A Hybrid Marine Vessel Thermal Management System and Method

Abstract

The present application discloses a hybrid ship thermal management system and method, which relates to the field of ship power technology and 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 for heat exchange between the heat-absorbing coolant and seawater; the motor system cooling circuit is configured to cool the motor system and heat up the battery thermal management system to provide heat; 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 be able to provide heat for the temperature rise of the battery thermal management circuit and the engine thermal management circuit; it can accurately control each component to operate at the optimal temperature; reduce fuel consumption and emissions.

Description

Technical Field

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

[0002] A hybrid ship includes two power systems, an engine and an electric motor, and thus has three different modes: pure electric mode, fuel mode, and hybrid mode to adapt to different driving conditions. To ensure the stable operation of the hybrid ship under different driving conditions, improve the performance and efficiency of the hybrid ship, and extend the service life of the key components of the hybrid ship, the hybrid ship requires a thermal management system to adjust each component to an appropriate temperature.

[0003] In existing thermal management technologies, some utilize the principle of resistance heating to heat the battery through a PTC; in this way, when the hybrid ship is cold-started under cold conditions, the battery mainly supplies power to the drive motor, and the power output to the PTC is limited. Therefore, the heating time using the PTC is very long, with low efficiency and high energy consumption, affecting the cruising range of the hybrid ship. There are also some thermal management technologies, such as the one with the publication number CN109795312A, which discloses maintaining 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 difference between the battery coolant and the coolants of the motor controller and drive motor is relatively large, and the optimal temperature of each component cannot be accurately controlled. There are also some thermal management technologies, such as the one with the publication number CN113733848B, which uses an 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. There is also, for example, the patent with the publication number CN117360752B, titled "Thermal Management System and Control Method for Ship Composite Energy Power System", which does not effectively manage the heat of the drive motor, generator, and motor controller of the hybrid ship; moreover, when the ship is cold-started at low temperature, the engine starts to work first, and the engine relies on its own operation to warm up to reach the normal working temperature of the engine, with a relatively long preheating time, increasing fuel consumption; and it uses a PTC to heat the fuel cell to reach the appropriate working temperature of the fuel cell. The PTC heating utilizes the thermal effect of the resistor, with a coefficient of performance (COP) of 1 for heating performance, high energy consumption, and low efficiency; and it only uses the waste heat of the engine to heat and keep warm the fuel cell and power battery, and cannot supply heat to the air conditioning heater core. Summary of the Invention

[0004] The present application provides a hybrid marine vessel thermal management system and method to solve the problems in the above technical issues, including that heating the battery through PTC takes a long time and has low efficiency; using the heat of the motor controller and the drive motor to heat the battery results in a large temperature difference and cannot accurately control each component to operate at the optimal temperature; and using the air conditioning system to cool the battery, which has a complex structure and consumes more energy.

[0005] The technical solution adopted in the present application is as follows:

[0006] A hybrid marine vessel thermal management system 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 for heat exchange between the heat-absorbing coolant and seawater.

[0007] The motor system cooling circuit is configured to cool the motor system and heat the battery thermal management system to raise the temperature.

[0008] The battery thermal management circuit is configured to exchange heat with the battery to keep the battery within a preset temperature range.

[0009] The engine thermal management circuit is configured to exchange heat with the engine to keep the engine within a preset temperature range, and provide heat to the battery and the air conditioning heater core.

[0010] The seawater heat pump circuit is configured to provide heat for the temperature rise of the battery thermal management circuit and the engine thermal management circuit.

[0011] A hybrid marine vessel thermal management system of the present application further has the following additional technical features:

[0012] 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 tank connected in sequence; the first water pump enables 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 tank can adjust the flow rate of the heat-absorbing coolant and discharge the air in the motor system cooling circuit.

[0013] 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 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 exchange is performed on 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.

[0014] 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 tank connected in sequence; the third heat exchanger is connected to the first electromagnetic four-way valve, and the third expansion 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 heat-absorbing coolant flows in the engine thermal management circuit, and heat exchange is performed on the heat-absorbing coolant in the engine thermal management circuit through the third heat exchanger so that the engine is within a preset temperature range; heat in the heat-absorbing coolant can be absorbed through the air-conditioning heater core to heat the passenger compartment.

[0015] The seawater heat exchanger, port A of the first electromagnetic four-way valve, port C of the first electromagnetic four-way valve, the third water pump, the engine, port A of the second electromagnetic four-way valve, port D of the second electromagnetic four-way valve, port C of the third electromagnetic four-way valve, and port A of the third electromagnetic four-way valve are connected in series in sequence to form a closed first engine thermal management circuit; port B of the first electromagnetic four-way valve, the third heat exchanger, the heater core, and port B of the second electromagnetic four-way valve are connected in sequence through pipelines to form a second engine thermal management circuit; port C of the second electromagnetic four-way valve, the heat pump, and port D of the third electromagnetic four-way valve are connected in sequence through pipelines to form a third engine thermal management circuit.

[0016] 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; heat in the seawater is absorbed through the evaporator 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 circulating power for the coolant. Heat exchange is performed on the coolant in the seawater heat pump circuit through the second heat exchanger. The coolant after being heated by the heat pump can further heat the cooling heat in the engine thermal management circuit as a heat source.

[0017] This application also relates to a hybrid ship thermal management method, specifically including:

[0018] Collect battery temperature information through the first temperature sensor and transmit it to the ship-wide controller, and judge whether the ship is in the battery heating mode or the battery cooling mode through the ship-wide controller;

[0019] If the ship is in the battery heating mode, judge the driving condition of the ship through the ship-wide controller to determine whether the ship is in the pure electric mode, pure fuel mode, or hybrid mode in the battery heating mode;

[0020] Collect engine temperature information through the second temperature sensor and transmit it to the ship-wide controller, and judge whether the ship is in the engine normal start mode or the engine cold start mode through the ship-wide controller;

[0021] If the ship is in the normal engine start mode, the whole ship controller judges the driving condition of the ship to determine whether the ship is in the pure fuel mode or the hybrid mode;

[0022] When the ship is in the pure electric mode, the starting battery thermal management circuit, the motor system cooling circuit and the seawater heat pump circuit are controlled so that the motor system cooling circuit and the seawater heat pump circuit provide heat for the battery thermal management circuit;

[0023] When the ship is in the pure fuel mode, the starting battery thermal management circuit and the engine thermal management circuit are controlled. The first heat exchanger, the heat pump and the second heat exchanger do not work. The air-conditioning warm air core absorbs waste heat to heat the passenger cabin. The third heat exchanger exchanges heat for the endothermic coolant in the battery thermal management circuit and the engine thermal management circuit to provide heat for the battery thermal management circuit;

[0024] When the ship is in the hybrid mode, the starting battery thermal management circuit, the motor system cooling circuit and the engine thermal management circuit are controlled so that the first heat exchanger and the third heat exchanger exchange heat for the endothermic coolant in the battery thermal management circuit to keep the battery within the preset temperature range; the third heat exchanger exchanges heat for the endothermic coolant in the engine thermal management circuit to keep the engine within the preset temperature range.

[0025] When in the pure electric mode, the third heat exchanger does not work. The coolant in the battery thermal management circuit is heated by passing through the first heat exchanger and the second heat exchanger to raise the temperature so that the battery reaches the preset temperature range.

[0026] When the ship is in the battery cooling mode, the starting 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 seawater heat exchanger exchanges heat with the endothermic coolant to take away the heat in the battery thermal management circuit.

[0027] When the ship is in the engine cold start mode, the starting engine thermal management circuit and the seawater heat pump circuit are controlled. 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 the heat source to absorb heat and heat the coolant in the engine thermal management circuit to raise the temperature of the engine so that the engine is within the preset temperature range.

[0028] Due to the adoption of the above technical solutions, the beneficial effects obtained by this application are:

[0029] By setting up a battery thermal management circuit, a motor system cooling circuit, an engine thermal management circuit, and a seawater heat pump circuit, this application can utilize the inverse stratification principle of water temperature under low-temperature conditions. Since the temperature of seawater at a certain depth remains above 4 degrees Celsius, the coefficient of performance (COP) of the seawater heat pump circuit can always be maintained in the high-efficiency range. Further, it can preheat the battery thermal management circuit energy-efficiently and highly efficiently in a low-temperature environment without using PTC heating, reducing energy consumption and increasing the ship's cruising range. Through the coordinated cooperation among the motor system cooling circuit, the battery thermal management circuit, the engine thermal management circuit, and the seawater heat pump circuit, precise control is exerted over each component to enable it to operate at the optimal temperature. Moreover, when the seawater heat pump circuit uses seawater at a temperature below 10 degrees Celsius as the heat source, the output heating water temperature is around 40 degrees Celsius, which exactly matches the ideal operating temperature of the battery. When preheating the engine, the heat exchanger in the seawater heat pump circuit for heating the battery does not work, and the heat pump in the seawater heat pump circuit can absorb heat using the coolant at around 40 degrees Celsius as the heat source. At this time, the temperature of the coolant after heat pump heating is around 90 degrees Celsius, which is exactly close to the operating temperature of the engine coolant. Thus, it can quickly heat the small circulation circuit during the engine's cold start, achieving rapid engine warm-up, reducing fuel consumption and emissions. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The drawings described herein are used to provide a further understanding of this application and form a part of this application. The schematic embodiments and descriptions thereof of this application are used to explain this application and do not constitute an improper limitation to this application. In the drawings:

[0031] Figure 1 is a schematic structural diagram of a hybrid ship thermal management system under an embodiment of this application;

[0032] Figure 2 is a schematic structural diagram of a hybrid ship thermal management system in pure electric mode under an embodiment of this application;

[0033] Figure 3 is a schematic structural diagram of a hybrid ship thermal management system in pure fuel mode under an embodiment of this application;

[0034] Figure 4 is a schematic structural diagram of a hybrid ship thermal management system in hybrid mode under an embodiment of this application;

[0035] Figure 5 is a schematic structural diagram of a hybrid ship thermal management system in engine cold start mode under an embodiment of this application;

[0036] Figure 6Schematic diagram of the process of a hybrid ship thermal management method under an implementation mode of the present application. Detailed implementation mode

[0037] In order to more clearly illustrate the overall concept of the present application, the following will be described in detail by way of examples in conjunction with the drawings of the specification.

[0038] In the following description, many specific details are set forth in order to provide a thorough understanding of the present application. However, the present application may be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited by the specific embodiments disclosed below.

[0039] In addition, in the description of the present application, it should be understood that the orientation or positional relationships indicated by terms such as "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention.

[0040] In the present application, unless otherwise clearly defined and limited, terms such as "installed", "connected", "connected to", "fixed" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection, or a communication connection; it may be directly connected, or indirectly connected through an intermediate medium, and may be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] In the present application, unless otherwise clearly defined and limited, the first feature being "on" or "under" 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 referring to terms such as "implementation mode", "embodiment", "an embodiment", "example" or "specific example", etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0042] Embodiment 1

[0043] The present application relates to a hybrid ship thermal management system, as Figures 1 - 5As shown, 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 exchange heat between the heat-absorbing coolant and seawater; the motor system cooling circuit is configured to cool the motor system and heat up the battery thermal management system to provide heat; 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 be able to provide heat for the heating of the battery thermal management circuit and the engine thermal management circuit.

[0044] In 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, it is possible to utilize the inverse stratification principle of seawater temperature under low-temperature conditions. Since the temperature at a certain depth of seawater remains above 4 degrees Celsius, the coefficient of performance (COP) of the heating performance of the seawater heat pump circuit can always be maintained in the efficient range. Further, it can pre-heat the battery thermal management circuit energy-efficiently in a low-temperature environment without using PTC heating, reducing energy consumption and increasing the ship's cruising range. Through the coordinated cooperation among the motor system cooling circuit, the battery thermal management circuit, the engine thermal management circuit, and the seawater heat pump circuit, it is possible to accurately control each component according to the actual working conditions, with a small temperature difference, so as to accurately control each component to operate at the optimal temperature; further reduce energy consumption, achieve rapid engine warm-up and rapid battery temperature adjustment, and reduce fuel consumption and emissions.

[0045] In this invention, by setting up a motor system cooling circuit, 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 through the first heat exchanger to heat the power battery. The double heat pump system set in this invention is highly energy-efficient and can quickly absorb the heat in seawater to heat the engine thermal management circuit, achieving rapid engine warm-up and reducing fuel consumption and emissions. This invention utilizes the seawater heat pump system to heat the power battery. The heat pump system uses the reverse Carnot cycle principle, and the coefficient of performance (COP) of heating can reach about 3.3, which is more energy-efficient. This invention not only uses the waste heat of the engine to heat and keep warm the power battery, but also supplies heat to the air-conditioning heater core.

[0046] Moreover, when the heat source of the seawater heat pump circuit is seawater with a temperature below 10 degrees Celsius, the heating water outlet temperature output is about 40 degrees Celsius, which exactly matches the ideal operating temperature of the battery. When the engine is preheated, the heat exchanger that heats the battery in the seawater heat pump circuit does not work. The heat pump in the seawater heat pump circuit can absorb heat with a coolant of about 40 degrees Celsius as the heat source. At this time, the temperature of the coolant after the heat pump heats up is about 90 degrees Celsius, which is exactly close to the operating temperature of the engine coolant. Thus, it can quickly heat the small circulation circuit during the cold start of the engine, achieve the rapid warm-up of the engine, and reduce fuel consumption and emissions.

[0047] 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 tank connected in sequence; the first water pump enables 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 tank can adjust the flow rate of the heat-absorbing coolant and discharge the air in the motor system cooling circuit.

[0048] The seawater heat exchanger, the first water pump, the motor controller, the drive motor, the generator, the first heat exchanger, and the first expansion tank in the motor system cooling circuit and the seawater heat exchanger are connected in series to form a closed loop; among them:

[0049] The seawater heat exchanger is used to exchange heat between the heat-absorbing coolant in the motor system cooling circuit and seawater to achieve heat dissipation;

[0050] The first water pump can mobilize the flow of the coolant in the entire motor system cooling circuit, thereby taking away the heat generated during the operation of the motor system cooling circuit, avoiding high-temperature phenomena in each component, and enhancing the service life of each component;

[0051] The first heat exchanger can exchange heat between the coolant in the battery thermal management circuit and the motor system cooling circuit, thereby adjusting the temperatures of the battery in the battery thermal management circuit and the motor components in the motor system cooling circuit, keeping each component within a reasonable temperature range, and improving the stable performance of the system operation;

[0052] The first expansion tank can adjust the volume change of the coolant caused by temperature changes and leaks in the motor system cooling circuit and discharge the air in the motor system cooling circuit, making the coolant flow more balanced, and improving the operation efficiency and stable performance of the system.

[0053] During operation, the heat-absorbing coolant that has exchanged heat with the seawater heat exchanger has its heat taken away by the seawater to achieve heat dissipation and cooling. When passing through the motor controller, the drive motor, and the engine, it takes away the heat of each component. After heat exchange through the first heat exchanger, it enters the seawater heat exchanger to participate in the next cycle.

[0054] In addition, a third temperature sensor may be provided in the motor system cooling circuit to detect the temperature of the coolant in the motor system cooling circuit.

[0055] 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 tank, a second heat exchanger, a third heat exchanger, a battery, and a second electromagnetic three-way valve connected in sequence; the endothermic coolant flows in the battery thermal management circuit, and heat exchange is performed on the endothermic coolant through the first heat exchanger, the second heat exchanger, and the third heat exchanger to keep the battery within a preset temperature range.

[0056] As Figure 1 shown, the seawater heat exchanger, port A of the first electromagnetic three-way valve, port B 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, port C of the second electromagnetic three-way valve, and port A of the second electromagnetic three-way valve are sequentially connected in series to form a closed loop; port B of the first electromagnetic three-way valve is connected to port B of the second electromagnetic three-way valve through a pipeline; in addition, a first temperature sensor is provided and connected to the outlet position of the battery; the second expansion tank is arranged between the first heat exchanger and the second heat exchanger; where:

[0057] The seawater heat exchanger can perform heat exchange between the endothermic coolant in the battery thermal management circuit and seawater to achieve heat dissipation;

[0058] The first electromagnetic three-way valve is used to adjust the flow direction and flow rate of the coolant;

[0059] The second water pump is used to drive the flow of the coolant in the entire battery thermal management circuit;

[0060] The first heat exchanger is used to exchange heat between the coolant in the battery thermal management circuit and the motor system cooling circuit;

[0061] The second expansion tank is used to adjust the volume change of the coolant caused by temperature changes and leaks in the battery thermal management circuit and discharge the air in the battery cooling circuit;

[0062] The second heat exchanger is used to exchange heat between the coolant in the battery thermal management circuit and the seawater heat pump circuit;

[0063] The third heat exchanger is used to exchange heat between the coolant in the battery thermal management circuit and the engine thermal management circuit;

[0064] The battery is used to supply electrical energy to the drive motor and the seawater heat pump circuit;

[0065] The second electromagnetic three-way valve is used to adjust the flow direction and flow rate of the coolant;

[0066] The first temperature sensor is used to detect the temperature of the outlet of the battery coolant.

[0067] During application, in the battery thermal management circuit, the A port and C port of the first electromagnetic three-way valve are opened, and the B port is closed; the A port and C port 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 to accelerate the heating of the coolant in the battery thermal management circuit: when the ship is in the pure electric mode, the coolant in the battery thermal management circuit rapidly heats up to the appropriate operating temperature of the battery after passing through the first heat exchanger and the second heat exchanger; when the ship is in the 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 to provide heat for the battery thermal management circuit; when the ship is in the hybrid mode, the coolant in the battery thermal management circuit rapidly heats up to the appropriate operating temperature of the battery after passing through the first heat exchanger and the third heat exchanger.

[0068] 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 tank connected in sequence; the third heat exchanger is connected to the first electromagnetic four-way valve, and the third expansion 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; where:

[0069] The seawater heat exchanger is used to exchange heat and dissipate heat between the heat-absorbing coolant and seawater;

[0070] The first electromagnetic four-way valve is used to adjust the flow direction and flow rate of the coolant;

[0071] The third water pump is used to drive the flow of the coolant in the entire engine thermal management circuit;

[0072] The second electromagnetic four-way valve is used to adjust the flow direction and flow rate of the coolant;

[0073] The heat pump is used to absorb heat with the coolant after heating through the seawater heat pump circuit as the heat source to heat the coolant in the engine thermal management circuit;

[0074] The third electromagnetic four-way valve is used to adjust the flow direction and flow rate of the coolant;

[0075] The heater core is used to absorb the waste heat in the engine thermal management circuit to heat the passenger compartment;

[0076] The third heat exchanger is used to exchange heat 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;

[0077] The second temperature sensor is used to detect the temperature of the engine coolant inlet.

[0078] The third expansion tank is used to adjust the volume change of the coolant caused by temperature change and leakage in the engine thermal management circuit, and to discharge the air in the engine thermal management circuit.

[0079] Further, the seawater heat exchanger, port A of the first electromagnetic four-way valve, port C of the first electromagnetic four-way valve, the third water pump, the engine, port A of the second electromagnetic four-way valve, port D of the second electromagnetic four-way valve, port C of the third electromagnetic four-way valve and port A of the third electromagnetic four-way valve are connected in series in sequence to form a closed first engine thermal management circuit; port B of the first electromagnetic four-way valve, the third heat exchanger, the heater core, and port B of the second electromagnetic four-way valve are connected in sequence through pipelines to form a second engine thermal management circuit; port C of the second electromagnetic four-way valve, the heat pump, and port D of the third electromagnetic four-way valve are connected in sequence through pipelines to form a third engine thermal management circuit; port D of the first electromagnetic four-way valve and port B of the third electromagnetic four-way valve are connected through a pipeline; port D of the second electromagnetic four-way valve and port C of the third electromagnetic four-way valve are connected through a pipeline; in addition, a second temperature sensor is provided, and the second temperature sensor is arranged at the engine inlet, and the third expansion tank is between the heater core and port B of the second electromagnetic four-way valve.

[0080] During application, when the ship is in the cold start mode, ports A and C of the first electromagnetic four-way valve are opened, and ports B and D are closed; ports A and C of the second electromagnetic four-way valve are opened, and ports B and D are closed; ports A and D of the third electromagnetic 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 warming of the engine; when the ship is in the pure fuel mode or the hybrid mode, all ports A, B, C, and D of the first electromagnetic four-way valve are opened; ports A, B, and D of the second electromagnetic four-way valve are opened, and port C is closed; ports A, B, and C of the third electromagnetic four-way valve are opened, and port D is closed; the third water pump pumps the coolant cooled by seawater into the engine heat management circuit. After flowing through the engine, the coolant becomes high-temperature heat-absorbing coolant. This high-temperature coolant has three flow paths: the first path still remains high-temperature coolant after flowing through ports A and D of the second electromagnetic four-way valve, ports C and B of the third electromagnetic four-way valve, and ports D and C of the first electromagnetic four-way valve in sequence; the second path becomes low-temperature coolant after flowing through ports A and D of the second electromagnetic four-way valve, ports C and A of the third electromagnetic four-way valve, the seawater heat exchanger, and ports A and C of the first electromagnetic four-way valve in sequence; the third path becomes medium-temperature coolant after flowing through ports A and B of the second electromagnetic four-way valve, the air-conditioning heater core, the third heat exchanger, and ports B and C of the first electromagnetic four-way valve in sequence. After the three paths of coolant reach the first electromagnetic four-way valve, by controlling the opening degrees of the valves of the first electromagnetic four-way valve, the coolant with the most suitable engine operating temperature is obtained. The heater core absorbs the waste heat in the engine heat management circuit to heat the passenger cabin. The third heat exchanger exchanges heat between the coolant in the battery heat management circuit and the heat-absorbing coolant in the engine heat management circuit to provide heat for the battery heat management circuit.

[0081] 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; during application, the evaporator absorbs the 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 compressor compresses the low-temperature and low-pressure coolant gas into a high-temperature and high-pressure gas to provide circulating power for the coolant. The second heat exchanger exchanges heat for the coolant in the seawater heat pump circuit. The coolant after being heated by the heat pump can further heat the cooling heat in the engine heat management circuit as a heat source; the expansion valve throttles and depressurizes the high-temperature and high-pressure liquid coolant to make it become a low-temperature and low-pressure liquid coolant and participate in the cycle again.

[0082] Embodiment 2

[0083] This application also relates to a hybrid ship heat management method, as Figure 6 shown, specifically including:

[0084] S1: Collect the battery temperature information through the first temperature sensor and transmit it to the ship controller. The ship controller determines whether the ship is in the battery heating mode or the battery cooling mode;

[0085] S2: If the ship is in the battery heating mode, the ship controller determines the driving condition of the ship to judge whether the ship is in the pure electric mode, pure fuel mode or hybrid mode in the battery heating mode;

[0086] S3: Collect the engine temperature information through the second temperature sensor and transmit it to the ship controller. The ship controller determines whether the ship is in the normal engine start mode or the cold engine start mode;

[0087] S4: If the ship is in the normal engine start mode, the ship controller determines the driving condition of the ship to judge whether the ship is in the pure fuel mode or the hybrid mode;

[0088] S5: When the ship is in the pure electric mode, control the start of the battery thermal management circuit, the motor system cooling circuit and the seawater heat pump circuit, so that the motor system cooling circuit and the seawater heat pump circuit provide heat for the battery thermal management circuit;

[0089] S6: When the ship is in the pure fuel mode, control the start 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 warm air core absorbs the waste heat to heat the passenger cabin. The third heat exchanger exchanges heat for the heat-absorbing coolant in the battery thermal management circuit and the engine thermal management circuit to provide heat for the battery thermal management circuit;

[0090] S7: When the ship is in the hybrid mode, control the start of the battery thermal management circuit, the motor system cooling circuit and the engine thermal management circuit, so that the first heat exchanger and the third heat exchanger exchange heat for the heat-absorbing coolant in the battery thermal management circuit, so that the battery is within the preset temperature range; the third heat exchanger exchanges heat for the heat-absorbing coolant in the engine thermal management circuit, so that the engine is within the preset temperature range.

[0091] Furthermore, the upper limit of the optimal working 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.

[0092] In step S1, when the ship is in the battery cooling mode, start the battery thermal management system. The B port and C port of the first electromagnetic three-way valve are opened, and the A port is closed; the B port and C port 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 seawater heat exchanger exchanges heat for the heat-absorbing coolant to take away the heat in the battery thermal management circuit.

[0093] Furthermore, the minimum limit value of the coolant temperature when the engine is operating normally is 80°C. The operating modes in which the engine participates are the pure fuel mode or the hybrid mode. If the coolant temperature of the engine is lower than 80°C, the engine thermal management circuit will first enter the engine cold start mode.

[0094] In step S3, when the second temperature sensor detects that the temperature of the engine coolant inlet is lower than 80°C, it is determined by the ship controller that the ship is in the engine cold start mode. In the engine cold start mode, by controlling the start of the engine thermal management circuit and the seawater heat pump circuit, at this time the second heat exchanger does not work, and 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 and heat the coolant in the engine thermal management circuit to raise the temperature of the engine so that the engine is within the preset temperature range. Specifically:

[0095] 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 a coolant gas. The compressor compresses the low-temperature and low-pressure coolant gas into a 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 depressurize the high-temperature and high-pressure liquid coolant so that it becomes a low-temperature and low-pressure liquid coolant and flows into the evaporator to participate in the cycle again.

[0096] It should be noted that at this time, the second heat exchanger connecting the seawater heat pump circuit and the battery thermal management circuit does not work and is regarded as an ordinary pipeline through which the coolant flows.

[0097] The working mode of the engine thermal management circuit is as follows: As Figure 5 shown, at this time, port A and port C of the first electromagnetic four-way valve are opened, and port B and port D are closed; port A and port C of the second electromagnetic four-way valve are opened, and port B and port D are closed; port A and port D of the third electromagnetic four-way valve are opened, and port B and port 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.

[0098] Furthermore, in step S5, when the ship is in the pure electric mode, by controlling the start of the battery thermal management circuit, the motor system cooling circuit, and the seawater heat pump circuit, so that the motor system cooling circuit and the seawater heat pump circuit provide heat for the battery thermal management circuit, specifically including:

[0099] 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 by the first water pump. The coolant flows through the motor controller (integrated with DC / DC), drive motor, and generator in sequence to take away the heat, thus obtaining the heat-absorbing coolant. Then, it exchanges heat with the coolant in the first heat exchanger and the battery thermal management circuit to provide heat for the battery thermal management circuit.

[0100] The working mode of the seawater heat pump circuit is as follows: The evaporator absorbs the heat in seawater to evaporate the low-temperature and low-pressure coolant liquid into a coolant gas. The compressor compresses the low-temperature and low-pressure coolant gas into a 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 to provide heat for the battery thermal management circuit. The expansion valve is used to throttle and depressurize the high-temperature and high-pressure liquid coolant to make it become a low-temperature and low-pressure liquid coolant and flow into the evaporator.

[0101] It should be noted that at this time, the heat pump connecting the seawater heat pump circuit and the engine thermal management circuit does not work and is regarded as an ordinary pipeline through which the coolant flows.

[0102] The working mode of the battery thermal management circuit is as follows: The A port and C port of the first electromagnetic three-way valve are opened, and the B port is closed; the A port and C port 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 rapidly rises in temperature after passing through the first heat exchanger and the second heat exchanger to reach the appropriate working temperature of the battery.

[0103] It should be noted that at this time, the third heat exchanger connecting the battery thermal management circuit and the engine thermal management circuit does not work and is regarded as an ordinary pipeline through which the coolant flows; the first heat exchanger and the second heat exchanger provide heat for the coolant in the battery thermal management circuit to raise the temperature so that the battery reaches the preset temperature range.

[0104] Further, in step S6, when the ship is in the pure fuel mode, as Figure 3 shown, by controlling the start 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 cabin, and the third heat exchanger exchanges heat between the heat-absorbing coolant in the battery thermal management circuit and the engine thermal management circuit to provide heat for the battery thermal management circuit, specifically including:

[0105] The engine thermal management circuit works as follows: all ports A, B, C, and D of the first electromagnetic four-way valve are opened; ports A, B, and D of the second electromagnetic four-way valve are opened, and port C is closed; ports A, B, and C of the third electromagnetic four-way valve are opened, and port D is closed; the third water pump pumps the coolant cooled by seawater into the engine thermal management circuit. After flowing through the engine, the coolant becomes high-temperature heat-absorbing coolant, and this high-temperature coolant has three flow paths: the first path flows through ports A and D of the second electromagnetic four-way valve, port C and B of the third electromagnetic four-way valve, and ports D and C of the first electromagnetic four-way valve in sequence and remains high-temperature coolant; the second path flows through ports A and D of the second electromagnetic four-way valve, port C and A of the third electromagnetic four-way valve, the seawater heat exchanger, and ports A and C of the first electromagnetic four-way valve in sequence and obtains low-temperature coolant; the third path flows through ports A and B of the second electromagnetic four-way valve, the air-conditioning heater core, the third heat exchanger, and ports B and C of the first electromagnetic four-way valve in sequence and obtains medium-temperature coolant. After the three paths of coolant reach the first electromagnetic four-way valve, by controlling the opening degrees of the valves of the first electromagnetic four-way valve, coolant with the most suitable engine operating temperature is obtained. 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 for the battery thermal management circuit.

[0106] It should be noted that at this time, the heat pump connecting the seawater heat pump circuit and the engine thermal management circuit does not work and is regarded as an ordinary pipe through which the coolant flows.

[0107] The battery thermal management circuit works as follows: ports A and C of the first electromagnetic three-way valve are opened, and port B is closed; ports A and C of the second electromagnetic three-way valve are opened, and port B 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 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 for the battery thermal management circuit.

[0108] 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 an ordinary 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 an ordinary pipe through which the coolant flows.

[0109] Furthermore, in step S7, when the ship is in the hybrid mode, by controlling the start of the battery thermal management circuit, the motor system cooling circuit, and the engine thermal management circuit, the first heat exchanger and the third heat exchanger exchange heat with the heat-absorbing coolant in the battery thermal management circuit to keep the battery within the preset temperature range; the third heat exchanger exchanges heat with the heat-absorbing coolant in the engine thermal management circuit to keep the engine within the preset temperature range, specifically including:

[0110] The working mode of the motor system cooling circuit is the same as that of the motor system cooling circuit in the 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), the drive motor, and the generator in sequence to take away heat, thus obtaining the heat-absorbing coolant. The heat-absorbing coolant flowing through the motor system exchanges heat with the coolant in the battery thermal management circuit through the first heat exchanger, providing heat for the battery thermal management circuit.

[0111] The working mode of the engine thermal management circuit is as follows: Ports A, B, C, and D of the first electromagnetic four-way valve are all opened; Ports A, B, and D of the second electromagnetic four-way valve are opened, and Port C is closed; Ports A, B, and C of the third electromagnetic four-way valve are opened, and Port D is closed; The third water pump pumps the coolant cooled by seawater into the engine thermal management circuit. The coolant flows through the engine to obtain high-temperature heat-absorbing coolant. This high-temperature coolant has three flow paths: The first path flows through Ports A and D of the second electromagnetic four-way valve, Ports C and B of the third electromagnetic four-way valve, and Ports D and C of the first electromagnetic four-way valve in sequence and remains high-temperature coolant; The second path flows through Ports A and D of the second electromagnetic four-way valve, Ports C and A of the third electromagnetic four-way valve, the seawater heat exchanger, and Ports A and C of the first electromagnetic four-way valve in sequence to obtain low-temperature coolant; The third path flows through Ports A and B of the second electromagnetic four-way valve, the air-conditioning heater core, the third heat exchanger, and Ports A and B of the first electromagnetic four-way valve in sequence to obtain medium-temperature coolant. After the three paths of coolant reach the first electromagnetic four-way valve, by controlling the opening degrees of the valves of the first electromagnetic four-way valve, the coolant with the most suitable engine operating temperature is obtained. 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, providing heat for the battery thermal management circuit.

[0112] It should be noted that at this time, the heat pump connecting the seawater heat pump circuit and the engine thermal management circuit does not work and is regarded as an ordinary pipeline through which the coolant flows.

[0113] The working mode of the battery thermal management circuit is as follows: Ports A and C of the first electromagnetic three-way valve are opened, and Port B is closed; Ports A and C of the second electromagnetic three-way valve are opened, and Port B 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 coolant in the battery thermal management circuit quickly rises to the appropriate working temperature of the battery after passing through the first heat exchanger and the third heat exchanger.

[0114] In this application, the parts not described can be implemented by adopting or referring to the existing technologies.

[0115] Each embodiment in this specification is described in a progressive manner. For the same or similar parts among the embodiments, reference can be made to each other. Each embodiment focuses on the differences from other embodiments.

[0116] The above are only the embodiments of the present application and are not intended to limit the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within 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; The motor system cooling circuit is configured to cool the motor system and provide heat to the battery thermal management system for heating; 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; A battery thermal management circuit is configured to perform heat exchange on the battery so that the battery is within a preset temperature range; the battery thermal management circuit comprises 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 engine thermal management circuit is configured to perform heat exchange on the engine so that the engine is within a preset temperature range, and to provide heat to the battery and the air conditioning heater core; the engine thermal management circuit comprises 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 seawater heat pump circuit is configured to provide heat for the temperature rise of the battery thermal management circuit and the engine thermal management circuit; the seawater heat pump circuit forms a closed loop, including an evaporator, a compressor, a second heat exchanger, a heat pump and an expansion valve connected in series in sequence.

2. A hybrid ship thermal management system according to claim 1, characterized in that: 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 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 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 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, based on a hybrid ship thermal management system according to any one of claims 1 to 6, characterized in that: The method specifically comprises: 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 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; 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 using the coolant at around 40 degrees Celsius as a heat source.

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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