Thermal management system of vehicle and vehicle

Abstract

The present invention discloses a vehicle thermal management system and a vehicle. The vehicle thermal management system includes: an engine cooling system, the engine cooling system including: an engine; a low-temperature cooling system, the low-temperature cooling system including: a first radiator, a first water pump, and an intercooler. The first water pump, the first radiator, and the intercooler are sequentially connected to form a cooling circuit. The air intake end of the intercooler is connected to the supercharger of the engine, and the air outlet end of the intercooler is connected to the intake manifold of the engine. The intercooler uses the first radiator for water cooling and heat dissipation. Therefore, the cooling effect of the mixed gas output from the supercharger to the intercooler is improved, thereby effectively reducing the temperature of the mixed gas entering the engine, thereby reducing the heat load of the engine, increasing the intake volume, and increasing the power of the engine.

Description

Technical Field

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

[0002] Hybrid vehicles are an important part of new energy vehicles. They can run purely on electricity under urban conditions, which can alleviate the urban air pollution problem caused by motor vehicle exhaust emissions. At the same time, in hybrid mode, due to the presence of the engine, the defect of insufficient battery life of electric vehicles is avoided.

[0003] In hybrid powertrain technologies, engine supercharging is often used due to its advantages in improving engine power, economy, and reducing emissions. Since engines are equipped with superchargers, intercoolers are often also required. Their function is to cool the high-temperature air after supercharging, thereby reducing the engine's thermal load, increasing intake air volume, and thus increasing engine power. However, intercoolers are typically air-cooled, and their cooling efficiency is determined by air temperature, resulting in poor cooling performance. Summary of the Invention

[0004] The present invention aims to at least address the technical problems existing in the prior art. To this end, the present invention provides a vehicle thermal management system in which the intercooler utilizes a first radiator for water cooling, thereby improving the cooling effect of the mixed gas, effectively reducing the temperature of the mixed gas entering the engine, thereby reducing the thermal load of the engine, increasing the intake air volume, and thereby increasing the engine power.

[0005] The present invention also provides a vehicle.

[0006] A thermal management system for a vehicle according to an embodiment of the first aspect of the present invention includes: an engine cooling system, the engine cooling system including: an engine; a low-temperature cooling system, the low-temperature cooling system including: a first radiator, a first water pump and an intercooler, the first water pump, the first radiator and the intercooler being connected in sequence to form a cooling circuit, the air intake end of the intercooler being connected to the supercharger of the engine, and the air outlet end of the intercooler being connected to the intake manifold of the engine.

[0007] According to the vehicle thermal management system of an embodiment of the present invention, the intercooler adopts a first radiator for water cooling and heat dissipation. Therefore, the cooling effect of the mixed gas output to the intercooler through the supercharger is improved, thereby effectively reducing the temperature of the mixed gas entering the engine, thereby reducing the thermal load of the engine, increasing the intake volume, and increasing the power of the engine.

[0008] According to some embodiments of the present invention, the low-temperature cooling system is formed with a first branch, a second branch and a third branch arranged in parallel with each other, the first radiator is connected in series with the first branch, the second branch and the third branch respectively, and the intercooler is arranged in the first branch; and the low-temperature cooling system also includes: a drive motor and a generator, the drive motor is arranged in the second branch, and the generator is arranged in the third branch.

[0009] According to some embodiments of the present invention, the low-temperature cooling system further includes: a motor controller and a DC distributor, the generator, the drive motor and the DC distributor are all electrically connected to the motor controller, the DC distributor is connected in series with the drive motor on the second branch, and the motor controller is connected in series with the motor controller on the third branch.

[0010] According to some embodiments of the present invention, the engine cooling system includes: a second water pump, a second radiator, a first fan and a thermostat, the engine, the second water pump, the second radiator and the thermostat are connected in series to form a cooling circuit, the first fan is arranged on one side of the second radiator, and the thermostat is arranged between the second radiator and the second water pump.

[0011] According to some embodiments of the present invention, the vehicle's thermal management system further includes: a controller, which is configured to: when it is determined that the engine is in a cooling condition, control the speed of the second water pump based on the engine speed, engine torque and coolant temperature information of the cooling circuit, and control the speed of the first fan based on the obtained vehicle speed information and the coolant temperature information.

[0012] According to some embodiments of the present invention, the engine cooling system further includes: a warm-up circuit, wherein the engine and the second water pump are connected in series to form a warm-up circuit.

[0013] According to some embodiments of the present invention, the controller is configured to: when it is determined that the engine is in a warm-up condition, control the speed of the second water pump according to the engine speed and engine torque.

[0014] According to some embodiments of the present invention, the vehicle's thermal management system further includes: an air-conditioning system and a second fan, the air-conditioning system includes: a condenser, the first radiator is arranged opposite to the condenser, and the second fan is used to dissipate heat to the first radiator and the condenser.

[0015] According to some embodiments of the present invention, the air conditioning system further includes: a compressor, an evaporator, and a first switch valve, and the compressor, the evaporator, the condenser, and the first switch valve are connected in series.

[0016] According to some embodiments of the present invention, the vehicle's thermal management system also includes: a battery cooling system, the battery cooling system includes: a third water pump, a battery pack and a water temperature sensor, and the third water pump, the battery pack and the water temperature sensor are connected in series; the air-conditioning system also includes: a second switching valve and a heat exchanger, the heat exchanger and the second control valve are arranged in series and the heat exchanger and the second control valve are arranged in parallel with the evaporator, and the heat exchanger is used to exchange heat between the air-conditioning system and the battery cooling system.

[0017] A vehicle according to an embodiment of a second aspect of the present invention includes the vehicle thermal management system.

[0018] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0020] Figure 1 FIG. 4 is a simplified structural diagram of a thermal management system for a vehicle according to an embodiment of the present invention.

[0021] Reference numerals:

[0022] 100. Thermal management system;

[0023] 10. Engine cooling system; 11. Engine; 12. Intercooler; 13. First fan; 14. Second water pump; 15. Thermostat; 16. Second radiator;

[0024] 20. Low-temperature cooling system; 21. Drive motor; 22. First radiator; 23. First water pump; 24. Second fan; 25. Motor controller; 26. Generator; 27. DC distributor;

[0025] 30. Battery cooling system; 31. Battery pack; 32. Third water pump; 33. Heat exchanger; 34. Water temperature sensor;

[0026] 40. Air conditioning system; 41. Compressor; 42. Evaporator; 43. Condenser; 44. First on / off valve; 45. Second on / off valve. DETAILED DESCRIPTION

[0027] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0028] Reference below Figure 1A thermal management system 100 for a vehicle according to an embodiment of the present invention is described. The present invention also provides a control method for the thermal management system 100 of the vehicle, and a vehicle having the thermal management system 100.

[0029] like Figure 1 As shown, a vehicle thermal management system 100 according to an embodiment of the present invention includes an engine cooling system 10 and a low-temperature cooling system 20. The engine cooling system 10 includes an engine 11, and the low-temperature cooling system 20 includes a first radiator 22, a first water pump 23, and an intercooler 12. The first water pump 23, the first radiator 22, and the intercooler 12 are sequentially connected to form a cooling circuit. The air intake of the intercooler 12 is connected to the supercharger of the engine 11, and the air outlet of the intercooler 12 is connected to the intake manifold of the engine 11. The intercooler 12 is connected to the low-temperature cooling system 20 to cool the high-temperature gas. That is, heat is exchanged between the intercooler 12 and the low-temperature cooling system 20, and heat is exchanged between the coolant of the low-temperature cooling system 20 and the intercooler 12. The coolant temperature of the low-temperature cooling system 20 is below 65°C, while the coolant temperature of the engine 11 is basically between 100°C and 115°C. Using low-temperature coolant to cool the high-temperature gas can significantly reduce the temperature of the high-temperature gas, thereby reducing the heat load of the engine 11, increasing the intake volume, and thus increasing the power of the engine 11.

[0030] In addition, the low-temperature cooling system 20 includes a first radiator 22 and a first water pump 23, wherein the first radiator 22 can cool the low-temperature cooling system 20, and the first water pump 23 can drive the coolant to continuously flow in the low-temperature cooling system 20, thereby enabling the low-temperature cooling system 20 to operate continuously.

[0031] Therefore, the intercooler 12 adopts the first radiator 22 for water cooling and heat dissipation. Therefore, the cooling effect of the mixed gas output to the intercooler 12 through the supercharger is improved, so that the temperature of the mixed gas entering the engine 11 is effectively reduced, thereby reducing the heat load of the engine 11, increasing the intake volume, and increasing the power of the engine 11.

[0032] The low-temperature cooling system 20 comprises a first branch, a second branch, and a third branch arranged in parallel. A first radiator 22 is connected in series with the first branch, the second branch, and the third branch, respectively. The intercooler 12 is connected to the first branch. Furthermore, the low-temperature cooling system 20 further comprises a drive motor 21 and a motor controller 25. The motor controller 25 is electrically connected to the drive motor 21. The drive motor 21 is arranged in the second branch, and the motor controller 25 is connected to the third branch. In other words, the second branch, where the drive motor 21 is located, and the first branch, where the intercooler 12 is located, are connected in parallel. This prevents interference between the intercooler 12 and the drive motor 21. Specifically, when coolant flows through the first and second branches, coolant flowing through the intercooler 12 prevents the coolant from affecting the heat dissipation of the drive motor 21, thereby preventing the high temperature of the intercooler 12 from affecting the normal use and life of the drive motor 21.

[0033] In addition, the low-temperature cooling system 20 forms a third branch, which is arranged in parallel with the first branch, so that the motor controller 25, the drive motor 21 and the intercooler 12 are connected in parallel with each other, reducing the interference between the motor controller 25, the drive motor 21 and the intercooler 12.

[0034] The drive motor 21 can output power independently when the engine 11 is not in use, and the drive motor 21 can also work in conjunction with the engine 11, that is, the engine 11 and the drive motor 21 output power together. The motor controller 25 is used to control the operating parameters of the drive motor 21.

[0035] Reference Figure 1 As shown, the low-temperature cooling system 20 also includes: a generator 26 and a DC distributor 27. The generator 26 and the DC distributor 27 are both electrically connected to the motor controller 25. The DC distributor 27 is connected in series with the drive motor 21 on the second branch, and the generator 26 is connected in series with the motor controller 25 on the third branch. The generator 26 and the DC distributor 27 are not normally open. By connecting the engine 11 and the motor controller 25 in series, and by connecting the DC distributor 27 and the drive motor 21 in series, both the second branch and the third branch can be continuously connected. This prevents coolant from flowing through a branch when it is not generating heat. The engine 11 is used to recover some energy while the vehicle is running, and the DC distributor 27 can convert AC into DC when the vehicle is charging, facilitating vehicle charging.

[0036] Among them, Figure 1As shown, the engine cooling system 10 includes a second water pump 14, a second radiator 16, a first fan 13, and a thermostat 15. The second water pump 14, the second radiator 16, the first fan 13, and the thermostat 15 are connected in series to form a cooling circuit. The first fan 13 is located on one side of the second radiator 16, and the thermostat 15 is located between the second radiator 16 and the second water pump 14. Specifically, the second water pump 14 drives coolant to circulate between the engine 11, the second water pump 14, and the second radiator 16. The coolant cools the engine 11 as it flows through the second water pump 14, and the second radiator 16. Furthermore, the second radiator 16 dissipates heat from the coolant as it flows through the second radiator 16. Specifically, the first fan 13 and the second radiator 16 are disposed opposite each other and face the second radiator 16. The first fan 13 delivers air to the second radiator 16 to lower the temperature of the coolant in the second radiator 16, thereby cooling the engine cooling system 10.

[0037] Furthermore, a thermostat 15 is disposed between the second radiator 16 and the engine 11. Thermostat 15 automatically adjusts the amount of water entering the second radiator 16 based on the cooling water temperature, altering the water's circulation range to adjust the heat dissipation capacity of the engine cooling system 10 and ensure that the engine 11 operates within an appropriate temperature range. Thermostat 15 must be maintained in good working order; otherwise, it will seriously affect the normal operation of the engine 11. For example, if the main valve of the thermostat 15 opens too late, the engine 11 will overheat. If the main valve opens too early, the engine 11 warm-up time will be prolonged, causing the engine 11 to underheat.

[0038] The vehicle thermal management system 10 further includes a controller configured to, when detecting that the engine 11 is in a cooling state, control the speed of the second water pump 14 based on the engine 11's speed, engine 11's torque, and the coolant temperature of the cooling circuit, and to control the speed of the first fan 13 based on the vehicle speed and coolant temperature. In other words, the first fan 13 is used to dissipate heat from the engine 11. As the vehicle speed increases or the coolant temperature rises, the overall heat dissipation of the engine thermal management system 10 increases. Therefore, by controlling the speed of the first fan 13, the temperature of the engine 11 can be controlled reasonably and quickly.

[0039] Furthermore, the engine cooling system 10 includes a warm-up circuit and a cooling circuit. The cooling circuit is formed between the engine 11, the second water pump 14, the second radiator 16, the first fan 13, and the thermostat 15, and the warm-up circuit is formed between the engine 11 and the second water pump 14. With this configuration, the engine cooling system 10 has two circuits: a warm-up circuit and a cooling circuit. The warm-up circuit corresponds to the warm-up mode of the engine 11, and the cooling circuit corresponds to the cooling mode of the engine 11. Thus, when the engine 11 is in warm-up mode, the coolant flowing out of the liquid outlet of the engine 11 flows back to the liquid inlet of the engine 11 under the pumping action of the second water pump 14. This eliminates the need for heat generated by the engine 11 to be output externally, thereby accelerating the warm-up of the engine 11. Furthermore, when the engine 11 is in cooling mode, the second water pump 14 can drive the coolant to circulate between the engine 11, the second water pump 14, and the second radiator 16. The coolant can cool the engine 11 when flowing through the engine 11, and the second radiator 16 can dissipate heat for the coolant when flowing through the second radiator 16.

[0040] Furthermore, the controller is configured to, when detecting that the engine 11 is in a warm-up state, control the speed of the second water pump 14 based on the speed and torque of the engine 11. That is, when the engine 11 is started and in warm-up mode, the coolant from the engine 11 does not flow through the second radiator 16, and the first fan 13 is not turned on. At this time, as the speed and torque of the engine 11 increase, it indicates that the heat generation of the engine 11 has increased. By controlling the speed of the second water pump 14 by the controller, the flow rate of the coolant can be increased, thereby accelerating the warm-up process of the engine 11.

[0041] The vehicle's thermal management system 100 also includes an air conditioning system 40 and a second fan 24. The air conditioning system 40 includes a condenser 43. The first radiator 22 and the condenser 43 are positioned opposite each other, and the second fan 24 is used to dissipate heat from both the first radiator 22 and the condenser 43. In other words, the second fan 24 corresponds to both the first radiator 22 and the condenser 43, allowing the second fan 24 to dissipate heat from both the condenser 43 and the first radiator 22. This improves the integration of the thermal management system 100. Furthermore, the space previously reserved for the air-cooled condenser 43 is now free, optimizing engine compartment space.

[0042] like Figure 1As shown, the air conditioning system 40 further includes a compressor 41, an evaporator 42, and a first on-off valve 44. The compressor 41, evaporator 42, condenser 43, and first on-off valve 44 are connected in series, and the condenser 43 is disposed opposite the first radiator 22. In the air conditioning system, the high-temperature, high-pressure refrigerant compressed by the compressor 41 enters the condenser 43 and condenses into a medium-temperature, medium-pressure liquid refrigerant. The refrigerant is then throttled and reduced in pressure by a throttling element to form a low-temperature, low-pressure droplet refrigerant. The refrigerant then enters the evaporator 42 to cool the cabin air.

[0043] like Figure 1 As shown, the vehicle's thermal management system 100 further includes a battery cooling system 30, which includes a third water pump 32, a battery pack 31, and a water temperature sensor 34. The third water pump 32, the battery pack 31, and the water temperature sensor 34 are connected in series. The air conditioning system 40 further includes a heat exchanger 33, which is connected in series between the third water pump 32 and the water temperature sensor 34 and in parallel with the evaporator 42. The heat exchanger 33 is used to exchange heat between the air conditioning system 40 and the battery cooling system 30. In other words, the battery cooling system 30 can exchange heat with the air conditioning system 40 through the heat exchanger 33. That is, when the battery pack 31 needs to be cooled, the air conditioning system 40 is turned on, and the water circuits of the air conditioning system 40 and the battery thermal management system 100 both flow through the heat exchanger 33. The coolant in the air conditioning system 40 and the coolant in the battery thermal management system 100 exchange heat at the heat exchanger 33, thereby cooling the battery pack 31.

[0044] Among them, such as Figure 1 As shown, the air conditioning system 40 further includes a first on-off valve 44 and a second on-off valve 45. The first on-off valve 44 is connected in series with the evaporator 42, while the second on-off valve 45 is connected in series with the heat exchanger 33. Thus, when the evaporator 42 is activated, the first on-off valve 44 opens, allowing coolant to flow through the evaporator 42, thereby cooling the passenger compartment. When the battery cooling system 30 needs to cool, the second on-off valve 45 opens, allowing coolant to flow through the heat exchanger 33, thereby cooling the battery pack 31.

[0045] Furthermore, the water temperature sensor 34 can be electrically connected to the third water pump 32, so that the third water pump 32 can operate at different speeds depending on the coolant temperature. Specifically, when the coolant temperature rises, the speed of the third water pump 32 increases, thereby cooling the battery pack 31.

[0046] Heat exchanger 33 is a plate-type heat exchanger, which features high heat exchange efficiency, minimal heat loss, a compact and lightweight structure, a small footprint, wide applicability, and a long service life. Under the same pressure loss conditions, its heat transfer coefficient is 3-5 times higher than that of a tubular heat exchanger 33, and its footprint is one-third of that of a tubular heat exchanger 33. Its heat recovery rate can reach over 90%.

[0047] Refer to the following Figure 1 The control strategy of the thermal management system of a vehicle according to an embodiment of the present invention is described as follows:

[0048] Control mode 1: The engine 11 is started and warmed up; the coolant of the engine 11 does not pass through the second radiator 16, the first fan 13 is not turned on, and the control speed of the second water pump 14 is controlled by the speed and torque of the engine 11 and the control formula is: pump =f(n speed ,T torq ). That is, during the warm-up process, the coolant of the engine 11 does not pass through the second radiator 16. At this time, the first fan 13 does not need to be turned on, and the control speed of the first water pump 23 is obtained by looking up the speed and torque table of the engine 11. pump is the speed of the second water pump 14, n speed is the speed of the engine 11, T torq is the torque of the engine 11.

[0049] Control mode 2: the engine 11 is started and the engine 11 coolant temperature reaches the opening temperature of the thermostat 15; the thermostat 15 opens, the engine 11 coolant flows through the second radiator 16, the first fan 13 is started; the low-temperature cooling system 20 is started.

[0050] Furthermore, the thermostat 15 is opened, the coolant of the engine 11 flows through the second radiator 16, and the first fan 13 is started. The speed of the second water pump 14 is controlled by the speed, torque, and outlet water temperature of the engine 11, and the control formula is: When the coolant temperature reaches the opening temperature of the thermostat 15, the engine 11 is turned on. At this time, the thermostat 15 opens, the coolant flows through the second radiator 16, and the first fan 13 starts to regulate the temperature of the coolant in the engine 11. The speed of the second water pump 14 is obtained by looking up the table based on the engine 11 speed, engine 11 torque, and engine 11 water outlet temperature. The target speed correction is based on the difference between the real-time engine 11 water outlet temperature and the target water temperature. pump is the speed of the second water pump 14, n spee d is the speed of the engine 11, T torq is the torque of the engine 11, T liq is the outlet water temperature of the engine 11, a and b are coefficients, and ΔT is the difference between the actual water temperature and the target water temperature.

[0051] Furthermore, the thermostat 15 is opened, the coolant of the engine 11 flows through the second radiator 16, and the first fan 13 is started. The speed of the first fan 13 is controlled by the outlet water temperature of the engine 11 and the vehicle speed, and is corrected by the ambient temperature. The control formula is: fan =f(Tliq ,v)+cT amb When the coolant temperature reaches the opening temperature of the thermostat 15, the engine 11 is turned on. At this time, the thermostat 15 opens, the coolant flows through the second radiator 16, and the first fan 13 is started to regulate the temperature of the coolant in the engine 11. The target speed of the first fan 13 is calculated by the engine 11 outlet water temperature and the current vehicle speed, and is corrected by the ambient temperature. fan is the rotation speed of the first fan 13, T liq is the outlet water temperature of the engine 11, v is the vehicle speed, c is the coefficient, T amb is the ambient temperature.

[0052] The control strategy of the first water pump 23 is as follows:

[0053] First, the cooling water temperature T of the low-temperature cooling system 20 is obtained, and then the relationship between the cooling water temperature T, the first predetermined value T1 and the second predetermined value T2 is determined:

[0054] When T<T1, the first water pump 23 is started, and the duty cycle of the first water pump 23 is a. That is, when the cooling water temperature T of the low-temperature cooling system 20 is low, the first water pump 23 is started, and the low-temperature cooling system 20 can dissipate heat for the intercooler 12, the drive motor 21, and the motor controller 25.

[0055] When T1≤T≤T2, the first water pump 23 is activated, and its duty cycle is b. That is, when the cooling water temperature T of the low-temperature cooling system 20 is between low and high, the first water pump 23 is activated, and the low-temperature cooling system 20 can dissipate heat from the intercooler 12, the drive motor 21, and the motor controller 25. At this time, the duty cycle b of the first water pump 23 is increased relative to a. This increases the speed of the first water pump 23, that is, increases the flow rate of the coolant in the low-temperature cooling system 20, to achieve rapid heat dissipation from the intercooler 12, the drive motor 21, and the motor controller 25.

[0056] When T>T2, the first water pump 23 is activated, and its duty cycle is c. That is, when the cooling water temperature T of the low-temperature cooling system 20 is high, the first water pump 23 is activated, and the low-temperature cooling system 20 can dissipate heat from the intercooler 12, the drive motor 21, and the motor controller 25. At this time, the duty cycle c of the first water pump 23 is increased relative to duty cycle b. This allows for faster heat dissipation from the intercooler 12, the drive motor 21, and the motor controller 25 by increasing the speed of the first water pump 23, that is, increasing the flow rate of the coolant in the low-temperature cooling system 20.

[0057] Specifically, a, b, and c satisfy the relationship: 50% ≤ a < b < c ≤ 100%. That is, when the cooling water temperature of the low-temperature cooling system 20 is T < T1, the duty cycle of the first water pump 23 can be 50%, that is, the first water pump 23 operates at half speed. Also, when the cooling water temperature of the low-temperature cooling system 20 is T > T2, the duty cycle of the first water pump 23 can be 100%, that is, the first water pump 23 operates at full speed. Also, when the cooling water temperature of the low-temperature cooling system 20 is T1 ≤ T ≤ T2, the duty cycle of the first water pump 23 can be interpolated according to the temperature, that is, the duty cycle of the first water pump 23 gradually increases between 50% and 100% as the cooling water temperature increases, thereby achieving heat dissipation for the intercooler 12, the drive motor 21, and the motor controller 25.

[0058] The control strategy of the second fan 24 is as follows:

[0059] The cooling water temperature of the low-temperature cooling system 20 is T, and the relationship between the cooling water temperature T, the second predetermined value T2, and the third predetermined value T3 is determined:

[0060] When T<T2, the second fan 24 is started, and the duty cycle of the second fan 24 is A. That is, when the cooling water temperature T of the low-temperature cooling system 20 is high, the second fan 24 is started, and the second fan 24 can dissipate heat from the first radiator 22, thereby lowering the cooling water temperature T of the low-temperature cooling system 20. In this way, the low-temperature cooling system 20 controls the temperatures of the intercooler 12, the drive motor 21, and the motor controller 25.

[0061] When T2≤T≤T3, the second fan 24 is activated, and the duty cycle of the second fan 24 is B. That is, when the cooling water temperature T of the low-temperature cooling system 20 is between low and high, the second fan 24 is activated. This allows the second fan 24 to dissipate heat from the first radiator 22, thereby lowering the cooling water temperature T of the low-temperature cooling system 20. This allows the low-temperature cooling system 20 to control the temperatures of the intercooler 12, the drive motor 21, and the motor controller 25. At this time, the duty cycle B of the second fan 24 is increased relative to A, thereby lowering the cooling water temperature T of the low-temperature cooling system 20 by increasing the speed of the second fan 24.

[0062] When T>T3, the second fan 24 is activated, and the duty cycle of the second fan 24 is C. That is, when the cooling water temperature T of the low-temperature cooling system 20 is high, the second fan 24 is activated, and the second fan 24 can dissipate heat from the first radiator 22, thereby lowering the cooling water temperature T of the low-temperature cooling system 20. This allows the low-temperature cooling system 20 to control the temperatures of the intercooler 12, the drive motor 21, and the motor controller 25. At this time, the duty cycle C of the second fan 24 is increased relative to B, so that the cooling water temperature T of the low-temperature cooling system 20 can be lowered by increasing the speed of the second fan 24.

[0063] Specifically, A, B, and C satisfy the relationship: 30% ≤ A < B < C ≤ 100%. That is, when the cooling water temperature T of the low-temperature cooling system 20 is less than T2, the duty cycle of the second fan 24 can be 30%, that is, the second fan 24 operates at 30% of the full speed. Also, when the cooling water temperature T of the low-temperature cooling system 20 is greater than T3, the duty cycle of the second fan 24 can be 100%, that is, the second fan 24 operates at full speed. Also, when the cooling water temperature T2 ≤ T ≤ T3 of the low-temperature cooling system 20, the duty cycle of the second fan 24 can be interpolated according to the temperature, that is, the duty cycle of the second fan 24 gradually increases between 30% and 100% as the cooling water temperature increases, thereby reducing the cooling water temperature T of the low-temperature cooling system 20.

[0064] The control strategies of the compressor 41 and the second fan 24 are as follows:

[0065] The air conditioning system 40 is started, and the evaporator 42 or the battery cooling system 30 is running. That is, after the compressor 41 is started, the coolant in the air conditioning system 40 can selectively flow to the evaporator 42 or the heat exchanger 33, that is, one of the evaporator 42 and the heat exchanger 33 is in operation.

[0066] Next, the coolant pressure P of the compressor 41 is obtained, and the relationship between the coolant pressure P, the first predetermined value P1, and the second predetermined value P2 is determined:

[0067] When P < P1, the second fan 24 is activated and the duty cycle of the second fan 24 is s1. That is, when the coolant pressure P of the compressor 41 is low, the second fan 24 is activated, and heat can be dissipated from the condenser 43 through the second fan 24, thereby reducing the coolant pressure P of the compressor 41, that is, improving the cooling effect of the evaporator 42 or the heat exchanger 33.

[0068] When P1≤P≤P2, the second fan 24 is activated and its duty cycle is s2. That is, when the coolant pressure P of the compressor 41 is between low and high, the second fan 24 is activated. This allows the second fan 24 to dissipate heat from the condenser 43, thereby reducing the coolant pressure P of the compressor 41. This, in turn, improves the cooling effect of the evaporator 42 or heat exchanger 33. At this point, the duty cycle s2 of the second fan 24 is increased relative to s1, thereby reducing the coolant pressure P of the compressor 41 by increasing the speed of the second fan 24.

[0069] When P>P2, the second fan 24 is activated and its duty cycle is s3. That is, when the coolant pressure P of the compressor 41 is high, activating the second fan 24 allows the second fan 24 to dissipate heat from the condenser 43, thereby reducing the coolant pressure P of the compressor 41. This, in turn, improves the cooling effect of the evaporator 42 or heat exchanger 33. At this point, the duty cycle s3 of the second fan 24 is increased relative to s2, thereby reducing the coolant pressure P of the compressor 41 by increasing the speed of the second fan 24.

[0070] Specifically, s1, s2, and s3 satisfy the relationship: 30% ≤ s1 < s2 < s3 ≤ 100%. That is, when the coolant pressure P of the compressor 41 is less than P1, the duty cycle of the second fan 24 can be 30%, that is, the second fan 24 runs at 30% of the full speed. And, when the coolant pressure P of the compressor 41 is greater than P2, the duty cycle of the second fan 24 can be 100%, that is, the second fan 24 runs at full speed, thereby effectively reducing the temperature of the coolant. And, when the cooling water temperature P1 ≤ T ≤ P2 of the low-temperature cooling system 20, the duty cycle of the second fan 24 can be interpolated according to the temperature, that is, the duty cycle of the second fan 24 gradually increases between 30% and 100% as the cooling water temperature increases, thereby reducing the cooling water temperature T of the low-temperature cooling system 20.

[0071] The aforementioned steps for activating the air conditioning system 40 include: When the evaporator 42 and the battery cooling system 30 are operating simultaneously, the second fan 24 operates at full capacity. In other words, when the evaporator 42 and the battery cooling system 30 are operating simultaneously, coolant flows through both the flow path of the evaporator 42 and the flow path of the heat exchanger 33. As a result, the coolant pressure at the compressor 41 increases, and the pressure at the compressor 41 and condenser 43 also increases, effectively lowering the coolant temperature.

[0072] A vehicle according to an embodiment of the second aspect of the present invention includes a vehicle thermal management system 100 .

[0073] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0074] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0075] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized in that: include: An engine cooling system, the engine cooling system comprising: an engine; A low-temperature cooling system, the low-temperature cooling system comprising: a first radiator, a first water pump, and an intercooler, the first water pump, the first radiator, and the intercooler being connected in sequence to form a cooling circuit, the air inlet end of the intercooler being connected to the supercharger of the engine, and the air outlet end of the intercooler being connected to the intake manifold of the engine, the low-temperature cooling system forming a first branch, a second branch, and a third branch arranged in parallel with each other, the first radiator being connected in series with the first branch, the second branch, and the third branch, respectively, and the intercooler being arranged in the first branch; and, The low-temperature cooling system also includes: a drive motor, a generator, a motor controller and a DC distributor. The generator, the drive motor and the DC distributor are all electrically connected to the motor controller. The DC distributor is connected in series with the drive motor on the second branch, and the motor controller is connected in series with the motor controller on the third branch.

2. The vehicle thermal management system according to claim 1, characterized in that: The engine cooling system includes: a second water pump, a second radiator, a first fan and a thermostat. The engine, the second water pump, the second radiator and the thermostat are connected in series to form a cooling circuit. The first fan is arranged on one side of the second radiator, and the thermostat is arranged between the second radiator and the second water pump.

3. The vehicle thermal management system according to claim 2, characterized in that: The vehicle's thermal management system also includes: a controller, which is configured to: when it is determined that the engine is in a cooling condition, control the speed of the second water pump based on the engine speed, engine torque and coolant temperature information of the cooling circuit, and control the speed of the first fan based on the obtained vehicle speed information and the coolant temperature information.

4. The vehicle thermal management system according to claim 3, characterized in that: The engine cooling system further includes a warm-up circuit, wherein the engine and the second water pump are connected in series to form a warm-up circuit.

5. The vehicle thermal management system according to claim 4, characterized in that: The controller is configured to: when it is determined that the engine is in a warm-up condition, control the speed of the second water pump according to the engine speed and engine torque.

6. The vehicle thermal management system according to claim 1, characterized in that: Also includes: An air conditioning system and a second fan, the air conditioning system includes: a condenser, the first radiator and the condenser are arranged opposite to each other, and the second fan is used to dissipate heat for the first radiator and the condenser.

7. The vehicle thermal management system according to claim 6, characterized in that: The air conditioning system further includes: a compressor, an evaporator and a first switch valve, wherein the compressor, the evaporator, the condenser and the first switch valve are connected in series.

8. The vehicle thermal management system according to claim 7, characterized in that: Also includes: A battery cooling system, comprising: a third water pump, a battery pack, and a water temperature sensor, wherein the third water pump, the battery pack, and the water temperature sensor are connected in series; The air conditioning system further includes: a second switching valve and a heat exchanger, wherein the heat exchanger and the second switching valve are arranged in series and the heat exchanger and the second switching valve are arranged in parallel with the evaporator, and the heat exchanger is used to exchange heat between the air conditioning system and the battery cooling system.

9. A vehicle, characterized in that: include: The vehicle thermal management system according to any one of claims 1 to 8.

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