Thermal management system and method for hybrid power ship

Abstract

The invention discloses a thermal management system and method for a hybrid power ship, and relates to the technical field of ship power. The seawater heat exchanger is respectively connected with a motor system cooling loop, a battery heat management loop, an engine heat management loop and a seawater heat pump loop; the seawater heat exchanger is used for performing heat exchange on the heat absorption cooling liquid and seawater; the motor system cooling loop is configured to cool the motor system and provide heat for the battery thermal management system to raise the temperature; the battery heat management loop is configured to perform heat exchange on the battery so as to enable the battery to be within a preset temperature range; the engine heat management loop is configured to conduct heat exchange on the engine so that the engine can be within the preset temperature range, and heat is provided for the battery and the air conditioner warm air core body; the seawater heat pump loop is configured to provide heat for temperature rise of the battery heat management loop and the engine heat management loop; each part can be accurately controlled to operate at the optimal temperature; and oil consumption and emission are reduced.

Description

Technical Field

[0001] The present application belongs to the field of ship power technology, and specifically relates to a hybrid power ship thermal management system and method. Background Art

[0002] Hybrid ships contain two power systems: engine and motor, which have three different modes: pure electric mode, fuel mode and hybrid mode to adapt to different driving conditions. In order to ensure the stable operation of hybrid ships under different driving conditions, improve the performance and efficiency of hybrid ships and extend the life of key components of hybrid ships, hybrid ships need a thermal management system to adjust each component to the appropriate temperature.

[0003] Among the existing thermal management technologies, some use the principle of resistance heating to heat the battery through PTC; in this way, under cold conditions, when the hybrid ship is cold-started, the battery mainly powers the drive motor, and the power output to the PTC is limited, so the heating time using PTC is very long, the efficiency is low and the energy consumption is large, which affects the cruising range of the hybrid ship. There are also thermal management technologies, such as the publication number CN109795312A, which discloses keeping the battery, motor controller and drive motor in a series circuit, and using the heat of the motor controller and drive motor to heat the battery. However, in this method, the temperature of the battery coolant is quite different from the temperature of the motor controller and the drive motor coolant, and it is impossible to accurately control the operation of each component at the optimal temperature. There are also thermal management technologies, such as the announcement number CN113733848B, which use the air conditioning system to cool the battery. This method has a complex structure, consumes more energy, and cannot quickly achieve rapid warm-up of the engine and rapid temperature adjustment of the battery, reducing fuel consumption and emissions. For example, the patent announcement number is CN117360752B, and the invention name is thermal management system and control method for ship composite energy power system. It does not carry out effective thermal management for the drive motor, generator and motor controller of the hybrid ship; moreover, when the ship is cold-started at low temperature, the engine starts working first, and the engine relies on its own work to heat up to reach the normal operating temperature of the engine. The preheating time is long, which increases fuel consumption; and PTC is used to heat the fuel cell to reach the appropriate operating temperature of the fuel cell. PTC heating uses the thermal effect of resistance, and the heating performance coefficient COP is 1, and the energy consumption is high and the efficiency is low; and only the waste heat of the engine is used to heat and keep the fuel cell and power battery warm, and it is impossible to provide heat to the air conditioning heater core. Summary of the invention

[0004] The present application provides a hybrid ship thermal management system and method to solve the above technical problems of heating the battery by PTC, which takes a long time and has low efficiency; using the heat of the motor controller and the drive motor to heat the battery, the temperature difference is large, and it is impossible to accurately control each component to operate at the optimal temperature; using the air conditioning system to cool the battery, this method has a complex structure and consumes more energy.

[0005] The technical solution adopted in this application is: A hybrid ship thermal management system, comprising a seawater heat exchanger; the seawater heat exchanger is respectively connected to a motor system cooling circuit, a battery thermal management circuit, an engine thermal management circuit and a seawater heat pump circuit; the seawater heat exchanger is used to perform heat exchange between a heat absorbing coolant and seawater; A motor system cooling circuit configured to cool the motor system and provide heat to the battery thermal management system for heating; A battery thermal management circuit is configured to exchange heat for the battery so that the battery is within a preset temperature range; An engine thermal management circuit is configured to exchange heat for the engine so that the engine is within a preset temperature range, and to provide heat to a battery and an air conditioning heater core; The seawater heat pump circuit is configured to provide heat for increasing the temperature of the battery thermal management circuit and the engine thermal management circuit.

[0006] A hybrid ship thermal management system of the present application also has the following additional technical features: The motor system cooling circuit includes a seawater heat exchanger, a first water pump, a motor controller, a drive motor, a generator, a first heat exchanger and a first expansion water tank which are connected in sequence; the first water pump allows the heat-absorbing coolant to flow in the motor system cooling circuit to take away heat, the first heat exchanger can exchange heat with the heat-absorbing coolant, and the first expansion water tank can adjust the flow rate of the heat-absorbing coolant and discharge the air in the motor system cooling circuit.

[0007] The battery thermal management circuit includes a seawater heat exchanger, a first electromagnetic three-way valve, a second water pump, a first heat exchanger, a second expansion water tank, a second heat exchanger, a third heat exchanger, a battery and a second electromagnetic three-way valve connected in sequence; the heat-absorbing coolant flows in the battery thermal management circuit, and heat is exchanged with the heat-absorbing coolant through the first heat exchanger, the second heat exchanger and the third heat exchanger to keep the battery within a preset temperature range.

[0008] The engine thermal management circuit includes a seawater heat exchanger, a first electromagnetic four-way valve, a third water pump, an engine, a second electromagnetic four-way valve, a heat pump, and a third electromagnetic four-way valve connected in sequence; and a third heat exchanger, an air-conditioning heater core, and a third expansion water tank connected in sequence; the third heat exchanger is connected to the first electromagnetic four-way valve, and the third expansion water tank is connected to the second electromagnetic four-way valve; a second temperature sensor is also connected between the third water pump and the engine; the heat pump is also connected to the third electromagnetic four-way valve; the endothermic coolant flows in the engine thermal management circuit, and the third heat exchanger is used to exchange heat for the endothermic coolant in the engine thermal management circuit so that the engine is within a preset temperature range; the air-conditioning heater core can absorb heat in the endothermic coolant to heat the passenger compartment.

[0009] The seawater heat exchanger, the A port of the first electromagnetic four-way valve, the C port of the first electromagnetic four-way valve, the third water pump, the engine, the A port of the second electromagnetic four-way valve, the D port of the second electromagnetic four-way valve, the C port of the third electromagnetic four-way valve and the A port of the third electromagnetic four-way valve are connected in series in sequence to form a closed first engine thermal management loop; the B port of the first electromagnetic four-way valve, the third heat exchanger, the heater core, and the B port of the second electromagnetic four-way valve are connected in sequence through pipelines to form a second engine thermal management loop; the C port of the second electromagnetic four-way valve, the heat pump, and the D port of the third electromagnetic four-way valve are connected in sequence through pipelines to form a third engine thermal management loop.

[0010] The seawater heat pump circuit forms a closed circuit, including an evaporator, a compressor, a second heat exchanger, a heat pump and an expansion valve connected in series in sequence; the evaporator absorbs heat in the seawater to evaporate the low-temperature and low-pressure coolant into a low-temperature and low-pressure coolant gas, and then the low-temperature and low-pressure coolant gas is compressed into a high-temperature and high-pressure gas by the compressor to provide circulation power for the coolant, and the coolant in the seawater heat pump circuit is heat-exchanged by the second heat exchanger. The coolant heated by the heat pump can be used as a heat source to further heat the cooling heat in the engine thermal management circuit.

[0011] The present application also relates to a hybrid ship thermal management method, specifically comprising: The battery temperature information is collected by the first temperature sensor and transmitted to the whole ship controller, and the whole ship controller determines whether the vehicle is in the battery heating mode or the battery cooling mode; If the vehicle is in the battery heating mode, the vehicle's driving condition is determined by the whole ship controller to determine whether the vehicle is in the pure electric mode, pure fuel mode or hybrid mode in the battery heating mode; The engine temperature information is collected by the second temperature sensor and transmitted to the whole ship controller, and the whole ship controller determines whether the vehicle is in the normal engine start mode or the engine cold start mode; If the vehicle is in the normal engine start mode, the vehicle's operating condition is determined by the ship controller to determine whether the vehicle is in pure fuel mode or hybrid mode; When the vehicle is in pure electric mode, the battery thermal management circuit, the motor system cooling circuit and the seawater heat pump circuit are started by control, so that the motor system cooling circuit and the seawater heat pump circuit provide heat for the battery thermal management circuit; When the vehicle is in pure fuel mode, the battery thermal management circuit and the engine thermal management circuit are started by control, the first heat exchanger, the heat pump and the second heat exchanger do not work, the air conditioning heater core absorbs waste heat to heat the passenger compartment, and the third heat exchanger performs heat exchange between the heat absorbing coolant in the battery thermal management circuit and the engine thermal management circuit to provide heat to the battery thermal management circuit; When the vehicle is in hybrid mode, the battery thermal management circuit, the motor system cooling circuit and the engine thermal management circuit are started by controlling the first heat exchanger and the third heat exchanger to perform heat exchange on the heat absorbing coolant in the battery thermal management circuit, so that the battery is within a preset temperature range; the heat absorbing coolant in the engine thermal management circuit is heat exchanged by the third heat exchanger, so that the engine is within a preset temperature range.

[0012] When in pure electric mode, the third heat exchanger does not work, and the first heat exchanger and the second heat exchanger provide heat to the coolant in the battery thermal management loop to increase the temperature of the battery to within a preset temperature range.

[0013] When the vehicle is in battery cooling mode, the battery thermal management system is started. At this time, the first heat exchanger, the second heat exchanger and the third heat exchanger do not work. The heat of the heat-absorbing coolant is exchanged through the seawater heat exchanger to remove the heat in the battery thermal management circuit.

[0014] When the vehicle is in the engine cold start mode, the engine thermal management circuit and the seawater heat pump circuit are started by control. At this time, the second heat exchanger does not work. The heat pump in the seawater heat pump circuit uses the high-temperature and high-pressure gas generated by the compressor as a heat source to absorb heat to heat the coolant in the engine thermal management circuit, so as to heat the engine so that the engine is within a preset temperature range.

[0015] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows: By setting up a battery thermal management circuit, a motor system cooling circuit, an engine thermal management circuit and a seawater heat pump circuit, the present application can utilize the inverse stratification principle of water temperature under low temperature conditions. Since the temperature of seawater at a certain depth is maintained above 4 degrees Celsius, the heating performance coefficient COP of the seawater heat pump circuit can always be maintained in the high-efficiency range, further realizing the energy-saving and efficient preheating of the battery thermal management circuit under low temperature conditions, without using PTC heating, thereby reducing energy consumption and improving the cruising range of the ship. Through the coordination and cooperation between the motor system cooling circuit, the battery thermal management circuit, the engine thermal management circuit and the seawater heat pump circuit, each component can be precisely controlled to operate at the optimal temperature; moreover, when the seawater heat pump circuit uses seawater with a temperature below 10 degrees Celsius as the heat source, the output heating water temperature is around 40 degrees Celsius, which just matches the ideal operating temperature of the battery. When the engine is preheated, the heat exchanger in the seawater heat pump circuit that heats the battery does not work, and the heat pump in the seawater heat pump circuit can absorb heat with coolant at around 40 degrees Celsius as the heat source. At this time, the coolant temperature after heating by the heat pump is around 90 degrees Celsius, which is close to the operating temperature of the engine coolant. This can quickly heat the small circulation circuit when the engine is cold-started, achieve rapid engine warm-up, and reduce fuel consumption and emissions. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings: Figure 1 This is a schematic structural diagram of a hybrid ship thermal management system according to an implementation mode of the present application; Figure 2 This is a schematic structural diagram of a hybrid ship thermal management system in pure electric mode according to an implementation mode of the present application; Figure 3 This is a schematic structural diagram of a hybrid ship thermal management system in a pure fuel mode according to an implementation mode of the present application; Figure 4 This is a schematic structural diagram of a hybrid power ship thermal management system in a hybrid mode according to an implementation mode of the present application; Figure 5 This is a schematic structural diagram of a hybrid ship thermal management system in an engine cold start mode according to an implementation of the present application; Figure 6 A schematic flow chart of a hybrid ship thermal management method according to one embodiment of the present application. DETAILED DESCRIPTION

[0017] In order to more clearly illustrate the overall concept of the present application, a detailed description is given below in an illustrative manner in conjunction with the accompanying drawings.

[0018] In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited to the specific embodiments disclosed below.

[0019] In addition, in the description of the present application, it should be understood that the terms "top", "bottom", "inside", "outside", "axial", "radial", "circumferential", etc., indicating orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0020] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0021] In the present application, unless otherwise clearly specified and limited, the first feature "above" or "below" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. In the description of this specification, the description with reference to the terms "implementation method", "example", "one embodiment", "example" or "specific example" 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 application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in an appropriate manner in any one or more embodiments or examples.

[0022] Example 1 The present application relates to a hybrid ship thermal management system, such as Figure 1-Figure 5As shown, it includes a seawater heat exchanger; the seawater heat exchanger is respectively connected to the motor system cooling circuit, the battery thermal management circuit, the engine thermal management circuit and the seawater heat pump circuit; the seawater heat exchanger is used to exchange heat between the heat-absorbing coolant and the seawater; the motor system cooling circuit is configured to cool the motor system and provide heat to the battery thermal management system for heating; the battery thermal management circuit is configured to exchange heat with the battery so that the battery is within a preset temperature range; the engine thermal management circuit is configured to exchange heat with the engine so that the engine is within a preset temperature range, and provide heat to the battery and the air-conditioning heater core; the seawater heat pump circuit is configured to provide heat for heating the battery thermal management circuit and the engine thermal management circuit.

[0023] This application, by setting up a battery thermal management circuit, a motor system cooling circuit, an engine thermal management circuit and a seawater heat pump circuit, can utilize the reverse stratification principle of water temperature under low temperature conditions. Because the temperature of seawater at a certain depth is maintained above 4 degrees Celsius, the heating performance coefficient COP of the seawater heat pump circuit can always be maintained in the high-efficiency range, further realizing the energy-saving and efficient preheating of the battery thermal management circuit under low temperature conditions, without using PTC heating, reducing energy consumption and improving the ship's cruising range. Through the coordination and cooperation between the motor system cooling circuit, the battery thermal management circuit, the engine thermal management circuit and the seawater heat pump circuit, each component can be accurately controlled according to the actual working conditions, with small temperature differences, so that each component can be accurately controlled to operate at the optimal temperature; further reducing energy consumption, achieving rapid warm-up of the engine and rapid temperature regulation of the battery, and reducing fuel consumption and emissions.

[0024] The present invention sets a motor system cooling circuit so that the heat-absorbing coolant flowing through the drive motor, generator and motor controller exchanges heat with seawater for cooling; the waste heat generated by the drive motor, generator and motor controller can also be reused to heat the power battery through the first heat exchanger. The dual heat pump system set up in the present invention is efficient and energy-saving, and can quickly absorb heat from seawater to heat the engine thermal management circuit, thereby achieving rapid engine warm-up and reducing fuel consumption and emissions. The present invention uses a seawater heat pump system to heat the power battery. The heat pump system uses the reverse Carnot cycle principle, and the heating performance coefficient COP can reach about 3.3, which is more energy-saving and efficient. The present invention not only uses the engine waste heat to heat and keep the power battery warm, but also provides heat to the air conditioning heater core.

[0025] Moreover, when the seawater heat pump circuit uses seawater with a temperature below 10 degrees Celsius as the heat source, the output heating water temperature is about 40 degrees Celsius, which just matches the ideal operating temperature of the battery. When the engine is preheated, the heat exchanger in the seawater heat pump circuit that heats the battery does not work. The heat pump in the seawater heat pump circuit can absorb heat with coolant at about 40 degrees Celsius as the heat source. At this time, the coolant temperature after heating by the heat pump is about 90 degrees Celsius, which is close to the operating temperature of the engine coolant. Therefore, the small circulation circuit can be quickly heated when the engine is cold-started, thereby achieving rapid warm-up of the engine and reducing fuel consumption and emissions.

[0026] As a preferred embodiment, the motor system cooling circuit includes a seawater heat exchanger, a first water pump, a motor controller, a drive motor, a generator, a first heat exchanger and a first expansion water tank which are connected in sequence; the first water pump allows the heat-absorbing coolant to flow in the motor system cooling circuit to take away heat, the first heat exchanger can exchange heat with the heat-absorbing coolant, and the first expansion water tank can adjust the flow rate of the heat-absorbing coolant and discharge the air in the motor system cooling circuit.

[0027] The seawater heat exchanger, the first water pump, the motor controller, the drive motor, the generator, the first heat exchanger, the first expansion water tank and the seawater heat exchanger in the motor system cooling circuit are connected in series to form a closed circuit; wherein: The seawater heat exchanger is used to exchange heat between the heat-absorbing coolant in the cooling circuit of the motor system and seawater to achieve heat dissipation; The first water pump can mobilize the flow of coolant in the cooling circuit of the entire motor system, thereby taking away the heat generated in the cooling circuit of the motor system during operation, avoiding high temperatures in various components, and increasing the service life of various components; The first heat exchanger can exchange heat between the coolant in the battery thermal management circuit and the coolant in the motor system cooling circuit, thereby adjusting the temperature of the battery in the battery thermal management circuit and the motor components in the motor system cooling circuit, so that each component is within a reasonable temperature range, thereby improving the system operation stability performance; The first expansion water tank can adjust the volume change of the coolant in the cooling circuit of the motor system caused by temperature change and leakage and discharge the air in the cooling circuit of the motor system, so that the coolant flow is more balanced, thereby improving the operating efficiency and stability of the system.

[0028] During operation, the heat absorbing coolant that exchanges heat with the seawater heat exchanger is taken away by the seawater to achieve heat dissipation and cooling. It takes away the heat of various components when passing through the motor controller, drive motor and engine. After heat exchange through the first heat exchanger, it enters the seawater heat exchanger to participate in the next cycle.

[0029] In addition, a third temperature sensor may be provided in the cooling circuit of the motor system to detect the temperature of the coolant in the cooling circuit of the motor system.

[0030] As a preferred embodiment, the battery thermal management circuit includes a seawater heat exchanger, a first electromagnetic three-way valve, a second water pump, a first heat exchanger, a second expansion water tank, a second heat exchanger, a third heat exchanger, a battery and a second electromagnetic three-way valve connected in sequence; the heat-absorbing coolant flows in the battery thermal management circuit, and heat is exchanged with the heat-absorbing coolant through the first heat exchanger, the second heat exchanger and the third heat exchanger to keep the battery within a preset temperature range.

[0031] like Figure 1 As shown, the seawater heat exchanger, the A port of the first electromagnetic three-way valve, the B port of the first electromagnetic three-way valve, the second water pump, the first heat exchanger, the second heat exchanger, the third heat exchanger, the battery, the C port of the second electromagnetic three-way valve, and the A port of the second electromagnetic three-way valve are sequentially connected in series to form a closed loop; the B port of the first electromagnetic three-way valve is connected to the B port of the second electromagnetic three-way valve through a pipeline; in addition, a first temperature sensor is provided, and the first temperature sensor is connected to the water outlet position of the battery; the second expansion water tank is provided between the first heat exchanger and the second heat exchanger; wherein: The seawater heat exchanger can exchange heat between the heat-absorbing coolant in the battery thermal management circuit and seawater to dissipate heat; The first electromagnetic three-way valve is used to adjust the flow direction and flow rate of the coolant; The second water pump is used to drive the flow of coolant in the entire battery thermal management loop; The first heat exchanger is used for heat exchange between the coolant in the battery thermal management circuit and the motor system cooling circuit; The second expansion water tank is used to adjust the volume change of the coolant caused by temperature change and leakage in the battery thermal management circuit, and to discharge the air in the battery cooling circuit; The second heat exchanger is used for heat exchange between the coolant in the battery thermal management circuit and the seawater heat pump circuit; The third heat exchanger is used for heat exchange between the coolant in the battery thermal management circuit and the engine thermal management circuit; The battery is used to provide power to the drive motor and the seawater heat pump circuit; The second electromagnetic three-way valve is used to adjust the flow direction and flow rate of the coolant; The first temperature sensor is used to detect the temperature of the battery coolant outlet.

[0032] When in use, the battery thermal management circuit controls the A and C ports of the first electromagnetic three-way valve to be opened, and the B port to be closed; the A and C ports of the second electromagnetic three-way valve are opened, and the B port is closed; the second water pump promotes the rapid flow of coolant in the battery thermal management circuit, and accelerates the temperature rise of the coolant in the battery thermal management circuit: when the vehicle is in pure electric mode, the coolant in the battery thermal management circuit quickly heats up to a suitable operating temperature of the battery after passing through the first heat exchanger and the second heat exchanger; when the vehicle is in pure fuel mode, the third heat exchanger exchanges heat between the coolant in the battery thermal management circuit and the heat-absorbing coolant in the engine thermal management circuit, and provides heat to the battery thermal management circuit; when the vehicle is in hybrid mode, the coolant in the battery thermal management circuit quickly heats up to a suitable operating temperature of the battery after passing through the first heat exchanger and the third heat exchanger.

[0033] As a preferred embodiment, the engine thermal management circuit includes a seawater heat exchanger, a first electromagnetic four-way valve, a third water pump, an engine, a second electromagnetic four-way valve, a heat pump, and a third electromagnetic four-way valve connected in sequence; and a third heat exchanger, an air conditioning heater core, and a third expansion water tank connected in sequence; the third heat exchanger is connected to the first electromagnetic four-way valve, and the third expansion water tank is connected to the second electromagnetic four-way valve; the heat pump is also connected to the third electromagnetic four-way valve; a second temperature sensor is also connected between the third water pump and the engine; wherein: The seawater heat exchanger is used to exchange heat between the heat-absorbing coolant and seawater to dissipate heat; The first electromagnetic four-way valve is used to adjust the flow direction and flow rate of the coolant; The third water pump is used to drive the flow of coolant in the entire engine thermal management circuit; The second electromagnetic four-way valve is used to adjust the flow direction and flow rate of the coolant; The heat pump is used to absorb heat from the coolant heated by the seawater heat pump circuit as a heat source to heat the coolant in the engine thermal management circuit; The third electromagnetic four-way valve is used to adjust the flow direction and flow rate of the coolant; The heater core is used to absorb waste heat from the engine thermal management circuit to heat the passenger compartment; The third heat exchanger is used for heat exchange between the coolant in the battery thermal management circuit and the engine thermal management circuit, so that the battery and the engine are within a preset temperature range; The second temperature sensor is used to detect the temperature of the engine coolant inlet; The third expansion water tank is used to adjust the volume change of the coolant in the engine thermal management circuit due to temperature change and leakage, and to discharge the air in the engine thermal management circuit.

[0034] Further, the seawater heat exchanger, the A port of the first electromagnetic four-way valve, the C port of the first electromagnetic four-way valve, the third water pump, the engine, the A port of the second electromagnetic four-way valve, the D port of the second electromagnetic four-way valve, the C port of the third electromagnetic four-way valve and the A port of the third electromagnetic four-way valve are connected in series in sequence to form a closed first engine thermal management circuit; the B port of the first electromagnetic four-way valve, the third heat exchanger, the heater core, and the B port of the second electromagnetic four-way valve are connected in sequence through pipelines to form a second engine thermal management circuit; the C port of the second electromagnetic four-way valve, the heat pump, and the D port of the third electromagnetic four-way valve are connected in sequence through pipelines to form a third engine thermal management circuit; the D port of the first electromagnetic four-way valve and the B port of the third electromagnetic four-way valve are connected through pipelines; the D port of the second electromagnetic four-way valve and the C port of the third electromagnetic four-way valve are connected through pipelines; in addition, a second temperature sensor is also provided, the second temperature sensor is provided at the water inlet of the engine, and the third expansion water tank is between the heater core and the B port of the second electromagnetic four-way valve.

[0035] When applied, when the vehicle is in cold start mode, ports A and C of the first solenoid four-way valve are opened, and ports B and D are closed; ports A and C of the second solenoid four-way valve are opened, and ports B and D are closed; ports A and D of the third solenoid four-way valve are opened, and ports B and C are closed; the seawater heat exchanger, the third water pump, the engine, and the heat pump form a series circuit, and the coolant circulates in this circuit to promote the rapid heating of the engine; when the vehicle is in pure fuel mode or hybrid mode, ports A, B, C, and D of the first solenoid four-way valve are all opened; ports A, B, and D of the second solenoid four-way valve are opened, and port C is closed; ports A, B, and C of the third solenoid four-way valve are opened, and port D is closed; the third water pump The pump pumps the coolant cooled by seawater into the engine thermal management circuit. After the coolant flows through the engine, a high-temperature heat-absorbing coolant is obtained. The high-temperature coolant has three flow directions: the first flow passes through the A port and D port of the second electromagnetic four-way valve, the C port and B port of the third electromagnetic four-way valve, and the D port and C port of the first electromagnetic four-way valve in sequence, and is still a high-temperature coolant; the second flow passes through the A port and D port of the second electromagnetic four-way valve, the C port and A port of the third electromagnetic four-way valve, the seawater heat exchanger, and the A port and C port of the first electromagnetic four-way valve to obtain a low-temperature coolant; the third flow passes through the A port and B port of the second electromagnetic four-way valve, the air conditioning heater core, the third heat exchanger, and the B port and C port of the first electromagnetic four-way valve to obtain a medium-temperature coolant. After the three coolants reach the first electromagnetic four-way valve, the opening of each valve of the first electromagnetic four-way valve is controlled to obtain the coolant with the most suitable engine operating temperature. The heater core absorbs the waste heat in the engine thermal management circuit to heat the passenger compartment. The third heat exchanger performs heat exchange between the coolant in the battery thermal management circuit and the heat-absorbing coolant in the engine thermal management circuit, thereby providing heat to the battery thermal management circuit.

[0036] As a preferred embodiment, the seawater heat pump circuit forms a closed circuit, including an evaporator, a compressor, a second heat exchanger, a heat pump and an expansion valve connected in series in sequence; when used, the evaporator absorbs heat in the seawater to evaporate the low-temperature and low-pressure coolant into a low-temperature and low-pressure coolant gas, and then the low-temperature and low-pressure coolant gas is compressed into a high-temperature and high-pressure gas by the compressor to provide circulation power for the coolant, and the coolant in the seawater heat pump circuit is heat-exchanged by the second heat exchanger. The coolant heated by the heat pump can be used as a heat source to further heat the cooling heat in the engine thermal management circuit; the expansion valve throttles and reduces the pressure of the high-temperature and high-pressure liquid coolant, so that it becomes a low-temperature and low-pressure liquid coolant and participates in the circulation again.

[0037] Example 2 The present application also relates to a hybrid ship thermal management method, such as Figure 6 As shown, specifically including: S1: The battery temperature information is collected by the first temperature sensor and transmitted to the whole ship controller, and the whole ship controller determines whether the vehicle is in the battery heating mode or the battery cooling mode; S2: If the vehicle is in the battery heating mode, the vehicle's driving condition is determined by the whole ship controller to determine whether the vehicle is in the pure electric mode, pure fuel mode, or hybrid mode in the battery heating mode; S3: collecting engine temperature information through the second temperature sensor and transmitting it to the whole ship controller, and judging through the whole ship controller whether the vehicle is in the normal engine start mode or the engine cold start mode; S4: If the vehicle is in the normal engine start mode, the vehicle operating condition is determined by the whole ship controller to determine whether the vehicle is in the pure fuel mode or the hybrid mode; S5: When the vehicle is in pure electric mode, the battery thermal management circuit, the motor system cooling circuit and the seawater heat pump circuit are started by controlling so that the motor system cooling circuit and the seawater heat pump circuit provide heat for the battery thermal management circuit; S6: When the vehicle is in pure fuel mode, the battery thermal management circuit and the engine thermal management circuit are started by control, the first heat exchanger, the heat pump and the second heat exchanger do not work, the air conditioning heater core absorbs waste heat to heat the passenger compartment, and the third heat exchanger performs heat exchange between the heat absorbing coolant in the battery thermal management circuit and the engine thermal management circuit to provide heat to the battery thermal management circuit; S7: When the vehicle is in the hybrid mode, the battery thermal management circuit, the motor system cooling circuit and the engine thermal management circuit are started by controlling the first heat exchanger and the third heat exchanger to perform heat exchange on the heat absorbing coolant in the battery thermal management circuit, so that the battery is within a preset temperature range; the heat absorbing coolant in the engine thermal management circuit is heat exchanged by the third heat exchanger, so that the engine is within a preset temperature range.

[0038] Furthermore, the upper limit of the optimal operating temperature of the battery is 35° C. When the battery temperature is lower than 35° C., it is in the battery heating mode, and when it is higher than 35° C., it is in the battery cooling mode.

[0039] In step S1, when the vehicle is in the battery cooling mode, the battery thermal management system is started, the B and C ports of the first electromagnetic three-way valve are opened, and the A port is closed; the B and C ports of the second electromagnetic three-way valve are opened, and the A port is closed; at this time, the first heat exchanger, the second heat exchanger and the third heat exchanger do not work, and the heat of the heat-absorbing coolant is exchanged through the seawater heat exchanger to take away the heat in the battery thermal management circuit.

[0040] Furthermore, the minimum limit of the coolant temperature when the engine is operating normally is 80°C. When the engine is operating in pure fuel mode or hybrid mode, if the engine coolant temperature is lower than 80°C, the engine thermal management circuit will first enter the engine cold start mode.

[0041] In step S3, when the second temperature sensor detects that the temperature of the engine coolant inlet is lower than 80°C, the whole ship controller determines that the vehicle is in the engine cold start mode. In the engine cold start mode, the engine thermal management circuit and the seawater heat pump circuit are started by control. At this time, the second heat exchanger does not work, and the heat pump in the seawater heat pump circuit absorbs heat from the high-temperature and high-pressure gas generated by the compressor as a heat source to heat the coolant in the engine thermal management circuit to heat the engine so that the engine is within a preset temperature range. Specifically: The working mode of the seawater heat pump circuit is as follows: the evaporator absorbs the heat in the seawater to evaporate the low-temperature and low-pressure coolant liquid into coolant gas, and the compressor compresses the low-temperature and low-pressure coolant gas into high-temperature and high-pressure gas, and provides power for the coolant circulation. The heat pump uses the high-temperature and high-pressure gas generated by the compressor as a heat source to absorb heat and heat the coolant in the engine thermal management circuit. The expansion valve is used to throttle and reduce the pressure of the high-temperature and high-pressure liquid coolant, so that it becomes a low-temperature and low-pressure liquid coolant that flows into the evaporator and participates in the circulation again.

[0042] It should be noted that, at this time, the second heat exchanger connecting the seawater heat pump circuit and the battery thermal management circuit is not working and is regarded as an ordinary pipeline through which the coolant flows.

[0043] The working mode of the engine thermal management circuit is as follows: Figure 5 As shown, at this time, the A and C ports of the first electromagnetic four-way valve are opened, and the B and D ports are closed; the A and C ports of the second electromagnetic four-way valve are opened, and the B and D ports are closed; the A and D ports of the third electromagnetic four-way valve are opened, and the B and C ports are closed; the seawater heat exchanger, the third water pump, the engine, and the heat pump form a series circuit, and the coolant circulates in this circuit to promote the rapid heating of the engine.

[0044] Further, in step S5, when the vehicle is in pure electric mode, the battery thermal management circuit, the motor system cooling circuit and the seawater heat pump circuit are started by controlling so that the motor system cooling circuit and the seawater heat pump circuit provide heat for the battery thermal management circuit, specifically including: The working mode of the motor system cooling circuit is as follows: the seawater heat exchanger exchanges heat between the heat-absorbing coolant and seawater, the heat-absorbing coolant dissipates heat, and then the coolant cooled by seawater is pumped into the motor system cooling circuit through the first water pump. The coolant flows through the motor controller (integrated DC / DC), drive motor, and generator in sequence to take away the heat to obtain the heat-absorbing coolant, and then exchanges heat with the coolant in the battery thermal management circuit through the first heat exchanger to provide heat to the battery thermal management circuit.

[0045] The working mode of the seawater heat pump circuit is as follows: the evaporator absorbs the heat in the seawater to evaporate the low-temperature and low-pressure coolant liquid into coolant gas, and the compressor compresses the low-temperature and low-pressure coolant gas into high-temperature and high-pressure gas, and provides power for the coolant circulation; then, the second heat exchanger exchanges heat between the coolant in the seawater heat pump circuit and the coolant in the battery thermal management circuit, providing heat to the battery thermal management circuit. The expansion valve is used to throttle and reduce the pressure of the high-temperature and high-pressure liquid coolant, so that it becomes a low-temperature and low-pressure liquid coolant that flows into the evaporator.

[0046] It should be noted that, at this time, the heat pump connecting the seawater heat pump circuit and the engine thermal management circuit is not working and is regarded as an ordinary pipeline through which the coolant flows.

[0047] The working mode of the battery thermal management circuit is: the A and C ports of the first electromagnetic three-way valve are opened, and the B port is closed; the A and C ports of the second electromagnetic three-way valve are opened, and the B port is closed; the second water pump promotes the rapid flow of the coolant in the battery thermal management circuit and accelerates the temperature rise of the coolant in the battery thermal management circuit. After passing through the first heat exchanger and the second heat exchanger, the coolant in the battery thermal management circuit quickly heats up to the appropriate operating temperature of the battery.

[0048] It should be noted that at this time, the third heat exchanger connecting the battery thermal management circuit and the engine thermal management circuit is not working and is regarded as an ordinary pipe through which the coolant flows; heat is provided to the coolant in the battery thermal management circuit through the first heat exchanger and the second heat exchanger to increase the temperature so that the battery reaches a preset temperature range.

[0049] Further, in step S6, when the vehicle is in pure fuel mode, Figure 3As shown, by controlling the start-up of the battery thermal management circuit and the engine thermal management circuit, the first heat exchanger, the heat pump and the second heat exchanger do not work, the air conditioning heater core absorbs the waste heat to heat the passenger compartment, and the third heat exchanger performs heat exchange between the heat absorbing coolant in the battery thermal management circuit and the engine thermal management circuit to provide heat to the battery thermal management circuit, specifically including: The working mode of the engine thermal management circuit is as follows: the A port, B port, C port and D port of the first electromagnetic four-way valve are all opened; the A port, B port and D port of the second electromagnetic four-way valve are opened, and the C port is closed; the A port, B port and C port of the third electromagnetic four-way valve are opened, and the D port is closed; the third water pump pumps the coolant cooled by seawater into the engine thermal management circuit, and the coolant flows through the engine to obtain high-temperature heat-absorbing coolant. The high-temperature coolant has three flow directions: the first flow passes through the A port of the second electromagnetic four-way valve in turn. The second route flows through the A and D ports of the second electromagnetic four-way valve, the C and B ports of the third electromagnetic four-way valve, and the D and C ports of the first electromagnetic four-way valve to obtain the low-temperature coolant; the third route flows through the A and B ports of the second electromagnetic four-way valve, the air conditioning heater core, the third heat exchanger, the B and C ports of the first electromagnetic four-way valve to obtain the medium-temperature coolant. After the three-way coolant reaches the first electromagnetic four-way valve, the opening of each valve of the first electromagnetic four-way valve is controlled to obtain the coolant with the most suitable engine operating temperature. The heater core absorbs the waste heat in the engine thermal management circuit to heat the passenger compartment. The third heat exchanger exchanges heat between the coolant in the battery thermal management circuit and the heat-absorbing coolant in the engine thermal management circuit to provide heat to the battery thermal management circuit.

[0050] It should be noted that, at this time, the heat pump connecting the seawater heat pump circuit and the engine thermal management circuit is not working and is regarded as an ordinary pipeline through which the coolant flows.

[0051] The working mode of the battery thermal management circuit is: the A and C ports of the first electromagnetic three-way valve are open, and the B port is closed; the A and C ports of the second electromagnetic three-way valve are open, and the B port is closed. The second water pump promotes the rapid flow of the coolant in the battery thermal management circuit, accelerating the temperature rise of the coolant in the battery thermal management circuit. The third heat exchanger exchanges heat between the coolant in the battery thermal management circuit and the heat-absorbing coolant in the engine thermal management circuit, providing heat to the battery thermal management circuit.

[0052] It should be noted that at this time, the first heat exchanger connecting the battery thermal management circuit and the motor system cooling circuit does not work and is regarded as a common pipe through which the coolant flows. The second heat exchanger connecting the seawater heat pump circuit and the battery thermal management circuit does not work and is regarded as a common pipe through which the coolant flows.

[0053] Further, in step S7, when the vehicle is in the hybrid mode, the battery thermal management circuit, the motor system cooling circuit and the engine thermal management circuit are started by controlling so that the first heat exchanger and the third heat exchanger perform heat exchange on the heat absorbing coolant in the battery thermal management circuit, so that the battery is within a preset temperature range; the heat absorbing coolant in the engine thermal management circuit is heat exchanged by the third heat exchanger, so that the engine is within a preset temperature range, specifically including: The working mode of the motor system cooling circuit is the same as that of the motor system cooling circuit in pure electric mode. The first water pump pumps the coolant cooled by seawater into the motor system cooling circuit. The coolant flows through the motor controller (integrated DC / DC), drive motor, and generator in sequence to take away heat and obtain heat-absorbing coolant. The heat-absorbing coolant flowing through the motor system exchanges heat with the coolant in the first heat exchanger and the battery thermal management circuit to provide heat to the battery thermal management circuit.

[0054] The working mode of the engine thermal management circuit is as follows: the A port, B port, C port and D port of the first electromagnetic four-way valve are all opened; the A port, B port and D port of the second electromagnetic four-way valve are opened, and the C port is closed; the A port, B port and C port of the third electromagnetic four-way valve are opened, and the D port is closed; the third water pump pumps the coolant cooled by seawater into the engine thermal management circuit, and the coolant flows through the engine to obtain high-temperature heat-absorbing coolant. The high-temperature coolant has three flow directions: the first flow passes through the A port of the second electromagnetic four-way valve in turn. The second route flows through the A and D ports of the second electromagnetic four-way valve, the C and B ports of the third electromagnetic four-way valve, and the D and C ports of the first electromagnetic four-way valve to obtain the low-temperature coolant; the third route flows through the A and B ports of the second electromagnetic four-way valve, the air conditioning heater core, the third heat exchanger, and the A and B ports of the first electromagnetic four-way valve to obtain the medium-temperature coolant. After the three-way coolant reaches the first electromagnetic four-way valve, the opening of each valve of the first electromagnetic four-way valve is controlled to obtain the coolant with the most suitable engine operating temperature. The heater core absorbs the waste heat in the engine thermal management circuit to heat the passenger compartment. The third heat exchanger exchanges heat between the coolant in the battery thermal management circuit and the heat-absorbing coolant in the engine thermal management circuit to provide heat to the battery thermal management circuit.

[0055] It should be noted that, at this time, the heat pump connecting the seawater heat pump circuit and the engine thermal management circuit is not working and is regarded as an ordinary pipeline through which the coolant flows.

[0056] The working mode of the battery thermal management circuit is as follows: the A and C ports of the first electromagnetic three-way valve are opened, and the B port is closed; the A and C ports of the second electromagnetic three-way valve are opened, and the B port is closed; the second water pump promotes the rapid flow of the coolant in the battery thermal management circuit and accelerates the temperature rise of the coolant in the battery thermal management circuit. The coolant in the battery thermal management circuit quickly heats up to the appropriate operating temperature of the battery after passing through the first heat exchanger and the third heat exchanger.

[0057] Anything not described in this application can be achieved by adopting or drawing on existing technologies.

[0058] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from other embodiments.

[0059] The above is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims

1. A hybrid ship thermal management system, characterized in that: It includes a seawater heat exchanger; the seawater heat exchanger is respectively connected to a motor system cooling circuit, a battery thermal management circuit, an engine thermal management circuit and a seawater heat pump circuit; the seawater heat exchanger is used to perform heat exchange between a heat absorbing coolant and seawater; A motor system cooling circuit configured to cool the motor system and provide heat to the battery thermal management system for heating; A battery thermal management circuit is configured to exchange heat for the battery so that the battery is within a preset temperature range; An engine thermal management circuit is configured to exchange heat for the engine so that the engine is within a preset temperature range, and to provide heat to a battery and an air conditioning heater core; The seawater heat pump circuit is configured to provide heat for increasing the temperature of the battery thermal management circuit and the engine thermal management circuit.

2. A hybrid ship thermal management system according to claim 1, characterized in that: The motor system cooling circuit includes a seawater heat exchanger, a first water pump, a motor controller, a drive motor, a generator, a first heat exchanger and a first expansion water tank connected in sequence; The first water pump allows the heat-absorbing coolant to flow in the motor system cooling circuit to remove heat, the first heat exchanger can exchange heat for the heat-absorbing coolant, and the first expansion water tank can adjust the flow of the heat-absorbing coolant and discharge the air in the motor system cooling circuit.

3. A hybrid ship thermal management system according to claim 1, characterized in that: The battery thermal management circuit includes a seawater heat exchanger, a first electromagnetic three-way valve, a second water pump, a first heat exchanger, a second expansion water tank, a second heat exchanger, a third heat exchanger, a battery and a second electromagnetic three-way valve connected in sequence; The heat absorbing coolant flows in the battery thermal management loop, and heat is exchanged on the heat absorbing coolant through the first heat exchanger, the second heat exchanger, and the third heat exchanger, so that the battery is within a preset temperature range.

4. A hybrid ship thermal management system according to claim 1, characterized in that: The engine thermal management circuit includes a seawater heat exchanger, a first electromagnetic four-way valve, a third water pump, an engine, a second electromagnetic four-way valve, a heat pump and a third electromagnetic four-way valve connected in sequence; and a third heat exchanger, an air conditioning heater core and a third expansion water tank connected in sequence; the third heat exchanger is connected to the first electromagnetic four-way valve, and the third expansion water tank is connected to the second electromagnetic four-way valve; the heat pump is also connected to the third electromagnetic four-way valve; a second temperature sensor is also connected between the third water pump and the engine; The heat-absorbing coolant flows in the engine thermal management circuit, and the heat-absorbing coolant in the engine thermal management circuit is exchanged through the third heat exchanger to keep the engine within a preset temperature range; the air conditioning heater core can absorb the heat in the heat-absorbing coolant to heat the passenger compartment.

5. A hybrid ship thermal management system according to claim 4, characterized in that: The seawater heat exchanger, the A port of the first electromagnetic four-way valve, the C port of the first electromagnetic four-way valve, the third water pump, the engine, the A port of the second electromagnetic four-way valve, the D port of the second electromagnetic four-way valve, the C port of the third electromagnetic four-way valve and the A port of the third electromagnetic four-way valve are connected in series in sequence to form a closed first engine thermal management loop; The first electromagnetic four-way valve B port, the third heat exchanger, the heater core, and the second electromagnetic four-way valve B port are sequentially connected through pipelines to form a second engine thermal management circuit; The C port of the second electromagnetic four-way valve, the heat pump, and the D port of the third electromagnetic four-way valve are connected in sequence through pipelines to form a third engine thermal management loop.

6. A hybrid ship thermal management system according to claim 1, characterized in that: The seawater heat pump circuit forms a closed circuit, comprising an evaporator, a compressor, a second heat exchanger, a heat pump and an expansion valve connected in series in sequence; The evaporator absorbs heat from the seawater to evaporate the low-temperature and low-pressure coolant into low-temperature and low-pressure coolant gas, and then the low-temperature and low-pressure coolant gas is compressed into high-temperature and high-pressure gas by the compressor to provide circulation power for the coolant. The coolant in the seawater heat pump loop is exchanged with heat by the second heat exchanger. The coolant heated by the heat pump can be used as a heat source to further heat the cooling heat in the engine thermal management loop.

7. A hybrid ship thermal management method, characterized in that: Specifically include: The battery temperature information is collected by the first temperature sensor and transmitted to the whole ship controller, and the whole ship controller determines whether the vehicle is in the battery heating mode or the battery cooling mode; If the vehicle is in the battery heating mode, the vehicle's driving condition is determined by the whole ship controller to determine whether the vehicle is in the pure electric mode, pure fuel mode or hybrid mode in the battery heating mode; The engine temperature information is collected by the second temperature sensor and transmitted to the whole ship controller, and the whole ship controller determines whether the vehicle is in the normal engine start mode or the engine cold start mode; If the vehicle is in the normal engine start mode, the vehicle's operating condition is determined by the ship controller to determine whether the vehicle is in pure fuel mode or hybrid mode; When the vehicle is in pure electric mode, the battery thermal management circuit, the motor system cooling circuit and the seawater heat pump circuit are started by control, so that the motor system cooling circuit and the seawater heat pump circuit provide heat for the battery thermal management circuit; When the vehicle is in pure fuel mode, the battery thermal management circuit and the engine thermal management circuit are started by control, the first heat exchanger, the heat pump and the second heat exchanger do not work, the air conditioning heater core absorbs waste heat to heat the passenger compartment, and the third heat exchanger performs heat exchange between the heat absorbing coolant in the battery thermal management circuit and the engine thermal management circuit to provide heat to the battery thermal management circuit; When the vehicle is in hybrid mode, the battery thermal management circuit, the motor system cooling circuit and the engine thermal management circuit are started by controlling the first heat exchanger and the third heat exchanger to perform heat exchange on the heat absorbing coolant in the battery thermal management circuit, so that the battery is within a preset temperature range; the heat absorbing coolant in the engine thermal management circuit is heat exchanged by the third heat exchanger, so that the engine is within a preset temperature range.

8. A hybrid ship thermal management method according to claim 7, characterized in that: When in pure electric mode, the third heat exchanger does not work, and the first heat exchanger and the second heat exchanger provide heat to the coolant in the battery thermal management loop to increase the temperature of the battery to within a preset temperature range.

9. A hybrid ship thermal management method according to claim 7, characterized in that: When the vehicle is in battery cooling mode, the battery thermal management system is started. At this time, the first heat exchanger, the second heat exchanger and the third heat exchanger do not work. The heat of the heat-absorbing coolant is exchanged through the seawater heat exchanger to remove the heat in the battery thermal management circuit.

10. A hybrid ship thermal management method according to claim 7, characterized in that: When the vehicle is in the engine cold start mode, the engine thermal management circuit and the seawater heat pump circuit are started by control. At this time, the second heat exchanger does not work. The heat pump in the seawater heat pump circuit uses the high-temperature and high-pressure gas generated by the compressor as a heat source to absorb heat to heat the coolant in the engine thermal management circuit, so as to heat the engine so that the engine is within a preset temperature range.

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