Electric vehicle hybrid power assembly thermal management system based on amorphous alloy material and control method

Abstract

The invention relates to an electric vehicle hybrid power assembly thermal management system based on an amorphous alloy material and a control method, and belongs to the field of new energy vehicle thermal management. The system comprises a motor, an engine, a condenser, a radiator, an air conditioning box, a refrigeration heat exchanger, a liquid cooling plate, a power battery and a heating device. The method comprises the following steps of: judging comparison conditions of a current external environment temperature and a preset low-temperature threshold value and a preset high-temperature threshold value, and corresponding to three working modes; in the first mode, a battery needs to be heated, and a motor / engine needs to be cooled; in the second mode, the battery does not need heat management temporarily, and the motor / engine needs heat dissipation; and in the third mode, the battery and the motor / engine need to be cooled. According to the heating method, the heating device works with high heating power at the extremely low temperature, and the heating device works with low heating power at the low temperature. The system has the advantages that the low-temperature heating rate is high, the integrated heat management configuration is simplified, and the system is suitable for new energy vehicle types in various power forms.

Description

Technical Field

[0001] The present invention belongs to the field of thermal management of new energy vehicles, and relates to a thermal management system and a control method for a hybrid powertrain of an electric vehicle based on an amorphous alloy material. Background Art

[0002] Although new energy vehicle technology has advanced rapidly and the market has developed rapidly, there are still some problems that restrict the development of the industry and affect consumers' purchasing decisions. One of the problems is that the driving range of new energy vehicles is greatly reduced at low temperatures. As the power source of new energy vehicles, the working performance of the power battery system directly affects the power performance of the entire vehicle. The charging and discharging performance of lithium-ion batteries is different at different temperatures. In high temperature and cold environments, battery performance decreases, affecting the instantaneous charging and discharging power of the battery, and its charging and discharging capacity, thereby affecting the instantaneous power of the entire vehicle and its ultimate driving range. In addition, the battery works in a high temperature and cold environment for a long time, which will greatly affect the life of the battery itself. The existing heating methods are divided into internal heating and external heating.

[0003] External heating: External heating mainly heats the heat transfer medium (air, liquid or phase change material) by means of an external heat source, and then heats the battery by means of thermal radiation, thermal convection or thermal conduction. The technical difficulty and cost of this method are relatively low, but a large amount of space needs to be reserved in the battery pack body as a gas flow channel, which reduces the compactness of the entire package structure; although the battery heating method based on liquid medium has a higher heating efficiency, it has many auxiliary equipment, complex structural design, and high cost, and there are safety hazards such as sealing and insulation. In addition, the existing heating method cannot accurately adjust the heating power according to the actual temperature of each battery cell, and can only adjust the overall heating power to a certain extent. Therefore, when the heating is completed, the temperature consistency of the battery cells in the system is poor.

[0004] Internal heating: The internal heating method uses the Joule heat generated by the current passing through a conductor with a certain resistance value to heat the power battery. The conductor is the power battery itself. According to the positive and negative directions of the current, it can be specifically divided into charging heating method, discharging heating method and AC excitation heating method; according to the power source providing the current, it can be divided into self-consumption heating and external energy supply heating, but it requires major changes to the power battery monomer structure, which reduces the energy density of the battery to a certain extent, and there is a large energy consumption. Summary of the invention

[0005] In view of this, the purpose of the present invention is to provide a hybrid powertrain thermal management system and control method for electric vehicles based on amorphous alloy materials. The shortcomings of traditional new energy vehicles' complex thermal management configuration, low heating efficiency, and high heating energy consumption are solved, and the heating efficiency and energy utilization rate of the integrated thermal management system of the hybrid powertrain of new energy vehicles can be effectively improved, and the power attenuation and cruising range attenuation of new energy vehicles at low temperatures can be reduced.

[0006] In order to achieve the above object, the present invention provides the following technical solutions:

[0007] The amorphous material manufacturing system involved in the present invention includes raw materials (iron, silicon, boron, etc.), a furnace, a metal feeder, a casting wheel, a limit wheel, a measuring and control device, and a coiling machine. The raw materials are put into the furnace and become liquid metal. The liquid metal is poured onto the casting wheel through the metal feeder and cooled at an extremely fast speed (usually 10 5 -10 6 ℃ / second) to form a uniform amorphous metal strip, which passes through the limiting wheel, is detected by the measuring and control device, and is finally transported to the coiling machine to complete the production of the amorphous metal strip.

[0008] Furthermore, if the measuring and control device finds that the batch of amorphous metal strips has production defects, such as wrinkles, cracks, micropores, etc., it means that the production quality is not up to standard, and the production process parameters such as the temperature of the furnace and the speed of the casting wheel need to be adjusted to ensure that uniform amorphous metal strips are generated with appropriate initial temperature and cooling rate.

[0009] The amorphous material-based heating device involved in the present invention comprises an amorphous material metal strip, a packaging material, an electrode sheet, a positive electrode wire, and a negative electrode wire. The amorphous material metal strip is packaged with the packaging material, and the electrode sheets are used at both ends of the heating device to connect all the amorphous material metal strips in parallel, and the positive and negative electrodes are led out through the positive electrode wire and the negative electrode wire to achieve connection with an external power source.

[0010] Furthermore, the packaging material can be selected from different materials according to the requirements of the use scenario, such as PET film, PI film, etc., or non-woven fabric or artificial leather. Considering the use inside the battery pack, PET film is generally used.

[0011] The power battery pack (module-free structure) thermal management system involved in the present invention includes power battery cells, insulation materials, a battery pack lower tray, a coolant inlet, a coolant outlet, a heating device based on amorphous materials, and a battery pack upper cover. The power battery cells are arranged in order on the battery pack lower tray, and insulation materials are filled between the power battery cells to achieve heat isolation in dangerous working conditions such as thermal runaway. A heating device based on amorphous materials is arranged on the power battery cells, which are close together to achieve rapid heating at low temperatures. A coolant inlet and a coolant outlet are arranged on the battery pack lower tray to achieve rapid heat dissipation of the power battery pack at high temperatures. The battery pack upper cover is arranged on the amorphous material heating device. The battery pack lower tray and the battery pack upper cover are usually connected by bolts or welding to meet IP67 or higher sealing requirements to achieve dustproof, waterproof, and insulation of the battery pack.

[0012] The power battery pack (module structure) thermal management system involved in the present invention includes a power battery module, a heating device based on amorphous materials, a module coolant inlet, a module coolant outlet, a battery pack lower tray, a battery pack coolant inlet, a battery pack coolant outlet, and a battery pack upper cover. In each module, the heating device based on amorphous materials is arranged above the power battery module and is close together, so as to achieve rapid heating at low temperatures. All power battery modules are arranged in sequence on the battery pack lower tray, and the battery pack upper cover is installed on it. A module coolant inlet and a module coolant outlet are arranged under the power battery module, and a battery pack coolant inlet and a battery pack coolant outlet are arranged on the battery pack lower tray to achieve rapid heat dissipation from the entire pack to the module at high temperatures. The battery pack lower tray and the battery pack upper cover are usually connected by bolts or welding to meet IP67 grade or higher sealing requirements to achieve dustproof, waterproof, insulation, etc. of the battery pack.

[0013] The electric vehicle hybrid powertrain thermal management system to which the present invention relates includes a motor, a motor controller, an engine, an engine controller, a DC module, a condenser, a radiator, an air conditioning box, a refrigeration heat exchanger, a stop valve, a water pump, a compressor, an expansion valve, a liquid cooling plate, a power battery, a fuel cell, a super capacitor, a heating device, etc. According to different functions, the thermal management system can be divided into four loops. Loop one is a refrigerant loop. After the refrigerant is cooled at the condenser end, it enters the stop valve at a lower temperature, and then performs heat exchange from two routes of the air conditioning box and the refrigeration heat exchanger. The temperature is then reduced through the compressor at a higher temperature, and then passes through the condenser to form a refrigerant cycle. Loop two is a motor and engine cooling loop, in which the coolant passes through the expansion valve at a lower temperature from the radiator end, one path passes through the DC module, the motor controller, and the motor, and returns to the radiator at a higher temperature, and the other path passes through the DC module, the engine controller, and the engine, and returns to the radiator at a higher temperature. Loop three is the power battery refrigeration loop. The coolant enters the refrigeration heat exchanger from the radiator end at a lower temperature. The refrigeration heat exchanger is connected to the liquid cooling plate to achieve heat exchange, and then the radiator is radiated at a higher temperature. At the same time, the coolant in the liquid cooling plate passes through the water pump to increase the flow rate to enhance the heat dissipation efficiency. Loop four is the power battery heating loop. The heating device is electrically connected to the battery system to heat the battery system when the power battery is at a low temperature.

[0014] Furthermore, the thermal management system is suitable for hybrid electric vehicles, which can dissipate heat for the motor and the engine at the same time, and is also suitable for pure electric vehicles and extended-range vehicles, which can only dissipate heat for the motor or the engine.

[0015] Furthermore, the thermal management system is applicable to automobiles with a variety of power energy devices, one, two or three of power batteries, fuel cells and supercapacitors, and can achieve rapid heating at low temperatures through heating schemes.

[0016] The present invention relates to a control method for a thermal management system of a hybrid powertrain of an electric vehicle, and the control method can be divided into the following steps.

[0017] Step S1, determine whether the current external environment temperature is ≤ the preset low temperature threshold, if not, proceed to step S2; if yes, proceed to step S3 of battery heating and motor / engine cooling. The preset low temperature threshold can be set according to the actual environment, such as 0°C or -10°C.

[0018] Step S2, determine whether the current external environment temperature is ≥ the preset high temperature threshold. If not, enter the work step S4 where the battery temporarily does not need thermal management and the motor / engine heat dissipation; if so, enter the work step S5 where the battery heat dissipation and the motor / engine heat dissipation are temporarily not required.

[0019] Step S3: The battery needs to be heated and the motor / engine needs to be cooled. In terms of battery thermal management, the operating mode is automatically switched according to the monitored battery temperature: if the battery temperature ≤t 电池低温 , the heating mode is started and the heating device works; if t 电池低温 <Battery temperature ≤ t 电池高温 , suspend thermal management; if the battery temperature > t 电池高温 , the cooling mode is started, and the cooling circuit is shared with the motor and engine. In terms of motor cooling, the electronic water pump is started first to allow the coolant to circulate, and then the cooling fan is started to speed up the cooling efficiency. At the same time, the flow rate of the electronic water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling requirements. In terms of engine cooling, the working mode is automatically switched according to the monitored engine temperature: if the engine temperature ≤t 发动机低温 , the coolant circulates inside the engine and does not participate in the external circulation; if t 发动机低温 <Engine temperature≤t 发动机高温 , the thermostat is opened, the coolant begins to circulate, and the cooling fan increases the cooling efficiency.

[0020] Step S4: The battery does not need thermal management temporarily, but the motor / engine needs to dissipate heat. In terms of battery thermal management, the operating mode is automatically switched according to the monitored battery temperature: If t 电池低温 <Battery temperature ≤ t 电池高温 , suspend thermal management; if the battery temperature > t 电池高温 , the cooling mode is started, and the cooling circuit is shared with the motor and engine. In terms of motor cooling, the electronic water pump is started first to allow the coolant to circulate, and then the cooling fan is started to speed up the cooling efficiency. At the same time, the flow rate of the electronic water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling requirements. In terms of engine cooling, the working mode is automatically switched according to the monitored engine temperature: if the engine temperature ≤t 发动机低温 , the coolant circulates inside the engine and does not participate in the external circulation; if t 发动机低温 <Engine temperature≤t 发动机高温 , the thermostat is opened, the coolant begins to circulate, and the cooling fan increases the cooling efficiency.

[0021] Step S5: The battery needs to be cooled, and the motor / engine needs to be cooled. In terms of battery thermal management, the operating mode is automatically switched according to the monitored battery temperature: if the battery temperature is greater than t 电池高温 , the cooling mode is started, and the cooling circuit is shared with the motor and engine. In terms of motor cooling, the electronic water pump is started first to allow the coolant to circulate, and then the cooling fan is started to speed up the cooling efficiency. At the same time, the flow rate of the electronic water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling requirements. In terms of engine cooling, the working mode is automatically switched according to the monitored engine temperature: if the engine temperature ≤t发动机低温 , the coolant circulates inside the engine and does not participate in the external circulation; if t 发动机低温 <Engine temperature≤t 发动机高温 , the thermostat is opened, the coolant begins to circulate, and the cooling fan increases the cooling efficiency.

[0022] Furthermore, t 电池低温 ,t 电池高温 Can be preset according to the actual environment, t 电池低温 Can be set to 0℃, t 电池高温 Can be set to 30℃ or 35℃.

[0023] Furthermore, t 发动机低温 ,t 发动机高温 Can be preset according to the actual environment, t 发动机低温 Can be set to 60℃ or 70℃, t 发动机高温 Can be set to 90°C or 100°C.

[0024] The present invention relates to a low-temperature heating control method for a hybrid powertrain thermal management system of an electric vehicle. The control method can be divided into the following steps.

[0025] Step s1, determine whether the battery temperature is ≤T 低温 If not, do not heat; if so, go to step s2.

[0026] Step s2, starting the heating mode, turning on the switch of the heating device based on amorphous materials, and the power battery starts to heat up.

[0027] Step s3, determine whether the battery temperature is ≤ t1, if so, set the heating device power to P1; if not, enter step s4.

[0028] Step s4, determine whether the battery temperature is between t1 and T 低温 If yes, set the heating device power to P2; if no, go to step s5.

[0029] Step s5: The battery temperature continues to rise, and it is determined whether the battery temperature is ≤T 低温 If yes, continue heating at P2 power; if no, go to step s6.

[0030] Step s6: the battery temperature is high enough, turn off the heating device switch and stop heating.

[0031] Furthermore, the three parameters t1, P1, and P2 can be set according to actual temperature conditions. For example, if t1 is set to -10°C, P1 is set to 15kW, and P2 is set to 5kW, then in this embodiment, the battery is heated with a large current when the temperature is below -10°C, and the heating device heats the power battery with a heating power of 15kW; after the battery temperature rises to -10°C, it is heated with a small current, and the heating power is adjusted to 5kW; after the battery temperature rises to 0°C, the heating is stopped.

[0032] The beneficial effects of the present invention are:

[0033] (1) High heating rate at low temperature and significant heating effect. Due to the use of a heating device based on amorphous materials, its heating rate and temperature rise speed will be much higher than traditional heating films, heating sheets and other solutions, which can make the heating rate of power batteries at low temperatures reach 5-10℃ / min.

[0034] (2) Integrated thermal management configuration design simplifies the thermal management system, reduces parts, and reduces costs. By designing the motor, engine, battery, etc. into an integrated thermal management configuration, the refrigerant circulation circuit can be shared. The refrigerant circuit, motor and engine cooling circuit, power battery cooling circuit, and power battery heating circuit are integrated into one thermal management system, which is efficient and reduces costs.

[0035] (3) Applicable to new energy vehicles with various power forms. This thermal management system is applicable to hybrid vehicles, which can dissipate heat for both the motor and the engine. It is also applicable to pure electric vehicles and extended-range vehicles, which can dissipate heat for only the motor or the engine. This thermal management system is applicable to vehicles with various power energy devices. Power batteries, fuel cells, and supercapacitors can all adopt this solution. One of them, or a combination of two or three battery devices can achieve rapid heating at low temperatures through the heating solution.

[0036] Other advantages, objectives and features of the present invention will be described in the following description to some extent, and to some extent, will be obvious to those skilled in the art based on the following examination and study, or can be taught from the practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be described in detail below in conjunction with the accompanying drawings, wherein:

[0038] Figure 1 Schematic diagram for manufacturing amorphous materials;

[0039] Figure 2 A heating device based on amorphous materials;

[0040] Figure 3 Thermal management system for module-free power battery packs;

[0041] Figure 4 Thermal management system for module-structured power battery packs;

[0042] Figure 5 Thermal management systems for hybrid powertrains in electric vehicles;

[0043] Figure 6 A control method for a thermal management system of a hybrid powertrain of an electric vehicle;

[0044] Figure 7 The invention provides a low temperature heating control method for a thermal management system of a hybrid powertrain of an electric vehicle.

[0045] Figure numerals: 1-raw materials, 2-furnace, 3-metal feeder, 4-casting wheel, 5-limiting wheel, 6-measuring and control device, 7-reeling machine. 21-amorphous metal strip, 22-packaging material, 23-electrode sheet, 24-positive electrode wire, 25-negative electrode wire. 31-power battery cell, 32-insulating material, 33-lower tray of battery pack, 34-coolant inlet, 35-coolant outlet, 36-heating device based on amorphous material, 37-battery pack cover. 41-power battery module, 42-heating device based on amorphous material, 43-module coolant inlet, 44-module coolant outlet, 45-lower tray of battery pack, 46-battery pack coolant inlet, 47-battery pack coolant outlet, 48-battery pack cover. DETAILED DESCRIPTION

[0046] The following describes the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner, and the following embodiments and features in the embodiments can be combined with each other without conflict.

[0047] Among them, the drawings are only used for illustrative explanations, and they only represent schematic diagrams rather than actual pictures, and should not be understood as limitations on the present invention. In order to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of actual products. For those skilled in the art, it is understandable that some well-known structures and their descriptions in the drawings may be omitted.

[0048] The same or similar numbers in the drawings of the embodiments of the present invention correspond to the same or similar parts; in the description of the present invention, it should be understood that if the terms "upper", "lower", "left", "right", "front", "rear", etc. indicate the orientation or position relationship, they are based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, the terms describing the position relationship in the drawings are only used for illustrative purposes and cannot be understood as limiting the present invention. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0049] Figure 1 This is a schematic diagram of amorphous material manufacturing. Figure 1 As shown in FIG. 1 , the amorphous material manufacturing system includes raw materials (iron, silicon, boron, etc.) 1, a furnace 2, a metal feeder 3, a casting wheel 4, a limit wheel 5, a measuring and control device 6, and a coiling machine 7. The raw materials 1 are put into the furnace 2 and become liquid metal. The liquid metal is poured onto the casting wheel 4 through the metal feeder 3 and cooled at an extremely fast speed (usually 10 5 -10 6 ℃ / second) is quickly cooled to form a uniform amorphous metal strip, which passes through a limiting wheel 5, is detected by a measuring and control device 6, and is finally transported to a coiling machine 7 to complete the production of the amorphous metal strip.

[0050] Furthermore, if the measuring and control device 6 finds that the batch of amorphous metal strips has production defects, such as wrinkles, cracks, micropores, etc., it means that the production quality is not up to standard, and it is necessary to adjust the production process parameters such as the temperature of the furnace 2 and the rotation speed of the casting wheel 4 to ensure that a uniform amorphous metal strip is generated with a suitable initial temperature and cooling rate.

[0051] Figure 2 It is a heating device based on amorphous materials. Figure 2 As shown, the heating device based on amorphous material includes an amorphous material metal strip 21, a packaging material 22, an electrode sheet 23, a positive electrode wire 24, and a negative electrode wire 25. The amorphous material metal strip 21 is packaged with the packaging material 22, and the electrode sheets 23 are used at both ends of the heating device to realize that all the amorphous material metal strips 21 are connected in parallel, and the positive and negative electrodes are led out through the positive electrode wire 24 and the negative electrode wire 25 to realize the connection with the external power supply.

[0052] Furthermore, the packaging material 22 can be made of different materials according to the requirements of the use scenario, such as PET film, PI film, etc., or non-woven fabric or artificial leather. Considering the use inside the battery pack, PET film is generally used.

[0053] Figure 3It is a thermal management system for power battery packs (without module structure). Figure 3 As shown, the thermal management system of the power battery pack (without module structure) includes a power battery cell 31, a heat insulating material 32, a battery pack lower tray 33, a coolant inlet 34, a coolant outlet 35, a heating device 36 based on amorphous materials, and a battery pack upper cover 37. The characteristic of this battery pack is that the module structure is cancelled, and the power battery cell 31 is directly integrated into the battery pack. The power battery cells 31 are arranged in sequence on the battery pack lower tray 33, and the heat insulating material 32 is filled between the power battery cells 31 to achieve heat isolation in dangerous working conditions such as thermal runaway. A heating device 36 based on amorphous materials is arranged on the power battery cell 31, which is close together to achieve rapid heating at low temperatures. A coolant inlet 34 and a coolant outlet 35 are arranged on the battery pack lower tray 33 to achieve rapid heat dissipation of the power battery pack at high temperatures. The battery pack upper cover 37 is arranged on the heating device 36 based on amorphous materials. The battery pack lower tray 33 and the battery pack upper cover 37 are usually connected by bolts or welding to achieve IP67 level or higher sealing requirements to achieve dustproof, waterproof, and insulated battery packs.

[0054] Figure 4 It is a thermal management system for power battery pack (module structure). Figure 4 As shown, the thermal management system of the power battery pack (module structure) includes a power battery module 41, a heating device 42 based on amorphous materials, a module coolant inlet 43, a module coolant outlet 44, a battery pack lower tray 45, a battery pack coolant inlet 46, a battery pack coolant outlet 47, and a battery pack upper cover 48. This battery pack is integrated in the form of a power battery cell-module-battery pack. In each module, the heating device 42 based on amorphous materials is arranged above the power battery module 41, close together, and rapid heating at low temperatures can be achieved. All power battery modules 41 are arranged in sequence on the battery pack lower tray 45, and a battery pack upper cover 48 is installed on it. A module coolant inlet 43 and a module coolant outlet 44 are arranged below the power battery module 41, and a battery pack coolant inlet 46 and a battery pack coolant outlet 47 are arranged on the battery pack lower tray 45 to achieve rapid heat dissipation from the entire pack to the module at high temperatures. The battery pack lower tray 45 and the battery pack upper cover 48 are usually connected by bolts or welding to achieve IP67 level or higher sealing requirements to achieve dustproof, waterproof, and insulated battery packs.

[0055] Figure 5 is a thermal management system for hybrid powertrains in electric vehicles. Figure 5As shown in the figure, the thermal management system of the hybrid powertrain of electric vehicles includes a motor, a motor controller, an engine, an engine controller, a DC module, a condenser, a radiator, an air conditioning box, a refrigeration heat exchanger, a stop valve, a water pump, a compressor, an expansion valve, a liquid cooling plate, a power battery, a fuel cell, a super capacitor, a heating device, etc. According to different functions, the thermal management system can be divided into four loops. Loop 1 is the refrigerant loop. After the refrigerant is cooled at the condenser end, it enters the stop valve at a lower temperature, and then exchanges heat from the air conditioning box and the refrigeration heat exchanger. The temperature is lowered by the compressor at a higher temperature, and then passes through the condenser to form a refrigerant cycle. Loop 2 is the motor and engine cooling loop, in which the coolant passes through the expansion valve at a lower temperature from the radiator end. One path is through the DC module, the motor controller, and the motor, and returns to the radiator at a higher temperature. The other path is through the DC module, the engine controller, and the engine, and returns to the radiator at a higher temperature. Loop three is the power battery refrigeration loop. The coolant enters the refrigeration heat exchanger from the radiator end at a lower temperature. The refrigeration heat exchanger is connected to the liquid cooling plate to achieve heat exchange, and then the radiator is radiated at a higher temperature. At the same time, the coolant in the liquid cooling plate passes through the water pump to increase the flow rate to enhance the heat dissipation efficiency. Loop four is the power battery heating loop. The heating device is electrically connected to the battery system to heat the battery system when the power battery is at a low temperature.

[0056] Furthermore, the thermal management system is suitable for hybrid electric vehicles, which can dissipate heat for the motor and the engine at the same time, and is also suitable for pure electric vehicles and extended-range vehicles, which can only dissipate heat for the motor or the engine.

[0057] Furthermore, the thermal management system is applicable to automobiles with a variety of power energy devices, one, two or three of power batteries, fuel cells and supercapacitors, and can achieve rapid heating at low temperatures through heating schemes.

[0058] Figure 6 It is a control method for the thermal management system of hybrid powertrain of electric vehicles. Figure 6 As shown, the control method can be divided into the following steps.

[0059] Step S1, determine whether the current external environment temperature is ≤ the preset low temperature threshold, if not, proceed to step S2; if yes, proceed to step S3 of battery heating and motor / engine cooling. The preset low temperature threshold can be set according to the actual environment, such as 0°C or -10°C.

[0060] Step S2, determine whether the current external environment temperature is ≥ the preset high temperature threshold. If not, enter the work step S4 where the battery temporarily does not need thermal management and the motor / engine heat dissipation; if so, enter the work step S5 where the battery heat dissipation and the motor / engine heat dissipation are temporarily not required.

[0061] Step S3: The battery needs to be heated and the motor / engine needs to be cooled. In terms of battery thermal management, the operating mode is automatically switched according to the monitored battery temperature: if the battery temperature ≤t 电池低温 , the heating mode is started and the heating device works; if t 电池低温 <Battery temperature ≤ t 电池高温 , suspend thermal management; if the battery temperature > t 电池高温 , the cooling mode is started, and the cooling circuit is shared with the motor and engine. In terms of motor cooling, the electronic water pump is started first to allow the coolant to circulate, and then the cooling fan is started to speed up the cooling efficiency. At the same time, the flow rate of the electronic water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling requirements. In terms of engine cooling, the working mode is automatically switched according to the monitored engine temperature: if the engine temperature ≤t 发动机低温 , the coolant circulates inside the engine and does not participate in the external circulation; if t 发动机低温 <Engine temperature≤t 发动机高温 , the thermostat is opened, the coolant begins to circulate, and the cooling fan increases the cooling efficiency.

[0062] Step S4: The battery does not need thermal management temporarily, but the motor / engine needs to dissipate heat. In terms of battery thermal management, the operating mode is automatically switched according to the monitored battery temperature: If t 电池低温 <Battery temperature ≤ t 电池高温 , suspend thermal management; if the battery temperature > t 电池高温 , the cooling mode is started, and the cooling circuit is shared with the motor and engine. In terms of motor cooling, the electronic water pump is started first to allow the coolant to circulate, and then the cooling fan is started to speed up the cooling efficiency. At the same time, the flow rate of the electronic water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling requirements. In terms of engine cooling, the working mode is automatically switched according to the monitored engine temperature: if the engine temperature ≤t 发动机低温 , the coolant circulates inside the engine and does not participate in the external circulation; if t 发动机低温 <Engine temperature≤t 发动机高温 , the thermostat is opened, the coolant begins to circulate, and the cooling fan increases the cooling efficiency.

[0063] Step S5: The battery needs to be cooled, and the motor / engine needs to be cooled. In terms of battery thermal management, the operating mode is automatically switched according to the monitored battery temperature: if the battery temperature is greater than t 电池高温 , the cooling mode is started, and the cooling circuit is shared with the motor and engine. In terms of motor cooling, the electronic water pump is started first to allow the coolant to circulate, and then the cooling fan is started to speed up the cooling efficiency. At the same time, the flow rate of the electronic water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling requirements. In terms of engine cooling, the working mode is automatically switched according to the monitored engine temperature: if the engine temperature ≤t发动机低温 , the coolant circulates inside the engine and does not participate in the external circulation; if t 发动机低温 <Engine temperature≤t 发动机高温 , the thermostat is opened, the coolant begins to circulate, and the cooling fan increases the cooling efficiency.

[0064] Furthermore, t 电池低温 ,t 电池高温 Can be preset according to the actual environment, t 电池低温 Can be set to 0℃, t 电池高温 Can be set to 30℃ or 35℃.

[0065] Furthermore, t 发动机低温 ,t 发动机高温 Can be preset according to the actual environment, t 发动机低温 Can be set to 60℃ or 70℃, t 发动机高温 Can be set to 90°C or 100°C.

[0066] Figure 7 It is a low temperature heating control method for the thermal management system of the hybrid powertrain of electric vehicles. Figure 7 As shown, the control method can be divided into the following steps.

[0067] Step s1, determine whether the battery temperature is ≤T 低温 If not, do not heat; if so, go to step s2.

[0068] Step s2, starting the heating mode, turning on the switch of the heating device based on amorphous materials, and the power battery starts to heat up.

[0069] Step s3, determine whether the battery temperature is ≤ t1, if so, set the heating device power to P1; if not, enter step s4.

[0070] Step s4, determine whether the battery temperature is between t1 and T 低温 If yes, set the heating device power to P2; if no, go to step s5.

[0071] Step s5: The battery temperature continues to rise, and it is determined whether the battery temperature is ≤T 低温 If yes, continue heating at P2 power; if no, go to step s6.

[0072] Step s6: the battery temperature is high enough, turn off the heating device switch and stop heating.

[0073] Furthermore, the three parameters t1, P1, and P2 can be set according to actual temperature conditions. For example, if t1 is set to -10°C, P1 is set to 15kW, and P2 is set to 5kW, then in this embodiment, the battery is heated with a large current when the temperature is below -10°C, and the heating device heats the power battery with a heating power of 15kW; after the battery temperature rises to -10°C, it is heated with a small current, and the heating power is adjusted to 5kW; after the battery temperature rises to 0°C, the heating is stopped.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution, which should be included in the scope of the claims of the present invention.

Claims

1. A thermal management system for hybrid powertrain of electric vehicles based on amorphous alloy materials, characterized by: Including amorphous material manufacturing systems, amorphous material-based heating devices, power battery packs and electric vehicle hybrid powertrains; The amorphous material manufacturing system includes: raw materials, a furnace, a metal feeder, a casting wheel, a limit wheel, a measuring and control device, and a coiling machine; the raw materials are put into the furnace to melt into liquid metal; the liquid metal is poured onto the casting wheel through the metal feeder; the casting wheel rotates to quickly cool the liquid metal into an amorphous metal strip; the amorphous metal strip passes through the limit wheel and enters the measuring and control device for detection; the qualified amorphous metal strip is transported to the coiling machine for coiling to form a finished product; The heating device based on amorphous materials includes: an amorphous metal strip, a packaging material, an electrode sheet, a positive wire and a negative wire; the amorphous metal strip is packaged with the packaging material; the electrode sheet is connected to both ends of the heating device, and all the amorphous metal strips are connected in parallel; the positive wire and the negative wire are respectively connected to the electrode sheet, and the positive and negative electrodes are led out and connected to an external power supply; A power battery pack includes: power battery cells, heat insulation materials, a battery pack lower tray, a coolant inlet, a coolant outlet and a battery pack upper cover; the power battery cells are arranged in order on the battery pack lower tray; the heat insulation materials are filled between the battery cells; a heating device based on amorphous materials is closely attached to the battery cells; a coolant inlet and outlet are arranged on the battery pack lower tray; the battery pack upper cover covers the heating device and is bolted or welded to the battery pack lower tray to meet the sealing requirements; The hybrid powertrain of electric vehicles includes: a motor, a motor controller, an engine, an engine controller, a DC module, a condenser, a radiator, an air conditioning box, a refrigeration heat exchanger, a stop valve, a water pump, a compressor, an expansion valve, a liquid cooling plate, a power battery, a fuel cell, a super capacitor and a heating device; the condenser, the radiator, the air conditioning box, the refrigeration heat exchanger, the stop valve, the water pump, the compressor, the expansion valve and the liquid cooling plate are interconnected to form a refrigerant circuit, a motor and engine cooling circuit, a power battery refrigeration circuit, and a power battery heating circuit; specifically: Refrigerant circuit: The compressor compresses the refrigerant into a high-temperature and high-pressure state and enters the condenser; the condenser dissipates the heat of the refrigerant to the outside through the cooling fan, and the refrigerant is cooled to a low-temperature and high-pressure state; the refrigerant passes through the expansion valve to throttle and reduce the pressure, and enters the air-conditioning box and the refrigeration heat exchanger; the air-conditioning box provides cooling for the car, and the refrigeration heat exchanger provides cooling for the power battery; after absorbing the heat, the refrigerant enters the compressor again, forming a cycle; Motor and engine cooling circuit: The coolant enters the expansion valve from the radiator and is pressurized by the electronic water pump before being divided into two paths: one path flows through the DC module, motor controller, and motor, absorbs the heat generated by the motor, and then returns to the radiator; the other path flows through the DC module, engine controller, and engine, absorbs the heat generated by the engine, and then returns to the radiator; Power battery cooling circuit: The coolant enters the cooling heat exchanger from the radiator, and heat is exchanged between the cooling heat exchanger and the liquid cooling plate. The coolant absorbs the heat in the liquid cooling plate and then returns to the radiator. The coolant in the liquid cooling plate is increased in flow rate by a water pump to enhance heat dissipation efficiency. Power battery heating circuit: The heating device based on amorphous materials is electrically connected to the battery system. When the battery temperature is lower than the preset threshold, the heating device works to provide heat for the battery. The motor, motor controller, engine, engine controller and DC module are connected to the radiator through the coolant pipe, participating in the motor and engine cooling circuit; the power energy device of the power battery, fuel cell and super capacitor is electrically connected to the battery system through the heating device, participating in the power battery heating circuit; The coolant circulation pipes of the motor and engine are interconnected and share a cooling circuit.

2. The electric vehicle hybrid powertrain thermal management system based on amorphous alloy materials according to claim 1, characterized in that: The power battery pack has a module-free structure or a module structure; The electric vehicle hybrid powertrain is applicable to hybrid vehicles, pure electric vehicles and extended-range vehicles.

3. The electric vehicle hybrid powertrain thermal management system based on amorphous alloy materials according to claim 1, characterized in that: The power battery includes one, two or three of a power battery, a fuel cell and a super capacitor.

4. A method for controlling a thermal management system of a hybrid powertrain of an electric vehicle based on the system according to any one of claims 1 to 3, characterized in that: The method comprises the following steps: Determine whether the current external environment temperature is ≤ the preset low temperature threshold. If not, proceed to the next step. If yes, proceed to the battery heating and motor / engine cooling steps. The preset low temperature threshold is set according to the actual environment. Determine whether the current external environment temperature is ≥ the preset high temperature threshold. If not, enter the working step of temporarily not requiring thermal management of the battery and cooling of the motor / engine; if so, enter the working step of cooling the battery and cooling the motor / engine; The battery needs to be heated and the motor / engine needs to be cooled; in terms of battery thermal management, the operating mode is automatically switched according to the monitored battery temperature: if the battery temperature ≤t 电池低温 , the heating mode is started and the heating device works; if t 电池低温 <Battery temperature ≤ t 电池高温 , suspend thermal management; if the battery temperature > t 电池高温 , the cooling mode is started, and the cooling circuit is shared with the motor and engine; in terms of motor cooling, the electronic water pump is started first to allow the coolant to circulate, and then the cooling fan is started to speed up the cooling efficiency. At the same time, according to the current cooling demand, the flow rate of the electronic water pump and the wind speed of the cooling fan are adjusted in real time; in terms of engine cooling, the working mode is automatically switched according to the monitored engine temperature: if the engine temperature ≤t 发动机低温 , the coolant circulates inside the engine and does not participate in the external circulation; if t 发动机低温 <Engine temperature≤t 发动机高温 , the thermostat is opened, the coolant begins to circulate, and the cooling fan increases the cooling efficiency; The battery does not require thermal management, but the motor / engine needs heat dissipation. In terms of battery thermal management, the operating mode is automatically switched according to the monitored battery temperature: if t 电池低温 <Battery temperature ≤ t 电池高温 , suspend thermal management; if the battery temperature > t 电池高温 , the cooling mode is started, and the cooling circuit is shared with the motor and engine; in terms of motor cooling, the electronic water pump is started first to allow the coolant to circulate, and then the cooling fan is started to speed up the cooling efficiency. At the same time, according to the current cooling demand, the flow rate of the electronic water pump and the wind speed of the cooling fan are adjusted in real time; in terms of engine cooling, the working mode is automatically switched according to the monitored engine temperature: if the engine temperature ≤t 发动机低温 , the coolant circulates inside the engine and does not participate in the external circulation; if t 发动机低温 <Engine temperature≤t 发动机高温 , the thermostat is opened, the coolant begins to circulate, and the cooling fan increases the cooling efficiency; The battery needs to be cooled, and the motor / engine needs to be cooled; in terms of battery thermal management, the operating mode is automatically switched according to the monitored battery temperature: if the battery temperature is greater than t 电池高温 , the cooling mode is started, and the cooling circuit is shared with the motor and engine; in terms of motor cooling, the electronic water pump is started first to allow the coolant to circulate, and then the cooling fan is started to speed up the cooling efficiency. At the same time, according to the current cooling demand, the flow rate of the electronic water pump and the wind speed of the cooling fan are adjusted in real time; in terms of engine cooling, the working mode is automatically switched according to the monitored engine temperature: if the engine temperature ≤t 发动机低温 , the coolant circulates inside the engine and does not participate in the external circulation; if t 发动机低温 <Engine temperature≤t 发动机高温 , the thermostat is opened, the coolant begins to circulate, and the cooling fan increases the cooling efficiency.

5. A low temperature heating control method for a hybrid powertrain thermal management system of an electric vehicle based on the system according to any one of claims 1 to 3, characterized in that: The method comprises the following steps: Determine whether the battery temperature is ≤T 低温 , if not, do not heat; if yes, proceed to the next step; Start the heating mode, turn on the switch of the heating device based on amorphous materials, and the power battery starts to heat up; Determine whether the battery temperature is ≤ t1. If so, set the heating device power to P1; if not, proceed to the next step; Determine whether the battery temperature is between t1 and T 低温 If yes, then set the heating device power to P2; if no, proceed to the next step; The battery temperature continues to rise. Check whether the battery temperature is ≤T 低温 If yes, continue heating at P2 power; if no, proceed to the next step; The battery temperature is high enough, turn off the heater switch to stop heating.

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