Vehicle thermal management system, control method and vehicle

Abstract

The present invention belongs to the technical field of vehicles and discloses a vehicle thermal management system, a control method and a vehicle. Under extremely cold working conditions, both the battery and the passenger compartment have heating requirements, and when the heat energy generated by the first electric heater at maximum power is less than the heat energy required by the battery, the first electric heater is used to heat the coolant in the first battery heat exchange circulation loop, and the second electric heater is used to heat the coolant in the passenger compartment heat exchange circulation loop. A part of the coolant heated by the second electric heater is used to heat the passenger compartment through the first passenger compartment heat exchanger, and the other part is sent to the first battery heat exchange circulation loop to heat the coolant in the first battery heat exchange circulation loop; in other words, the first electric heater and the second heater are used to heat the coolant in the first battery heat exchange circulation loop at the same time to meet the thermal energy requirement of the battery under extremely cold working conditions and ensure that the battery can work normally.

Description

Technical Field

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

[0002] The vehicle's thermal management system is mainly used to control the temperature of the passenger compartment, battery and electric drive. Existing vehicle thermal management systems mostly use heat pump systems for heating or cooling to meet the heat exchange needs of the passenger compartment, battery and electric drive.

[0003] However, in actual application, it was found that under conditions with high heat demand, such as when the passenger compartment and batteries need to be heated at the same time in extremely cold conditions, the heating capacity of the existing heat pump system is difficult to meet the heat demand.

[0004] Therefore, there is an urgent need for a vehicle thermal management system to solve the above technical problems. Summary of the Invention

[0005] The object of the present invention is to provide a vehicle thermal management system, a control method and a vehicle, which can meet both cooling and heating needs.

[0006] To achieve this object, the present invention adopts the following technical solutions:

[0007] Vehicle thermal management system, including:

[0008] a battery and a first pump, wherein the first pump and a battery cooling channel of the battery are connected end to end to form a first battery heat exchange circulation loop, and a first electric heater is provided on the first battery heat exchange circulation loop between the inlet of the first pump and the outlet of the battery cooling channel;

[0009] a first passenger compartment heat exchanger and a second pump, wherein the first passenger compartment heat exchanger and the second pump are connected end to end to form a passenger compartment heat exchange circulation loop, and a second electric heater is provided on the passenger compartment heat exchange circulation loop between an inlet of the second pump and the first passenger compartment heat exchanger;

[0010] a first control valve, the first control valve being disposed on the passenger compartment heat exchange circulation loop between the second electric heater and the outlet of the battery cooling flow channel, the inlet of the first control valve being connected to the passenger compartment heat exchange circulation loop between the second electric heater and the first passenger compartment heat exchanger;

[0011] A second control valve is provided, wherein the second control valve is capable of selectively connecting an outlet of the second pump to at least one of the first passenger compartment heat exchanger and the battery cooling flow passage.

[0012] As an implementation scheme of the above vehicle thermal management system, the vehicle thermal management system further includes:

[0013] a heat exchanger disposed on the passenger compartment heat exchange circulation loop and located between the inlet of the second pump and the second electric heater;

[0014] The electric drive assembly, the first four-way valve and the second four-way valve can cooperate to connect the electric drive cooling channel, the first pump, and the battery cooling channel of the electric drive assembly in series to form a third battery heat exchange circulation loop. The first four-way valve and the second four-way valve can also cooperate to make the first battery heat exchange circulation loop conductive.

[0015] As an implementation scheme of the above vehicle thermal management system, the vehicle thermal management system further includes:

[0016] A first condenser, a first expansion valve, a first cooler, and a first compressor are connected end to end in sequence to form a first heat exchange circulation loop, wherein the first cooler is connected in series to the first battery heat exchange circulation loop and is located between the first electric heater and the first control valve;

[0017] The second condenser, the second expansion valve, the second cooler and the second compressor are connected end to end in sequence to form a second heat exchange circulation loop. The second cooler is connected in series to the first battery heat exchange circulation loop and is located between the inlet of the first pump and the first control valve. The second cooler and the first cooler are arranged in parallel, and the battery cooling channel can be selectively connected to at least one of the second cooler and the first cooler through the first control valve.

[0018] As an implementation scheme of the above vehicle thermal management system, the vehicle thermal management system further includes:

[0019] The second passenger compartment heat exchanger, the second passenger compartment heat exchanger, the first compressor, the first condenser, and the third expansion valve are connected end to end in sequence to form a third heat exchange circulation loop, the inlet of the second passenger compartment heat exchanger is connected to the inlet of the first expansion valve through the first control switch valve, and the outlet of the second passenger compartment heat exchanger is connected to the first cooler through the first check valve.

[0020] As an implementable embodiment of the above-mentioned vehicle thermal management system, the vehicle thermal management system also includes a third passenger compartment heat exchanger, and the third passenger compartment heat exchanger, the first expansion valve, the first cooler and the first compressor can be connected end to end to form a fourth heat exchange circulation loop, and the inlet of the third passenger compartment heat exchanger is provided with a third control valve, and the outlet of the third passenger compartment heat exchanger is provided with a second check valve.

[0021] As an implementable embodiment of the above-mentioned vehicle thermal management system, the first condenser, the third expansion valve, the third passenger compartment heat exchanger and the first compressor can be connected end to end to form a fifth heat exchange circulation loop.

[0022] To achieve the above objectives, the present invention further provides a vehicle thermal management system control method, which is used in any of the above-mentioned vehicle thermal management systems. The vehicle thermal management system control method includes the following steps:

[0023] In extremely cold operating conditions, when both the battery and the passenger compartment require heating, and the heat energy generated by the first electric heater when operating at maximum power is less than the required heat energy of the battery, the first electric heater and the first pump are controlled to operate, and the first control valve is controlled to open to connect the first battery heat exchange circulation loop, so that the first electric heater heats the coolant in the first battery heat exchange circulation loop to heat the battery;

[0024] At the same time, the second electric heater and the second pump are controlled to operate, and the coolant in the passenger compartment heat exchange circulation loop circulates. The second pump sends a portion of the coolant to the first passenger compartment heat exchanger through the second control valve to heat the passenger compartment, and sends another portion of the coolant to the battery cooling channel to heat the battery.

[0025] As an implementation plan of the above-mentioned vehicle thermal management system control method, when both the battery and the passenger compartment have heating requirements and the temperature in the electric drive cooling channel of the electric drive assembly exceeds a set threshold, controlling the second electric heater, the second pump and the second pump to operate;

[0026] Simultaneously, the first four-way valve, the second four-way valve and the first control valve are controlled to open the third battery heat exchange circulation loop, and the second control valve is controlled to open the passenger compartment heat exchange circulation loop, and the outlet of the second pump is connected to the inlet of the battery cooling channel.

[0027] As an implementation scheme of the above-mentioned vehicle thermal management system control method, when the cooling power requirement of the battery is greater than the preset required power, the first pump is controlled to operate, and the first control valve is controlled to connect the battery cooling flow channel to the first cooler and the second cooler at the same time;

[0028] At the same time, the first compressor is controlled to operate so that the first cooler cools the coolant in the first battery heat exchange circulation loop; at the same time, the second compressor is controlled to operate so that the second cooler cools the coolant in the first battery heat exchange circulation loop.

[0029] In order to achieve the above objectives, the present invention further provides a vehicle comprising any one of the above-mentioned vehicle thermal management systems.

[0030] Beneficial effects of the present invention: The vehicle thermal management system, control method and vehicle provided by the present invention, when both the battery and the passenger compartment have heating requirements under extremely cold working conditions, and the heat energy generated when the first electric heater operates at maximum power is less than the heat energy required by the battery, the first electric heater is used to heat the coolant in the first battery heat exchange circulation loop, and the second electric heater is used to heat the coolant in the passenger compartment heat exchange circulation loop. A portion of the coolant heated by the second electric heater is used to heat the passenger compartment through the first passenger compartment heat exchanger, and the other portion is sent to the first battery heat exchange circulation loop to heat the coolant in the first battery heat exchange circulation loop; in other words, the first electric heater and the second heater are used to heat the coolant in the first battery heat exchange circulation loop at the same time to meet the battery's heat energy requirements under extremely cold working conditions and ensure that the battery can work normally. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a schematic diagram of a vehicle thermal management system provided by an embodiment of the present invention;

[0032] Figure 2 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 1 ;

[0033] Figure 3 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 2 ;

[0034] Figure 4 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 3 ;

[0035] Figure 5 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 4 ;

[0036] Figure 6 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 5 ;

[0037] Figure 7 This is a schematic diagram of the connections of the valves integrated in the valve block provided by an embodiment of the present invention;

[0038] Figure 8 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 6 ;

[0039] Figure 9 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 7 ;

[0040] Figure 10The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 8 ;

[0041] Figure 11 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 9 ;

[0042] Figure 12 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 10 ;

[0043] Figure 13 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 10 one;

[0044] Figure 14 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 10 two;

[0045] Figure 15 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 10 three;

[0046] Figure 16 The vehicle thermal management system provided by the embodiment of the present invention is used in the state Figure 10 Four.

[0047] In the picture:

[0048] 100, battery; 200, electric drive assembly; 300, valve block;

[0049] 11. Second cooler; 12. First electric heater; 13. First pump; 14. Second compressor; 15. Second condenser; 16. First four-way valve; 17. Second four-way valve; 18. First control valve; 19. Second control on / off valve;

[0050] 21. First passenger compartment heat exchanger; 22. Second passenger compartment heat exchanger; 23. Second electric heater; 24. Second control valve; 25. Second pump; 26. Second check valve; 27. First compressor; 28. First cooler; 29. ​​First condenser; 31. Sixth control valve; 32. Third passenger compartment heat exchanger; 33. First control on / off valve; 34. First expansion valve; 35. Fifth control valve; 36. Third control valve; 37. Seventh control valve; 38. Third expansion valve; 39. First check valve;

[0051] 41. Third pump; 42. Radiator; 43. Ninth control valve; 44. Heat exchanger; 45. Eighth control valve;

[0052] 51. Three-way control valve; 52. Third check valve; 53. Fourth control valve;

[0053] 6. Cooling fan. DETAILED DESCRIPTION

[0054] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0055] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0056] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0057] In the description of this embodiment, the terms "upper," "lower," "right," and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplified operation. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meanings.

[0058] like Figure 1 As shown, an embodiment of the present invention provides a vehicle thermal management system, including a battery 100 , a first pump 13 , a first passenger compartment heat exchanger 21 , a second pump 25 , a first control valve 18 , and a second control valve 24 .

[0059] like Figure 2As shown, the first pump 13 and the battery cooling channel of the battery 100 are connected end to end to form a first battery heat exchange circulation loop, and a first electric heater 12 is provided on the first battery heat exchange circulation loop between the inlet of the first pump 13 and the outlet of the battery cooling channel.

[0060] The first passenger compartment heat exchanger 21 and the second pump 25 are connected end to end in sequence to form a passenger compartment heat exchange circulation loop. A second electric heater 23 is provided on the passenger compartment heat exchange circulation loop between the inlet of the second pump 25 and the first passenger compartment heat exchanger 21 .

[0061] The first control valve 18 is arranged on the passenger compartment heat exchange circulation loop between the second electric heater 23 and the outlet of the battery cooling channel, and the inlet of the first control valve 18 is connected to the passenger compartment heat exchange circulation loop between the second electric heater 23 and the first passenger compartment heat exchanger 21.

[0062] The second control valve 24 can selectively connect the outlet of the second pump 25 to at least one of the first passenger compartment heat exchanger 21 and the battery cooling flow passage.

[0063] An embodiment of the present invention further provides a vehicle thermal management system control method, comprising the following steps:

[0064] In extremely cold operating conditions, when both the battery 100 and the passenger compartment require heating, and the heat energy generated by the first electric heater 12 when operating at maximum power is less than the required heat energy of the battery 100, the first electric heater 12 and the first pump 13 are controlled to operate, and the first control valve 18 is controlled to open to connect the first battery heat exchange circulation loop. The first electric heater 12 heats the coolant in the first battery heat exchange circulation loop to heat the battery 100.

[0065] At the same time, the second electric heater 23 and the second pump 25 are controlled to operate, and the coolant in the passenger compartment heat exchange circulation loop circulates. The second pump 25 sends a portion of the coolant to the first passenger compartment heat exchanger 21 through the second control valve 24 to heat the passenger compartment, and sends the other portion of the coolant to the battery cooling channel to heat the battery 100.

[0066] It should be noted that extremely cold working conditions refer to working conditions where the ambient temperature is less than minus 10°C.

[0067] Under extremely cold working conditions, both the battery 100 and the passenger compartment have heating requirements, and when the heat energy generated by the first electric heater 12 when working at maximum power is less than the heat energy required by the battery 100, the first electric heater 12 is used to heat the coolant in the first battery heat exchange circulation loop, while the second electric heater 23 is used to heat the coolant in the passenger compartment heat exchange circulation loop. A part of the coolant heated by the second electric heater 23 is used to heat the passenger compartment through the first passenger compartment heat exchanger 21, and the other part is sent to the first battery heat exchange circulation loop to heat the coolant in the first battery heat exchange circulation loop; in other words, the first electric heater 12 and the second heater are used to heat the coolant in the first battery heat exchange circulation loop at the same time to meet the heat energy demand of the battery 100 under extremely cold working conditions and ensure that the battery 100 can work normally.

[0068] The first electric heater 12 and the second electric heater 23 operate simultaneously, which is particularly suitable for use in extremely cold operating conditions where both the battery 100 and the passenger compartment require heating, but the electric drive assembly 200 does not require cooling. Whether the passenger compartment requires heating can be determined by whether the user has turned on the in-car air conditioning. Whether the battery 100 requires heating can be determined by whether the temperature inside the battery 100 is lower than the temperature required for normal operation of the battery 100. Whether the electric drive assembly 200 requires cooling can be determined by whether the temperature of the electric drive assembly 200 is higher than the temperature required to ensure normal operation of the electric drive assembly 200. The specific method of determining whether the battery 100 and the passenger compartment require heating, and whether the electric drive assembly 200 requires cooling is prior art in this field and will not be described in detail again.

[0069] Specifically, the second control valve 24 has a second valve port 1, a second valve port 2, and a second valve port 3. The first passenger compartment heat exchanger 21 is located in the first battery heat exchange loop between the second valve port 1 and the inlet of the second pump 25. The second valve port 2 is connected to the outlet of the second pump 25, and the second valve port 3 is connected to the inlet of the battery cooling channel. The second valve port 2 can selectively communicate with at least one of the second valve port 1 and the second valve port 3.

[0070] When the second valve port 2 is connected to both the second valve port 1 and the second valve port, the second pump 25 can deliver the coolant heated by the second electric heater 23 to the first passenger compartment heat exchanger 21 and the battery cooling channel. When the second valve port 2 is connected only to the second valve port 1, the second pump 25 delivers all the coolant heated by the second electric heater 23 to the first passenger compartment heat exchanger 21. In actual installation, the second electric heater 23 is installed near the first passenger compartment heat exchanger 21, and the first electric heater 12 is installed near the battery 100. When electric heaters are needed to heat the battery 100, the first electric heater 12 is preferentially used to heat the coolant in the first battery heat exchange circuit. If the first electric heater 12 cannot meet the thermal energy needs of the battery 100 and the second electric heater 23 is required to heat the battery 100, typically when the ambient temperature is extremely low, i.e., when the vehicle is operating in extremely cold conditions, the passenger compartment will also require heating. Therefore, it is unlikely that the second electric heater 23 will only heat the battery 100.

[0071] The thermal energy requirement of battery 100 can be determined based on the internal temperature of battery 100 and the ambient temperature. The corresponding relationship between the thermal energy requirement of battery 100, the internal temperature of battery 100, and the ambient temperature can be determined through repeated testing, such as an MPA chart or data relationship, and pre-embedded in the vehicle's thermal management controller. When the thermal energy requirement of battery 100 needs to be determined, the corresponding thermal energy requirement of battery 100 is queried based on the actual internal temperature of battery 100 and the current ambient temperature.

[0072] The passenger compartment heat energy requirement is determined based on the user-set passenger compartment temperature. When the battery 100 heat energy requirement exceeds the maximum heat energy generated by the first electric heater 12 operating at maximum power, the heat energy required for the second electric heater 23 is calculated by adding the difference between the battery 100 heat energy requirement and the maximum heat energy generated by the first electric heater 12 operating at maximum power to the passenger compartment heat energy requirement. The power of the second electric heater 23 is adjusted accordingly. Both the first and second control valves 18 and 24 are flow control valves. The openings of the first and second control valves 18 and 24 are adjusted simultaneously to ensure that the heat energy delivered to the passenger compartment and the battery 100 meets the required heat energy.

[0073] In some embodiments, as Figure 3As shown, the vehicle thermal management system also includes a heat exchanger 44, an electric drive assembly 200, a first four-way valve 16 and a second four-way valve 17, wherein the heat exchanger 44 is arranged on the passenger compartment heat exchange circulation loop and is located between the inlet of the second pump 25 and the second electric heater 23; the first four-way valve 16 and the second four-way valve 17 can cooperate to connect the electric drive cooling channel, the first pump 13, and the battery cooling channel of the electric drive assembly 200 in series in sequence to form a heat exchange circulation loop of the electric drive assembly 200, and the first four-way valve 16 and the second four-way valve 17 can also cooperate to make the first battery heat exchange circulation loop conductive.

[0074] The vehicle thermal management system control method also includes the following steps: when both the battery 100 and the passenger compartment have heating requirements and the temperature in the electric drive cooling channel exceeds the set threshold, the second electric heater 23, the second pump 25 and the second pump 25 are controlled to work; at the same time, the first four-way valve 16, the second four-way valve 17 and the first control valve 18 are controlled to open the third battery heat exchange circulation loop, and the second control valve 24 is controlled to open the passenger compartment heat exchange circulation loop, and the outlet of the second pump 25 is connected to the inlet of the battery cooling channel.

[0075] The operation of the electric drive assembly 200 causes the coolant in the electric drive cooling channel to heat up. The heat energy of the high-temperature coolant in the cold channel of the electric drive assembly 200 is transferred to the coolant in the passenger compartment heat exchange circulation loop through the heat exchanger 44, causing the coolant in the passenger compartment heat exchange circulation loop to heat up. This part of the heat energy can heat the passenger compartment through the first passenger compartment heat exchanger 21. At the same time, the electric drive cooling channel and the battery cooling channel are connected in series, that is, the third battery heat exchange circulation loop is turned on, so as to use the heat energy generated by the operation of the electric drive assembly 200 to heat the battery 100, thereby making full use of the heat energy generated by the operation of the electric drive assembly 200.

[0076] In some embodiments, as Figure 4 As shown, the vehicle thermal management system further includes an eighth control valve 45, which can selectively connect the outlet of the electric drive cooling channel to the second channel inlet of the heat exchanger 44, or to the second channel outlet of the heat exchanger 44. Exemplarily, the eighth control valve 45 is a three-way valve.

[0077] When the passenger compartment does not require heating, but the battery 100 has a heating requirement, and the outlet temperature of the electric drive cooling channel is higher than the preset electric drive operating temperature, the electric drive cooling channel and the battery cooling channel can be connected in series through the first four-way valve 16, the second four-way valve 17 and the eighth control valve 45, and the heat exchanger 44 can be disconnected, so as to utilize the heat energy generated by the operation of the electric drive assembly 200 to heat the battery 100 and fully utilize the heat energy generated by the operation of the electric drive assembly 200.

[0078] In some embodiments, as Figure 5As shown, the vehicle thermal management system also includes a first condenser 29, a first expansion valve 34, a first cooler 28 and a first compressor 27, which are connected end to end to form a first heat exchange circulation loop. The first cooler 28 is connected in series to the first battery heat exchange circulation loop and is located between the first electric heater 12 and the first control valve 18.

[0079] The vehicle thermal management system also includes a second condenser 15, a second expansion valve, a second cooler 11 and a second compressor 14, which are connected end to end to form a second heat exchange circulation loop. The second cooler 11 is connected in series to the first battery heat exchange circulation loop and is located between the inlet of the first pump 13 and the first control valve 18. The second cooler 11 and the first cooler 28 are arranged in parallel, and the battery cooling channel can be selectively connected to at least one of the second cooler 11 and the first cooler 28 through the first control valve 18.

[0080] When the cooling power requirement of the battery 100 is greater than the preset required power, it means that either the first cooler 28 or the second cooler 11 alone cannot meet the cooling demand of the battery 100, and the first pump 13 is controlled to work, and the first control valve 18 is controlled to make the battery cooling channel connected to the first cooler 28 and the second cooler 11 at the same time; at the same time, the first compressor 27 is controlled to work so that the first cooler 28 cools down the coolant in the first battery heat exchange circulation loop; at the same time, the second compressor 14 is controlled to work so that the second cooler 11 cools down the coolant in the first battery heat exchange circulation loop.

[0081] When the cooling power requirement of the battery 100 is greater than the preset required power, it indicates that the cooling demand of the battery 100 is relatively large, and the first cooler 28 and the second cooler 11 need to be used simultaneously to cool the battery 100 .

[0082] Specifically, the first four-way valve 16 has valve ports A1 , A2 , A3 , and A4 , and the second four-way valve 17 has valve ports B1 , B2 , B3 , and B4 .

[0083] Among them, valve port A1 is connected to the outlet of the electric drive cooling channel, valve port A2 is connected to valve port B1 through the first cooler 28, valve port A3 is connected to valve port B4, valve port A4 is connected to the inlet of the first pump 13 through the first heater, B2 is connected to the inlet of the electric drive cooling channel, and B3 is connected to the outlet of the battery 100 cooling channel.

[0084] The first control valve 18 is a three-way valve. Valve port 1 of the first control valve 18 is connected to the inlet of the first pump 13 through the second cooler 11, valve port 2 of the first control valve 18 is connected to valve port B3, and valve port 3 of the first control valve 18 is connected to the outlet of the cooling channel of the battery 100.

[0085] like Figure 2As shown, valve port A3 and valve port A4 can be controlled to be connected, and valve port A1 and valve port A2 can be controlled to be disconnected; at the same time, valve port B3 and valve port B4 can be controlled to be connected, and valve port B1 and valve port B2 can be controlled to be disconnected; at the same time, valve port 2 and valve port 3 of the first control valve 18 can be controlled to be connected, and valve port 1 of the first control valve 18 can be controlled to be disconnected from valve port 2 and valve port 3, so that the battery cooling flow channel, valve port 3 of the first control valve 18, valve port 2 of the first control valve 18, valve port B3 are connected, valve port B4, valve port A3, valve port A4, the first electric heater 12 and the first pump 13 are connected end to end in sequence, so that the first battery heat exchange circulation loop is connected.

[0086] like Figure 3 As shown, valve port A1 and valve port A4 can be controlled to be connected, and valve port A2 and valve port A3 can be controlled to be connected; at the same time, valve port B3 and valve port B4 can be controlled to be connected, and valve port B1 and valve port B2 can be controlled to be connected; and valve port 2 and valve port 3 of the first control valve 18 can be controlled to be connected at the same time, and valve port 1 of the first control valve 18 can be controlled to be disconnected from valve port 2 and valve port 3, so that the third battery heat exchange circulation loop formed by the electric drive cooling channel, the second channel of the heat exchanger 44, valve port A1, valve port A4, the first pump 13, the battery cooling channel, the first control valve 18, valve port B3, valve port B4, valve port A3, valve port A2, valve port B1, and valve port B2 connected in series in sequence is connected.

[0087] like Figure 4 As shown, valve port A1 and valve port A3 can be controlled to be connected, valve port A2 and valve port A4 can be controlled to be connected, valve port B4 and valve port B3 can be controlled to be connected, and valve port B1 and valve port B2 can be controlled to be connected in series, so as to connect the electric drive cooling channel and the battery cooling channel in series.

[0088] like Figure 5 As shown, the valve port 1 of the first control valve 18 and the valve port 2 of the first control valve 18 can be controlled to be connected, and the valve port 3 of the first control valve 18 and the valve port 2 of the first control valve 18 can be controlled to be connected, the valve port B3 and the valve port B1 can be connected, and the valve port B2 and the valve port B4 can be connected; the valve port A2 and the valve port A4 can be connected, and the valve port A1 and the valve port A3 can be disconnected, so that the battery cooling flow channel, the valve port 3 of the first control valve 18, the valve port 2 of the first control valve 18, the valve port B3, the valve port B1, the first cooler 28, the valve port A2, the valve port A4 and the first pump 13 are connected in series in sequence to form the first battery heat exchange circulation loop. At the same time, the second cooler 11, valve port 1 of the first control valve 18, valve port 2 of the first control valve 18, valve port B3, valve port B1, the first cooler 28, valve port A2, valve port A4, and the first electric heater 12 are connected in series in sequence to form a second battery heat exchange circulation loop, that is, the first cooler 28 and the second cooler 11 are connected in parallel to cool the battery 100 at the same time.

[0089] In some embodiments, as Figure 6As shown, the vehicle thermal management system also includes a second passenger compartment heat exchanger 22. The second passenger compartment heat exchanger 22, the first compressor 27, the first condenser 29, and the third expansion valve 38 are connected end to end in sequence to form a third heat exchange circulation loop. The inlet of the second passenger compartment heat exchanger 22 is connected to the inlet of the first expansion valve 34 through the first control switch valve 33, and the outlet of the second passenger compartment heat exchanger 22 is connected to the first cooler 28 through the first check valve 39.

[0090] When the cooling power requirement of the battery 100 is greater than the preset required power, the passenger compartment also has a cooling demand, and the third heat exchange circulation loop is turned on to cool the passenger compartment through the second passenger compartment heat exchanger 22. The first battery heat exchange circulation loop and the second battery heat exchange circulation loop are both turned on to achieve simultaneous cooling of the battery 100 through the second cooler 11 and the first cooler 28. The coolant flows through the second cooler 11 to absorb the heat of the battery 100 and is sent to the second condenser 15 by the second compressor 14. The coolant flows through the first cooler 28 and the second passenger compartment heat exchanger 22 to absorb the heat and is sent to the first condenser 29 by the first compressor 27. The cooling fan 6 works to cool the coolant flowing through the first condenser 29 and the second condenser 15.

[0091] Specifically, if Figure 7 As shown, the vehicle thermal management system further includes a three-way control valve 51, a third check valve 52, and a fourth control valve 53. Valve port 1 of the three-way control valve 51 is connected to the inlet of the third expansion valve 38 via the first condenser 29, while valve port 3 of the three-way control valve 51 is connected to the outlet of the first compressor 27. Valve port 2 of the three-way control valve 51 is connected to the inlet of the fourth control valve 53. The inlet of the third expansion valve 38 is connected to the inlet of the fourth control valve 53 via a one-way valve. The outlet of the third expansion valve 38 and the outlet of the fourth control valve 53 are connected to the first cooler 28, and the inlet of the fourth control valve 53 is connected to the first condenser 29 via the third check valve 52. The outlet of the second cooler 11 is connected to the inlet of the second compressor 14, and the inlet of the second cooler 11 is connected to the outlet of the second condenser 15 via the second control on-off valve 19.

[0092] like Figure 1 and Figure 7 As shown, the third expansion valve 38, the three-way control valve 51, the third check valve 52 and the fourth control valve 53 can be integrated into a valve block 300. The third expansion valve 38, the three-way control valve 51, the third check valve 52 and the fourth control valve 53 can also be provided independently.

[0093] like Figure 6 and Figure 7As shown, valve port one and valve port three of the three-way control valve 51 can be controlled to be connected, and the fourth control valve 53 can be disconnected, so that the outlet of the first compressor 27 is connected to the first condenser 29 through the three-way valve, and the first condenser 29 is connected to the first cooler 28 through the third expansion valve 38.

[0094] In some embodiments, as Figure 7 and Figure 8 As shown, the vehicle thermal management system also includes a third passenger compartment heat exchanger 32. The third passenger compartment heat exchanger 32, the first expansion valve 34, the first cooler 28 and the first compressor 27 can be connected end to end to form a fourth heat exchange circulation loop. The inlet of the third passenger compartment heat exchanger 32 is provided with a third control valve 36, and the outlet of the third passenger compartment heat exchanger 32 is provided with a second check valve 26.

[0095] When the passenger compartment needs to be heated and the battery 100 needs to dissipate heat, valve port three and valve port two of the first control valve 18 are connected, valve port B3 and valve port B1 are connected, valve port B2 and valve port B4 are connected, and the first battery heat exchange circulation loop is conducted. The coolant circulates in the first battery heat exchange circulation loop under the action of the first pump 13. When the coolant flows through the battery 100, it absorbs the heat generated by the operation of the battery 100 and heats up. After the coolant in the first battery heat exchange circulation loop cools down when flowing through the first cooler 28, it is sent into the battery cooling channel again by the first pump 13 to cool the battery 100.

[0096] At the same time, valve port three and valve port two of the three-way control valve 51 are connected, the fourth control valve 53 is connected, the fourth heat exchange circulation loop is turned on, the first compressor 27 is working, and the coolant in the fourth heat exchange circulation loop is heated when flowing through the first cooler 28. It is then sent by the first compressor 27 to the third passenger compartment heat exchanger 32 to heat the passenger compartment for utilization.

[0097] In some embodiments, as Figure 9 As shown, the vehicle thermal management system further includes a ninth control valve 43. When valve port 1 and valve port 3 of the ninth control valve 43 are connected, the outlet of the electric drive cooling channel is connected to valve port A1.

[0098] When the passenger compartment has a heating demand, the battery 100 has a cooling demand, and the electric drive assembly 200 has a heat dissipation demand, and the outlet temperature of the electric drive cooling channel is lower than the outlet temperature of the battery cooling channel, the valve port 2 and the valve port 3 of the eighth control valve 45 can be controlled to be connected, and the valve port 1 and the valve port 3 of the ninth control valve 43 can be controlled to be connected, the valve port A1 and the valve port A4 are connected, the valve port A2 and the valve port A4 are connected, the valve port B1 and the valve port B2, and the valve port B3 and the valve port B4 are connected, so that the coolant in the electric drive cooling channel flows into the battery cooling channel, absorbs the heat inside the battery 100 to cool the battery 100, and then enters the first channel of the first cooler 28. After the coolant in the second channel of the first cooler 28 absorbs the heat, is compressed and heated by the first compressor 27, and then enters the third passenger compartment heat exchanger 32 to heat the passenger compartment.

[0099] like Figure 10 As shown, the vehicle thermal management system also includes a fifth control valve 35, which is connected between the outlet of the second check valve 26 and the inlet of the third control valve 36; the first condenser 29, the third expansion valve 38, the third passenger compartment heat exchanger 32 and the first compressor 27 can be connected end to end to form a fifth heat exchange circulation loop.

[0100] When the fourth heat exchange loop needs to be opened, that is, when the third passenger compartment heat exchanger 32 needs to be connected, the fifth control valve 35 is opened and the third control valve 36 is opened. When the third heat exchange loop needs to be opened, that is, when the third passenger compartment heat exchanger 32 is not needed, the fifth control valve 35 is opened and the third control valve 36 is opened.

[0101] When both the passenger compartment and the battery 100 require heating, the first electric heater 12 can be used to heat the battery 100, and the coolant flowing through the third crew compartment heat exchanger is cooled, and the passenger compartment is heated through the third crew compartment heat exchanger; then the coolant flows through the first condenser 29 to absorb heat from the environment and enters the first compressor 27, where it is compressed and heated.

[0102] Specifically, the vehicle thermal management system further includes a sixth control valve 31 and a seventh control valve 37. The seventh control valve 37 is connected between the first condenser 29 and the inlet of the first compressor 27. The sixth control valve 31 can selectively connect the inlet of the first compressor 27 to the outlet of the seventh control valve 37 and the outlet of the second channel of the first cooler 28. Exemplarily, the seventh control valve 37 is a three-way valve.

[0103] The fifth control valve 35 and the seventh control valve 37 are opened, and the third control valve 36 is disconnected, connecting valve port 3 and valve port 1 of the sixth control valve 31, so that the inlet of the first compressor 27 and the outlet of the seventh control valve 37 are connected, thereby connecting the fifth heat exchange circulation loop.

[0104] In some embodiments, as Figure 11 As shown, the vehicle thermal management system also includes a third pump 41 and a radiator 42. The valve port 1 of the ninth control valve 43 is connected to the valve port 2 of the eighth control valve 45, the second channel outlet of the heat exchanger 44, and the inlet of the radiator 42. The valve port 2 of the ninth control valve 43 is connected to the outlet of the radiator 42, and the valve port 3 of the ninth control valve 43 is connected to the valve port A1 through the third pump 41.

[0105] When the passenger compartment needs to be heated and the temperature at the outlet of the electric drive cooling channel exceeds the preset electric drive operating temperature, valve port 3 and valve port 1 of the eighth control valve 45 are controlled to be connected, valve port 2 and valve port 3 of the ninth control valve 43 are controlled to be connected, valve port A1 and valve port A4 are connected, and valve port B2 and valve port B3 are connected. The third pump 41 operates to send the high-temperature coolant in the electric drive coolant channel to the second channel of the heat exchanger 44, thereby heating the coolant in the first channel of the heat exchanger 44. The second pump 25 operates to allow the high-temperature coolant in the first channel of the heat exchanger 44 to enter the first passenger compartment heat exchanger 21 to heat the passenger compartment. The cooled coolant in the second channel of the heat exchanger 44 enters the radiator 42, is further cooled by the cooling fan 6, and is then sent to the electric drive cooling channel by the third pump 41, thereby heating the passenger compartment using the heat generated by the operation of the electric drive assembly 200.

[0106] In some embodiments, as Figure 12 As shown, valve port 1 and valve port 2 of the sixth control valve 31 are connected, valve port 3 and valve port 2 of the three-way control valve 51 are connected, and the fourth control valve 53 and the third control valve 36 are open. The first compressor 27, the third control valve 36, the second passenger compartment heat exchanger 22, the second check valve 26, valve ports 3 and 2 of the three-way control valve 51, the fourth control valve 53, the first expansion valve 34, the first control on-off valve 33, the third passenger compartment heat exchanger 32, the first check valve 39, and valve ports 2 and 1 of the sixth control valve 31 are connected end-to-end in sequence. The second and third passenger compartment heat exchangers 22 and 32 work together to dehumidify the passenger compartment.

[0107] In some embodiments, as Figure 13 As shown, in the example, when the passenger compartment requires both dehumidification and heating, the first compressor 27, the third control valve 36, the second passenger compartment heat exchanger 22, the second check valve 26, valve ports 3 and 2 of the three-way control valve 51, the fourth control valve 53, the first expansion valve 34, the first control on / off valve 33, the third passenger compartment heat exchanger 32, the first check valve 39, and valve ports 2 and 1 of the sixth control valve 31 are sequentially connected end-to-end. The second and third passenger compartment heat exchangers 22 and 32 work together to dehumidify the passenger compartment.

[0108] At the same time, valve port 2 and valve port 3 of the sixth control valve 31 are connected, the seventh control valve 37 is opened, and valve port 3 and valve port 1 of the three-way control valve 51 are connected, so that the first compressor 27, the third control valve 36, the second passenger compartment heat exchanger 22, the second check valve 26, valve port 3 and valve port 1 of the three-way control valve 51, the first condenser 29, the third expansion valve 38, the seventh control valve 37, and valve port 3 and valve port 1 of the sixth control valve 31 are connected end to end in sequence.

[0109] The first condenser 29 absorbs heat energy from the air, which is then compressed and heated by the first compressor 27 and then sent to the second passenger compartment heat exchanger 22 for cooling, thereby heating the passenger compartment.

[0110] In some embodiments, as Figure 14 As shown, if the passenger compartment has dehumidification and heat preservation requirements, and the battery 100 has cooling requirements, then Figure 12 As shown, while the second passenger compartment heat exchanger 22 and the third passenger compartment heat exchanger 32 cooperate to dehumidify the passenger compartment, the valve port three and valve port two of the first control valve 18 are connected, the valve port B1 and valve port B3 are connected, and the valve port A2 and valve port A4 are connected. The high-temperature coolant in the battery cooling flow channel is sent to the first channel of the first cooler 28 by the first pump 13, so that the coolant in the second channel of the first cooler 28 is heated. Then, the coolant in the second channel of the first cooler 28 enters the first compressor 27 for compression and heating, and then enters the second passenger compartment heat exchanger 22 to heat the second passenger compartment heat exchanger 22, thereby realizing heating of the passenger compartment by using the heat energy generated by the battery 100.

[0111] In some embodiments, as Figure 15 As shown, when the passenger compartment has a cooling demand, valve port 1 and valve port 2 of the sixth control valve 31 are connected, and valve port 3 and valve port 1 of the three-way control valve 51 are connected, so that the first compressor 27, the fifth control valve 35, valve port 3 and valve port 1 of the three-way control valve 51, the first condenser 29, the third expansion valve 38, the first control switch valve 33, the third passenger compartment heat exchanger 32, the first check valve 39, and valve port 2 and valve port 1 of the sixth control valve 31 are connected end to end in sequence.

[0112] The coolant in the third passenger compartment heat exchanger 32 absorbs the heat in the passenger compartment, and is then compressed by the first compressor 27 and sent to the first condenser 29 . At the same time, the cooling fan 6 is controlled to operate so that the coolant in the first condenser 29 is cooled, and then enters the third passenger compartment heat exchanger 32 .

[0113] In some embodiments, as Figure 16As shown, when there is a need for defrosting, valve port A2 is connected to valve port A4, valve port B1 is connected to valve port B3, valve port 1 of the first control valve 18 is connected to valve port 2 and valve port 3, the first electric heater 12 works to heat the coolant in the battery cooling channel, and the first pump 13 delivers the coolant in the battery cooling channel to the first channel of the first cooler 28 and the first channel of the second cooler 11 to defrost the first cooler 28 and the second cooler 11.

[0114] At the same time, the coolant in the second channel of the first cooler 28 is heated, and is compressed and heated by the first compressor 27 and then sent to the second passenger compartment heat exchanger 22 to heat the passenger compartment; it is then sent to the first condenser 29 to cool down and melt the ice in the first condenser 29.

[0115] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. A vehicle thermal management system, characterized in that: include: A battery (100) and a first pump (13), wherein the first pump (13) and a battery cooling channel of the battery (100) are connected end to end to form a first battery heat exchange circulation loop, and a first electric heater (12) is provided on the first battery heat exchange circulation loop between the inlet of the first pump (13) and the outlet of the battery cooling channel; a first passenger compartment heat exchanger (21) and a second pump (25), wherein the first passenger compartment heat exchanger (21) and the second pump (25) are connected end to end to form a passenger compartment heat exchange circulation loop, and a second electric heater (23) is provided on the passenger compartment heat exchange circulation loop between an inlet of the second pump (25) and the first passenger compartment heat exchanger (21); a first control valve (18), the first control valve (18) being arranged on the passenger compartment heat exchange circulation loop between the second electric heater (23) and the outlet of the battery cooling flow channel, and an inlet of the first control valve (18) being connected to the passenger compartment heat exchange circulation loop between the second electric heater (23) and the first passenger compartment heat exchanger (21); a second control valve (24), the second control valve (24) being capable of selectively connecting an outlet of the second pump (25) to at least one of the first passenger compartment heat exchanger (21) and the battery cooling flow channel; A first condenser (29), a first expansion valve (34), a first cooler (28), and a first compressor (27) are connected end to end in sequence to form a first heat exchange circulation loop, wherein the first cooler (28) is connected in series to the first battery heat exchange circulation loop and is located between the first electric heater (12) and the first control valve (18); The vehicle thermal management system further includes: a second passenger compartment heat exchanger (22), wherein the second passenger compartment heat exchanger (22), the first compressor (27), the first condenser (29), and the third expansion valve (38) are connected end to end in sequence to form a third heat exchange circulation loop, wherein the inlet of the second passenger compartment heat exchanger (22) is connected to the inlet of the first expansion valve (34) via a first control switch valve (33), and the outlet of the second passenger compartment heat exchanger (22) is connected to the first cooler (28) via a first check valve (39); The vehicle thermal management system further includes a third passenger compartment heat exchanger (32), wherein the third passenger compartment heat exchanger (32), the first expansion valve (34), the first cooler (28) and the first compressor (27) can be connected end to end to form a fourth heat exchange circulation loop, wherein the inlet of the third passenger compartment heat exchanger (32) is provided with a third control valve (36), and the outlet of the third passenger compartment heat exchanger (32) is provided with a second check valve (26).

2. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system further includes: a heat exchanger (44) disposed on the passenger compartment heat exchange circulation loop and located between the inlet of the second pump (25) and the second electric heater (23); An electric drive assembly (200), a first four-way valve (16), and a second four-way valve (17); the first four-way valve (16) and the second four-way valve (17) cooperate to connect the electric drive cooling channel, the first pump (13), and the battery cooling channel of the electric drive assembly (200) in series and form a third battery heat exchange circulation loop; the first four-way valve (16) and the second four-way valve (17) cooperate to connect the first battery heat exchange circulation loop.

3. The vehicle thermal management system according to claim 2, characterized in that: The vehicle thermal management system further includes: a second condenser (15), a second expansion valve, a second cooler (11) and a second compressor (14), which are connected end to end in sequence to form a second heat exchange circulation loop, the second cooler (11) is connected in series to the first battery heat exchange circulation loop and is located between the inlet of the first pump (13) and the first control valve (18), the second cooler (11) and the first cooler (28) are arranged in parallel, and the battery cooling channel can be selectively connected to at least one of the second cooler (11) and the first cooler (28) through the first control valve (18).

4. The vehicle thermal management system according to claim 3, characterized in that: The first condenser (29), the third expansion valve (38), the third passenger compartment heat exchanger (32), and the first compressor (27) can be connected end to end to form a fifth heat exchange circulation loop.

5. A vehicle thermal management system control method, characterized in that: For the vehicle thermal management system according to claim 3 or 4, the vehicle thermal management system control method comprises the following steps: Under extremely cold working conditions, when both the battery (100) and the passenger compartment have heating requirements, and when the heat energy generated by the first electric heater (12) when operating at maximum power is less than the required heat energy of the battery (100), the first electric heater (12) and the first pump (13) are controlled to operate, and the first control valve (18) is controlled to open to conduct the first battery heat exchange circulation loop, and the first electric heater (12) heats the coolant in the first battery heat exchange circulation loop to heat the battery (100); At the same time, the second electric heater (23) and the second pump (25) are controlled to operate, and the coolant in the passenger compartment heat exchange circulation loop circulates. The second pump (25) sends a portion of the coolant to the first passenger compartment heat exchanger (21) through the second control valve (24) to heat the passenger compartment, and sends another portion of the coolant to the battery cooling flow channel to heat the battery (100).

6. The vehicle thermal management system control method according to claim 5, characterized in that: When both the battery (100) and the passenger compartment have heating requirements and the temperature in the electric drive cooling channel of the electric drive assembly (200) exceeds a set threshold, controlling the second electric heater (23) and the second pump (25) to operate; Simultaneously, the first four-way valve (16), the second four-way valve (17) and the first control valve (18) are controlled to connect the third battery heat exchange circulation loop, and the second control valve (24) is controlled to connect the passenger compartment heat exchange circulation loop, and the outlet of the second pump (25) is connected to the inlet of the battery cooling channel.

7. The vehicle thermal management system control method according to claim 6, characterized in that: When the cooling power requirement of the battery (100) is greater than the preset required power, the first pump (13) is controlled to operate, and the first control valve (18) is controlled to make the battery cooling flow channel communicate with the first cooler (28) and the second cooler (11) at the same time; At the same time, the first compressor (27) is controlled to operate so that the first cooler (28) cools the coolant in the first battery heat exchange circulation loop; and at the same time, the second compressor (14) is controlled to operate so that the second cooler (11) cools the coolant in the first battery heat exchange circulation loop.

8. A vehicle, characterized in that A vehicle thermal management system comprising the vehicle thermal management system according to any one of claims 1 to 4.

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