A thermal management system and method for automobiles in low-temperature environments

Abstract

This invention discloses a thermal management system and method for low-temperature environments in automobiles, belonging to the field of vehicle thermal management technology. In this system, the motor circuit is connected to port b of a first four-way valve, port c of the first four-way valve is connected to the HVH (heating air system), and the HVH is also connected to port b of a second four-way valve. Port a of the second four-way valve is connected to the solar panel heat exchanger, and port c of the second four-way valve is connected to the heater circuit. The heater circuit and the motor circuit are also connected to port a of the first four-way valve via a water pump, and the heater circuit and the solar panel heat exchanger are also connected to the motor circuit. Port d of the first four-way valve is connected to port d of the second four-way valve. This system can meet passenger cabin comfort requirements with minimal energy consumption.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and in particular to a thermal management system and method for automobiles in low-temperature environments. Background Technology

[0002] With the popularization and development of new energy vehicles, society now has higher and higher requirements for the driving range of new energy vehicles. Putting aside the capabilities of the hardware itself, in low-temperature environments, the energy consumption of the passenger cabin due to comfort requirements has a significant impact, which determines the driving range that new energy vehicles can achieve in winter or cold regions. Therefore, the energy consumption of the passenger cabin is particularly important to the driving range of new energy vehicles.

[0003] In related technologies, there are methods for thermal management of vehicles based solely on passenger cabin comfort or vehicle energy consumption. However, thermal management based solely on passenger cabin comfort may result in high vehicle energy consumption, affecting the vehicle's range. On the other hand, thermal management based solely on vehicle energy consumption may lead to a reduction in passenger comfort in pursuit of energy efficiency.

[0004] Therefore, the thermal management methods in related technologies have not achieved a balance between passenger cabin comfort and vehicle energy consumption, and cannot guarantee the lowest energy consumption while ensuring passenger cabin comfort. Summary of the Invention

[0005] In view of this, this application provides a thermal management system and method for low-temperature environments in automobiles, which can balance passenger cabin comfort and vehicle energy consumption, and can meet passenger cabin comfort with the lowest energy consumption.

[0006] Specifically, the following technical solutions are included:

[0007] This application provides an automotive low-temperature environment thermal management system, including: a battery circuit, a motor circuit, an HVH (heating and ventilation) circuit, and a heater circuit;

[0008] The battery circuit includes the solar panel heat exchanger;

[0009] The motor circuit is connected to port b of the first four-way valve, port c of the first four-way valve is connected to HVH, and HVH is also connected to port b of the second four-way valve; port a of the second four-way valve is connected to the solar panel heat exchanger, and port c of the second four-way valve is connected to the heating circuit; the heating circuit and the motor circuit are also connected to port a of the first four-way valve through a water pump, and the heating circuit and the solar panel heat exchanger are also connected to the motor circuit; port d of the first four-way valve is connected to port d of the second four-way valve.

[0010] In an optional embodiment, a refrigerant circuit is also included;

[0011] The refrigerant circuit includes an evaporator and a condenser;

[0012] The battery circuit also includes a kettle;

[0013] The outlet of the condenser is connected to the kettle and the evaporator respectively; the evaporator and the kettle are also connected to the inlet of the condenser.

[0014] The condenser exchanges heat with the motor circuit.

[0015] In an optional embodiment, the motor circuit includes a drive motor, an electronic control unit, and a low-temperature radiator; the drive motor, electronic control unit, and low-temperature radiator are connected in series to form a closed loop; the heating circuit and the solar panel heat exchanger are both connected between the electronic control unit and the low-temperature radiator; the condenser exchanges heat with the low-temperature radiator.

[0016] In an optional embodiment, both the solar panel heat exchanger and the warm air circuit are connected to the third three-way valve, which is connected to the pipeline between the electronic control unit and the low-temperature radiator. The third three-way valve is also connected to port a of the first four-way valve via a water pump.

[0017] In an optional embodiment, when the heating circuit and the solar panel heat exchanger are both connected to the motor circuit, and the motor circuit, the heating circuit, and the solar panel heat exchanger are also connected to the first four-way valve, the first four-way valve is connected to the second four-way valve, and the second four-way valve is connected to both the solar panel heat exchanger and the heating circuit, the motor can provide heat to the passenger compartment and the battery.

[0018] When both the heating circuit and the motor circuit are connected to the first four-way valve, the heating circuit is connected to the motor circuit, the first four-way valve is connected to the second four-way valve, and the second four-way valve is connected to the heating circuit, the motor can supply heat to the passenger cabin.

[0019] When the heating circuit, solar panel heat exchanger, and motor circuit are all connected to the first four-way valve, the solar panel heat exchanger and heating circuit are all connected to the motor circuit, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to both the solar panel heat exchanger and the heating circuit, heating can be provided to the motor, battery, and passenger compartment through HVH, or heating can be provided to the passenger compartment and battery through the motor and HVH.

[0020] When both the heating circuit and the motor circuit are connected to the first four-way valve, the heating circuit is connected to the motor circuit, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to the heating circuit, it can provide heat to the motor and passenger compartment through HVH, or it can provide heat to the passenger compartment through the motor and HVH.

[0021] When the heating circuit and the solar panel heat exchanger are both connected to the first four-way valve, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to both the solar panel heat exchanger and the heating circuit, heat can be supplied to the battery and passenger compartment through HVH.

[0022] When the heating circuit is connected to the first four-way valve, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to the heating circuit, heating can be supplied to the passenger cabin through HVH.

[0023] This application also provides a heating method for a low-temperature environment thermal management system for automobiles, including:

[0024] Obtain the boundary conditions required for passenger cabin temperature regulation;

[0025] Based on the boundary conditions, determine the economic point temperature of the motor, the power consumption loss of the motor under the current operating state compared with the economic point temperature, the heating power demand of the passenger cabin, the optimal operating point temperature of the battery, the power consumption loss of the battery under the current operating state compared with the optimal operating point temperature, and the motor water temperature and heat.

[0026] Based on the economic operating point temperature of the motor and the optimal operating point temperature of the battery, determine the power consumption required for the motor temperature rise and the power consumption required for the battery temperature rise.

[0027] Calculate the difference between the power loss of the motor and the required power consumption, the difference between the power loss of the battery and the required power consumption, and the difference between HVH heat and motor heat.

[0028] Based on the difference between the power consumption loss of the motor and the required power consumption, the difference between the power consumption loss of the battery and the required power consumption, the difference between the heat of the HVH and the heat of the motor, and the power required for heating in the passenger cabin, determine the HVH power, the opening degree of each multi-way valve, and the water pump speed.

[0029] The HVH, multi-way valves, and water pump are controlled based on the HVH power, the opening degree of each multi-way valve, and the water pump speed.

[0030] In an optional embodiment, the priorities of heating the passenger compartment, heating the battery, and heating the motor are determined based on the difference between the power loss of the motor and the required power consumption, and the difference between the power loss of the battery and the required power consumption.

[0031] The priority of the heating source is determined based on the difference between the heating power demand of the passenger cabin and the heat output of the motor.

[0032] Based on the priorities of heating the passenger cabin, heating the battery, and heating the motor, the priority of the heating heat source, the difference between the power consumption loss of the motor and the required power consumption, the difference between the power consumption loss of the battery and the required power consumption, the difference between the HVH heat and the motor heat, and the power demand for heating the passenger cabin, the HVH power, the opening degree of each multi-way valve, and the water pump speed are determined.

[0033] In an optional embodiment, when the power demand for heating in the passenger cabin is greater than 0, and the difference between the power loss of the motor and the power demand is less than or equal to 0, or the difference between the power loss of the battery and the power demand is less than or equal to 0, heating is provided only for the passenger cabin.

[0034] Heating is provided to the passenger cabin and the motor and / or the battery when the power demand for heating in the passenger cabin is greater than 0, and the difference between the power loss of the motor and the power demand is greater than 0, or / and the difference between the power loss of the battery and the power demand is greater than 0.

[0035] In an optional embodiment, when the difference between the heating power demand of the passenger cabin and the heat output of the motor is less than or equal to 0, heating is provided solely by the motor.

[0036] When the difference between the heating power demand of the passenger cabin and the heat output of the motor is greater than 0, heating is provided through the motor and HVH.

[0037] In an optional embodiment, when the motor is involved in heating, if the motor water temperature is less than or equal to the economic point temperature, heating of the passenger compartment through the motor is stopped, and it is determined whether the motor is overheating; if it is determined that the motor is overheating, heating is provided to the motor.

[0038] The beneficial effects of the technical solution provided in this application embodiment include at least the following: by setting a first four-way valve and a second four-way valve, the battery circuit, motor circuit, HVH and heating circuit are connected. In addition to using HVH to heat the passenger compartment, the motor can also heat the battery and passenger compartment. When regulating the temperature of the passenger compartment, the HVH power, multi-way valve opening and water pump speed at the lowest vehicle energy consumption are determined based on the ambient temperature, vehicle speed, battery SOC and HVH heat. This allows for the control of HVH, multi-way valve and water pump, maximizing the utilization of heat from each component and reducing overall vehicle energy consumption while meeting passenger compartment comfort requirements. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This application provides a schematic diagram of the structure of an automotive low-temperature environment thermal management system.

[0041] Figure 2 An embodiment of this application provides a conductive circuit for heating the battery and passenger compartment via a motor in a low-temperature automotive thermal management system.

[0042] Figure 3 An embodiment of this application provides a conductive circuit for heating the battery and motor in a low-temperature environment automotive thermal management system via HVH;

[0043] Figure 4The present application provides a conductive circuit for heating the battery and passenger compartment via a motor and HVH, or for heating the motor, battery and passenger compartment via HVH, in an automotive low-temperature environment thermal management system.

[0044] Figure 5 A flowchart illustrating heating management in an automotive low-temperature environment thermal management system provided in this application embodiment;

[0045] Figure 6 This application provides a heating mode control strategy for an automotive low-temperature environment thermal management system.

[0046] Figure 7 This application provides a heating heat source priority control strategy for an automotive low-temperature environment thermal management system.

[0047] Figure 8 This application provides a motor overheat protection strategy for an automotive low-temperature environment thermal management system.

[0048] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0049] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0050] Unless otherwise defined, all technical terms used in the embodiments of this application have the same meaning as commonly understood by those skilled in the art. Some technical terms appearing in the embodiments of this application are described below.

[0051] To make the technical solutions and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0052] This application provides a thermal management system for low-temperature environments in automobiles, applicable to new energy vehicles.

[0053] like Figure 1 As shown, a thermal management system for low-temperature environments in automobiles includes: a battery circuit, a motor circuit, an HVH (heating and ventilation) circuit, and a heater circuit.

[0054] The battery circuit includes the solar panel heat exchanger;

[0055] The motor circuit is connected to port b of the first four-way valve, port c of the first four-way valve is connected to HVH, and HVH is also connected to port b of the second four-way valve; port a of the second four-way valve is connected to the solar panel heat exchanger, and port c of the second four-way valve is connected to the heating circuit; the heating circuit and the motor circuit are also connected to port a of the first four-way valve through a water pump, and the heating circuit and the solar panel heat exchanger are also connected to the motor circuit; port d of the first four-way valve is connected to port d of the second four-way valve.

[0056] Furthermore, the automotive low-temperature environment thermal management system provided in this application embodiment also includes a refrigerant circuit;

[0057] The refrigerant circuit includes an evaporator and a condenser;

[0058] The battery circuit also includes a kettle;

[0059] The outlet of the condenser is connected to the kettle and the evaporator respectively; the evaporator and the kettle are also connected to the inlet of the condenser.

[0060] The condenser exchanges heat with the motor circuit.

[0061] For example, the refrigerant circuit includes an evaporator and a condenser connected in series to form a circuit, and a compressor is installed on the pipeline between the evaporator outlet and the condenser inlet. The evaporator cools the passenger compartment, and the condenser exchanges heat with a low-temperature radiator in the motor circuit.

[0062] The battery circuit includes a solar panel heat exchanger (solar panel HVH) and a water tank. The battery-side outlet of the solar panel HVH is connected to the battery, and the battery is connected to the battery-side inlet of the water tank. A water pump is also installed on the pipeline connecting the battery and the battery-side inlet of the water tank. The battery-side outlet of the water tank is connected to the battery-side inlet of the solar panel HVH. The medium flows between the solar panel heat exchanger, the battery and the water tank to heat up or cool down the battery.

[0063] The refrigerant inlet of the solar panel heat exchanger is connected to port a of the second four-way valve (four-way valve 2), and the refrigerant outlet of the solar panel heat exchanger is connected to the motor circuit and port a of the first four-way valve (four-way valve 1). The refrigerant inlet of the chiller is connected to the condenser outlet, and the refrigerant outlet of the chiller is connected to the compressor. The chiller is connected in parallel with the evaporator. The refrigerant exchanges heat with the medium flowing between the solar panel heat exchanger, the battery, and the kettle in the solar panel heat exchanger and the chiller, heating or cooling the battery.

[0064] This embodiment provides a motor circuit for an automotive low-temperature environment thermal management system, which includes a drive motor, an electronic control unit (ECU), and a low-temperature radiator. The drive motor, ECU, and low-temperature radiator are connected in series to form a closed loop. The heater circuit and the battery panel heat exchanger are both connected between the ECU and the low-temperature radiator. The condenser exchanges heat with the low-temperature radiator. Port b of the first four-way valve is connected to the connecting pipe between the low-temperature radiator and the drive motor. The refrigerant circulates in the motor circuit to heat the drive motor and the ECU.

[0065] For example, one end of the electronic control unit is connected to port c of the first three-way valve (three-way valve 1), the heating circuit and the solar panel heat exchanger are both connected to port a of the first three-way valve, port b of the first three-way valve is connected to the inlet of the low-temperature radiator, and a water pump is installed on the connecting pipe between port b of the first three-way valve and the low-temperature radiator. The outlet of the low-temperature radiator is connected to port b of the second three-way valve (three-way valve 2), port a of the second three-way valve is connected to the drive motor, and port c of the second three-way valve is connected to port b of the first four-way valve.

[0066] The heating circuit of the automotive low-temperature environment thermal management system provided in this embodiment includes a heating core, which heats the passenger compartment. The inlet of the heating core is connected to port c of the second four-way valve, and the outlet of the heating core is connected to both the motor circuit and port a of the first four-way valve.

[0067] The solar panel heat exchanger and the warm air circuit are both connected to the third three-way valve (three-way valve 3). The third three-way valve is connected to the pipeline between the electrical control unit and the low-temperature radiator. The third three-way valve is also connected to port a of the first four-way valve via a water pump.

[0068] For example, the outlet of the heating core is connected to port c of the third three-way valve, the refrigerant outlet of the solar panel heat exchanger is connected to port a of the third three-way valve, port b of the third three-way valve is connected to port a of the first three-way valve, port b of the third three-way valve is also connected to port a of the first four-way valve, and a water pump is also installed on the connecting pipe between port b of the third three-way valve and port a of the first four-way valve.

[0069] The refrigerant circulates in the heating circuit, motor circuit, HVH, and battery circuit. By adjusting the opening direction of each multi-way valve, the passenger compartment and / or battery are heated through the HVH and / or the motor.

[0070] The multi-way valve includes a first four-way valve, a second four-way valve, a first three-way valve, a second three-way valve, and a third three-way valve.

[0071] For example, such as Figure 2As shown, when the heating circuit and the solar panel heat exchanger are both connected to the motor circuit, and the motor circuit, the heating circuit, and the solar panel heat exchanger are also connected to the first four-way valve, the first four-way valve is connected to the second four-way valve, and the second four-way valve is connected to both the solar panel heat exchanger and the heating circuit, the refrigerant flowing out from the heating core and the solar panel heat exchanger is divided into two paths. One path is heated by the electronic control unit and the drive motor before entering the first four-way valve, and the other path enters the first four-way valve directly. The two paths of refrigerant flowing into the first four-way valve flow directly into the second four-way valve, and are then divided into two paths by the second four-way valve. One path flows into the heating core, and the other path flows into the solar panel heat exchanger, thereby enabling the motor to provide heat to the passenger compartment and the battery.

[0072] When both the heating circuit and the motor circuit are connected to the first four-way valve, the heating circuit is connected to the motor circuit, the first four-way valve is connected to the second four-way valve, and the second four-way valve is connected to the heating circuit, the refrigerant flowing out of the heating core is divided into two paths. One path is heated by the electronic control unit and the drive motor before entering the first four-way valve, and the other path enters the first four-way valve directly. The two paths of refrigerant flowing into the first four-way valve flow directly into the second four-way valve, and then into the heating core through the second four-way valve, thus enabling the motor to heat the passenger cabin.

[0073] like Figure 4 As shown, when the heating circuit, solar panel heat exchanger, and motor circuit are all connected to the first four-way valve, and the solar panel heat exchanger and heating circuit are all connected to the motor circuit, and the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to both the solar panel heat exchanger and the heating circuit, the refrigerant flowing out from the heating core and solar panel heat exchanger is divided into two paths. One path is heated by the electronic control unit and the drive motor before entering the first four-way valve, and the other path enters the first four-way valve directly. The two paths of refrigerant flowing into the first four-way valve enter HVH, are heated by HVH, and then flow into the second four-way valve. The second four-way valve divides the refrigerant into two paths, one flowing into the heating core and the other into the solar panel heat exchanger. Thus, the motor, battery, and passenger compartment can be heated through HVH, or the passenger compartment and battery can be heated through the motor and HVH.

[0074] When both the heating circuit and the motor circuit are connected to the first four-way valve, the heating circuit is connected to the motor circuit, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to the heating circuit, the refrigerant flowing out of the heating core is divided into two paths. One path is heated by the electronic control unit and the drive motor before entering the first four-way valve, and the other path enters the first four-way valve directly. The two paths of refrigerant flowing into the first four-way valve enter HVH, are heated by HVH, and then flow into the second four-way valve. After entering the heating core through the second four-way valve, the refrigerant can provide heat to the motor and passenger compartment through HVH, or it can provide heat to the passenger compartment through the motor and HVH.

[0075] When the heating circuit and the solar panel heat exchanger are both connected to the first four-way valve, and the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to both the solar panel heat exchanger and the heating circuit, the refrigerant flowing out from the heating core and the solar panel heat exchanger directly enters the first four-way valve. The refrigerant flowing into the first four-way valve enters HVH, is heated by HVH, and then flows into the second four-way valve. The second four-way valve distributes the refrigerant into two paths: one flows into the heating core and the other flows into the solar panel heat exchanger, thus enabling the HVH to provide heat to the battery and passenger compartment.

[0076] When the heating circuit is connected to the first four-way valve, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to the heating circuit, the refrigerant flowing out of the heating core directly enters the first four-way valve, the refrigerant flowing into the first four-way valve enters HVH, is heated by HVH and then flows into the second four-way valve, and then into the heating core, thus enabling heating to be provided to the passenger cabin through HVH;

[0077] like Figure 3 As shown, when both the solar panel heat exchanger and the motor circuit are connected to the first four-way valve, the solar panel heat exchanger is connected to the motor circuit, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to the solar panel heat exchanger, the refrigerant flowing out of the solar panel heat exchanger is divided into two paths. One path is heated by the electronic control unit and the drive motor before entering the first four-way valve, and the other path enters the first four-way valve directly. The two paths of refrigerant flowing into the first four-way valve enter HVH, are heated by HVH, and then flow into the second four-way valve. After passing through the second four-way valve, they flow into the solar panel heat exchanger, thus enabling the motor and battery to be heated through HVH.

[0078] This application provides an automotive low-temperature environment thermal management system. By setting a first four-way valve and a second four-way valve, the battery circuit, motor circuit, HVH (heating air system), and heater circuit are connected. In addition to using the HVH to heat the passenger compartment, motor, and battery, the motor can also heat the battery and passenger compartment. When regulating the temperature of the passenger compartment, the HVH power, multi-way valve opening, and water pump speed at the lowest energy consumption required to meet the comfort requirements of the passenger compartment are determined based on the ambient temperature, vehicle speed, battery SOC, and HVH heat. This allows for the control of the HVH (electric heater), multi-way valve, and water pump, maximizing the utilization of heat from each component and reducing overall vehicle energy consumption while ensuring passenger compartment comfort.

[0079] This application also provides a heating method for a low-temperature environment thermal management system for automobiles, such as... Figure 5 As shown, it includes:

[0080] Obtain the boundary conditions required for passenger cabin temperature regulation;

[0081] Based on the boundary conditions, determine the economic point temperature of the motor, the power consumption loss of the motor under the current operating state compared with the economic point temperature, the heating power demand of the passenger cabin, the optimal operating point temperature of the battery, the power consumption loss of the battery under the current operating state compared with the optimal operating point temperature, and the motor water temperature and heat.

[0082] Based on the economic operating point temperature of the motor and the optimal operating point temperature of the battery, determine the power consumption required for the motor temperature rise and the power consumption required for the battery temperature rise.

[0083] Calculate the difference between the power loss of the motor and the required power consumption, the difference between the power loss of the battery and the required power consumption, and the difference between HVH heat and motor heat.

[0084] Based on the difference between the power consumption loss of the motor and the required power consumption, the difference between the power consumption loss of the battery and the required power consumption, the difference between the heat of the HVH and the heat of the motor, and the power required for heating in the passenger cabin, determine the HVH power, the opening degree of each multi-way valve, and the water pump speed.

[0085] The HVH, multi-way valves, and water pump are controlled based on the HVH power, the opening degree of each multi-way valve, and the water pump speed.

[0086] The boundary conditions required for passenger cabin temperature regulation include ambient temperature, vehicle speed, battery SOC (state of charge), and current HVH heat. Based on the ambient temperature, vehicle speed, and battery SOC, an intelligent algorithm is used to determine the economic point temperature for motor operation with the lowest vehicle energy consumption to meet passenger cabin comfort requirements, the power consumption loss of the motor under the current operating state compared to the economic point temperature, the power demand for passenger cabin heating, the optimal operating point temperature of the battery, the power consumption loss of the battery under the current operating state compared to the optimal operating point temperature, and the motor water temperature and heat.

[0087] For example, the heating method of a thermal management system for low-temperature environments in automobiles provided in this application determines the priority of heating the passenger compartment, heating the battery, and heating the motor based on the difference between the power loss of the motor and the required power consumption, and the difference between the power loss of the battery and the required power consumption.

[0088] The priority of the heating source is determined based on the difference between the heating power demand of the passenger cabin and the heat output of the motor.

[0089] Based on the priorities of heating the passenger cabin, heating the battery, and heating the motor, the priority of the heating heat source, the difference between the power consumption loss of the motor and the required power consumption, the difference between the power consumption loss of the battery and the required power consumption, the difference between the HVH heat and the motor heat, and the power demand for heating the passenger cabin, the HVH power, the opening degree of each multi-way valve, and the water pump speed are determined.

[0090] like Figure 6As shown, when the heating power demand of the passenger cabin is greater than 0, and the difference between the power loss of the motor and the required power consumption is less than or equal to 0, or the difference between the power loss of the battery and the required power consumption is less than or equal to 0, heating is provided only for the passenger cabin.

[0091] Heating is provided to the passenger cabin and the motor and / or the battery when the power demand for heating in the passenger cabin is greater than 0, and the difference between the power loss of the motor and the power demand is greater than 0, or / and the difference between the power loss of the battery and the power demand is greater than 0.

[0092] Specifically, when the power demand for heating in the passenger cabin is greater than 0, and the difference between the power loss of the motor and the required power consumption is greater than 0, or / and the difference between the power loss of the battery and the required power consumption is greater than 0 and less than or equal to the first set value A, or / and the difference between the power loss of the battery and the required power consumption is greater than 0 and less than or equal to the first set value A, the priority for heating the passenger cabin is higher than that for heating the battery and heating the motor, and the passenger cabin is given priority for heating, with the remaining heat used for heating the motor and / or the battery.

[0093] When the heating power demand of the passenger cabin is greater than 0, and the difference between the power loss of the motor and the required power consumption is greater than or equal to the first set value A or / and the difference between the power loss of the battery and the required power consumption is greater than or equal to the first set value A, the priority of heating the passenger cabin, heating the motor and heating the battery is the same, and heating the passenger cabin and the motor and / or the battery must be provided simultaneously.

[0094] like Figure 7 As shown, when the difference between the heating power demand of the passenger cabin and the heat output of the motor is less than or equal to 0, heating is provided solely by the motor.

[0095] When the difference between the heating power demand of the passenger cabin and the heat output of the motor is greater than 0, heating is provided through the motor and HVH.

[0096] Specifically, when the difference between the heating power demand of the passenger cabin and the heat output of the motor is greater than 0 and less than the second set value B, heating is provided through the motor and HVH, with the motor acting as the main heating source.

[0097] When the difference between the heating power demand of the passenger cabin and the heat output of the motor is greater than the second set value B, heating is provided through the motor and HVH, with HVH acting as the main heating source.

[0098] For example, after determining the priorities of passenger compartment heating, battery heating, and motor heating, as well as the priority of heating sources, an intelligent algorithm is used to determine the HVH power, multi-way valve opening, and water pump speed corresponding to the minimum energy consumption of the vehicle to meet passenger compartment comfort requirements, based on the priorities of passenger compartment heating, battery heating, and motor heating, heating source priority, the difference between motor power loss and required power consumption, the difference between battery power loss and required power consumption, the difference between HVH heat and motor heat, and passenger compartment heating demand power.

[0099] like Figure 8 As shown, when the motor participates in heating, if the motor water temperature is less than or equal to the economic point temperature, the heating of the passenger compartment through the motor is stopped, and it is determined whether the motor is overheating; if it is determined that the motor is overheating, the motor is heated.

[0100] This embodiment provides a heating method for a low-temperature environment thermal management system for automobiles. It can determine the HVH power, multi-way valve opening, and water pump speed when the vehicle's energy consumption is at its lowest based on ambient temperature, vehicle speed, battery SOC, and HVH heat. This allows for the control of HVH, multi-way valve, and water pump, maximizing the utilization of heat from each component and reducing overall vehicle energy consumption while ensuring passenger cabin comfort.

[0101] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0102] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.

[0103] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A thermal management system for automotive low-temperature environments, characterized in that, include: Battery circuit, motor circuit, HVH (heating, ventilation, and air quality), refrigerant circuit, and heating circuit; The battery circuit includes the solar panel heat exchanger; The motor circuit is connected to port b of the first four-way valve, port c of the first four-way valve is connected to HVH, and HVH is also connected to port b of the second four-way valve; port a of the second four-way valve is connected to the solar panel heat exchanger, and port c of the second four-way valve is connected to the heating circuit; the heating circuit and the motor circuit are also connected to the first four-way valve via a water pump and port a, and the heating circuit and the solar panel heat exchanger are also connected to the motor circuit; port d of the first four-way valve is connected to port d of the second four-way valve. The refrigerant circuit includes an evaporator and a condenser; The battery circuit also includes a kettle; The outlet of the condenser is connected to the kettle and the evaporator respectively; the evaporator and the kettle are also connected to the inlet of the condenser. The condenser exchanges heat with the motor circuit; The motor circuit includes a drive motor, an electronic control unit, and a low-temperature radiator; the drive motor, electronic control unit, and low-temperature radiator are connected in series to form a closed loop; the heating circuit and the solar panel heat exchanger are both connected between the electronic control unit and the low-temperature radiator; the condenser exchanges heat with the low-temperature radiator. The solar panel heat exchanger and the warm air circuit are both connected to the third three-way valve. The third three-way valve is connected to the pipeline between the electrical control unit and the low-temperature radiator. The third three-way valve is also connected to port a of the first four-way valve via a water pump.

2. The automotive low-temperature environment thermal management system as described in claim 1, characterized in that, When the heating circuit and the solar panel heat exchanger are both connected to the motor circuit, and the motor circuit, the heating circuit, and the solar panel heat exchanger are also connected to the first four-way valve, the first four-way valve is connected to the second four-way valve, and the second four-way valve is connected to both the solar panel heat exchanger and the heating circuit, the motor can provide heat to the passenger compartment and the battery. When both the heating circuit and the motor circuit are connected to the first four-way valve, the heating circuit is connected to the motor circuit, the first four-way valve is connected to the second four-way valve, and the second four-way valve is connected to the heating circuit, the motor can supply heat to the passenger cabin. When the heating circuit, solar panel heat exchanger, and motor circuit are all connected to the first four-way valve, the solar panel heat exchanger and heating circuit are all connected to the motor circuit, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to both the solar panel heat exchanger and the heating circuit, heating can be provided to the motor, battery, and passenger compartment through HVH, or heating can be provided to the passenger compartment and battery through the motor and HVH. When both the heating circuit and the motor circuit are connected to the first four-way valve, the heating circuit is connected to the motor circuit, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to the heating circuit, it can provide heat to the motor and passenger compartment through HVH, or it can provide heat to the passenger compartment through the motor and HVH. When the heating circuit and the solar panel heat exchanger are both connected to the first four-way valve, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to both the solar panel heat exchanger and the heating circuit, heat can be supplied to the battery and passenger compartment through HVH. When the heating circuit is connected to the first four-way valve, the first four-way valve is connected to the second four-way valve via HVH, and the second four-way valve is connected to the heating circuit, heating can be supplied to the passenger cabin through HVH.

3. The heating method of a low-temperature environment thermal management system for automobiles as described in any one of claims 1-2, characterized in that, include: Obtain the boundary conditions required for passenger cabin temperature regulation; Based on the boundary conditions, determine the economic point temperature of the motor, the power consumption loss of the motor under the current operating state compared with the economic point temperature, the heating power demand of the passenger cabin, the optimal operating point temperature of the battery, the power consumption loss of the battery under the current operating state compared with the optimal operating point temperature, and the motor water temperature and heat. Based on the economic operating point temperature of the motor and the optimal operating point temperature of the battery, determine the power consumption required for the motor temperature rise and the power consumption required for the battery temperature rise. Calculate the difference between the power loss of the motor and the required power consumption, the difference between the power loss of the battery and the required power consumption, and the difference between HVH heat and motor heat. Based on the difference between the power consumption loss of the motor and the required power consumption, the difference between the power consumption loss of the battery and the required power consumption, the difference between the heat of the HVH and the heat of the motor, and the power required for heating in the passenger cabin, determine the HVH power, the opening degree of each multi-way valve, and the water pump speed. The HVH, multi-way valves, and water pump are controlled based on the HVH power, the opening degree of each multi-way valve, and the water pump speed.

4. The heating method of a low-temperature environment thermal management system for automobiles as described in claim 3, characterized in that, Based on the difference between the power consumption loss of the motor and the required power consumption, and the difference between the power consumption loss of the battery and the required power consumption, the priorities for heating the passenger compartment, heating the battery, and heating the motor are determined. The priority of the heating source is determined based on the difference between the heating power demand of the passenger cabin and the heat output of the motor. Based on the priorities of heating the passenger cabin, heating the battery, and heating the motor, the priority of the heating heat source, the difference between the power consumption loss of the motor and the required power consumption, the difference between the power consumption loss of the battery and the required power consumption, the difference between the HVH heat and the motor heat, and the power demand for heating the passenger cabin, the HVH power, the opening degree of each multi-way valve, and the water pump speed are determined.

5. The heating method of a low-temperature environment thermal management system for automobiles as described in claim 4, characterized in that, When the power demand for heating in the passenger cabin is greater than 0, and the difference between the power loss of the motor and the power demand is less than or equal to 0, or the difference between the power loss of the battery and the power demand is less than or equal to 0, heating is provided only for the passenger cabin. Heating is provided to the passenger cabin and the motor and / or the battery when the power demand for heating in the passenger cabin is greater than 0, and the difference between the power loss of the motor and the power demand is greater than 0, or / and the difference between the power loss of the battery and the power demand is greater than 0.

6. The heating method of a low-temperature environment thermal management system for automobiles as described in claim 4, characterized in that, When the difference between the heating power demand of the passenger cabin and the heat output of the motor is less than or equal to 0, heating is provided solely by the motor. When the difference between the heating power demand of the passenger cabin and the heat output of the motor is greater than 0, heating is provided through the motor and HVH.

7. The heating method of a low-temperature environment thermal management system for automobiles as described in claim 4, characterized in that, When the motor is involved in heating, if the motor water temperature is less than or equal to the economic point temperature, the heating of the passenger compartment through the motor is stopped, and it is determined whether the motor is overheating; if it is determined that the motor is overheating, the motor is heated.

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