An automobile and a thermal management system thereof

Abstract

The application discloses an automobile and a thermal management system thereof. The thermal management system comprises a tank body for containing fluid, a pump with an inlet communicated with the tank body, a valve communicated with an outlet of the pump, a first heat exchange channel for heating lubricating oil of an engine of a hybrid power assembly, two ends of the first heat exchange channel being respectively communicated with the valve and the tank body, and a first heater for heating fluid flowing from the valve into the first heat exchange channel. The valve can connect and cut off a pipeline between the pump and the first heat exchange channel. The application aims to reduce fuel consumption of a hybrid automobile.

Description

Technical Field

[0001] This article relates to an automobile and its thermal management system. Background Technology

[0002] In the current automotive market, hybrid and gasoline vehicles dominate, and further reducing energy consumption is the main development direction for both hybrid and traditional gasoline vehicles. Current efforts to reduce fuel consumption primarily focus on improving engine thermal efficiency, transmission efficiency, and reducing vehicle aerodynamic and rolling resistance. However, given current technological advancements, the potential for improving engine thermal efficiency, transmission efficiency, and overall vehicle rolling resistance is limited. Vehicle aerodynamic resistance is related to vehicle function and shape, and its improvement potential is also small. Summary of the Invention

[0003] The technical problem this application aims to solve is how to reduce the fuel consumption of hybrid vehicles.

[0004] A thermal management system for a hybrid powertrain, comprising:

[0005] Tank, used to hold fluid;

[0006] The pump has its inlet connected to the tank.

[0007] A valve connected to the outlet of the pump;

[0008] The first heat exchange channel, used to heat the lubricating oil of the hybrid powertrain engine, is connected at both ends to the valve and the tank, respectively; and

[0009] A first heater is used to heat the fluid flowing from the valve into the first heat exchange channel;

[0010] The valve can connect and disconnect the pipeline between the pump and the first heat exchange channel.

[0011] In one illustrative embodiment, it also includes:

[0012] The second heat exchange channel, used to heat the lubricating oil of the transmission in the hybrid powertrain, is connected at both ends to the valve and the tank, respectively; and

[0013] A second heater is used to heat the fluid flowing from the valve into the second heat exchange channel;

[0014] The valve is a diversion valve, which can connect and disconnect the pipeline between the pump and the second heat exchange channel.

[0015] In one illustrative embodiment, it also includes:

[0016] The third heat exchange channel is used to heat the power battery of the hybrid powertrain, and its two ends are respectively connected to the valve and the tank; and

[0017] A third heater is used to heat the fluid flowing from the valve into the third heat exchange channel;

[0018] The valve can connect and disconnect the pipeline between the pump and the third heat exchange channel.

[0019] In one illustrative embodiment, it also includes:

[0020] A first temperature sensor is used to measure the first temperature of the lubricating oil in the engine; and

[0021] The control module is electrically connected to the pump, the first heater, the valve, and the first temperature sensor;

[0022] The control module is configured as follows:

[0023] When the engine starts and the first temperature is lower than the first preset operating temperature, the valve is driven to connect the pump and the first heat exchange channel, the pump is driven to pump the fluid in the tank to the first heat exchange channel, and the first heater is driven to heat the fluid until the first temperature is greater than or equal to the first preset operating temperature, at which point the first heater is turned off.

[0024] In one illustrative embodiment, the control module is further configured to:

[0025] When the engine stops, the engine start-up time is predicted based on the remaining power of the power battery, the reserve power, and the current rate of power loss.

[0026] When the start-up time is less than or equal to the preheating time of the engine lubricating oil and the first temperature is less than the first preset operating temperature, the valve is driven to connect the pump and the first heat exchange channel, the pump is driven to pump the fluid in the tank to the first heat exchange channel, and the first heater is driven to heat the fluid until the first temperature is greater than or equal to the first preset operating temperature.

[0027] In one illustrative embodiment, an ambient temperature sensor electrically connected to the control module is also included for measuring the ambient temperature outside the vehicle.

[0028] The control module is also configured to:

[0029] The lower the ambient temperature outside the vehicle, the greater the heating power is used to drive the first heater for heating.

[0030] In one illustrative embodiment, the control module is further configured to:

[0031] The lower the ambient temperature outside the vehicle, the greater the flow rate of the fluid passing through the first heat exchange channel is achieved by controlling the opening of the valve.

[0032] In one illustrative embodiment, it further includes: an ambient temperature sensor, electrically connected to the control module, for measuring the ambient temperature outside the vehicle;

[0033] The control module is further configured as follows:

[0034] When the engine or electric motor starts and the ambient temperature outside the vehicle is lower than the first preset ambient temperature, the valve is driven to connect the pump and the second heat exchange channel, the pump is driven to pump the fluid in the tank to the second heat exchange channel, and the second heater is driven to heat the fluid.

[0035] In one illustrative embodiment, it further includes: a second temperature sensor, electrically connected to the control module, for measuring a second temperature of the lubricating oil in the transmission;

[0036] The control module is also configured to:

[0037] When the second temperature is greater than or equal to the second preset operating temperature, the control module reduces the heating power of the second heater and / or reduces the flow rate of the fluid through the second heat exchange channel by controlling the opening of the valve.

[0038] In one illustrative embodiment, it also includes:

[0039] An ambient temperature sensor, electrically connected to the control module, is used to measure the ambient temperature outside the vehicle; and

[0040] The third temperature sensor is electrically connected to the control module and is used to measure the third temperature of the power battery.

[0041] The control module is also configured to:

[0042] When the power battery is in charging or intermittent discharging mode, and the ambient temperature outside the vehicle is lower than the second preset value and the third temperature of the power battery is lower than the third preset operating temperature, the valve is driven to connect the pump and the third heat exchange channel, the pump is driven to pump the fluid in the tank to the third heat exchange channel, and the third heater is driven to heat the fluid.

[0043] This application also proposes an automobile including the thermal management system described above.

[0044] The beneficial effects of this invention are:

[0045] After the valve connects the pump and the first heat exchange channel, the pump drives the fluid in the tank to pass sequentially through the valve, the first heater, and the first heat exchange channel before returning to the tank. The first heater heats the fluid flowing through it, raising its temperature. As the fluid passes through the first heat exchange channel, it heats the engine's lubricating oil, thus increasing its temperature. During engine cold starts, the lubricating oil is at a low temperature and high viscosity. The fluid in the first heat exchange channel quickly heats the lubricating oil, reducing its viscosity, improving mechanical losses in various friction pairs, and increasing engine mechanical efficiency. After heating the lubricating oil to a certain level, the valve, pump, and first heater can be closed to reduce heating energy consumption. Therefore, even with intermittent engine starts and frequent cold starts in the hybrid powertrain, this thermal management system can rapidly increase the engine's lubricating oil temperature, reduce lubrication resistance, and significantly reduce fuel consumption. Attached Figure Description

[0046] The accompanying drawings are used to provide an understanding of the technical solutions of this application and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solutions of this application and do not constitute a limitation on the technical solutions of this application.

[0047] Figure 1 This is a schematic diagram of the thermal management system of a hybrid powertrain according to an embodiment of this application. Detailed Implementation

[0048] The hybrid powertrain includes a generator, an electric motor, a battery 23, an engine 21, and a transmission 22. The generator is electrically connected to the battery 23 and supplies power to it when operating. The transmission 22 is connected to the wheels of the vehicle via a drive mechanism. The engine 21 is an internal combustion engine. Both the engine 21 and the generator are connected to the transmission 22. The engine 21 can transmit torque to the wheels via the transmission to drive them. The engine 21 can also transmit torque to the generator via the transmission to generate electricity to charge the battery 23. The battery 23 supplies power to the electric motor to drive it, and the electric motor consumes the electrical energy stored in the battery 23. The electric motor can be connected to the transmission, allowing it to transmit torque to the wheels and drive them. Alternatively, the electric motor can be connected to the wheels via a drive mechanism, driving them without a transmission.

[0049] Due to the introduction of a power battery 23, a generator, and an electric motor, the hybrid powertrain differs from the conventional powertrain (combined with an engine 21 and a transmission 22) in terms of operating conditions and usage boundaries as follows:

[0050] 1. When the car is in range-extending mode, the power battery 23 supplies power to the electric motor, and the car is driven by the electric motor alone. When the power battery 23 is low on power, the engine 21 drives the generator through the transmission 22 to charge the power battery 23. When the electric battery is fully charged, the engine 21 stops running. The engine 21 and the transmission 22 start intermittently.

[0051] 2. When the car is in hybrid mode, at low speeds, the power battery 23 supplies power to the electric motor, which directly drives or drives the car through the transmission 22; at high speeds, the engine 21 drives the car through the transmission 22; during rapid acceleration, the electric motor and engine 21 work together to drive the car through the transmission; when the power battery 23 is depleted and the engine 21 has sufficient power, the engine 21 drives the generator to charge the power battery 23; the engine 21 and transmission 22 start intermittently.

[0052] 3. In the vehicle's idle charging mode, the engine 21 drives the generator through the transmission 22 to charge the power battery 23.

[0053] Due to the unique operating conditions of a hybrid powertrain, the engine 21 and transmission 22 operate intermittently. The intermittent self-generated heat of the engine 21 and transmission 22 makes it difficult to maintain their preset operating temperatures. Consequently, the thermal efficiency of the engine 21 and the transmission efficiency of the transmission 22 cannot be maintained at consistently high levels. If the power battery 23 is not at its preset operating temperature, its capacity will decrease and its charging efficiency will decline. In particular, the transmission 22 and power battery 23 generate relatively little heat themselves. In low ambient temperatures, the self-generated heat of the transmission 22 and power battery 23 alone is insufficient to bring them to their preset operating temperatures, resulting in extremely low efficiency for both. All these factors contribute to the fact that the fuel consumption of vehicles with hybrid powertrains is significantly higher than expected.

[0054] like Figure 1 As shown, Figure 1 A schematic diagram of a thermal management system for a hybrid powertrain is shown. The thermal management system includes a tank 1, a pump 2, valves 3, a first heat exchange channel 7, and a first heater 4.

[0055] Tank 1 is used to contain a fluid, which is a liquid, such as water, an aqueous solution, or oil. Tank 1 is provided with an inlet and an outlet. The inlet of tank 1 can be located at the top or side of tank 1. The outlet of tank 1 is located at the bottom of tank 1.

[0056] Pump 2 can be a positive displacement pump, such as a gear pump, piston pump, plunger pump, or vane pump. Pump 2 can also be an impeller pump, such as a centrifugal pump, axial flow pump, mixed flow pump, or vortex pump. The type of pump 2 is not limited. Pump 2 is provided with an inlet and an outlet. During operation, pump 2 draws fluid in through its inlet, pressurizes it, and outputs it through its outlet. The inlet of pump 2 is connected to the outlet of tank 1 via a pipeline.

[0057] Valve 3 is provided with a first port and a second port. The first port of valve 3 is connected to the outlet of pump 2 via a pipeline. Valve 3 can connect or disconnect the flow channel between the first port and the second port.

[0058] The first heat exchange channel 7 is used to heat the lubricating oil in the engine 21 of the hybrid powertrain. The first heat exchange channel 7 can be located inside the housing of the engine 21 or within the wall of the housing of the engine 21. One end of the first heat exchange channel 7 is connected to the second port of the valve 3 via a pipeline, and the other end of the first heat exchange channel 7 is connected to the inlet of the tank 1 via a pipeline. The first heater 4 can be an electric heater, which can be a heating wire, a heating tube, or a PTC heating element. The first heater 4 is located on the pipeline connecting the valve 3 and the first heat exchange channel 7, and is used to heat the fluid flowing from the valve 3 to the first heat exchange channel 7.

[0059] In this way, after valve 3 connects pump 2 and the first heat exchange channel 7, pump 2 drives the fluid in tank 1 to pass through valve 3, first heater 4, and first heat exchange channel 7 in sequence, and then flows back into tank 1. The first heater 4 heats the fluid flowing through it, increasing its temperature. As the fluid passes through the first heat exchange channel 7, it heats the lubricating oil in engine 21, thereby raising its temperature. During a cold start of engine 21, the lubricating oil is at a low temperature and has a high viscosity. The fluid in the first heat exchange channel 7 can quickly heat the lubricating oil, reducing its viscosity, improving mechanical losses in various friction pairs, and increasing the mechanical efficiency of engine 21. After heating the lubricating oil to a certain level, valve 3, pump 2, and first heater 4 can be closed to reduce heating energy consumption. Therefore, even with intermittent starting and frequent cold starts of the hybrid powertrain's engine 21, this thermal management system can quickly raise the lubricating oil temperature, reduce lubrication resistance, and significantly reduce fuel consumption.

[0060] In one illustrative embodiment, valve 3 is a flow divider valve, and valve 3 is also provided with a third port. Valve 3 can connect the flow path between the first port and the third port, and can also disconnect the flow path between the first port and the third port.

[0061] The thermal management system also includes a second heat exchange channel 8 and a second heater 5. The second heat exchange channel 8 is used to heat the lubricating oil in the transmission 22 of the hybrid powertrain. The second heat exchange channel 8 can be located inside the housing of the transmission 22 or within the wall of the housing of the transmission 22. One end of the first heat exchange channel 7 is connected to the third port of the valve 3 via a pipeline, and the other end of the first heat exchange channel 7 is connected to the inlet of the tank 1 via a pipeline. The second heater 5 can be an electric heater, which can be a heating wire, a heating tube, or a PTC heating element. The second heater 5 is located on the pipeline connecting the valve 3 and the second heat exchange channel 8, and is used to heat the fluid flowing from the valve 3 to the second heat exchange channel 8.

[0062] In this way, after valve 3 connects pump 2 and the second heat exchange channel 8, pump 2 drives the fluid in tank 1 to pass sequentially through valve 3, the second heater 5, and the second heat exchange channel 8, and then flows back into tank 1. The second heater 5 heats the fluid flowing through it, increasing its temperature. As the fluid passes through the second heat exchange channel 8, it heats the lubricating oil in transmission 22, thereby raising its temperature. When the ambient temperature outside the vehicle is very low, the lubricating oil in transmission 22 is at a low temperature and has a high viscosity. The heat generated by transmission 22 itself is insufficient to heat the lubricating oil to a suitable temperature. However, the fluid in the second heat exchange channel 8 can quickly heat the lubricating oil, reducing its viscosity, improving the transmission efficiency of transmission 22, and thus reducing oil consumption.

[0063] In one illustrative embodiment, valve 3 is further provided with a fourth port. Valve 3 can connect the flow path between the first port and the fourth port, and can also disconnect the flow path between the first port and the fourth port.

[0064] The thermal management system also includes a third heat exchange channel 9 and a third heater 6. The third heat exchange channel 9 is used to heat the power battery 23 of the hybrid powertrain. The third heat exchange channel 9 can be located inside or outside the housing of the power battery 23. One end of the third heat exchange channel 9 is connected to the fourth port of the valve 3 via a pipeline, and the other end of the third heat exchange channel 9 is connected to the inlet of the tank 1 via a pipeline. The third heater 6 can be an electric heater, which can be a heating wire, a heating tube, or a PTC heating element. The third heater 6 is located on the pipeline connecting the valve 3 and the third heat exchange channel 9, and is used to heat the fluid flowing from the valve 3 to the third heat exchange channel 9.

[0065] In this way, after valve 3 connects pump 2 and the third heat exchange channel 9, pump 2 drives the fluid in tank 1 to pass through valve 3, the third heater 6, and the third heat exchange channel 9 in sequence, and then flows back into tank 1. The third heater 6 heats the fluid flowing through it, raising the fluid temperature; the fluid also heats the power battery 23 as it passes through the third heat exchange channel 9, thereby increasing the temperature of the power battery 23. When the ambient temperature outside the vehicle is very low, the power battery 23 cannot generate enough heat to reach a suitable temperature on its own, but the fluid in the third heat exchange channel 9 can quickly heat the power battery 23, improving its capacity and charging efficiency, and reducing charging and discharging losses.

[0066] In one illustrative embodiment, the thermal management system further includes a first temperature sensor 10 and a control module 13. The first temperature sensor 10 may be installed on the lubricating oil circulation line of the engine 21 to measure the temperature of the lubricating oil in the engine 21, which is named the first temperature.

[0067] Control module 13 is the logic control unit of the thermal management system. Control module 13 is a microcontroller. Control module 13 is electrically connected to pump 2, first heater 4, valve 3 and first temperature sensor 10 via cables.

[0068] Control module 13 is configured as follows:

[0069] When the control module 13 receives the command to start the engine 21, it drives the first temperature sensor 10 to measure the first temperature of the lubricating oil in the engine 21 in real time.

[0070] The control module 13 determines whether the first temperature is lower than the first preset working temperature of the lubricating oil in the engine 21. If so, it drives the valve 3 to connect the first and second ports of the pump 2 so that the pump 2 and the first heat exchange channel 7 are connected. The pump 2 is driven to pump the fluid in the tank 1 to the first heat exchange channel 7, and the first heater 4 is driven to heat the fluid.

[0071] The control module 13 determines that the first temperature is greater than or equal to the first preset operating temperature of the lubricant of the engine 21. If so, it controls the first heater 4 to stop heating.

[0072] The engine start command 21 can be issued by the vehicle's electronic control unit (ECU) to instruct the engine 21 to start. The first preset operating temperature is the normal operating temperature of the lubricating oil in the engine 21, which is a preset value and can range from 70 to 90°C. The viscosity of the lubricating oil is lower at the first preset operating temperature. After receiving the engine start command 21, the control module 13 triggers the detection of the first temperature of the lubricating oil in the engine 21. If the first temperature is lower than the first preset operating temperature, it indicates that the lubricating oil in the engine 21 needs to be heated. Then, the valve 3, pump 2, and first heater 4 are opened to deliver the heated fluid to the first heat exchange channel 7 to heat the lubricating oil in the engine 21. When the first temperature of the lubricating oil in engine 21 exceeds the first preset operating temperature, it means that the lubricating oil in engine 21 does not need to be heated further. The heat generated by engine 21 is sufficient to maintain the temperature of the lubricating oil. At this time, only the first heater 4 is turned off, and pump 2 continues to run. The fluid that has not been heated by the first heater 4 can absorb some of the heat from engine 21. This heat flows back into tank 1 with the fluid and can heat the lubricating oil in power battery 23 or transmission 22 when heating is required, thereby reducing the electrical energy consumed by the heater and reducing fuel consumption.

[0073] This control flow of the control module 13 is particularly suitable for the normal operating conditions of the engine 21, including but not limited to the engine 21 direct drive mode, range extender mode, power assist mode and idle charging mode.

[0074] In one illustrative embodiment, the control module 13 is further configured to:

[0075] When the engine 21 stops, the control module 13 obtains the remaining power, the reserve power, and the current rate of power reduction of the power battery 23, and predicts the start time of the engine 21 based on the remaining power, the reserve power, and the current rate of power reduction of the battery.

[0076] Determine whether the start time of engine 21 is less than or equal to the preheating time of engine 21 lubricating oil. If so, then determine whether the first temperature is less than the first preset operating temperature.

[0077] If the engine 21 start-up time is less than or equal to the engine 21 lubricating oil preheating time, and the first temperature is less than the first preset working temperature, then drive valve 3 connects pump 2 and the first heat exchange channel 7, drive pump 2 to pump the fluid in tank 1 to the first heat exchange channel 7, drive the first heater 4 to heat the fluid until the first temperature is greater than or equal to the first preset working temperature.

[0078] When engine 21 is off, the electric motor drives the vehicle, consuming power from battery 23. Control module 13 can obtain the remaining power of battery 23, its reserve charge level, and the current rate of charge depletion through the battery management system (BMS). The reserve charge level is a minimum charge value set for battery 23. When the remaining power of battery 23 falls below the reserve charge level, engine 21 will start to charge battery 23, ensuring its charge level remains above the reserve charge level. Setting this reserve charge level prevents battery 23 from becoming too low and affecting vehicle performance, and also prevents damage from over-discharge. The reserve charge level can be set by the user or the vehicle manufacturer, and is typically greater than 20% of battery 23's capacity. Subtracting the reserve charge level from the remaining power of battery 23 and then dividing by the current rate of charge depletion yields the start-up time for engine 21 to start and drive the generator to charge battery 23. The preheating time of the engine 21 lubricating oil is the average time it takes for the thermal management system to heat the lubricating oil in the engine 21 to a first preset operating temperature. This preheating time is an empirical value. When the starting time of the engine 21 is less than or equal to the preheating time of the engine 21 lubricating oil, the first temperature measured by the first temperature sensor 10 is compared with the first preset operating temperature. If the first temperature is lower than the first preset temperature, it is considered that the lubricating oil temperature of the engine 21 is too low and needs to be heated. At this time, valve 3, pump 2, and first heater 4 are opened to deliver the heated fluid to the first heat exchange channel 7 before the engine 21 starts to heat the lubricating oil in the engine 21. After the lubricating oil in the engine 21 is heated to the first preset temperature, the engine 21 starts to generate electricity. The viscosity of the lubricating oil in the engine 21 is already at a low level, which greatly improves the mechanical efficiency of the engine 21 and reduces fuel consumption.

[0079] When the first temperature of the lubricating oil in engine 21 exceeds the first preset operating temperature, it means that the lubricating oil in engine 21 does not need to be heated further. The heat generated after engine 21 starts is sufficient to maintain the temperature of the lubricating oil. At this time, only the first heater 4 is turned off, and the pump 2 continues to run. The fluid that has not been heated by the first heater 4 can absorb some of the heat from engine 21. This heat flows back into the tank 1 with the fluid and can heat the lubricating oil in power battery 23 or transmission 22 when it needs to be heated, thereby reducing the electrical energy consumed by the heater and reducing oil consumption.

[0080] Of course, when the first temperature of the lubricating oil in engine 21 exceeds the first preset operating temperature, the first heater 4 can be turned off and valve 3 can be driven to disconnect pump 2 from the first heat exchange channel 7.

[0081] In one illustrative embodiment, the thermal management system further includes an ambient temperature sensor. The ambient temperature sensor is electrically connected to the control module 13. The ambient temperature sensor is used to measure the outside ambient temperature, which can be the outdoor air temperature.

[0082] Control module 13 is also configured as follows:

[0083] When the control module 13 drives the first heater 4 to heat the fluid, it also drives the ambient temperature sensor to measure the ambient temperature outside the vehicle. The control module 13 adjusts the heating power of the first heater 4 according to the ambient temperature outside the vehicle. The first heater 4 is negatively correlated with the ambient temperature outside the vehicle.

[0084] When the first heater 4 heats the fluid, the heating power of the first heater 4 is also controlled according to the ambient temperature outside the vehicle. The lower the ambient temperature outside the vehicle, the greater the heating power of the first heater 4 is adjusted, so that the lubricating oil of the engine 21 can be heated with a greater heating power in colder weather conditions, so that the lubricating oil of the engine 21 can be heated to the first preset operating temperature more quickly even in cold weather conditions.

[0085] In one illustrative embodiment, the control module 13 is further configured to:

[0086] When the control module 13 drives the first heater 4 to heat the fluid, it also drives the ambient temperature sensor to measure the ambient temperature outside the vehicle. The control module 13 adjusts the opening of the valve 3 according to the ambient temperature outside the vehicle, thereby adjusting the flow rate of the fluid through the first heat exchange channel 7. The ambient temperature outside the vehicle is negatively correlated with the flow rate.

[0087] While the first heater 4 is heating the fluid, the opening of valve 3 is controlled according to the ambient temperature outside the vehicle. Specifically, this control is applied to the valve opening in the flow channel between the first and second interfaces. A larger opening results in a larger flow rate of fluid from pump 2 into the first heat exchange channel 7. The lower the ambient temperature outside the vehicle, the larger the flow rate of fluid in the first heat exchange channel 7 is adjusted. This ensures that in colder weather conditions, a larger flow rate of fluid can achieve higher heat exchange efficiency with the first heater 4 and the lubricating oil of engine 21, resulting in faster heating of the lubricating oil.

[0088] In one illustrative embodiment, the control module 13 is further configured to:

[0089] The control module 13 acquires the command to start the engine 21 or the command to start the electric motor, and drives the ambient temperature sensor to measure the ambient temperature outside the vehicle.

[0090] When the control module 13 determines whether the ambient temperature outside the vehicle is lower than the first preset ambient temperature, if so, it drives the valve 3 to connect the pump 2 and the second heat exchange channel 8, drives the pump 2 to pump the fluid in the tank 1 to the second heat exchange channel 8, and drives the second heater 5 to heat the fluid.

[0091] The engine start command 21 or the electric motor start command can be issued by the vehicle's electronic control unit (ECU). The engine start command 21 instructs the engine 21 to be started, while the electric motor start command instructs the electric motor to be started. Both the engine 21 and the electric motor, when running, will drive the transmission 22.

[0092] The first preset ambient temperature is a preset value, and its range is the lowest outside ambient temperature greater than the heat generated by the movement of the transmission 22 that can raise the lubricating oil of the transmission 22 to the second preset operating temperature. The second preset operating temperature is the normal operating temperature of the lubricating oil of the transmission 22, and is a preset value, which can be between 70 and 90°C. The viscosity of the lubricating oil of the transmission 22 is lower at the second preset operating temperature.

[0093] Thus, when the ambient temperature outside the vehicle is greater than or equal to the first preset ambient temperature, it indicates that the heat generated by the transmission 22 during operation is sufficient to heat the lubricating oil of the transmission 22 to the second preset operating temperature, thereby reducing the viscosity of the lubricating oil. Therefore, the thermal management system does not need to consume electrical energy to heat the transmission 22. However, when the ambient temperature outside the vehicle is lower than the first preset ambient temperature, it indicates that the heat generated by the transmission 22 during operation is lost too quickly and cannot heat the lubricating oil of the transmission 22 to the second preset operating temperature. At this time, pump 2 and the second heater 5 are activated, and valve 3 connects pump 2 and the second heat exchange channel 8. Pump 2 pumps the fluid heated by the second heater 5 into the second heat exchange channel 8 to heat the lubricating oil of the transmission 22. The viscosity of the lubricating oil is reduced, thereby improving the transmission efficiency of the transmission 22 and reducing the vehicle's fuel consumption.

[0094] In one illustrative embodiment, the thermal management system further includes a second temperature sensor 11. The second temperature sensor 11 is electrically connected to the control module 13 and is used to measure a second temperature of the lubricating oil in the transmission 22.

[0095] The control module 13 is also configured to:

[0096] The control module 13 determines whether the thermal management system heats the second temperature of the lubricating oil in the transmission 22 to a level greater than or equal to the second preset operating temperature. If so, it reduces the heating power of the second heater 5 and / or reduces the opening of the valve 3 so that the flow rate of the fluid through the second heat exchange channel 8 is reduced.

[0097] When both the engine 21 and the electric motor stop, the control module 13 shuts down the second heater 5 and the pump 2.

[0098] Thus, when the lubricating oil in the transmission 22 is heated to a temperature greater than or equal to the second preset operating temperature, the lubricating oil in the transmission 22 can be maintained at the second preset operating temperature by reducing the heating power of the second heater 5. Furthermore, the fluid flow rate through the second heat exchange channel 8 can be reduced by decreasing the valve opening in the flow path between the first and third ports of the valve 3, thereby maintaining the lubricating oil in the transmission 22 at the second preset operating temperature. The heating power of the second heater 5 or the fluid flow rate of the second heat exchange channel 8 can be negatively adjusted based on the difference between the second temperature measured by the second temperature sensor 11 and the second preset operating temperature, so that the second temperature equals the second preset operating temperature.

[0099] In one illustrative embodiment, the thermal management system further includes a third temperature sensor 12. The third temperature sensor 12 is electrically connected to the control module 13 and is used to measure the third temperature of the power battery 23.

[0100] Control module 13 is also configured as follows:

[0101] The control module 13 determines whether the power battery 23 is in a charging state or an intermittent discharging state based on the operating condition information of the power battery 23.

[0102] Control module 13 determines whether the outside ambient temperature is lower than the first preset ambient temperature. If so, it drives the third temperature sensor 12 to acquire the third temperature.

[0103] If the third temperature is lower than the third preset working temperature, the valve 3 is driven to connect the pump 2 and the third heat exchange channel 9. The pump 2 is driven to pump the fluid in the tank 1 to the third heat exchange channel 9, and the third heater 6 is driven to heat the fluid until the temperature of the power battery 23 reaches the third preset working temperature.

[0104] The operating status information of the power battery 23 can be obtained from the battery management system (BMS). Charging condition refers to the power battery 23 being charged. Intermittent discharge condition refers to the power battery 23 continuously discharging. The first preset ambient temperature is a preset value, which can be greater than 10℃. When the power battery 23 is in charging or intermittent discharge condition, if the ambient temperature outside the vehicle is higher than the first preset ambient temperature, it indicates that there is no need to heat the power battery 23, and the charging and discharging efficiency of the power battery 23 is high. When the ambient temperature outside the vehicle is lower than the first preset ambient temperature, it indicates that the ambient temperature outside the vehicle is too low. At this time, the third temperature of the power battery 23 is detected by the third temperature sensor 12. The third preset operating temperature is an empirical value and represents the rated operating temperature of the power battery 23. At the third preset operating temperature, the charging and discharging efficiency of the power battery 23 is high, and the actual battery capacity is large. When the third temperature is lower than the third preset operating temperature, it indicates that the temperature of the power battery 23 is too low and the power battery 23 needs to be heated. At this time, the valve 3 connects the pump 2 and the third heat exchange channel 9. The fluid in the tank 1 is heated by the third heater 6 and then pumped to the third heat exchange channel 9, which can increase the temperature of the power battery 23, making the charging and discharging efficiency of the power battery 23 high, improving energy utilization, and indirectly reducing fuel consumption.

[0105] In one illustrative embodiment, the control module 13 is further configured to:

[0106] Based on the operating condition information of the power battery 23, the control module 13 determines that the power battery 23 is in a continuous discharge condition.

[0107] The control module 13 drives the third temperature sensor 12 to obtain the third temperature of the power battery 23;

[0108] If the third temperature is greater than the first temperature threshold, the valve 3 is driven to connect the pump 2 and the third heat exchange channel 9, and the pump 2 is driven to pump the fluid in the tank 1 to the third heat exchange channel 9, and the third heater 6 is controlled to stop heating the fluid.

[0109] The continuous discharge condition refers to the continuous discharge of the power battery 23 to drive the electric motor and propel the vehicle. The first temperature threshold is greater than the third preset operating temperature but less than the minimum temperature at which the power battery 23 will thermally run away. When the third temperature of the power battery 23 is greater than the first temperature threshold, it indicates that the temperature of the power battery 23 is too high and there is a risk of thermal runaway. At this time, the third heater 6 is turned off, and the cooler fluid in the tank 1 can carry away the heat from the power battery 23, thereby eliminating the risk of thermal runaway. At the same time, this heat flows back into the tank 1 with the fluid, which can heat the lubricating oil of the engine 21 or transmission 22 when heating is required, thereby reducing the electrical energy consumed by the heater and reducing fuel consumption.

[0110] This application also proposes an automobile that includes the hybrid powertrain described above and the thermal management system of the hybrid powertrain described above.

[0111] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

[0112] Although the present invention has been disclosed with reference to certain embodiments, various modifications and variations can be made to the described embodiments without departing from the scope and definition of the invention. Therefore, it should be understood that the present invention is not limited to the described embodiments, and its scope of protection should be defined by the content of the appended claims and their equivalent structures and solutions.

Claims

1. A thermal management system for a hybrid powertrain, characterized in that, include: Tank, used to hold fluid; The pump has its inlet connected to the tank. A valve connected to the outlet of the pump; The first heat exchange channel is used to heat the lubricating oil of the engine in the hybrid powertrain, and its two ends are connected to the valve and the tank respectively; as well as A first heater is used to heat the fluid flowing from the valve into the first heat exchange channel; The valve can connect and disconnect the pipeline between the pump and the first heat exchange channel; The thermal management system also includes: The second heat exchange channel is used to heat the lubricating oil of the transmission of the hybrid powertrain. Its two ends are connected to the valve and the tank respectively. The pipeline between the pump and the second heat exchange channel can be connected and disconnected. The third heat exchange channel is used to heat the power battery of the hybrid powertrain. Its two ends are connected to the valve and the tank respectively. The pipeline between the pump and the third heat exchange channel can be connected and disconnected. A first temperature sensor is used to measure the first temperature of the lubricating oil in the engine; and The control module is electrically connected to the pump, the first heater, the valve, and the first temperature sensor; The control module is configured as follows: When the engine stops, the engine start-up time is predicted based on the remaining power of the power battery, the reserve power, and the current rate of power loss. When the start-up time is less than or equal to the preheating time of the engine lubricating oil and the first temperature is less than the first preset operating temperature, the valve is driven to connect the pump and the first heat exchange channel. The pump is driven to pump the fluid in the tank to the first heat exchange channel, and the first heater is driven to heat the fluid until the first temperature is greater than or equal to the first preset operating temperature. At this time, only the first heater is turned off, and the pump continues to run. The fluid that has not been heated by the first heater can absorb some of the heat from the engine. This heat flows back to the tank with the fluid, so that the lubricating oil of the power battery or the transmission can be heated when the lubricating oil of the power battery or the transmission needs to be heated.

2. The thermal management system according to claim 1, characterized in that, Also includes: A second heater is used to heat the fluid flowing from the valve into the second heat exchange channel; The valve is a diversion valve, which can connect and disconnect the pipeline between the pump and the second heat exchange channel.

3. The thermal management system according to claim 2, characterized in that, Also includes: A third heater is used to heat the fluid flowing from the valve into the third heat exchange channel; The valve can connect and disconnect the pipeline between the pump and the third heat exchange channel.

4. The thermal management system according to claim 1, characterized in that, It also includes an ambient temperature sensor electrically connected to the control module for measuring the ambient temperature outside the vehicle; The control module is also configured to: The lower the ambient temperature outside the vehicle, the greater the heating power is used to drive the first heater for heating.

5. The thermal management system according to claim 4, characterized in that, The control module is also configured to: The lower the ambient temperature outside the vehicle, the greater the flow rate of the fluid passing through the first heat exchange channel is achieved by controlling the opening of the valve.

6. The thermal management system according to claim 2, characterized in that, Also includes: An ambient temperature sensor, electrically connected to the control module, is used to measure the ambient temperature outside the vehicle. The control module is further configured as follows: When the engine or electric motor starts and the ambient temperature outside the vehicle is lower than the first preset ambient temperature, the valve is driven to connect the pump and the second heat exchange channel, the pump is driven to pump the fluid in the tank to the second heat exchange channel, and the second heater is driven to heat the fluid.

7. The thermal management system according to claim 6, characterized in that, Also includes: The second temperature sensor, electrically connected to the control module, is used to measure the second temperature of the lubricating oil in the transmission. The control module is also configured to: When the second temperature is greater than or equal to the second preset operating temperature, the control module reduces the heating power of the second heater and / or reduces the flow rate of the fluid through the second heat exchange channel by controlling the opening of the valve.

8. The thermal management system according to claim 3, characterized in that, Also includes: An ambient temperature sensor, electrically connected to the control module, is used to measure the ambient temperature outside the vehicle. as well as The third temperature sensor is electrically connected to the control module and is used to measure the third temperature of the power battery. The control module is also configured to: When the power battery is in charging or intermittent discharging mode, and the ambient temperature outside the vehicle is lower than the second preset value and the third temperature of the power battery is lower than the third preset operating temperature, the valve is driven to connect the pump and the third heat exchange channel, the pump is driven to pump the fluid in the tank to the third heat exchange channel, and the third heater is driven to heat the fluid.

9. A car, characterized in that, Includes the thermal management system as described in any one of claims 1 to 8.

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