Battery electric vehicle thermal management system and control method thereof, vehicle

Abstract

The application relates to a battery car thermal management system, a control method thereof and a vehicle. The battery car thermal management system comprises an electric drive axle thermal management loop, a fuel cell engine cooling unit, a first branch, a first valve arranged in the first branch, a heat exchanger, a gearbox oil temperature sensor and a coolant temperature sensor. The gearbox is arranged on the electric drive axle thermal management loop. The fuel cell engine cooling unit has a coolant inlet and a coolant outlet. The inlet of the first branch is connected with the coolant outlet, and the outlet of the first branch is connected with the coolant inlet. The heat exchanger is connected with the electric drive axle thermal management loop and the first branch. The gearbox oil temperature sensor is arranged in the gearbox, and the coolant temperature sensor is arranged at the coolant outlet. The battery car thermal management system is provided with the heat exchanger, so that the heat of the coolant of the fuel cell engine cooling unit is used to heat the oil of the gearbox, and the energy consumption during heating of the oil of the gearbox is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of battery electric vehicles, and in particular to a battery electric vehicle thermal management system, a control method thereof, and a vehicle. BACKGROUND

[0002] In a battery electric vehicle, when the ambient temperature is low, the oil temperature of the oil liquid in the gearbox of the electric drive axle is low, resulting in high viscosity of the oil liquid, which affects the efficiency of the electric drive axle. Therefore, a battery electric vehicle thermal management system capable of heating the oil liquid of the gearbox is provided in the related art.

[0003] However, the battery electric vehicle thermal management system in the related art has the problem of high energy consumption when heating the oil liquid of the gearbox. SUMMARY

[0004] Therefore, it is necessary to provide a battery electric vehicle thermal management system capable of reducing energy consumption when heating the oil liquid of the gearbox, a control method thereof, and a vehicle, in view of the problem of high energy consumption when heating the oil liquid of the gearbox in the related art.

[0005] According to an aspect of the present application, a battery electric vehicle thermal management system is provided, comprising:

[0006] An electric drive axle thermal management circuit, wherein a gearbox is arranged on the electric drive axle thermal management circuit;

[0007] A fuel cell engine cooling unit for cooling a fuel cell engine, wherein the fuel cell engine cooling unit has a cooling liquid inlet and a cooling liquid outlet;

[0008] A first branch and a first valve, wherein an inlet of the first branch is connected to the cooling liquid outlet, an outlet of the first branch is connected to the cooling liquid inlet, and the first valve is arranged on the first branch to control the opening and closing of the first branch;

[0009] A heat exchanger connected to the electric drive axle thermal management circuit and the first branch, so that the cooling liquid in the electric drive axle thermal management circuit and the cooling liquid in the first branch exchange heat in the heat exchanger;

[0010] A gearbox oil temperature sensor arranged in the gearbox, wherein the gearbox oil temperature sensor is used to detect the oil temperature value of the oil liquid of the gearbox; and

[0011] A cooling liquid temperature sensor arranged at the cooling liquid outlet, wherein the cooling liquid temperature sensor is used to detect the liquid temperature value of the cooling liquid of the fuel cell engine cooling unit.

[0012] The battery electric vehicle thermal management system, by setting the heat exchanger connected to the electric drive axle thermal management loop and the first branch, enables the cooling liquid flowing through the first branch to exchange heat with the cooling liquid of the electric drive axle thermal management loop in the heat exchanger, so as to heat the cooling liquid in the electric drive axle thermal management loop by using the heat of the cooling liquid of the fuel cell engine cooling unit, and further heat the oil of the gearbox, thereby reducing the energy consumption when heating the oil of the gearbox.

[0013] In one embodiment, the electric drive axle thermal management loop comprises a first main circuit, a second branch and a third branch, the inlet of the second branch and the inlet of the third branch are connected in parallel to the outlet of the first main circuit, and the outlet of the second branch and the outlet of the third branch are connected in parallel to the inlet of the first main circuit.

[0014] The gearbox is arranged in the second branch.

[0015] The third branch is provided with a motor.

[0016] The heat exchanger is connected to the first main circuit or the second branch.

[0017] In one embodiment, the battery electric vehicle thermal management system further comprises a flow regulating valve arranged in the third branch, and the flow regulating valve is arranged between the inlet of the third branch and the motor.

[0018] In one embodiment, the battery electric vehicle thermal management system further comprises a heater arranged in the second branch, and the heater is used to heat the cooling liquid flowing therethrough.

[0019] In one embodiment, the battery electric vehicle thermal management system further comprises a thermostat, and the thermostat comprises a thermostat inlet, a first thermostat outlet and a second thermostat outlet, and the outlet of the second branch and the outlet of the third branch are connected in parallel to the thermostat inlet.

[0020] The electric drive axle thermal management loop further comprises a fourth branch and a fifth branch, the inlet of the fourth branch is connected to the first thermostat outlet, the inlet of the fifth branch is connected to the second thermostat outlet, and the outlet of the fourth branch and the outlet of the fifth branch are connected in parallel to the inlet of the first main circuit; and the fourth branch is provided with a radiator.

[0021] The thermostat is configured to enable the thermostat inlet to communicate with the first thermostat outlet, or the thermostat inlet to communicate with the second thermostat outlet.

[0022] In one embodiment, the battery electric vehicle thermal management system further comprises a water pump arranged in the first main circuit, and the water pump is used to drive the cooling liquid to circulate in the electric drive axle thermal management loop.

[0023] According to another aspect of the present application, there is provided a control method of a battery electric vehicle thermal management system as in any of the preceding embodiments, the control method of the battery electric vehicle thermal management system comprising the steps of:

[0024] obtaining an oil temperature value of the oil of the transmission, and determining whether the oil temperature value of the oil of the transmission is less than a preset temperature value;

[0025] if the oil temperature value of the oil of the transmission is less than the preset temperature value, obtaining a liquid temperature value of the coolant of the fuel cell engine cooling unit, and determining whether the liquid temperature value of the coolant of the fuel cell engine cooling unit is greater than the preset temperature value;

[0026] if the liquid temperature value of the coolant of the fuel cell engine cooling unit is greater than the preset temperature value, controlling the first valve to open.

[0027] In one embodiment, the control method of the battery electric vehicle thermal management system further comprises the steps of:

[0028] if the liquid temperature value of the coolant of the fuel cell engine cooling unit is less than the preset temperature value, determining whether the vehicle is in a parked state;

[0029] if the vehicle is in the parked state, controlling the motor to be locked.

[0030] In one embodiment, the control method of the battery electric vehicle thermal management system further comprises the steps of:

[0031] if the vehicle is not in the parked state, controlling the heater to heat the coolant of the electric drive axle thermal management circuit.

[0032] According to another aspect of the present application, there is provided a vehicle comprising a battery electric vehicle thermal management system as in any of the preceding embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0033] Figure 1 a schematic diagram of a battery electric vehicle thermal management system in an embodiment of the present application;

[0034] Figure 2 a flowchart of a control method of a battery electric vehicle thermal management system in an embodiment of the present application.

[0035] BRIEF DESCRIPTION OF DRAWINGS

[0036] 100, battery electric vehicle thermal management system; 10, electric drive axle thermal management circuit; 11, first main circuit; 12, second branch circuit; 13, third branch circuit; 14, fourth branch circuit; 15, fifth branch circuit; 20, fuel cell engine cooling unit; 21, coolant inlet; 22, coolant outlet; 30, first branch circuit; 40, first valve; 50, heat exchanger; 60, transmission; 70, electric motor; 80, electric motor controller; 90, flow regulating valve; 110, thermostat; 111, thermostat inlet; 112, first thermostat outlet; 113, second thermostat outlet; 120, radiator; 130, heater; 140, water pump. DETAILED DESCRIPTION

[0037] In order to make the above objectives, features and advantages of the present application more clear and easily understood, the specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application can be practiced in a number of different ways beyond the specific embodiments described herein and by one of ordinary skill in the art without departing from the spirit of the present application, and therefore the present application is not limited to the specific embodiments disclosed below.

[0038] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0039] In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined with "first", "second", etc. can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0040] In the present application, unless specifically defined otherwise and limited, the terms "mount", "connect", "connection", "fixed", and the like should be understood broadly, for example, can be fixed connection, can also be detachable connection, or integrated; can be mechanical connection, can also be electrical connection; can be directly connected, can also be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction relationship of two elements, unless otherwise specifically limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0041] In the present application, unless specifically defined otherwise and limited, the first feature is "on" or "under" the second feature. The first and second features can be in direct contact, or the first and second features can be indirectly in contact through an intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be the first feature directly above or obliquely above the second feature, or only indicates that the first feature is higher than the second feature in horizontal height. The first feature "below", "below" and "below" the second feature can be the first feature directly below or obliquely below the second feature, or only indicates that the first feature is lower than the second feature in horizontal height.

[0042] It should be noted that when an element is referred to as "fixed to" or "provided to" another element, it can be directly on another element or there can be a middle element. When an element is considered to be "connected" to another element, it can be directly connected to another element or a middle element can exist at the same time. The terms "vertical", "horizontal", "up", "down", "left", "right" and similar expressions used herein are for illustrative purposes only and are not the only implementation.

[0043] Since the efficiency of the electric drive axle in the battery car is related to the oil temperature of the oil in the gearbox, the efficiency of the electric drive axle when the oil temperature is 80 degrees is 1.6% to 3% higher than that when the oil temperature is 40 degrees. When the oil temperature of the oil in the gearbox is low, the oil in the gearbox needs to be heated to make the electric drive axle work in the highest efficiency interval. Therefore, a battery car thermal management system is provided in the related art, which heats the oil temperature of the oil in the gearbox through a heater.

[0044] However, the battery car thermal management system in the related art uses a heater to heat the oil in the gearbox, which consumes the electric energy of the whole vehicle, and has the problem of high energy consumption.

[0045] Therefore, it is necessary to provide a battery car thermal management system and its control method and vehicle capable of reducing energy consumption when heating the oil in the gearbox.

[0046] Figure 1 A schematic diagram of a battery car thermal management system in an embodiment of the present application.

[0047] Referring to Figure 1 In an embodiment of the present application, the battery electric vehicle thermal management system 100 comprises an electric drive axle thermal management circuit 10, a fuel cell engine cooling unit 20, a first branch 30, a first valve 40, a heat exchanger 50, a gearbox oil temperature sensor and a coolant temperature sensor (not shown in the figure).

[0048] The electric drive axle thermal management circuit 10 is provided with a gearbox 60, and the fuel cell engine cooling unit 20 is used to cool the fuel cell engine. The fuel cell engine cooling unit 20 has a coolant inlet 21 and a coolant outlet 22. The inlet of the first branch 30 is connected to the coolant outlet 22, and the outlet of the first branch 30 is connected to the coolant inlet 21. The first valve 40 is arranged in the first branch 30 to control the opening and closing of the first branch 30. The heat exchanger 50 is connected to the electric drive axle thermal management circuit 10 and the first branch 30, so that the coolant in the electric drive axle thermal management circuit 10 and the coolant in the first branch 30 exchange heat in the heat exchanger 50. The gearbox oil temperature sensor is arranged in the gearbox 60 and is used to detect the oil temperature value of the oil in the gearbox 60. The coolant temperature sensor is arranged at the coolant outlet 22 and is used to detect the liquid temperature value of the coolant of the fuel cell engine cooling unit 20.

[0049] The electric drive axle thermal management circuit 10 described above, by arranging the first branch 30 connected to the coolant inlet 21 and the coolant outlet 22 respectively, enables the coolant of the fuel cell engine cooling unit 20 to flow through the first branch 30. By arranging the heat exchanger 50 connected to the first branch 30 and the electric drive axle thermal management circuit 10, the coolant flowing through the first branch 30 can exchange heat with the coolant in the electric drive axle thermal management circuit 10 in the heat exchanger 50, so that the coolant temperature in the electric drive axle thermal management circuit 10 is increased, and in turn the oil in the gearbox 60 is heated, so that the efficiency of the electric drive axle is improved. By arranging the gearbox oil temperature sensor, the oil temperature value of the oil in the gearbox 60 detected by the gearbox oil temperature sensor is used to determine whether the oil in the gearbox 60 needs to be heated, and the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 detected by the coolant temperature sensor is used to open the first valve 40 when the coolant temperature of the fuel cell engine cooling unit 20 is high. In this way, the heat of the coolant of the fuel cell engine cooling unit 20 can be used to heat the coolant in the electric drive axle thermal management circuit 10, reducing the energy consumption when heating the oil in the gearbox 60.

[0050] It should be noted that when the oil temperature value of the oil in the gearbox 60 is less than a preset temperature value, the oil in the gearbox 60 needs to be heated, and when the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 is greater than a preset temperature value, the first valve 40 is opened.

[0051] Specifically, the battery electric vehicle thermal management system 100 further comprises a controller (not shown in the figure), which is electrically connected with the first valve 40, the transmission oil temperature sensor and the coolant temperature sensor respectively. The controller is configured to control the first valve 40 to open when the oil temperature value of the oil liquid of the transmission 60 is less than a preset temperature value, and the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 is greater than the preset temperature value.

[0052] In one embodiment, the preset temperature value is 50 degrees.

[0053] In some embodiments, as shown in Figure 1 The electric drive axle thermal management circuit 10 comprises a first main circuit 11, a second branch circuit 12 and a third branch circuit 13. The inlet of the second branch circuit 12 and the inlet of the third branch circuit 13 are connected in parallel to the outlet of the first main circuit 11, and the outlet of the second branch circuit 12 and the outlet of the third branch circuit 13 are connected in parallel to the inlet of the first main circuit 11. The transmission 60 is arranged on the second branch circuit 12, and the motor 70 is arranged on the third branch circuit 13. The heat exchanger 50 is connected to the first main circuit 11. It should be noted that when the oil liquid of the transmission 60 does not need to be heated, the coolant in the electric drive axle thermal management circuit 10 is used to reduce the oil temperature of the transmission 60. In this way, by arranging the electric drive axle thermal management circuit 10 to comprise the second branch circuit 12 and the third branch circuit 13 connected in parallel, when the oil liquid of the transmission 60 needs to be cooled, the coolant in the electric drive axle thermal management circuit 10 flows through the second branch circuit 12 and the third branch circuit 13 respectively, so as to cool the oil liquid of the transmission 60 and the motor 70 respectively.

[0054] In other embodiments, the electric drive axle thermal management circuit 10 comprises a first main circuit 11, a second branch circuit 12 and a third branch circuit 13. The inlet of the second branch circuit 12 and the inlet of the third branch circuit 13 are connected in parallel to the outlet of the first main circuit 11, and the outlet of the second branch circuit 12 and the outlet of the third branch circuit 13 are connected in parallel to the inlet of the first main circuit 11. The transmission 60 is arranged on the second branch circuit 12, and the motor 70 is arranged on the third branch circuit 13. The heat exchanger 50 is connected to the second branch circuit 12 (not shown in the figure). In this way, by connecting the heat exchanger 50 to the second branch circuit 12, when the oil liquid of the transmission 60 needs to be heated, the coolant in the second branch circuit 12 can flow through the transmission 60 in a shorter time after heat exchange in the heat exchanger 50, thereby improving the heating efficiency of the oil liquid of the transmission 60.

[0055] Specifically, when the heat exchanger 50 is connected to the second branch circuit 12, the heat exchanger 50 is connected between the inlet of the second branch circuit 12 and the transmission 60 (not shown in the figure).

[0056] In some embodiments, as shown in Figure 1As shown, a motor controller 80 is also provided on the third branch 13 so that when the coolant flows through the third branch 13, it can cool the motor 70 and the motor controller 80 respectively.

[0057] In some embodiments, such as Figure 1 As shown, the battery vehicle thermal management system 100 also includes a flow regulating valve 90 located in the third branch 13, between the inlet of the third branch 13 and the motor 70. It should be noted that when the transmission 60 oil and the motor 70 require cooling, the required coolant flow rates for cooling the transmission 60 and the motor 70 are different. Therefore, by setting the flow regulating valve 90, the flow rate of the coolant flowing through the third branch 13 can be adjusted, thereby changing the ratio of the coolant flow rate through the second branch 12 to the coolant flow rate through the third branch 13.

[0058] In some embodiments, such as Figure 1 As shown, the battery vehicle thermal management system 100 also includes a thermostat 110, which includes a thermostat inlet 111, a first thermostat outlet 112, and a second thermostat outlet 113. The outlets of the second branch 12 and the third branch 13 are connected in parallel to the thermostat inlet 111. The electric drive axle thermal management circuit 10 also includes a fourth branch 14 and a fifth branch 15. The inlet of the fourth branch 14 is connected to the first thermostat outlet 112, and the inlet of the fifth branch 15 is connected to the second thermostat outlet 113. The outlets of the fourth branch 14 and the fifth branch 15 are connected in parallel to the inlet of the first main circuit 11. A radiator 120 is provided on the fourth branch 14. The thermostat 110 is configured to allow the thermostat inlet 111 to communicate with the first thermostat outlet 112, or to allow the thermostat inlet 111 to communicate with the second thermostat outlet 113. Thus, by setting the thermostat 110, when the oil in the transmission 60 needs to be cooled, the thermostat 110 can be controlled according to the oil temperature value of the transmission 60 oil, so that the coolant in the electric drive axle thermal management circuit 10 flows through the fifth branch 15 or through the fourth branch 14 equipped with the radiator 120, thereby dissipating heat from the coolant through the radiator 120 and improving the cooling efficiency of the coolant on the oil in the motor 70 and the transmission 60.

[0059] In one embodiment, the thermostat 110 is configured such that when the oil temperature of the transmission 60 reaches 68 to 78 degrees, the thermostat inlet 111 is connected to the first thermostat outlet 112, so that the coolant in the electric drive bridge thermal management circuit 10 flows through the radiator 120.

[0060] In some embodiments, such as Figure 1As shown, the battery vehicle thermal management system 100 further comprises a heater 130 arranged on the second branch 12, the heater 130 being configured to heat the coolant flowing therethrough. In this way, when the oil of the gearbox 60 needs to be heated and the temperature of the coolant of the fuel cell engine cooling unit 20 is low, the heater 130 can be used to heat the coolant in the second branch 12 to avoid the temperature of the oil of the gearbox 60 being too low to affect the efficiency of the electric drive axle.

[0061] Specifically, the heater 130 is arranged between the inlet of the second branch 12 and the gearbox 60.

[0062] In some embodiments, the heater 130 is electrically connected to the controller, and the controller is configured to control the heater 130 to heat the coolant in the second branch 12 when the oil temperature value of the oil of the gearbox 60 and the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 are both less than a preset temperature value, and the vehicle is in a driving state.

[0063] In some embodiments, as Figure 1 As shown, the battery vehicle thermal management system 100 further comprises a water pump 140 arranged on the first main branch 11, the water pump 140 being configured to drive the coolant to circulate in the electric drive axle thermal management circuit 10.

[0064] Figure 2 A flowchart of a control method of the battery vehicle thermal management system 100 according to an embodiment of the present application.

[0065] Referring to Figure 2 The present application further provides a control method of the battery vehicle thermal management system 100 according to any one of the above embodiments, the control method of the battery vehicle thermal management system 100 comprising the steps of:

[0066] S110: obtaining an oil temperature value of the oil of the gearbox 60, and determining whether the oil temperature value of the oil of the gearbox 60 is less than a preset temperature value.

[0067] Specifically, the temperature value of the oil of the gearbox 60 is detected by a gearbox oil temperature sensor. The controller is electrically connected to the gearbox oil temperature sensor to obtain the temperature value of the oil of the gearbox 60, and determine whether the temperature value of the oil of the gearbox 60 is less than a preset temperature value.

[0068] S120: if the oil temperature value of the oil of the gearbox 60 is less than the preset temperature value, obtaining a liquid temperature value of the coolant of the fuel cell engine cooling unit 20, and determining whether the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 is greater than a preset temperature value.

[0069] Specifically, the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 is detected by a coolant temperature sensor. The controller is electrically connected with the coolant temperature sensor to obtain the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 and determine whether the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 is greater than a preset temperature value.

[0070] S130: If the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 is greater than the preset temperature value, the first valve 40 is controlled to be opened.

[0071] It can be understood that when the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 is greater than the preset temperature value, the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 is greater than the liquid temperature value of the coolant in the electric drive axle thermal management circuit 10, so that the coolant of the fuel cell engine cooling unit 20 can exchange heat with the coolant in the electric drive axle thermal management circuit 10 in the heat exchanger 50, so as to increase the liquid temperature value of the coolant in the electric drive axle thermal management circuit 10, and further heat the oil of the gearbox 60.

[0072] The control method of the above-mentioned battery car thermal management system 100 can heat the oil of the gearbox 60 by using the heat of the coolant of the fuel cell engine cooling unit 20, thereby reducing the energy consumption when heating the oil of the gearbox 60.

[0073] In one embodiment, the preset temperature value can be 50 degrees. In other embodiments, the preset temperature value can also be set according to the use needs, as long as the temperature value of the oil of the gearbox 60 is greater than the preset temperature value when the electric drive axle works in the optimal efficiency range, which is not limited here.

[0074] In some embodiments, the control method of the battery car thermal management system 100 further comprises the steps of:

[0075] S140: If the liquid temperature value of the coolant of the fuel cell engine cooling unit 20 is less than the preset temperature value, it is determined whether the vehicle is in a parking state.

[0076] S150: If the vehicle is in a parking state, the motor 70 is controlled to be locked.

[0077] It should be noted that the locked motor 70 means that the motor 70 outputs torque when the speed is 0, so as to convert electric energy into heat energy, thereby heating the coolant in the electric drive axle thermal management circuit 10. By determining whether the vehicle is in a parking state, the locked motor 70 in the driving state is avoided to affect the working of the electric drive axle.

[0078] In some embodiments, the control method of the battery car thermal management system 100 further comprises the steps of:

[0079] S160: If the vehicle is not in the parking state, the heater 130 is controlled to heat the coolant of the electric drive axle thermal management loop 10.

[0080] Specifically, the controller is electrically connected with the heater 130, and the controller is configured to control the heater 130 to be turned on to heat the coolant of the electric drive axle thermal management loop 10 when the vehicle is not in the parking state, so that the vehicle can ensure that the electric drive axle works in the optimal efficiency interval in the driving state.

[0081] The application also provides a vehicle comprising the battery electric vehicle thermal management system 100 according to any one of the above embodiments.

[0082] The technical features of the above embodiments can be combined in any manner. To make the description concise, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not exist contradictions, they should be considered as the scope of the present application.

[0083] The above embodiments only express several implementation manners of the application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent. It should be pointed out that for those skilled in the art, without departing from the concept of the application, a number of modifications and improvements can be made, which are all within the protection scope of the application. Therefore, the protection scope of the patent of the application should be subject to the appended claims.

Claims

1. A battery electric vehicle thermal management system, characterized by, The battery car thermal management system comprises: an electric drive axle thermal management circuit, a gearbox being arranged on the electric drive axle thermal management circuit; a fuel cell engine cooling unit for cooling a fuel cell engine, the fuel cell engine cooling unit having a cooling liquid inlet and a cooling liquid outlet; a first branch, an inlet of the first branch being connected to the cooling liquid outlet, an outlet of the first branch being connected to the cooling liquid inlet, and a first valve being arranged on the first branch to control the opening and closing of the first branch; a heat exchanger being connected to the electric drive axle thermal management circuit and the first branch to enable heat exchange between the cooling liquid in the electric drive axle thermal management circuit and the cooling liquid in the first branch in the heat exchanger; a gearbox oil temperature sensor being arranged in the gearbox, the gearbox oil temperature sensor being used to detect the oil temperature value of the oil in the gearbox; and a cooling liquid temperature sensor being arranged on the cooling liquid outlet, the cooling liquid temperature sensor being used to detect the liquid temperature value of the cooling liquid of the fuel cell engine cooling unit. The electric drive axle thermal management circuit comprises a first main branch, a second branch and a third branch, an inlet of the second branch and an inlet of the third branch being connected in parallel to an outlet of the first main branch, and an outlet of the second branch and an outlet of the third branch being connected in parallel to an inlet of the first main branch. The gearbox is arranged on the second branch. An electric motor is arranged on the third branch. The heat exchanger is connected to the first main branch or the second branch. The battery car thermal management system further comprises a flow regulating valve arranged on the third branch, the flow regulating valve being arranged between the inlet of the third branch and the electric motor.

2. The battery electric vehicle thermal management system of claim 1, wherein, The battery car thermal management system further comprises a heater arranged on the second branch, the heater being used to heat the cooling liquid flowing therethrough.

3. The battery electric vehicle thermal management system of claim 1, wherein, The battery car thermal management system further comprises a thermostat, the thermostat comprising a thermostat inlet, a first thermostat outlet and a second thermostat outlet, the outlet of the second branch and the outlet of the third branch being connected in parallel to the thermostat inlet.

4. The battery electric vehicle thermal management system of claim 1, wherein, The electric drive axle thermal management circuit further comprises a fourth branch and a fifth branch, an inlet of the fourth branch being connected to the first thermostat outlet, an inlet of the fifth branch being connected to the second thermostat outlet, and an outlet of the fourth branch and an outlet of the fifth branch being connected in parallel to the inlet of the first main branch; a radiator being arranged on the fourth branch. The thermostat is configured to enable the thermostat inlet to communicate with the first thermostat outlet or the thermostat inlet to communicate with the second thermostat outlet. The battery car thermal management system further comprises a water pump arranged on the first main branch, the water pump being used to drive the cooling liquid to circulate in the electric drive axle thermal management circuit.

5. The battery electric vehicle thermal management system of claim 1, wherein, The control method of the battery car thermal management system comprises the following steps:

6. A control method of the battery electric vehicle thermal management system according to any one of claims 1 to 5, characterized in that, detecting the oil temperature value of the oil in the gearbox and determining whether the oil temperature value of the oil in the gearbox is less than a preset temperature value; ​ If the oil temperature value of the oil of the gearbox is less than the preset temperature value, a liquid temperature value of the cooling liquid of the fuel cell engine cooling unit is obtained, and it is determined whether the liquid temperature value of the cooling liquid of the fuel cell engine cooling unit is greater than the preset temperature value; If the liquid temperature value of the cooling liquid of the fuel cell engine cooling unit is greater than the preset temperature value, the first valve is controlled to be opened.

7. The control method of the battery vehicle thermal management system according to claim 6, characterized by, The control method of the battery car thermal management system further comprises the steps of: If the liquid temperature value of the cooling liquid of the fuel cell engine cooling unit is less than the preset temperature value, it is determined whether the vehicle is in a parking state; If the vehicle is in the parking state, the motor is controlled to be locked.

8. The control method of the battery vehicle thermal management system according to claim 7, characterized by, The control method of the battery car thermal management system further comprises the steps of: If the vehicle is not in the parking state, the heater is controlled to heat the cooling liquid of the electric drive axle thermal management circuit.

9. A vehicle characterized by comprising: The battery car thermal management system comprises any one of the battery car thermal management systems according to claims 1 to 5.

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