Thermal management system of vehicle and vehicle

Abstract

The invention discloses a thermal management system of a vehicle and the vehicle. The thermal management system of the vehicle comprises a first heat exchange subsystem and a second heat exchange subsystem, a second heat exchange subsystem; a plate heat exchanger; the heat management system has a first heat exchange mode, and in the first heat exchange mode, when the temperature of a water inlet of the first branch is smaller than a first preset value, the first heat exchange subsystem is controlled to work, and the second heat exchange subsystem is controlled not to work; and when the temperature of the water inlet of the first branch is not smaller than a first preset value, the first heat exchange subsystem and the second heat exchange subsystem are controlled to work. Therefore, the heat management system of the vehicle can preheat the cooling liquid in the first heat exchange subsystem by operating the first heat exchange mode, and then the heated cooling liquid performs temperature compensation on the refrigerant in the second heat exchange subsystem, so that the temperature of the refrigerant is prevented from being too low, the cooling requirement of the battery module can be responded in a low-temperature environment, and the service life of the battery module is prolonged. And the battery module is ensured to work in a safe and efficient temperature control interval.

Description

Technical Field

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

[0002] The thermal management system is a very important system in the automotive field. The performance of the thermal management system directly affects the safety, power economy and comfort of the vehicle. In new energy vehicles, thermal management includes the cooling and heating of the air conditioning in the passenger compartment and the three-electric system (motor, battery, and electronic control). The thermal management method for battery modules is mainly based on the principle of vapor compression refrigeration cycle, which uses the physical change of the refrigerant to heat or cool the battery module to ensure that the battery module operates within a safe and efficient temperature control range. However, in a low temperature environment (for example, below -5°C), when the battery module requests cooling, due to the low ambient temperature, the temperature of the refrigerant flowing into the liquid inlet of the battery pack is too low, and the temperature of the battery pack inlet cannot be controlled at the target value, which will have a negative impact on the electrochemical characteristics of the battery module. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to propose a vehicle thermal management system, which, without changing the original thermal management architecture, preheats the coolant in advance and then allows the coolant to perform temperature compensation on the refrigerant to avoid the refrigerant temperature being too low, thereby responding to the cooling needs of the battery module in a low temperature environment.

[0004] The present invention further provides a vehicle.

[0005] According to an embodiment of the present invention, the thermal management system of a vehicle includes: a first heat exchange subsystem, which is used to realize heat exchange of the vehicle powertrain module; a second heat exchange subsystem, which is used to realize heat exchange of the vehicle battery module; a plate heat exchanger, which has a first branch and a second branch arranged in parallel, the first branch is connected to the first heat exchange subsystem, and the second branch is connected to the second heat exchange subsystem; the thermal management system has a first heat exchange mode, in which: when the water inlet temperature of the first branch is less than a first preset value, the first heat exchange subsystem is controlled to work, and the second heat exchange subsystem is not controlled to work; when the water inlet temperature of the first branch is not less than the first preset value, the first heat exchange subsystem and the second heat exchange subsystem are controlled to work.

[0006] Therefore, the vehicle's thermal management system can run the first heat exchange mode to preheat the coolant in the first heat exchange subsystem, and then use the heated coolant to compensate the temperature of the refrigerant in the second heat exchange subsystem to avoid the refrigerant temperature being too low. In this way, it can respond to the cooling needs of the battery module even in a low temperature environment and ensure that the battery module operates in a safe and efficient temperature control range.

[0007] In some examples of the present invention, the first heat exchange subsystem includes a powertrain module and a water pump, the water outlet of the powertrain module is connected to the water inlet of the first branch, the water inlet of the water pump is connected to the water outlet of the first branch, and the water outlet of the water pump is connected to the water inlet of the powertrain module.

[0008] In some examples of the present invention, the first heat exchange subsystem further includes a radiator, a water outlet of the radiator is connected to a water inlet of the powertrain module, and the water inlet of the radiator is selectively connected to a water outlet of the water pump.

[0009] In some examples of the present invention, the first heat exchange subsystem also includes a three-way valve, the three-way valve having a first outlet, a second outlet and an inlet, the first outlet being connected to a water inlet of the powertrain module, the second outlet being connected to a water inlet of the radiator, the inlet being connected to a water outlet of the first branch, and one of the first outlet and the second outlet being selectively connected to the inlet.

[0010] In some examples of the present invention, the second heat exchange subsystem includes: a compressor, an in-vehicle condenser, a throttling device and a battery pack heat exchanger, the refrigerant inlet of the throttling device is connected to the refrigerant outlet of the second branch, the refrigerant outlet of the throttling device is connected to the refrigerant inlet of the battery pack heat exchanger, the refrigerant outlet of the battery pack heat exchanger is connected to the refrigerant inlet of the compressor, the refrigerant outlet of the compressor is connected to the refrigerant inlet of the in-vehicle condenser, and the refrigerant outlet of the in-vehicle condenser is connected to the refrigerant inlet of the second branch.

[0011] In some examples of the present invention, the second heat exchange subsystem also includes a first solenoid valve and a second solenoid valve, the first solenoid valve is connected between the refrigerant outlet of the in-vehicle condenser and the refrigerant inlet of the second branch, the second solenoid valve is connected between the refrigerant outlet of the in-vehicle condenser and the refrigerant inlet of the throttling element, the first solenoid valve and the second solenoid valve are arranged in parallel and one of the first solenoid valve and the second solenoid valve is selectively opened.

[0012] In some examples of the present invention, the second heat exchange subsystem also includes an outdoor condenser, a third solenoid valve and a fourth solenoid valve, the refrigerant inlet of the outdoor condenser is connected to the refrigerant outlet of the indoor condenser, the refrigerant outlet of the outdoor condenser is connected to the refrigerant inlet of the second branch, the third solenoid valve is connected between the refrigerant outlet of the indoor condenser and the refrigerant inlet of the outdoor condenser, the fourth solenoid valve is connected between the refrigerant outlet of the indoor condenser and the refrigerant inlet of the second branch, the third solenoid valve and the fourth solenoid valve are arranged in parallel and one of the third solenoid valve and the fourth solenoid valve is selectively opened.

[0013] In some examples of the present invention, in the first heat exchange mode: when the water inlet temperature of the first branch is less than a first preset value, the powertrain module is controlled to turn on heating, the water pump is controlled to turn on, the inlet is controlled to be connected with the first outlet, and the compressor is controlled to turn off; when the water inlet temperature of the first branch is not less than the first preset value, the powertrain module is controlled to turn off heating, the water pump is controlled to turn on, the inlet is controlled to be connected with the first outlet, the compressor is controlled to turn on, the first solenoid valve and the fourth solenoid valve are controlled to open, and the second solenoid valve and the third solenoid valve are controlled to close, wherein when the ambient temperature is less than the second preset value, the thermal management system of the vehicle operates the first heat exchange mode.

[0014] In some examples of the present invention, the thermal management system has a second heat exchange mode, in which: the compressor is controlled to turn on, the second solenoid valve and the third solenoid valve are controlled to open, and the first solenoid valve and the fourth solenoid valve are controlled to close, wherein when the ambient temperature is not less than a second preset value, the thermal management system of the vehicle operates the second heat exchange mode.

[0015] A vehicle according to an embodiment of the present invention includes: the thermal management system of the vehicle described above.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0018] Figure 1 is a schematic diagram of a thermal management system for a vehicle according to an embodiment of the present invention;

[0019] Figure 2 is a control flow chart of a thermal management system of a vehicle according to an embodiment of the present invention.

[0020] Reference numerals:

[0021] 100. Thermal management system;

[0022] 10. First heat exchange subsystem; 11. Powertrain module; 111. Drive motor; 112. Motor controller; 12. Water pump; 13. Radiator; 14. Three-way valve; 141. First outlet; 142. Second outlet; 143. Inlet; 15. Charging and distribution module; 16. Expansion water tank;

[0023] 20. Second heat exchange subsystem; 21. Compressor; 22. In-vehicle condenser; 23. Throttle; 24. Battery module; 25. First solenoid valve; 26. Second solenoid valve; 27. Out-vehicle condenser; 28. Third solenoid valve; 29. ​​Fourth solenoid valve; 201. Gas-liquid separator; 202. Fan;

[0024] 30. Plate heat exchanger; 31. First branch; 32. Second branch. DETAILED DESCRIPTION

[0025] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0026] Reference below Figure 1 and Figure 2 A thermal management system 100 for a vehicle according to an embodiment of the present invention is described, and the thermal management system 100 may be applied to a vehicle.

[0027] Combination Figure 1 and Figure 2 As shown, the thermal management system 100 of a vehicle according to the present invention may mainly include: a first heat exchange subsystem 10, a second heat exchange subsystem 20 and a plate heat exchanger 30, wherein the first heat exchange subsystem 10 is used to realize heat exchange of the vehicle powertrain module 11, the second heat exchange subsystem 20 is used to realize heat exchange of the vehicle battery module 24, and the plate heat exchanger 30 has a first branch 31 and a second branch 32 arranged in parallel, the first branch 31 is connected to the first heat exchange subsystem 10, and the second branch 32 is connected to the second heat exchange subsystem 20.

[0028] Specifically, since the suitable operating temperature of the powertrain module 11 of the vehicle is relatively high, often higher than the ambient temperature, by providing the first heat exchange subsystem 10, the coolant can circulate in the first heat exchange subsystem 10, and the coolant can directly exchange heat with the powertrain module 11, thereby dissipating the heat of the powertrain module 11 and achieving thermal management of the powertrain module 11. The coolant may include, but is not limited to, a 50% ethylene glycol solution.

[0029] Furthermore, by setting up the second heat exchange subsystem 20, the refrigerant can circulate in the second heat exchange subsystem 20, and the refrigerant can directly exchange heat with the battery module 24, so as to dissipate heat from the battery module 24, ensure that the battery module 24 works within a safe and efficient temperature control range, and achieve thermal management of the battery module 24. Different from the liquid cooling method of using coolant to cool the battery module, this can reduce intermediate heat loss and avoid energy waste. Among them, the refrigerant includes but is not limited to Freon.

[0030] Furthermore, by setting up a plate heat exchanger 30, the first branch 31 of the plate heat exchanger 30 is connected to the first heat exchange subsystem 10, and the second branch 32 of the plate heat exchanger 30 is connected to the second heat exchange subsystem 20, so that the coolant of the first heat exchange subsystem 10 can flow through the first branch 31, and the refrigerant of the second heat exchange subsystem 20 can flow through the second branch 32. Since the first branch 31 and the second branch 32 are arranged in parallel, the coolant and the refrigerant can exchange heat when flowing through the plate heat exchanger 30 at the same time.

[0031] Combination Figure 1 and Figure 2 As shown, the thermal management system 100 has a first heat exchange mode. In the first heat exchange mode: when the water inlet temperature of the first branch 31 is less than a first preset value, the first heat exchange subsystem 10 is controlled to work and the second heat exchange subsystem 20 is not controlled to work; when the water inlet temperature of the first branch 31 is not less than the first preset value, the first heat exchange subsystem 10 and the second heat exchange subsystem 20 are controlled to work.

[0032] Specifically, based on the characteristics of the steam compression thermodynamic cycle, in a low temperature environment, for example below -5°C, when the battery module 24 needs to be cooled, the ambient temperature is low and the refrigerant temperature is low. If the refrigerant with a lower temperature is allowed to flow directly into the battery module 24, the temperature of the refrigerant flowing into the refrigerant inlet of the battery module 24 will be too low, and the refrigerant temperature at the refrigerant inlet of the battery module 24 cannot be controlled at the target value, resulting in the temperature of the battery module 24 being too low, which will have a negative impact on the electrochemical characteristics of the battery module 24.

[0033] By enabling the thermal management system 100 to have a first heat exchange mode, when the thermal management system 100 is in the first heat exchange mode, the water inlet temperature of the first branch 31 can be first obtained, and then the relationship between the water inlet temperature of the first branch 31 and a first preset value can be determined, and based on the relationship between the water inlet temperature of the first branch 31 and the first preset value, the operation of the first heat exchange subsystem 10 and the second heat exchange subsystem 20 can be selectively controlled.

[0034] When the water inlet temperature of the first branch 31 is less than the first preset value, the first heat exchange subsystem 10 can be controlled to work, and the second heat exchange subsystem 20 can be controlled not to work, so that the coolant in the first heat exchange subsystem 10 can absorb the heat generated by the powertrain module 11, and the temperature of the coolant increases, thereby realizing early preheating of the coolant until the water inlet temperature of the first branch 31 is not less than the first preset value, and in this process, the refrigerant in the second branch 32 can perform heat exchange with the coolant in the first branch 31 to increase the temperature of the refrigerant.

[0035] When the temperature of the coolant in the first heat exchange subsystem 10 is not less than the second preset value, or the powertrain module 11 heats the coolant in the first heat exchange subsystem 10 to a temperature not less than the second preset value, the water inlet temperature of the first branch 31 is less than the first preset value. At this time, the first heat exchange subsystem 10 can be controlled to work, and the second heat exchange subsystem 20 can be controlled to work, so that the coolant can continuously heat the refrigerant to prevent the refrigerant temperature from being too low. The heated refrigerant can then exchange heat with the battery module 24, thereby not only cooling the battery module 24, but also preventing the refrigerant from being overcooled, thereby preventing the battery module 24 from being overcooled, thereby enabling the battery module 24 to operate in a safe and efficient temperature control range.

[0036] Therefore, the vehicle's thermal management system 100 can run the first heat exchange mode to preheat the coolant in the first heat exchange subsystem 10, and then allow the heated coolant to perform temperature compensation on the refrigerant in the second heat exchange subsystem 20 to avoid the refrigerant temperature being too low. In this way, it can respond to the cooling needs of the battery module 24 even in a low temperature environment, and ensure that the battery module 24 operates in a safe and efficient temperature control range.

[0037] Combination Figure 1 As shown, the first heat exchange subsystem 10 can mainly include a powertrain module 11 and a water pump 12, the water outlet of the powertrain module 11 is connected to the water inlet of the first branch 31, the water inlet of the water pump 12 is connected to the water outlet of the first branch 31, and the water outlet of the water pump 12 is connected to the water inlet of the powertrain module 11. In this way, when the first heat exchange subsystem 10 is working, the water pump 12 can be started, and the water pump 12 can drive the flow of the coolant in the first heat exchange subsystem 10, so that the coolant in the first heat exchange subsystem 10 can continuously exchange heat with the powertrain module 11, so that the coolant absorbs the heat of the powertrain module 11, ensures the thermal management of the powertrain module 11, and allows the coolant to circulate through the first branch 31, ensuring that the coolant exchanges heat with the refrigerant in the second branch 32. Among them, the powertrain module 11 includes a drive motor 111 and a motor controller 112, and the drive motor 111 and the motor controller 112 will generate heat when working.

[0038] Combination Figure 1 As shown, the first heat exchange subsystem 10 may further include a radiator 13, a water outlet of the radiator 13 is connected to a water inlet of the powertrain module 11, and a water inlet of the radiator 13 is selectively connected to a water outlet of a water pump 12. With such a configuration, when the water pump 12 drives the coolant to flow in the first heat exchange subsystem 10, the heated coolant after heat exchange with the powertrain module 11 may be transported to the radiator 13. The radiator 13 may exchange heat with the ambient air to achieve heat dissipation and cooling of the coolant, thereby ensuring that the thermal management system 100 of the vehicle can achieve continuous cooling of the powertrain module 11 through the first heat exchange subsystem 10.

[0039] Combination Figure 1 As shown, the first heat exchange subsystem 10 may further include a three-way valve 14, the three-way valve 14 having a first outlet 141, a second outlet 142 and an inlet 143, the first outlet 141 being connected to the water inlet of the powertrain module 11, the second outlet 142 being connected to the water inlet of the radiator 13, the inlet 143 being connected to the water outlet of the first branch 31, and one of the first outlet 141 and the second outlet 142 being selectively connected to the inlet 143.

[0040] Specifically, by arranging the three-way valve 14 in the first heat exchange subsystem 10, and connecting the inlet 143 of the three-way valve 14 with the water outlet of the first branch 31, the coolant flowing out of the first branch 31 can flow into the three-way valve 14 through the inlet 143 of the three-way valve 14. By connecting the first outlet 141 of the three-way valve 14 with the water inlet of the power assembly module 11, when the inlet 143 is connected to the first outlet 141, the coolant can flow directly to the power assembly module 11, and by connecting the second outlet 142 of the three-way valve 14 with the water inlet of the radiator 13, when the inlet 143 is connected to the second outlet 142, the coolant can first flow through the radiator 13 and then flow to the power assembly module 11.

[0041] In this way, it is only necessary to control the three-way valve 14 so that the inlet 143 of the three-way valve 14 is selectively connected to the first outlet 141 or the second outlet 142, so that the coolant can selectively flow through the radiator 13, and the radiator 13 can be selectively controlled to dissipate heat and cool the coolant, thereby achieving control of the temperature of the coolant.

[0042] In addition, the first heat exchange subsystem 10 may further include: a charging and distribution module 15, the water inlet of the charging and distribution module 15 is connected to the water outlet of the water pump 12, and the water outlet of the charging and distribution module 15 is connected to the water inlet of the power assembly module 11. In addition, the first heat exchange subsystem 10 is also provided with an expansion water tank 16, the water outlet of the expansion water tank 16 is connected to the inlet of the three-way valve 14, and the water inlet of the expansion water tank 16 is connected to the radiator 13. The expansion water tank 16 can not only absorb the expansion amount of the coolant in the first heat exchange subsystem 10, which can ensure the degassing function of the first heat exchange subsystem 10, but also play a role in constant pressure and replenishing water for the system.

[0043] Combination Figure 1 As shown, the second heat exchange subsystem 20 may mainly include: a compressor 21, an in-vehicle condenser 22, a throttling device 23 and a battery pack heat exchanger, the refrigerant inlet of the throttling device 23 is connected to the refrigerant outlet of the second branch 32, the refrigerant outlet of the throttling device 23 is connected to the refrigerant inlet of the battery pack heat exchanger, the refrigerant outlet of the battery pack heat exchanger is connected to the refrigerant inlet of the compressor 21, the refrigerant outlet of the compressor 21 is connected to the refrigerant inlet of the in-vehicle condenser 22, and the refrigerant outlet of the in-vehicle condenser 22 is connected to the refrigerant inlet of the second branch 32.

[0044] With such arrangement, when the second heat exchange subsystem 20 is working, the compressor 21 can adiabatically compress the refrigerant and provide power for the refrigerant, and the throttling device 23 can throttle and reduce the pressure of the refrigerant, so that the refrigerant can circulate in the second heat exchange subsystem 20, and the refrigerant can exchange heat with the battery pack heat exchanger in the battery module 24 and the in-vehicle condenser 22, to achieve heating or cooling of the battery module 24 and the passenger compartment, ensure that the battery module 24 operates within a safe and efficient temperature control range, and ensure that the temperature of the passenger compartment is appropriate, thereby meeting the thermal management requirements of the battery module 24 and the passenger compartment.

[0045] In addition, the second heat exchange subsystem 20 may further include: a gas-liquid separator 201, the refrigerant inlet of the gas-liquid separator 201 is connected to the refrigerant outlet of the battery pack heat exchanger, and the refrigerant outlet of the gas-liquid separator 201 is connected to the refrigerant inlet of the compressor 21, so that the refrigerant after heat exchange with the battery pack heat exchanger can first flow through the gas-liquid separator 201 and then flow to the compressor 21, thereby protecting the compressor 21.

[0046] Combination Figure 1As shown, the second heat exchange subsystem 20 may also include a first solenoid valve 25 and a second solenoid valve 26. The first solenoid valve 25 is connected between the refrigerant outlet of the in-vehicle condenser 22 and the refrigerant inlet of the second branch 32. The second solenoid valve 26 is connected between the refrigerant outlet of the in-vehicle condenser 22 and the refrigerant inlet of the throttling member 23. The first solenoid valve 25 and the second solenoid valve 26 are arranged in parallel and one of the first solenoid valve 25 and the second solenoid valve 26 is selectively opened. In this arrangement, the first solenoid valve 25 can be opened and the refrigerant inlet of the second branch 32 can be opened. The second solenoid valve 26 is closed to allow the refrigerant to flow to the second branch 32 of the plate heat exchanger 30. The first solenoid valve 25 can also be closed while the second solenoid valve 26 is opened to prevent the refrigerant from flowing through the second branch 32 of the plate heat exchanger 30 and to flow directly to the throttling device 23. Thus, the refrigerant can selectively flow through the plate heat exchanger 30 and selectively exchange heat with the coolant in the first branch 31 by controlling one of the first solenoid valve 25 and the third solenoid valve 28 to be selectively opened, thereby achieving control of the refrigerant temperature.

[0047] It should be noted that when the refrigerant does not flow through the plate heat exchanger 30, the first heat exchange subsystem 10 and the second heat exchange subsystem 20 are independent of each other. When the refrigerant flows through the plate heat exchanger 30, the refrigerant will exchange heat with the coolant in the plate heat exchanger 30, so the first heat exchange subsystem 10 and the second heat exchange subsystem 20 affect each other.

[0048] Combination Figure 1 As shown, the second heat exchange subsystem 20 also includes an outdoor condenser 27, a third solenoid valve 28 and a fourth solenoid valve 29. The refrigerant inlet of the outdoor condenser 27 is connected to the refrigerant outlet of the indoor condenser 22, and the refrigerant outlet of the outdoor condenser 27 is connected to the refrigerant inlet of the second branch 32. The third solenoid valve 28 is connected between the refrigerant outlet of the indoor condenser 22 and the refrigerant inlet of the outdoor condenser 27. The fourth solenoid valve 29 is connected between the refrigerant outlet of the indoor condenser 22 and the refrigerant inlet of the second branch 32. The third solenoid valve 28 and the fourth solenoid valve 29 are arranged in parallel and one of the third solenoid valve 28 and the fourth solenoid valve 29 is selectively opened.

[0049] With such arrangement, the refrigerant outlet of the in-vehicle condenser 22 can be connected with the refrigerant inlet of the external condenser 27 by opening the third solenoid valve 28 and closing the fourth solenoid valve 29, so that the refrigerant flowing out of the in-vehicle condenser 22 flows through the external condenser 27 and then flows to the plate heat exchanger 30. The third solenoid valve 28 can also be closed and the fourth solenoid valve 29 can be opened at the same time to directly connect the refrigerant outlet of the in-vehicle condenser 22 with the refrigerant inlet of the second branch 32, so that the refrigerant flowing out of the in-vehicle condenser 22 does not flow through the external condenser 27 but directly flows to the plate heat exchanger 30. Therefore, the refrigerant can selectively flow through the external condenser 27 and selectively exchange heat with the external condenser 27 by controlling one of the third solenoid valve 28 and the fourth solenoid valve 29 to be selectively opened, thereby achieving control of the refrigerant temperature.

[0050] Combination Figure 1 and Figure 2 As shown, the thermal management system 100 of the vehicle is in the first heat exchange mode: when the water inlet temperature of the first branch 31 is less than the first preset value, the power assembly module 11 is controlled to start heating, the water pump 12 is controlled to start, the inlet 143 is controlled to be connected with the first outlet 141, and the compressor 21 is controlled to be closed; when the water inlet temperature of the first branch 31 is not less than the first preset value, the power assembly module 11 is controlled to turn off heating, the water pump 12 is controlled to start, the inlet 143 is controlled to be connected with the first outlet 141, the compressor 21 is controlled to start, the first solenoid valve 25 and the fourth solenoid valve 29 are controlled to be opened, and the second solenoid valve 26 and the third solenoid valve 28 are controlled to be closed, wherein, when the ambient temperature is less than the second preset value, the thermal management system 100 of the vehicle operates in the first heat exchange mode.

[0051] Specifically, when the vehicle's thermal management system 100 is working and the vehicle receives a cooling request from the battery module 24, it can first obtain the ambient temperature, then determine the relationship between the ambient temperature and the second preset value, and selectively operate the first heat exchange mode or the second heat exchange mode based on the relationship between the ambient temperature and the second preset value.

[0052] If it is determined that the ambient temperature is less than the second preset value, it means that the ambient temperature is low at this time, and the refrigerant after heat exchange with the in-vehicle condenser 22 and / or the out-vehicle condenser 27 cannot directly enter the battery module 24, and the vehicle's thermal management system 100 operates in the first heat exchange mode.

[0053] Specifically, when running the first heat exchange mode, it is necessary to first determine the relationship between the water inlet temperature of the first branch 31 and the first preset value, and selectively control the operation of each component in the thermal management system 100 based on the relationship between the water inlet temperature of the first branch 31 and the first preset value.

[0054] When the water inlet temperature of the first branch 31 is less than the first preset value, the power assembly module 11 can be controlled to start heating, the water pump 12 can be controlled to start, the inlet 143 can be controlled to be connected to the first outlet 141, and the compressor 21 can be controlled to be closed, so that the first heat exchange subsystem 10 works, and the coolant, driven by the water pump 12, flows through the three-way valve 14, the charging and distribution module 15, the power assembly module 11 and the first branch 31 of the plate heat exchanger 30, and the coolant absorbs the heat generated by the drive motor 111, so that the coolant temperature in the first heat exchange subsystem 10 gradually increases, and the second heat exchange subsystem 20 does not work, and the refrigerant does not flow in the second heat exchange subsystem 20. Under this working condition, the coolant does not flow through the radiator 13, and the coolant continues to absorb the heat generated by the power assembly module 11 and the temperature increases until the water inlet temperature of the first branch 31 reaches the first preset value.

[0055] When the water inlet temperature of the first branch 31 is not less than the first preset value, the powertrain module 11 can be controlled to turn off heating, the water pump 12 can be controlled to start, the inlet 143 can be controlled to be connected to the first outlet 141, and the compressor 21 can be controlled to start, the first solenoid valve 25 and the fourth solenoid valve 29 can be controlled to open, and the second solenoid valve 26 and the third solenoid valve 28 can be controlled to close. In this way, the first heat exchange subsystem 10 works, the powertrain module 11 stops heating the coolant, and the coolant, driven by the water pump 12, flows through the three-way valve 14, the charging and distribution module 15, the powertrain module 11 and the first branch 31 of the plate heat exchanger 30, and the second heat exchange subsystem 20 works, and the compressor 21 drives the refrigerant to flow, so that the low-temperature and low-pressure liquid refrigerant evaporates and absorbs the heat of the battery module 24, and is then sucked into the compressor 21 for adiabatic compression, and the superheated liquid refrigerant flowing out of the compressor 21 is compressed. The steam first flows into the in-vehicle condenser 22 for convective heat exchange with the environment. Since the ambient temperature is too low, the refrigerant flowing out of the in-vehicle condenser 22 is already supercooled, and the refrigerant does not flow through the external condenser 27, but directly passes through the fourth solenoid valve 29 and the first solenoid valve 25 and flows into the second branch 32 of the plate heat exchanger 30. The supercooled liquid refrigerant completes heat exchange with the coolant in the first branch 31 in the plate heat exchanger 30. Since the powertrain module 11 has performed compensatory heating on the coolant, the coolant has been heated, so that the supercooled liquid refrigerant will not be further supercooled. Then, after the liquid refrigerant flows out of the plate heat exchanger 30, it is throttled and depressurized under the action of the expansion valve, and becomes a low-temperature and low-pressure liquid refrigerant, which flows into the battery module 24 for evaporation and heat absorption to complete the cooling cycle, thereby ensuring that the thermal management system 100 can respond to the cooling request of the battery module 24 in a low-temperature environment.

[0056] Combination Figure 1 and Figure 2As shown, the thermal management system 100 has a second heat exchange mode. In the second heat exchange mode: the compressor 21 is controlled to be turned on, the second solenoid valve 26 and the third solenoid valve 28 are controlled to be opened, and the first solenoid valve 25 and the fourth solenoid valve 29 are controlled to be closed. When the ambient temperature is not less than the second preset value, the thermal management system 100 of the vehicle operates in the second heat exchange mode.

[0057] Specifically, when the vehicle's thermal management system 100 is working and the vehicle receives a cooling request from the battery module 24, it can first obtain the ambient temperature, then determine the relationship between the ambient temperature and the second preset value, and selectively operate the first heat exchange mode or the second heat exchange mode based on the relationship between the ambient temperature and the second preset value.

[0058] If it is determined that the ambient temperature is less than the second preset value, it means that it is in a high temperature environment. After the refrigerant exchanges heat with the in-vehicle condenser 22 or even the out-vehicle condenser 27, the temperature will not be too cold, and the vehicle's thermal management system 100 runs the second heat exchange mode.

[0059] Specifically, in the second heat exchange mode, the compressor 21 can be controlled to open, the second solenoid valve 26 and the third solenoid valve 28 can be controlled to open, and the first solenoid valve 25 and the fourth solenoid valve 29 can be controlled to close, so that the second heat exchange subsystem 20 can work. The compressor 21 can drive the refrigerant flow in the second heat exchange subsystem 20, so that the low-temperature and low-pressure liquid refrigerant absorbs the heat of the battery module 24 and is sucked into the compressor 21 for adiabatic compression. The superheated steam flowing out of the compressor 21 first flows into the in-vehicle condenser 22 for preliminary heat exchange with the environment, and then flows through the third solenoid valve 28 and flows into the out-vehicle condenser 27. In the out-vehicle condenser 27, the high-temperature and high-pressure gaseous refrigerant completes heat exchange with the ambient air under the action of the fan 202 and becomes a high-temperature and high-pressure liquid refrigerant. After flowing through the second solenoid valve 26, it completes throttling and pressure reduction under the action of the expansion valve, and becomes a low-temperature and low-pressure liquid refrigerant, which flows into the battery module 24 for evaporation and heat absorption to complete the cooling cycle, thereby ensuring that the thermal management system 100 can respond to the cooling request of the battery module 24 in a high-temperature environment.

[0060] It should be noted that due to the closure of the first solenoid valve 25, in the second heat exchange mode, the refrigerant will not flow into the second branch 32 of the plate heat exchanger 30, and the thermal management state of the second heat exchange subsystem 20 is not affected by the first heat exchange subsystem 10, and the two operate independently.

[0061] Whether the thermal management system 100 of the vehicle is turned on or not is related to whether it receives a cooling request from the battery module 24 .

[0062] If the temperature of the battery module 24 is not less than the third preset value, it means that the temperature of the battery module 24 is too high. In order to ensure the safe and efficient operation of the battery module 24, the battery module 24 needs to be cooled. The battery module 24 will issue a cooling request accordingly. The thermal management system 100 can receive the cooling request issued by the battery module 24, and only when the thermal management system 100 receives the cooling request issued by the battery module 24, the thermal management system 100 starts working.

[0063] If the temperature of the battery module 24 is not less than the third preset value, it means that the battery module 24 is in an appropriate temperature operating range and there is no need to cool the battery module 24. At this time, the battery module 24 will not issue a cooling request, and the thermal management system 100 will not receive a cooling request issued by the battery module 24, and the thermal management system 100 ends its work.

[0064] In this way, the start and end of the thermal management system 100 can be made more intelligent and reliable.

[0065] The vehicle according to the embodiment of the present invention may include: the thermal management system 100 of the vehicle described above. Specifically, by applying the thermal management system 100 of the vehicle to the vehicle, there is no need to change the architecture of the thermal management system 100 of the vehicle. When the battery module 24 has a cooling request, the first heat exchange mode or the second heat exchange mode can be selectively operated by identifying the ambient temperature, so that the cooling demand of the battery module 24 can be responded to not only in a high temperature environment, but also in a low temperature environment, thereby ensuring that the battery module 24 works in a safe and efficient temperature control range, ensuring the driving performance of the vehicle, reducing the production cost of the vehicle, and improving the product competitiveness of the vehicle.

[0066] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0067] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0068] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, It is characterized in that include: A first heat exchange subsystem (10), the first heat exchange subsystem (10) being used to realize heat exchange of the vehicle powertrain module (11); A second heat exchange subsystem (20), the second heat exchange subsystem (20) being used to realize heat exchange of the vehicle battery module (24); A plate heat exchanger (30), the plate heat exchanger (30) comprising a first branch (31) and a second branch (32) arranged in parallel, the first branch (31) being in communication with the first heat exchange subsystem (10), and the second branch (32) being in communication with the second heat exchange subsystem (20); The thermal management system (100) has a first heat exchange mode. In the first heat exchange mode: When the water inlet temperature of the first branch (31) is less than a first preset value, the first heat exchange subsystem (10) is controlled to operate, and the second heat exchange subsystem (20) is controlled not to operate; When the water inlet temperature of the first branch (31) is not less than the first preset value, the first heat exchange subsystem (10) and the second heat exchange subsystem (20) are controlled to operate.

2. The thermal management system of a vehicle according to claim 1, It is characterized in that The first heat exchange subsystem (10) comprises a power assembly module (11) and a water pump (12); a water outlet of the power assembly module (11) is connected to a water inlet of the first branch (31); a water inlet of the water pump (12) is connected to a water outlet of the first branch (31); and a water outlet of the water pump (12) is connected to a water inlet of the power assembly module (11).

3. The thermal management system of a vehicle according to claim 2, It is characterized in that The first heat exchange subsystem (10) further comprises a radiator (13), a water outlet of the radiator (13) being connected to a water inlet of the power assembly module (11), and a water inlet of the radiator (13) being selectively connected to a water outlet of the water pump (12).

4. The thermal management system of a vehicle according to claim 3, It is characterized in that The first heat exchange subsystem (10) further comprises a three-way valve (14), the three-way valve (14) having a first outlet (141), a second outlet (142) and an inlet (143), the first outlet (141) being connected to a water inlet of the power assembly module (11), the second outlet (142) being connected to a water inlet of the radiator (13), the inlet (143) being connected to a water outlet of the first branch (31), and one of the first outlet (141) and the second outlet (142) being selectively connected to the inlet (143).

5. The thermal management system of a vehicle according to claim 4, It is characterized in that The second heat exchange subsystem (20) includes: a compressor (21), an in-vehicle condenser (22), a throttling device (23) and a battery pack heat exchanger, wherein the refrigerant inlet of the throttling device (23) is connected to the refrigerant outlet of the second branch (32), the refrigerant outlet of the throttling device (23) is connected to the refrigerant inlet of the battery pack heat exchanger, the refrigerant outlet of the battery pack heat exchanger is connected to the refrigerant inlet of the compressor (21), the refrigerant outlet of the compressor (21) is connected to the refrigerant inlet of the in-vehicle condenser (22), and the refrigerant outlet of the in-vehicle condenser (22) is connected to the refrigerant inlet of the second branch (32).

6. The thermal management system of a vehicle according to claim 5, It is characterized in that The second heat exchange subsystem (20) also includes a first solenoid valve (25) and a second solenoid valve (26), wherein the first solenoid valve (25) is connected between the refrigerant outlet of the in-vehicle condenser (22) and the refrigerant inlet of the second branch (32), and the second solenoid valve (26) is connected between the refrigerant outlet of the in-vehicle condenser (22) and the refrigerant inlet of the throttling element (23), and the first solenoid valve (25) and the second solenoid valve (26) are arranged in parallel and one of the first solenoid valve (25) and the second solenoid valve (26) is selectively opened.

7. The thermal management system of a vehicle according to claim 6, It is characterized in that The second heat exchange subsystem (20) also includes an outdoor condenser (27), a third solenoid valve (28) and a fourth solenoid valve (29). The refrigerant inlet of the outdoor condenser (27) is connected to the refrigerant outlet of the indoor condenser (22), and the refrigerant outlet of the outdoor condenser (27) is connected to the refrigerant inlet of the second branch (32). The third solenoid valve (28) is connected between the refrigerant outlet of the indoor condenser (22) and the refrigerant inlet of the outdoor condenser (27), and the fourth solenoid valve (29) is connected between the refrigerant outlet of the indoor condenser (22) and the refrigerant inlet of the second branch (32). The third solenoid valve (28) and the fourth solenoid valve (29) are arranged in parallel and one of the third solenoid valve (28) and the fourth solenoid valve (29) is selectively opened.

8. The thermal management system of a vehicle according to claim 7, It is characterized in that In the first heat exchange mode: When the water inlet temperature of the first branch (31) is less than a first preset value, the power assembly module (11) is controlled to start heating, the water pump (12) is controlled to start, the inlet (143) is controlled to be connected to the first outlet (141), and the compressor (21) is controlled to be turned off; When the water inlet temperature of the first branch (31) is not less than a first preset value, the power assembly module (11) is controlled to turn off heating, the water pump (12) is controlled to start, the inlet (143) is controlled to be connected to the first outlet (141), the compressor (21) is controlled to start, the first solenoid valve (25) and the fourth solenoid valve (29) are controlled to open, and the second solenoid valve (26) and the third solenoid valve (28) are controlled to close, wherein when the ambient temperature is less than a second preset value, the thermal management system (100) of the vehicle operates the first heat exchange mode.

9. The thermal management system of a vehicle according to claim 7, It is characterized in that The thermal management system (100) has a second heat exchange mode. In the second heat exchange mode: The compressor (21) is controlled to be turned on, the second solenoid valve (26) and the third solenoid valve (28) are controlled to be opened, and the first solenoid valve (25) and the fourth solenoid valve (29) are controlled to be closed, wherein when the ambient temperature is not less than a second preset value, the thermal management system (100) of the vehicle operates the second heat exchange mode.

10. A vehicle, It is characterized in that include: A thermal management system (100) for a vehicle according to any one of claims 1 to 9.

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