids the need for numerous water pumps, reservoirs, and pipes required for separate motor and battery thermal management circuits, thus reducing the number of water pumps, reservoirs, and pipes. Therefore, the vehicle thermal management system in this embodiment has the advantage of low cost.

[0080] In addition, since the vehicle thermal management system in this embodiment couples the motor thermal management circuit and the battery thermal management circuit into one circuit, the battery can be cooled by the heat dissipation device located at the end of the motor coolant main circuit when the temperature is low, such as in spring and autumn. When the battery needs to be heated in very low ambient temperature conditions (such as winter), the vehicle thermal management system can transfer the heat generated by the motor to the battery, thereby heating the battery.

[0081] Furthermore, this embodiment discloses a vehicle thermal management system, such as... Figure 1 and Figure 2As shown, the motor and battery thermal management circuit also includes a second bypass 60. The inlet end of the second bypass 60 is connected to the inlet end of the battery coolant main circuit 20 through the circuit conversion device 40, and the outlet end of the second bypass 60 is connected to the outlet end of the battery coolant main circuit 20, so that the second bypass 60 and the battery coolant main circuit 20 are arranged in parallel.

[0082] Specifically, in this embodiment, the motor coolant main circuit 10 is connected to the heat dissipation main circuit 30 or the first bypass circuit 50, and then selectively connected to the battery coolant main circuit 20 or the second bypass circuit 60 to form a loop.

[0083] More specifically, the second bypass 60 provided in this embodiment can short-circuit the main battery coolant circuit 20. With this configuration, when the battery 200 does not require thermal management, the coolant can directly enter the motor 110 and the motor control unit 120. The coolant absorbs the heat from the motor 110 and the motor control unit 120 and then enters the main heat dissipation circuit 30 to dissipate heat to the environment.

[0084] Furthermore, this embodiment discloses a vehicle thermal management system, such as... Figure 1 and Figure 2 As shown, both the first bypass 50 and the second bypass 60 are short-circuit bypasses. The circuit switching device 40 includes a four-way water valve, which includes a first interface 411, a second interface 412, a third interface 413 and a fourth interface 414 that can be interconnected.

[0085] Specifically, in this embodiment, the first interface 411 is connected to the outlet end of the heat dissipation device 310, the second interface 412 is connected to the inlet end of the liquid cooling module 212, the third interface 413 is connected to the outlet end of the first bypass 50, and the fourth interface 414 is connected to the inlet end of the second bypass 60.

[0086] More specifically, in this embodiment, the circuit switching device 40 is configured as a four-way water valve, and the motor and battery thermal management circuit can be conveniently controlled by controlling the interface of the four-way water valve.

[0087] More specifically, in this embodiment, the four-way water valve can be any of the various types of solenoid valves commonly used by those skilled in the art, such as the SLDF solenoid valve, YC24D solenoid valve, and A102ED solenoid valve. Its specific design can be set according to actual design and usage requirements, and this embodiment does not limit it.

[0088] Furthermore, this embodiment discloses a vehicle thermal management system, such as... Figures 3-6 As shown, the thermoelectric module 211 includes an upper sealing gasket 221, an upper thermal conductive gasket 222, a lower thermal conductive gasket 223, a semiconductor 224, a support frame 225, and a lower sealing gasket 226, which are stacked sequentially along the thickness direction of the thermoelectric module 211.

[0089] Specifically, in this embodiment, one side of the thermoelectric module 211 is sealed to the battery 200 by the upper sealing gasket 221, and the other side of the thermoelectric module 211 is sealed to the liquid cooling module 212 by the lower sealing gasket 226.

[0090] More specifically, in this embodiment, the upper thermal pad 222 and lower thermal pad 223 provided in the thermoelectric module 211 can improve the heat transfer efficiency of the thermoelectric module 211. In addition, the heat exchange surface of the thermoelectric module 211 can be easily switched by utilizing the characteristic of the heat exchange surface of the semiconductor 224, thereby realizing the heating or cooling of the battery 200.

[0091] More specifically, in this embodiment, the upper sealing gasket 221, the upper thermal conductive gasket 222, the lower thermal conductive gasket 223, the semiconductor 224, the support frame 225, and the lower sealing gasket 226 are stacked sequentially. The pairs can be connected by snap-fit, screw, or adhesive to form an integrated structure. The specific connection can be set according to the actual design and usage requirements. This embodiment does not limit this.

[0092] More specifically, in this embodiment, the upper thermal pad 222 and the lower thermal pad 223 can be made of materials with good thermal conductivity, such as rubber and metal, which are commonly used by those skilled in the art. The upper sealing gasket 221 and the lower sealing gasket 226 can be made of materials with good deformation capacity, such as rubber and foam. All of the above can be set according to actual design and usage requirements, and this embodiment does not limit them.

[0093] More specifically, the thermoelectric module 211 is configured in this way that, by utilizing the characteristics of the semiconductor 224 itself, the switching between the cooling and heating sides of the thermoelectric module 211 can be achieved by adjusting the positive and negative terminals of the input voltage of the thermoelectric module 211, thereby realizing the switching between battery cooling and heating modes.

[0094] For example, in summer, the contact surface between the thermoelectric module 211 and the battery is the cooling side, and the contact surface between the thermoelectric module 211 and the liquid cooling module 212 is the heating side, so that the heat inside the battery can be transferred to the liquid cooling module 212, and then the heat can be transferred to the environment through the front-end low-temperature heat sink.

[0095] In winter, by adjusting the positive and negative input voltage of the thermoelectric module 211, the contact surface between the thermoelectric module 211 and the battery becomes the heating side, and the contact surface between the thermoelectric module 211 and the liquid cooling module 212 becomes the cooling side. This allows heat to be transferred from the main coolant circuit 10 of the motor to the inside of the battery, thereby heating the battery. At this time, the battery heating efficiency is greater than 1, generally increasing by 30% to 60%, which is superior to heating with a traditional water heater. Therefore, the vehicle thermal management system provided in this embodiment has the advantage of high battery heating efficiency.

[0096] Furthermore, this embodiment discloses a vehicle thermal management system, such as... Figure 1 and Figure 2 As shown, the motor coolant main circuit 10 is also equipped with a motor control unit 120, an expansion tank 130 and a water pump 140 connected in series.

[0097] Specifically, in this embodiment, in the coolant flow direction of the main coolant path 10 of the motor, the motor control unit 120 is located upstream of the motor 110, and the expansion tank 130 and the water pump 140 are located downstream of the motor 110.

[0098] More specifically, in this embodiment, since the motor coolant main circuit 10 is coupled with the battery coolant main circuit 20, both the motor coolant main circuit 10 and the battery coolant main circuit 20 can utilize the expansion tank 130 and the water pump 140 in the motor coolant main circuit 10, thus achieving resource sharing and lower cost.

[0099] More specifically, in this embodiment, the model and configuration of the motor control unit 120, expansion tank 130 and water pump 140 are similar to those of the existing motor control unit 120, expansion tank 130 and water pump 140, and will not be explained further in this embodiment.

[0100] This embodiment discloses a vehicle thermal management system, such as Figures 1-6 As shown, the vehicle thermal management system includes a motor and battery thermal management circuit, which includes a motor coolant main circuit 10, a heat dissipation main circuit 30, a circuit switching device 40, and a battery coolant main circuit 20 connected in series.

[0101] A motor 110 is mounted on the main motor coolant circuit 10, a heat dissipation device 310 is mounted on the main heat dissipation circuit 30, and a thermoelectric heat exchange device 210 is mounted on the main battery coolant circuit 20. The thermoelectric heat exchange device 210 includes a thermoelectric module 211 and a liquid-cooling module 212. One side of the thermoelectric module 211 is in contact with the battery 200, and the other side of the thermoelectric module 211 is in contact with the liquid-cooling module 212. The interior of the liquid-cooling module 212 is connected to the main battery coolant circuit 20. The motor and battery thermal management circuit also includes a first bypass 50. The inlet of the first bypass 50 is connected to the inlet of the main heat dissipation circuit 30, and the outlet of the first bypass 50 is connected to the outlet of the main heat dissipation circuit 30 through a circuit conversion device 40, so that the first bypass 50 and the main heat dissipation circuit 30 are arranged in parallel. The main battery coolant circuit 20 is selectively connected to the main heat dissipation circuit 30 or the first bypass 50 through the circuit conversion device 40 to form a circuit with the main motor coolant circuit 10. This method not only ensures effective management of battery temperature, but also allows the battery coolant main circuit 20 and the motor thermal coolant main circuit to share resources. In particular, by setting up a thermoelectric heat exchange device 210, heat can be exchanged between the motor thermal coolant main circuit and the battery coolant main circuit 20, which not only reduces energy consumption, but also further reduces costs.

[0102] This embodiment also discloses a vehicle thermal management method, applicable to the vehicle thermal management system described in the above embodiments, such as... Figure 1 and Figure 7 As shown, the vehicle thermal management method includes the following steps:

[0103] S1: Obtain battery temperature information and determine whether the battery requires thermal management based on the battery temperature information;

[0104] If the battery temperature information is greater than the first battery temperature threshold, it is determined that the battery needs thermal management, and the thermal management requirement is the battery cooling requirement, and proceed to step S2.

[0105] If the battery temperature information is less than the second battery temperature threshold, it is determined that battery 200 needs thermal management, and the thermal management requirement is the heating requirement of battery 200, and proceed to step S3.

[0106] Among them, the temperature threshold of the first battery is greater than the temperature threshold of the second battery;

[0107] S2: The battery coolant main circuit 20 is selectively connected to the heat dissipation main circuit 30 through the circuit conversion device 40 and then connected to the motor coolant main circuit 10 to form a circuit, so as to cool the motor 110 and the battery 200.

[0108] S3: The battery coolant main circuit 20 is selectively connected to the heat dissipation main circuit 30 via the circuit switching device 40, and then connected to the motor coolant main circuit 10 to form a circuit for heating the battery 200; or,

[0109] The battery coolant main circuit 20 is selectively connected to the first bypass circuit 50 via the circuit switching device 40 and then connected to the motor coolant main circuit 10 to form a circuit for heating the battery 200.

[0110] Specifically, the vehicle thermal management method provided in this embodiment can switch different circuits through the circuit switching device 40 when the thermal management needs of the battery 200 are determined, so as to realize thermal management of the battery 200 and the motor 110 through various modes.

[0111] More specifically, in step S1, the battery temperature information should be the temperature information at the battery cell, and the first battery temperature threshold can be set to 30℃-36℃. Specifically, it can be set to any value such as 30℃, 33.5℃, or 36℃; wherein, in actual use, when the battery temperature information is greater than 36℃, the battery cooling mode is turned on; when the battery temperature information is less than 30℃, the battery cooling mode is turned off.

[0112] It should be understood that the setting of the first battery temperature threshold is not limited to the above values. It should be set according to different regions, as well as the battery model and performance. This embodiment does not limit it to a single value.

[0113] More specifically, in this embodiment, the second battery temperature threshold can be set to -5℃ to 0, specifically to any value such as -5℃, -2.5℃, or 0℃; similarly, the setting of the second battery temperature threshold is not limited to the above values, and should be set according to different regions, as well as the battery model and performance. This embodiment does not impose a unique limitation on it.

[0114] Further, step S2 includes:

[0115] Obtain the water outlet temperature information of the heat dissipation device 310, and determine whether the water outlet temperature information of the heat dissipation device 310 is greater than the first temperature threshold.

[0116] The following explanation of each working mode is based on Table 1:

[0117] Table 1

[0118]

[0119]

[0120] If so, then enter mode 1: thermoelectric module 211 is powered on, and one side and the other side of thermoelectric module 211 are the cooling side and the heating side, respectively. After the circuit conversion device 40 connects the battery coolant main circuit 20 and the heat dissipation main circuit 30, it is connected to the motor coolant main circuit 10 to form a circuit to cool the battery 200 and the motor 110.

[0121] It should be understood that the heat dissipation device 310 can be a low-temperature radiator in the vehicle's cooling circuit. It should also be understood that, in this embodiment, the heating side of the thermoelectric module 211 refers to the side of the thermoelectric module 211 that releases heat, and the cooling side of the thermoelectric module 211 refers to the side of the thermoelectric module 211 that absorbs heat.

[0122] This mode is suitable for situations where the actual temperature is in summer. The coolant cooled by the low-temperature radiator is connected through the first port 411 and the second port 412 of the four-way water valve. The coolant enters the liquid cooling module 212 through the four-way water valve. At this time, the thermoelectric module 211 is powered on and works. The contact surface with the bottom of the battery liquid cooling module 212 is the heating surface, and the contact surface with the battery is the cooling side. The thermoelectric module 211 transfers the heat of the battery 200 to the liquid cooling module 212, thereby cooling the battery 200. The coolant coming out of the liquid cooling module 212 then cools the motor 110, and then the heat in the coolant is transferred to the environment through the low-temperature radiator.

[0123] If not, then enter mode 3: the thermoelectric module 211 is not powered, and the circuit conversion device 40 connects the battery coolant main circuit 20 and the heat dissipation main circuit 30 and then connects to the motor coolant main circuit 10 to form a circuit to cool the battery 200 and the motor 110.

[0124] This mode is suitable for situations where the actual temperature is in spring or autumn. At this time, the outlet water temperature of the low-temperature radiator is low, and there is no need for the thermoelectric module 211 to further reduce the temperature gradient. The battery 200 is cooled directly by the liquid cooling module 212 and the thermoelectric module 211. At this time, the first port 411 and the second port 412 of the four-way water valve are connected, and the thermoelectric module is turned off.

[0125] Specifically, the first temperature threshold can be set to 15℃-20℃, and can be any value such as 15℃, 17.5℃, or 20℃. Similarly, the setting of the first temperature threshold is not limited to the above values. It should be set according to different regions, as well as the battery model and performance. This embodiment does not limit it to a single value.

[0126] More specifically, in this embodiment, the thermoelectric module 211 is configured as a semiconductor 224, and the characteristics of the semiconductor 224 are used to realize the switching between the cooling side and the heating side of the thermoelectric module 211.

[0127] Further, step S3 includes:

[0128] Obtain the water outlet temperature information of motor 110 and determine whether the water outlet temperature information of motor 110 is greater than the second temperature threshold.

[0129] If so, then enter mode 4: the thermoelectric module 211 is not powered, and the circuit conversion device 40 connects the battery coolant main circuit 20 and the first bypass circuit 50 and then connects to the motor coolant main circuit 10 to form a circuit to heat the battery 200.

[0130] This mode is suitable for situations where the actual temperature is below winter temperature. The four-way water valve bypasses the low-temperature radiator, and the heat generated by the motor 110 is directly transferred to the inside of the battery 200 through the liquid cooling module 212 and the thermoelectric module 211, causing the battery 200 to heat up. At this time, the second port 412 and the third port 413 of the four-way water valve are connected, and the thermoelectric module 211 is in a non-powered state.

[0131] If not, then determine whether the water outlet temperature information of motor 110 is greater than the third temperature threshold, wherein the third temperature threshold is less than the second temperature threshold.

[0132] The second temperature threshold is greater than the third temperature threshold.

[0133] If so, then enter mode 5: the thermoelectric module 211 is powered on, and one side and the other side of the thermoelectric module 211 are the heating side and the cooling side, respectively. The circuit conversion device 40 connects the battery coolant main circuit 20 and the first bypass circuit 50 and then connects to the motor coolant main circuit 10 to form a circuit.

[0134] This mode is suitable for situations where the battery temperature is low in winter. It mainly uses the waste heat of motor 110 to heat battery 200. When the waste heat energy of motor 110 is insufficient, thermoelectric module 211 is powered on and works. The contact surface between thermoelectric module 211 and battery 200 is the heating surface, and the contact surface with liquid cooling module 212 is the cooling surface. Through the heat pump effect of thermoelectric module 211, heat can be transferred from the low temperature motor coolant main circuit 10 to the high temperature battery 200.

[0135] If not, then enter mode 6: thermoelectric module 211 is powered on, and one side and the other side of thermoelectric module 211 are the heating side and the cooling side, respectively. After the circuit conversion device 40 connects the battery coolant main circuit 20 and the heat dissipation main circuit 30, it is connected to the motor coolant main circuit 10 to form a circuit.

[0136] This mode is applicable when the battery 200 is charging or the motor 110 is idling with no or insufficient heat generation. When the battery 200 is charging or the motor 110 is idling with no or insufficient heat generation, the coolant in the liquid cooling module 212, which is cooled by the thermoelectric module 211, can absorb ambient heat through the low-temperature radiator. At this time, the first port 411 and the second port 412 of the four-way water valve are connected.

[0137] Specifically, the second temperature threshold can be set to 30℃-40℃, specifically any value such as 30℃, 34.5℃, or 40℃; the third temperature threshold can be set to 5℃-20℃, specifically any value such as 5℃, 12.5℃, or 20℃; the setting of the second and third temperature thresholds is not limited to the above values, and should be set according to different regions, as well as the battery model and performance. This embodiment does not impose a unique limitation on them.

[0138] Furthermore, when the motor and battery thermal management circuit of the vehicle thermal management system also includes a second bypass 60, in step S1 of the vehicle thermal management method, if the battery temperature information is greater than or equal to the second battery temperature threshold and less than or equal to the first battery temperature threshold, it is determined that the battery 200 does not require thermal management, and the process proceeds to step S4.

[0139] S4: Obtain the water outlet temperature information of the heat dissipation device 310, and determine whether the water outlet temperature information of the heat dissipation device 310 is greater than the fourth temperature threshold.

[0140] If so, then enter mode 2: thermoelectric module 211 is not powered, and the circuit conversion device 40 connects the second bypass 60 and the heat dissipation main circuit 30 and then connects to the motor coolant main circuit 10 to form a circuit.

[0141] This mode is suitable for situations where the motor is cooled in summer but the battery 200 is not required to be cooled. The coolant after being cooled by the low-temperature radiator is connected to the first port 411 and the fourth port 414 of the four-way water valve. The coolant after passing through the four-way water valve bypasses the liquid cooling module 212 and directly enters the motor 110. The coolant absorbs the heat of the motor 110 and then enters the low-temperature radiator to dissipate heat to the environment.

[0142] If not, then enter mode 7: thermoelectric module 211 is not powered, and the circuit conversion device 40 connects the first bypass 50 and the second bypass 60 and then connects to the motor coolant main circuit 10 to form a circuit.

[0143] This mode is suitable for the situation where the motor 110 stores heat in winter. When the battery 200 has no heating requirement in winter, the third interface 413 and the fourth interface 414 of the four-way water are connected, and the first bypass 50 and the second bypass 60 bypass the low temperature heat sink and the liquid cooling module 212. The coolant only circulates in the motor coolant main circuit 10 to store heat.

[0144] Specifically, in this embodiment, the fourth temperature threshold refers to the ambient temperature around the battery 200.

[0145] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including several simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. A vehicle thermal management system, characterized in that, It includes a motor and battery thermal management circuit, wherein the motor and battery thermal management circuit includes a motor coolant main circuit, a heat dissipation main circuit, a circuit switching device and a battery coolant main circuit connected in series in sequence; A motor is installed on the main motor coolant line, a heat dissipation device is installed on the main heat dissipation line, and a thermoelectric heat exchange device is installed on the main battery coolant line. The thermoelectric heat exchange device includes a thermoelectric module and a liquid cooling module. One side of the thermoelectric module is in contact with the battery, and the other side of the thermoelectric module is in contact with the liquid cooling module. The interior of the liquid cooling module is connected to the main battery coolant line. The motor and battery thermal management circuit further includes a first bypass, the inlet of which is connected to the inlet of the main heat dissipation circuit, and the outlet of which is connected to the outlet of the main heat dissipation circuit via the circuit conversion device, so that the first bypass and the main heat dissipation circuit are arranged in parallel; wherein, the main battery coolant circuit is selectively connected to the main heat dissipation circuit or the first bypass via the circuit conversion device and then connected to the main motor coolant circuit to form a circuit; The thermoelectric module includes an upper sealing gasket, an upper thermally conductive gasket, a lower thermally conductive gasket, a semiconductor, a support frame, and a lower sealing gasket, which are stacked sequentially along the thickness direction of the thermoelectric module; wherein, one side of the thermoelectric module is sealed to the battery through the upper sealing gasket, and the other side of the thermoelectric module is sealed to the liquid cooling module through the lower sealing gasket; The main circuit for motor coolant is also equipped with an expansion tank and a water pump connected in series.

2. The vehicle thermal management system as described in claim 1, characterized in that, The motor and battery thermal management circuit further includes a second bypass. The inlet of the second bypass is connected to the inlet of the main battery coolant circuit via the circuit conversion device, and the outlet of the second bypass is connected to the outlet of the main battery coolant circuit, so that the second bypass and the main battery coolant circuit are arranged in parallel. The motor coolant main circuit is connected to the heat dissipation main circuit or the first bypass circuit, and then selectively connected to the battery coolant main circuit or the second bypass circuit to form a loop.

3. The vehicle thermal management system as described in claim 2, characterized in that, Both the first bypass and the second bypass are short-circuit bypasses. The loop switching device includes a four-way water valve, which includes a first interface, a second interface, a third interface, and a fourth interface that are interconnected. The first interface is connected to the outlet end of the heat dissipation device, the second interface is connected to the inlet end of the liquid cooling module, the third interface is connected to the outlet end of the first bypass, and the fourth interface is connected to the inlet end of the second bypass.

4. The vehicle thermal management system as described in any one of claims 1 to 3, characterized in that, The main motor coolant circuit also includes a motor control unit connected in series; wherein... In the coolant flow direction of the main coolant circuit of the motor, the motor control unit is located upstream of the motor, and the expansion tank and the water pump are located downstream of the motor.

5. A vehicle thermal management method, characterized in that, The vehicle thermal management method, applicable to any one of claims 1 to 4, comprises the following steps: S1: Obtain battery temperature information and determine whether the battery requires thermal management based on the battery temperature information; If the battery temperature information is greater than the first battery temperature threshold, it is determined that the battery requires thermal management, and the thermal management requirement is a battery cooling requirement, and proceed to step S2; If the battery temperature information is less than the second battery temperature threshold, it is determined that the battery requires thermal management, and the thermal management requirement is a battery heating requirement, and proceed to step S3; Wherein, the temperature threshold of the first battery is greater than the temperature threshold of the second battery; S2: The battery coolant main circuit is selectively connected to the heat dissipation main circuit through the circuit conversion device and then connected to the motor coolant main circuit to form a circuit, so as to cool the motor and the battery; S3: The battery coolant main circuit is selectively connected to the heat dissipation main circuit via the circuit switching device, and then connected to the motor coolant main circuit to form a circuit for heating the battery; or, The battery coolant main circuit is selectively connected to the first bypass through the circuit switching device and then connected to the motor coolant main circuit to form a circuit for heating the battery.

6. The vehicle thermal management method as described in claim 5, characterized in that, Step S2 includes: Obtain the water outlet temperature information of the heat dissipation device and determine whether the water outlet temperature information of the heat dissipation device is greater than a first temperature threshold. If so, the thermoelectric module is powered on, and one side and the other side of the thermoelectric module are respectively the cooling side and the heating side. The circuit conversion device connects the battery coolant main circuit and the heat dissipation main circuit and then connects to the motor coolant main circuit to form a circuit, so as to cool the battery and the motor. If not, the thermoelectric module is not powered, and the circuit conversion device connects the battery coolant main circuit and the heat dissipation main circuit, and then connects to the motor coolant main circuit to form a circuit to cool the battery and the motor.

7. The vehicle thermal management method as described in claim 5, characterized in that, Step S3 includes: Obtain the water outlet temperature information of the motor and determine whether the water outlet temperature information of the motor is greater than the second temperature threshold. If so, the thermoelectric module is not powered, and the circuit conversion device connects the battery coolant main circuit and the first bypass circuit and then connects to the motor coolant main circuit to form a circuit to heat the battery; If not, then determine whether the outlet water temperature information of the motor is greater than the third temperature threshold, wherein the third temperature threshold is less than the second temperature threshold; If so, the thermoelectric module is powered on, and one side and the other side of the thermoelectric module are the heating side and the cooling side, respectively. The circuit conversion device connects the battery coolant main circuit and the first bypass circuit and then connects to the motor coolant main circuit to form a circuit. If not, the thermoelectric module is powered on, and one side and the other side of the thermoelectric module are the heating side and the cooling side, respectively. The circuit conversion device connects the battery coolant main circuit and the heat dissipation main circuit and then connects to the motor coolant main circuit to form a circuit.

8. The vehicle thermal management method according to any one of claims 5 to 7, characterized in that, When the motor and battery thermal management circuit of the vehicle thermal management system further includes a second bypass, in step S1 of the vehicle thermal management method, if the battery temperature information is greater than or equal to the second battery temperature threshold and less than or equal to the first battery temperature threshold, it is determined that the battery does not require thermal management, and the process proceeds to step S4. S4: Obtain the outlet water temperature information of the heat dissipation device and determine whether the outlet water temperature information of the heat dissipation device is greater than the fourth temperature threshold. If so, the thermoelectric module is not powered, and the circuit conversion device connects the second bypass to the main heat dissipation circuit and then connects to the main motor coolant circuit to form a circuit; If not, the thermoelectric module is not powered, and the circuit conversion device connects the first bypass and the second bypass and then connects to the main circuit of the motor coolant to form a circuit.

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