Thermal Management System and Control Method for Electric Vehicle Hybrid Powertrain Based on Amorphous Alloy Material

Abstract

The present invention relates to a thermal management system and control method for an electric vehicle hybrid powertrain based on amorphous alloy materials, belonging to the field of thermal management of new energy vehicles. The system includes 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 includes steps: judging the comparison of the current external ambient temperature with a preset low temperature threshold and a high temperature threshold, corresponding to three working modes; Mode 1 is that the battery needs to be heated and the motor / engine needs to be cooled; Mode 2 is that the battery temporarily does not need thermal management and the motor / engine needs to be cooled; Mode 3 is that the battery needs to be cooled and the motor / engine needs to be cooled. The heating method is: at extremely low temperatures, the heating device operates with a large heating power, and at relatively low temperatures, the heating device operates with a small heating power. The present invention has the advantages of high low-temperature heating rate, simplified design of the integrated thermal management configuration, and applicability to new energy vehicle models with various power forms.

Description

Technical Field

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

[0002] Although the technology of new energy vehicles has advanced rapidly and the market has developed rapidly, there are still some problems restricting the industrial development and affecting consumers' purchase decisions. One of the problems is that the driving range of new energy vehicles is significantly reduced at low temperatures. As the power source of new energy vehicles, the working performance of the power battery system directly affects the vehicle's power performance. Lithium-ion batteries have different charge and discharge performances at different temperatures. In high-temperature and high-cold environments, the battery performance deteriorates, affecting the instantaneous charge and discharge power of the battery and its charge and discharge capacity, thus affecting the vehicle's instantaneous power performance and its final driving range. In addition, if the battery works in high-temperature and high-cold environments for a long time, it will greatly affect the battery's own life. The existing heating methods are divided into two types: internal heating and external heating.

[0003] External heating: External heating mainly heats the heat transfer medium (air, liquid or phase change material) through an external heat source, and then heats the battery through heat radiation, heat convection or heat 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 box as a gas flow channel, reducing the overall package structure compactness; although the battery heating method based on liquid medium has high heating efficiency, it has many auxiliary devices, complex structure design, high cost, and there are also safety hazards such as sealing and insulation. In addition, the existing heating methods 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 current passing through a conductor with a certain resistance value to heat the power battery, and 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 different power supplies providing the current, it can be divided into self-loss type heating and external energy supply heating, but it is necessary to make relatively large modifications to the single structure of the power battery, which reduces the energy density of the battery to a certain extent and has relatively large energy consumption. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a thermal management system and control method for an electric vehicle hybrid powertrain based on amorphous alloy materials, which solves the disadvantages of complex thermal management configuration, low heating efficiency, and high heating energy consumption in traditional new energy vehicles, and can effectively improve the heating efficiency and energy utilization rate of the integrated thermal management system of the hybrid powertrain of new energy vehicles, reducing the power attenuation and driving range attenuation of new energy vehicles at low temperatures.

[0006] 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 (such as iron, silicon, boron, etc.), a melting furnace, a metal feeder, a casting wheel, a limiting wheel, a measuring and control device, and a coiler. The raw materials are put into the melting furnace to become liquid metal, and the liquid metal is poured onto the casting wheel through the metal feeder, and is rapidly cooled at an extremely fast cooling rate (usually 10 5 -10 6 °C / second) to form uniform amorphous metal thin strips. The amorphous metal thin strips pass through the limiting wheel, are detected by the measuring and control device, and are finally conveyed to the coiler to complete the production of the amorphous metal thin strips.

[0008] Further, if the measuring and control device finds production defects such as wrinkles, cracks, micropores, etc. in this batch of amorphous metal thin strips, it indicates that the production quality is not qualified, and it is necessary to adjust the production process parameters such as the temperature of the melting furnace and the rotation speed of the casting wheel to ensure that uniform amorphous metal thin strips are generated at an appropriate initial temperature and cooling rate.

[0009] The heating device based on amorphous materials involved in the present invention includes an amorphous material metal thin strip, a packaging material, electrode plates, a positive wire, and a negative wire. The amorphous material metal thin strip is encapsulated with a packaging material, and the two ends of the heating device are connected by electrode plates to parallel all the amorphous material metal thin strips, and the positive and negative poles are led out through the positive wire and the negative wire to realize the connection with an external power source.

[0010] Further, 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 it can also be non-woven fabric or artificial leather. Considering use inside the battery pack, generally PET film is used.

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

[0012] The thermal management system of the power battery pack (modular structure) involved in the present invention includes power battery modules, a heating device based on amorphous materials, the module coolant inlet, the module coolant outlet, the lower tray of the battery pack, the battery pack coolant inlet, the battery pack coolant outlet, and the upper cover of the battery pack. In each module, the heating device based on amorphous materials is arranged above the power battery module and is closely attached together to achieve rapid heating at low temperatures. All the power battery modules are arranged on the lower tray of the battery pack in sequence, and the upper cover of the battery pack is installed on it. The module coolant inlet and the module coolant outlet are arranged below the power battery module, and the battery pack coolant inlet and the battery pack coolant outlet are arranged on the lower tray of the battery pack to achieve rapid heat dissipation of the battery from the whole pack to the module at high temperatures. The lower tray of the battery pack and the upper cover of the battery pack are usually connected by bolts or welded to meet the IP67 rating or higher sealing requirements to achieve dust prevention, waterproofing, insulation, etc. of the battery pack.

[0013] The electric vehicle hybrid powertrain thermal management system involved in the present invention 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 4 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 undergoes heat exchange through two routes: the air-conditioning box and the refrigeration heat exchanger. After that, it passes through the compressor to reduce the temperature at a higher temperature, and then passes through the condenser again to form a refrigerant cycle. Loop 2 is the motor and engine cooling loop. Among them, the coolant enters from the radiator end at a lower temperature and passes through the expansion valve. One path is through the DC module, the motor controller, and the motor, and then returns to the radiator at a higher temperature. The other path is through the DC module, the engine controller, and the engine, and then returns to the radiator at a higher temperature. Loop 3 is the power battery refrigeration loop. The coolant enters the refrigeration heat exchanger from the radiator end at a lower temperature. Heat exchange is achieved through the connection between the refrigeration heat exchanger and the liquid cooling plate, and then it returns to the radiator 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 4 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, this thermal management system is applicable to hybrid electric vehicles, which can dissipate heat from both the motor and the engine simultaneously. It is also applicable to pure electric vehicles and range-extended electric vehicles, which can dissipate heat from only the motor or only the engine.

[0015] Furthermore, this thermal management system is applicable to vehicles with various power energy devices. One, two, or three of the power battery, fuel cell, and super capacitor can all achieve rapid heating at low temperatures through the heating scheme.

[0016] The control method of the electric vehicle hybrid powertrain thermal management system involved in the present invention can be divided into the following steps.

[0017] Step S1: Determine whether the current external environmental temperature is ≤ the preset low temperature threshold. If not, go to step S2; if so, enter the working step S3 of battery heating and motor / engine heat dissipation. Among them, the preset low temperature threshold can be set according to the actual environment, such as set to 0°C or -10°C.

[0018] Step S2: Determine whether the current external environmental temperature is ≥ the preset high temperature threshold. If not, enter the working step S4 of temporarily not requiring thermal management for the battery and motor / engine heat dissipation; if so, enter the working step S5 of battery heat dissipation and motor / engine heat dissipation.

[0019] Step S3, the battery needs to be heated and the motor / engine needs to be cooled. In terms of battery thermal management, the working 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 , the thermal management is paused; if the battery temperature > t 电池高温 , the cooling mode is started and shares the cooling circuit with the motor and engine. In terms of motor cooling, first start the electric water pump to make the coolant start to circulate, and then start the cooling fan to improve the cooling efficiency. At the same time, the flow rate of the electric water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling demand. 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 starts a large circulation, and the cooling efficiency is increased through the cooling fan.

[0020] Step S4, the battery does not need thermal management temporarily and the motor / engine needs to be cooled. In terms of battery thermal management, the working mode is automatically switched according to the monitored battery temperature: If t 电池低温 <battery temperature ≤ t 电池高温 , the thermal management is paused; if the battery temperature > t 电池高温 , the cooling mode is started and shares the cooling circuit with the motor and engine. In terms of motor cooling, first start the electric water pump to make the coolant start to circulate, and then start the cooling fan to improve the cooling efficiency. At the same time, the flow rate of the electric water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling demand. 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 starts a large circulation, and the cooling efficiency is increased through the cooling fan.

[0021] Step S5, the battery needs to be cooled and the motor / engine needs to be cooled. In terms of battery thermal management, the working mode is automatically switched according to the monitored battery temperature: If the battery temperature > t 电池高温 , the cooling mode is started and shares the cooling circuit with the motor and engine. In terms of motor cooling, first start the electric water pump to make the coolant start to circulate, and then start the cooling fan to improve the cooling efficiency. At the same time, the flow rate of the electric water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling demand. 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 Then 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 , then the thermostat is opened, the coolant starts a large circulation, and the heat dissipation efficiency is increased by the radiator fan.

[0022] Furthermore, t 电池低温 and t 电池高温 can both be preset according to the actual environment. t 电池低温 can be set to 0 °C, and t 电池高温 can be set to 30 °C or 35 °C.

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

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

[0025] Step s1: Determine whether the battery temperature ≤ T 低温 . If not, then do not heat; if so, then proceed to step s2.

[0026] Step s2: Start the heating mode, turn on the switch of the heating device based on amorphous material, and the power battery starts to heat up.

[0027] Step s3: Determine whether the battery temperature ≤ t1. If so, then set the power of the heating device to P1; if not, then proceed to step s4.

[0028] Step s4: Determine whether the battery temperature is between t1 and T 低温 . If so, then set the power of the heating device to P2; if not, then proceed to step s5.

[0029] Step s5: As the battery temperature continues to rise, determine whether the battery temperature ≤ T 低温 . If so, then continue to heat at power P2; if not, then proceed to step s6.

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

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

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

[0033] (1) High low-temperature heating rate and remarkable heating effect. Since the heating device based on amorphous material is adopted, its heating rate and temperature rise speed will be much higher than those of traditional heating films, heating sheets and other solutions, and the heating rate of the power battery at low temperature can reach 5 - 10°C / min.

[0034] (2) Integrated thermal management configuration design simplifies the thermal management system, reduces components, and lowers costs. By designing the motor, engine, battery, etc. into an integrated thermal management configuration, the refrigerant circulation loop can be shared, and the refrigerant loop, motor and engine cooling loop, power battery refrigeration loop, and power battery heating loop are integrated in one thermal management system, which is efficient and cost-reducing.

[0035] (3) Applicable to new energy vehicle models with various power forms. This thermal management system is applicable to hybrid electric vehicles, and can simultaneously dissipate heat from the motor and the engine. It is also applicable to pure electric vehicles and range-extended electric vehicles, and can dissipate heat from only the motor or only the engine. This thermal management system is applicable to vehicles with various power energy devices. The power battery, fuel cell, and supercapacitor can all adopt this solution. One of them, or a combination of two or three battery devices, can all achieve rapid heating at low temperature through the heating solution.

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

[0037] In order to make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be described in detail preferably with reference to the accompanying drawings, where:

[0038] Figure 1 Schematic diagram of manufacturing with amorphous material;

[0039] Figure 2 Heating device based on amorphous material;

[0040] Figure 3 It is a thermal management system for a battery pack with a non-module structure;

[0041] Figure 4 It is a thermal management system for a battery pack with a module structure;

[0042] Figure 5 It is a thermal management system for an electric vehicle hybrid powertrain;

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

[0044] Figure 7 It is a low-temperature heating control method for a thermal management system of an electric vehicle hybrid powertrain.

[0045] Reference numerals: 1 - raw material, 2 - furnace, 3 - metal feeder, 4 - casting wheel, 5 - limiting wheel, 6 - measuring and controlling device, 7 - coiler. 21 - amorphous material metal thin strip, 22 - encapsulating material, 23 - electrode plate, 24 - positive wire, 25 - negative wire. 31 - power battery cell, 32 - heat insulation material, 33 - lower tray of battery pack, 34 - coolant inlet, 35 - coolant outlet, 36 - heating device based on amorphous material, 37 - upper cover of battery pack. 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 - upper cover of battery pack. Specific embodiments

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

[0047] Among them, the drawings are only for illustrative purposes, showing only schematic diagrams, not physical diagrams, and should not be construed as a limitation on the present invention; in order to better illustrate the embodiments of the present invention, some components in the drawings will be omitted, enlarged or reduced, and do not represent the dimensions 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] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components; in the description of the present invention, it should be understood that if there are terms such as "upper", "lower", "left", "right", "front", "rear", etc. indicating the orientation or positional relationship, they are based on the orientation or positional relationship shown in the accompanying drawings. This 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 operated in a specific orientation. Therefore, the terms describing the positional relationship in the accompanying drawings are only for illustrative purposes and should not be construed as a limitation of the present invention. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific circumstances.

[0049] Figure 1 It is a schematic diagram of the manufacture of amorphous materials. As Figure 1 shown, the amorphous material manufacturing system includes raw materials (iron, silicon, boron, etc.) 1, a melting furnace 2, a metal feeder 3, a casting wheel 4, a limiting wheel 5, a measurement and control device 6, and a coiler 7. The raw materials 1 are put into the melting furnace 2 to become the liquid state of the metal. The liquid metal is poured onto the casting wheel 4 through the metal feeder 3 and is rapidly cooled at an extremely fast cooling rate (usually 10 5 -10 6 °C / second) to form a uniform amorphous metal thin strip. The amorphous metal thin strip passes through the limiting wheel 5, is detected by the measurement and control device 6, and is finally conveyed to the coiler 7 to complete the production of the amorphous metal thin strip.

[0050] Further, if the measurement and control device 6 finds that there are production defects in this batch of amorphous metal thin strips, such as wrinkles, cracks, micropores, etc., it indicates that the production quality is not up to standard. It is necessary to adjust the production process parameters such as the temperature of the melting furnace 2 and the rotation speed of the casting wheel 4 to ensure that a uniform amorphous metal thin strip is generated at a suitable initial temperature and cooling rate.

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

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

[0053] Figure 3It is a thermal management system for a power battery pack (modular-free structure). As Figure 3 shown, the thermal management system for a power battery pack (modular-free structure) includes power battery cells 31, thermal insulation material 32, the lower tray of the battery pack 33, the coolant inlet 34, the coolant outlet 35, a heating device based on amorphous material 36, and the upper cover of the battery pack 37. The characteristic of this kind of battery pack is that the modular structure is cancelled, and it is directly integrated from the power battery cells 31 into a battery pack. The power battery cells 31 are arranged in sequence on the lower tray 33 of the battery pack, and the thermal insulation 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 based on amorphous material 36 is arranged on the power battery cells 31 and is closely attached together, which can achieve rapid heating at low temperatures. The coolant inlet 34 and the coolant outlet 35 are arranged on the lower tray 33 of the battery pack to achieve rapid heat dissipation of the power battery pack at high temperatures. The upper cover 37 of the battery pack is arranged above the heating device based on amorphous material 36. The lower tray 33 of the battery pack and the upper cover 37 of the battery pack are usually connected by bolts or welded to meet the IP67 rating or higher sealing requirements to achieve dust-proof, waterproof, and insulation of the battery pack.

[0054] Figure 4 It is a thermal management system for a power battery pack (modular structure). As Figure 4 shown, the thermal management system for a power battery pack (modular structure) includes power battery modules 41, a heating device based on amorphous material 42, the module coolant inlet 43, the module coolant outlet 44, the lower tray of the battery pack 45, the battery pack coolant inlet 46, the battery pack coolant outlet 47, and the upper cover of the battery pack 48. This kind of battery pack is integrated in the form of power battery cells - modules - battery pack. In each module, the heating device based on amorphous material 42 is arranged above the power battery module 41 and is closely attached together, which can achieve rapid heating at low temperatures. All the power battery modules 41 are arranged in sequence on the lower tray 45 of the battery pack, and the upper cover 48 of the battery pack is installed on it. The module coolant inlet 43 and the module coolant outlet 44 are arranged below the power battery module 41, and the battery pack coolant inlet 46 and the battery pack coolant outlet 47 are arranged on the lower tray 45 of the battery pack to achieve rapid heat dissipation of the battery at high temperatures from the whole pack to the modules. The lower tray 45 of the battery pack and the upper cover 48 of the battery pack are usually connected by bolts or welded to meet the IP67 rating or higher sealing requirements to achieve dust-proof, waterproof, and insulation of the battery pack.

[0055] Figure 5 is the thermal management system for an electric vehicle hybrid powertrain. As Figure 5As shown in the figure, the thermal management system of the electric vehicle hybrid powertrain 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 4 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 undergoes heat exchange through two routes: the air conditioning box and the refrigeration heat exchanger. It then passes through the compressor to reduce the temperature at a higher temperature, and then through the condenser to form a refrigerant cycle. Loop 2 is the motor and engine cooling loop. The coolant enters from the radiator end at a lower temperature and passes through the expansion valve. One path is through the DC module, the motor controller, and the motor, and then returns to the radiator at a higher temperature. The other path is through the DC module, the engine controller, and the engine, and then returns to the radiator at a higher temperature. Loop 3 is the power battery refrigeration loop. The coolant enters the refrigeration heat exchanger from the radiator end at a lower temperature. Heat exchange is achieved through the connection between the refrigeration heat exchanger and the liquid cooling plate, and then it returns to the radiator 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 4 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, this thermal management system is applicable to hybrid electric vehicles, which can dissipate heat from both the motor and the engine simultaneously. It is also applicable to pure electric vehicles and range-extended electric vehicles, which can dissipate heat from only the motor or only the engine.

[0057] Furthermore, this thermal management system is applicable to vehicles with various power energy devices. One, two, or three of the power battery, fuel cell, and super capacitor can all achieve rapid heating at low temperatures through the heating scheme.

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

[0059] Step S1: Determine whether the current external environmental temperature is ≤ the preset low temperature threshold. If not, go to step S2; if so, enter the working step S3 of battery heating and motor / engine heat dissipation. The preset low temperature threshold can be set according to the actual environment, such as set to 0°C or -10°C.

[0060] Step S2: Determine whether the current external environmental temperature is ≥ the preset high temperature threshold. If not, enter the working step S4 of temporarily not requiring thermal management for the battery and motor / engine heat dissipation; if so, enter the working step S5 of battery heat dissipation and motor / engine heat dissipation.

[0061] Step S3, the battery needs to be heated and the motor / engine needs to be cooled. In terms of battery thermal management, the working 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 , the thermal management is paused; if the battery temperature > t 电池高温 , the cooling mode is started and shares the cooling circuit with the motor and engine. In terms of motor cooling, first start the electric water pump to make the coolant start to circulate, and then start the cooling fan to accelerate the cooling efficiency. At the same time, the flow rate of the electric water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling demand. 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 starts to circulate in a large loop, and the cooling efficiency is increased by the cooling fan.

[0062] Step S4, the battery does not need thermal management temporarily, and the motor / engine needs to be cooled. In terms of battery thermal management, the working mode is automatically switched according to the monitored battery temperature: if t 电池低温 <battery temperature ≤ t 电池高温 , the thermal management is paused; if the battery temperature > t 电池高温 , the cooling mode is started and shares the cooling circuit with the motor and engine. In terms of motor cooling, first start the electric water pump to make the coolant start to circulate, and then start the cooling fan to accelerate the cooling efficiency. At the same time, the flow rate of the electric water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling demand. 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 starts to circulate in a large loop, and the cooling efficiency is increased by the cooling fan.

[0063] Step S5, the battery needs to be cooled and the motor / engine needs to be cooled. In terms of battery thermal management, the working mode is automatically switched according to the monitored battery temperature: if the battery temperature > t 电池高温 , the cooling mode is started and shares the cooling circuit with the motor and engine. In terms of motor cooling, first start the electric water pump to make the coolant start to circulate, and then start the cooling fan to accelerate the cooling efficiency. At the same time, the flow rate of the electric water pump and the wind speed of the cooling fan can be adjusted in real time according to the current cooling demand. 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 Then 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 , then the thermostat is opened, and the coolant starts the large circulation, and the heat dissipation efficiency is increased by the radiator fan.

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

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

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

[0067] Step s1, determine whether the battery temperature ≤ T 低温 , if not, then do not heat; if so, then enter step s2.

[0068] Step s2, start the heating mode, turn on the switch of the heating device based on amorphous material, and the power battery starts to heat up.

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

[0070] Step s4, determine whether the battery temperature is between t1 and T 低温 , if so, then set the power of the heating device to P2; if not, then enter step s5.

[0071] Step s5, the battery temperature continues to rise, determine whether the battery temperature ≤ T 低温 , if so, then continue to heat at the power of P2; if not, then enter step s6.

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

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

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be modified or equivalently replaced without departing from the spirit and scope of the present technical solution, and they should all be covered within the scope of the claims of the present invention.

Claims

1. A thermal management system for an electric vehicle hybrid powertrain based on amorphous alloy materials, characterized in that: It includes an amorphous material manufacturing system, a heating device based on amorphous materials, a power battery pack, and an electric vehicle hybrid powertrain; The amorphous material manufacturing system includes: raw materials, a furnace, a metal feeder, a casting wheel, a limiting wheel, a measurement and control device, and a coiler; the raw materials are put into the furnace and melted 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 amorphous metal thin strips; the amorphous metal thin strips enter the measurement and control device through the limiting wheel for detection; the qualified amorphous metal thin strips are transported to the coiler for coiling to form finished products; The heating device based on amorphous materials includes: amorphous material metal thin strips, packaging materials, electrode plates, positive wires, and negative wires; the amorphous material metal thin strips are encapsulated with packaging materials; the electrode plates are connected to both ends of the heating device to connect all the amorphous material metal thin strips in parallel; the positive wires and negative wires are respectively connected to the electrode plates to lead out the positive and negative poles and connect to an external power supply; The 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 sequence on the battery pack lower tray; heat insulation materials are filled between the battery cells; the heating device based on amorphous materials is closely attached above the battery cells; the coolant inlet and outlet are arranged on the battery pack lower tray; the battery pack upper cover covers above the heating device and is connected or welded to the battery pack lower tray through bolts to meet the sealing requirements; The electric vehicle hybrid powertrain 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, radiator, air conditioning box, refrigeration heat exchanger, stop valve, water pump, compressor, expansion valve, and liquid cooling plate are connected to each other 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 a radiator fan, and the refrigerant is cooled into a low-temperature and high-pressure state; the refrigerant passes through the expansion valve for throttling and pressure reduction and enters the air conditioning box and the refrigeration heat exchanger; the air conditioning box provides refrigeration for the vehicle interior, and the refrigeration heat exchanger provides refrigeration for the power battery; after the refrigerant absorbs heat, it enters the compressor again to form a cycle; Motor and engine cooling circuit: The coolant enters the expansion valve from the radiator and is pressurized by an electronic water pump and then divided into two paths: one path flows through the DC module, the motor controller, and the motor, absorbs the heat generated by the motor, and then returns to the radiator; the other path flows through the DC module, the engine controller, and the engine, absorbs the heat generated by the engine, and then returns to the radiator; Power battery refrigeration circuit: The coolant enters the refrigeration heat exchanger from the radiator, and heat exchange occurs between the refrigeration heat exchanger and the liquid cooling plate. The coolant absorbs the heat inside the liquid cooling plate and then returns to the radiator; the coolant inside the liquid cooling plate increases the flow rate through the water pump to enhance the heat dissipation efficiency; Power battery heating circuit: A heating device based on amorphous material is electrically connected to the battery system. When the battery temperature is lower than the preset threshold, the heating device operates to provide heat for the battery; The motor, motor controller, engine, engine controller, and DC module are connected to the radiator through a coolant pipeline and participate in the motor and engine cooling circuits; the power energy devices of the power battery, fuel cell, and supercapacitor are electrically connected to the battery system through the heating device and participate in the power battery heating circuit; The coolant circulation pipelines of the motor and the engine are interconnected to share a cooling circuit.

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

3. The control method of the thermal management system for the electric vehicle hybrid powertrain based on amorphous alloy material according to any one of claims 1 to 2, characterized in that: The method includes the following steps: Judge whether the current ambient temperature is ≤ the preset low-temperature threshold. If not, proceed to the next step; if so, enter the working steps of battery heating and motor / engine heat dissipation; among them, the preset low-temperature threshold is set according to the actual environment; Judge whether the current ambient temperature is ≥ the preset high-temperature threshold. If not, enter the working steps of temporarily unnecessary battery thermal management and motor / engine heat dissipation; if so, enter the working steps of battery heat dissipation and motor / engine heat dissipation; The battery needs to be heated and the motor / engine needs to be cooled; in terms of battery thermal management, the working 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 , the thermal management is paused; if the battery temperature > t 电池高温 , the cooling mode is started and shares the cooling circuit with the motor and engine; in terms of motor cooling, the electric water pump is started first to let the coolant start circulating, and then the cooling fan is started to improve the cooling efficiency. At the same time, according to the current cooling demand, the flow rate of the electric 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 starts the large circulation, and the cooling efficiency is increased through the cooling fan; The battery does not require thermal management, while the motor / engine needs heat dissipation; in terms of battery thermal management, the working 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 , start the heat dissipation mode and share the cooling circuit with the motor and engine; in terms of motor heat dissipation, first start the electric water pump to make the coolant start to circulate, and then start the cooling fan to improve the heat dissipation efficiency. At the same time, according to the current heat dissipation demand, adjust the flow rate of the electric water pump and the wind speed of the cooling fan in real time; in terms of engine heat dissipation, 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 , open the thermostat, the coolant starts a large circulation, and the heat dissipation efficiency is increased through the cooling fan. The battery needs heat dissipation, and the motor / engine needs heat dissipation; in terms of battery thermal management, the working mode is automatically switched according to the monitored battery temperature: if the battery temperature > t 电池高温 , the heat dissipation mode is started, and the cooling circuit is shared with the motor and engine; in terms of motor heat dissipation, the electric water pump is started first to make the coolant start to circulate, and then the cooling fan is started to improve the heat dissipation efficiency. At the same time, according to the current heat dissipation requirement, the flow rate of the electric water pump and the wind speed of the cooling fan are adjusted in real time; in terms of engine heat dissipation, 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 starts a large circulation, and the heat dissipation efficiency is increased by the cooling fan.

4. The low-temperature heating control method of the thermal management system for the electric vehicle hybrid powertrain based on amorphous alloy material according to any one of claims 1 to 2, characterized in that: The method includes the following steps: Determine whether the battery temperature is ≤ T 低温 , if not, do not heat; if so, proceed to the next step; Start the heating mode, turn on the switch of the heating device based on amorphous material, and the power battery starts to heat up; Judge whether the battery temperature is ≤ t1. If so, set the power of the heating device to P1; if not, proceed to the next step; Determine whether the battery temperature is between t1 and T 低温 If so, set the power of the heating device to P2; if not, proceed to the next step; The battery temperature continues to rise. Determine whether the battery temperature is ≤ T 低温 . If so, continue to heat at power P2; if not, proceed to the next step; The battery temperature is high enough, turn off the switch of the heating device, and stop heating.

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