Thermal management system, control method and vehicle for a vehicle

Abstract

The application provides a thermal management system, a control method and a vehicle, and is applied to the field of vehicle thermal management. The system comprises a first battery liquid heat circuit and a battery direct cooling circuit. The first battery liquid heat circuit comprises a double-medium cold plate, an air conditioner water pump, a PTC heater and a heating core. The double-medium cold plate is arranged at a battery module of the vehicle and comprises a refrigerant flow channel and a coolant flow channel. A first end of the air conditioner water pump is connected with a second end of the PTC heater, a first end of the PTC heater is connected with a second end of the heating core, a first end of the heating core is connected with a second end of the coolant flow channel, and a first end of the coolant flow channel is connected with a second end of the air conditioner water pump. The battery direct cooling circuit comprises a refrigerant flow channel and a refrigerant system. The refrigerant flow channel is in communication with the refrigerant system. The application utilizes the PTC heater in the original air conditioner system of the vehicle to heat the battery module, does not need to additionally increase a heating film, can reduce the weight and cost of the whole vehicle, and saves energy consumption.

Description

Vehicle thermal management system, control method and vehicle Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and in particular to a vehicle thermal management system, control method, and vehicle. Background Technology

[0002] The vehicle's thermal management system is a critical system that ensures the vehicle remains within its optimal or near-optimal temperature range under various operating conditions. It maintains the operating temperatures of the engine, battery module, electric motor, and other critical components, helping to ensure efficient operation, extend their lifespan, and maintain passenger cabin comfort.

[0003] In related technologies, the refrigerant in the vehicle's air conditioning system is usually used for thermal management of the vehicle's battery module. However, the refrigerant can usually only cool the battery module, while the battery module also has a heating requirement. Therefore, a heating film is usually installed to heat the battery module, which results in high energy consumption and increases the weight and cost of the entire vehicle. Summary of the Invention

[0004] This application provides a vehicle thermal management system, control method, and vehicle to address the issues in related technologies where battery thermal management has high energy consumption and increases vehicle weight and cost.

[0005] In a first aspect, embodiments of this application provide a thermal management system for a vehicle, which may include a first battery liquid thermal circuit and a battery direct cooling circuit;

[0006] The first battery liquid thermal circuit includes a dual-medium cold plate, an air conditioning water pump, a PTC heater, and a heater core; the dual-medium cold plate is located at the vehicle's battery module and includes a refrigerant flow channel and a coolant flow channel;

[0007] The first end of the air conditioning water pump is connected to the second end of the PTC heater, the first end of the PTC heater is connected to the second end of the warm air core, the first end of the warm air core is connected to the second end of the coolant flow channel, and the first end of the coolant flow channel is connected to the second end of the air conditioning water pump.

[0008] When the first battery liquid thermal circuit is working, the coolant flowing out of the air conditioning water pump is heated by the PTC heater, flows through the heater core into the coolant channel, heats the battery module, and then returns to the air conditioning water pump.

[0009] The battery direct cooling circuit includes a refrigerant channel and a refrigerant system; the refrigerant channel and the refrigerant system are connected.

[0010] The vehicle thermal management system provided in this application embodiment uses a dual-medium cooling plate installed at the vehicle's battery module, allowing both refrigerant and coolant to flow through the battery module. This enables the battery module to be cooled using a direct battery cooling circuit or heated using a first battery fluid heating circuit. Furthermore, the first battery fluid heating circuit utilizes the PTC heater in the vehicle's existing air conditioning system to heat the battery module, eliminating the need for an additional heating film, thus reducing overall vehicle weight and cost, and saving energy.

[0011] In one possible implementation, the vehicle's thermal management system also includes a battery temperature equalization circuit;

[0012] The battery temperature equalization circuit and the first battery liquid thermal circuit are the same circuit; when the battery temperature equalization circuit is working, the PTC heater is not working.

[0013] In this embodiment, the vehicle's thermal management system is equipped with a battery temperature equalization circuit, which can equalize the temperature of the battery module, reduce the temperature difference between the individual cells in the battery module, and prevent the battery module from having too large a temperature difference, which would affect the performance and lifespan of the battery module.

[0014] In one possible implementation, the vehicle's thermal management system also includes a second battery fluid thermal circuit;

[0015] The second battery fluid thermal circuit includes an engine water pump, engine, air conditioning water pump, PTC heater, heater core, and coolant flow channel;

[0016] The first end of the coolant flow channel is also connected to the second end of the engine water pump, the first end of the engine water pump is connected to the second end of the engine, and the first end of the engine is connected to the second end of the air conditioning water pump.

[0017] When the second battery fluid thermal circuit is working, the coolant flowing out of the engine water pump is heated by the engine and then flows sequentially through the air conditioning water pump, PTC heater and heater core, enters the coolant flow channel, heats the battery module and then returns to the engine water pump.

[0018] In this embodiment, the vehicle's thermal management system is further provided with a second battery fluid thermal circuit. When the battery temperature is low, the battery module can be heated through the second battery fluid thermal circuit to prevent the battery module temperature from becoming too low. Furthermore, the second battery fluid thermal circuit utilizes the waste heat of the engine, or the waste heat of the engine combined with the PTC heater in the heating circuit of the vehicle's air conditioning system to heat the coolant, thereby heating the battery module through the coolant. This eliminates the need for additional heating equipment, saving costs, reducing vehicle weight, and reducing energy consumption.

[0019] In one possible implementation, both the first battery liquid thermal circuit and the second battery liquid thermal circuit further include a first three-way valve;

[0020] The first end of the first three-way valve is connected to the second end of the air conditioning water pump, the second end of the first three-way valve is connected to the first end of the coolant flow channel, and the third end of the first three-way valve is connected to the second end of the engine water pump.

[0021] When the first battery liquid thermal circuit is working, the first end of the first three-way valve is connected to the second end of the first three-way valve;

[0022] When the second battery liquid thermal circuit is working, the second end of the first three-way valve is connected to the third end of the first three-way valve.

[0023] This application embodiment adds a first three-way valve, thereby controlling the flow direction of the coolant through the flow direction of the first three-way valve, enabling different circuits to operate.

[0024] In one possible implementation, the vehicle's thermal management system also includes a first passenger compartment heating circuit;

[0025] The heating circuit for the first crew cabin includes an air conditioning water pump, a PTC heater, and a warm air core.

[0026] The first end of the heater core is also connected to the second end of the air conditioning water pump;

[0027] When the heating circuit of the first crew compartment is working, the coolant flowing out of the air conditioning water pump is heated by the PTC heater and then flows into the heater core to heat the crew compartment before returning to the air conditioning water pump.

[0028] In this embodiment of the application, the vehicle's thermal management system is also provided with a first passenger compartment heating circuit, which can provide heating to the passenger compartment through a PTC heater, thereby increasing the passenger compartment temperature and meeting the passenger compartment heating requirements.

[0029] In one possible implementation, both the first crew cabin heating circuit and the first battery liquid thermal circuit further include a second three-way valve;

[0030] The first end of the second three-way valve is connected to the first end of the heater core, the second end of the second three-way valve is connected to the second end of the coolant flow channel, and the third end of the second three-way valve is connected to the second end of the air conditioning water pump.

[0031] When the first battery liquid thermal circuit is working, the first end of the second three-way valve is connected to the second end of the second three-way valve.

[0032] When the heating circuit of the first crew compartment is working, the first end of the second three-way valve is connected to the third end of the second three-way valve.

[0033] This application embodiment adds a second three-way valve, thereby controlling the flow direction of the coolant through the flow direction of the second three-way valve, enabling different circuits to operate.

[0034] In one possible implementation, the vehicle's thermal management system also includes a second passenger compartment heating circuit;

[0035] The second crew cabin heating circuit includes the engine water pump, engine, air conditioning water pump, PTC heater, and heater core.

[0036] The first end of the heater core is also connected to the second end of the engine water pump, the first end of the engine water pump is connected to the second end of the engine, and the first end of the engine is connected to the second end of the air conditioning water pump.

[0037] When the heating circuit of the second crew compartment is working, the coolant flowing out of the engine water pump is heated by the engine, then flows through the air conditioning water pump and PTC heater in sequence, enters the heater core, heats the crew compartment, and then returns to the engine water pump.

[0038] In this embodiment of the application, the vehicle's thermal management system is also provided with a second passenger compartment heating circuit. The passenger compartment can be heated by the waste heat of the engine, or by the waste heat of the engine combined with the PTC heater in the heating circuit of the vehicle's air conditioning system, thereby increasing the temperature of the passenger compartment and meeting the heating needs of the passenger compartment. At the same time, the waste heat of the engine can be recovered to avoid energy waste.

[0039] In one possible implementation, the refrigerant system includes an evaporator, a compressor, and a condenser;

[0040] The first end of the refrigerant flow channel and the first end of the evaporator are both connected to the first end of the condenser. The second end of the refrigerant flow channel and the second end of the evaporator are both connected to the first end of the compressor. The second end of the compressor is connected to the second end of the condenser.

[0041] When the battery direct cooling circuit is working, the refrigerant flowing out of the compressor flows through the condenser, enters the refrigerant passage, cools the battery module, and then returns to the compressor.

[0042] The embodiments of this application can rapidly cool the battery module through a direct cooling circuit, which has high cooling efficiency and can be applied to operating conditions with high battery temperatures.

[0043] Secondly, embodiments of this application provide a control method for a vehicle's thermal management system, applied to the vehicle's thermal management system in the first aspect or any possible implementation of the first aspect. This control method may include:

[0044] Obtain the temperature of the battery module;

[0045] When the temperature of the battery module is greater than or equal to the first preset temperature, the battery direct cooling circuit is controlled to work.

[0046] When the temperature of the battery module is less than or equal to the second preset temperature, the first battery liquid thermal circuit is controlled to work.

[0047] The first preset temperature is greater than the second preset temperature.

[0048] In this embodiment, when the battery module temperature is greater than or equal to a first preset temperature, i.e. when the battery module has a cooling requirement, the direct cooling circuit can be controlled to work to quickly reduce the battery module temperature; when the battery module temperature is less than or equal to a second preset temperature, i.e. when the battery module has a heating requirement, the first battery liquid heating circuit can be controlled to work to raise the battery module temperature. The first battery liquid heating circuit uses the PTC heater in the vehicle's original air conditioning system to heat the battery module, eliminating the need for an additional heating film, which can reduce the overall vehicle weight and cost, and save energy.

[0049] In one possible implementation, the vehicle's thermal management system includes a battery temperature equalization circuit;

[0050] The control methods for a vehicle's thermal management system also include:

[0051] When thermal runaway of the battery module is detected, the battery temperature equalization circuit is activated, and the battery direct cooling circuit is disabled.

[0052] In this embodiment of the application, if the battery module experiences thermal runaway, the operation of the direct cooling circuit may exacerbate the thermal runaway and increase the risk of electrical failure. Therefore, when the battery module experiences thermal runaway, the direct cooling circuit is prohibited from operating, while the battery equalization circuit is controlled to operate, so that the battery module can cool down quickly and reduce the temperature difference.

[0053] In one possible implementation, the vehicle's thermal management system includes a battery temperature equalization circuit; the battery module temperature includes the highest and lowest cell temperatures of the battery module.

[0054] The control methods for a vehicle's thermal management system also include:

[0055] When the battery direct cooling circuit is working, calculate the temperature difference between the highest and lowest cell temperatures;

[0056] If the temperature difference is greater than or equal to the preset temperature difference, and the vehicle's air conditioning does not require heating, then the battery temperature equalization circuit will be activated.

[0057] In this embodiment, since the battery direct cooling circuit may cause a large temperature difference in the battery module when it is working, it is necessary to detect whether the temperature difference of the battery module is too large when the battery direct cooling circuit is working. In addition, the fact that the battery direct cooling circuit is working indicates that the battery module needs to be cooled down. Since the battery temperature equalization circuit and the first battery liquid heat circuit are the same circuit and both need to pass through the PTC heater of the air conditioner, it is also necessary to detect whether the vehicle's air conditioner has no heating requirement. If the temperature difference is greater than or equal to the preset temperature difference, it indicates that the temperature difference of the battery module is too large. If the vehicle's air conditioner has no heating requirement, it indicates that the PTC heater is not working. Then, the battery temperature equalization circuit can be controlled to work, thereby reducing the temperature difference of the battery module while cooling it down.

[0058] In one possible implementation, the temperature of the battery module includes the lowest cell temperature of the battery module;

[0059] When the temperature of the battery module is less than or equal to a second preset temperature, the first battery liquid thermal circuit is controlled to operate, including:

[0060] When the lowest cell temperature is less than or equal to the second preset temperature and the battery module is in a charging state, the first battery liquid thermal circuit is controlled to work.

[0061] In this embodiment, when the battery module is in a charging state and the lowest cell temperature is less than or equal to the second preset temperature, it indicates that the battery module is in a charging and low-temperature state. At this time, the first battery liquid thermal circuit can be controlled to work, and the PTC heater can be used to heat the battery module so that the temperature of the battery module is within a suitable charging temperature range, thereby improving the charging efficiency.

[0062] In one possible implementation, the temperature of the battery module includes the highest cell temperature of the battery module;

[0063] When the temperature of the battery module is greater than or equal to a first preset temperature, the battery direct cooling circuit is controlled to operate, including:

[0064] When the highest cell temperature is greater than or equal to the first preset temperature, the battery direct cooling circuit is controlled to work.

[0065] This application controls the battery direct cooling circuit to work when the highest cell temperature is greater than or equal to the first preset temperature, which can promptly detect the cooling needs of the battery module and prevent the battery module from overheating and affecting its performance.

[0066] Thirdly, this application provides a control device for a vehicle's thermal management system, applied to the vehicle's thermal management system in the first aspect or any possible implementation of the first aspect. The control device may include:

[0067] The acquisition module is used to acquire the temperature of the battery module;

[0068] The cooling control module is used to control the operation of the battery direct cooling circuit when the temperature of the battery module is greater than or equal to a first preset temperature.

[0069] The heating control module is used to control the operation of the first battery liquid thermal circuit when the temperature of the battery module is less than or equal to the second preset temperature.

[0070] The first preset temperature is greater than the second preset temperature.

[0071] Fourthly, embodiments of this application provide an electronic device, including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the control method of the vehicle's thermal management system as described in the second aspect or any possible implementation of the second aspect.

[0072] Fifthly, embodiments of this application provide a vehicle including a thermal management system as described in the first aspect or any possible implementation thereof.

[0073] In one possible implementation, the vehicle may further include electronic equipment as described in the fourth aspect; the vehicle's thermal management system is controlled by the electronic equipment.

[0074] In a sixth aspect, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the control method for a vehicle thermal management system as described in the first aspect or any possible implementation thereof.

[0075] It is understood that the beneficial effects of the third to sixth aspects mentioned above can be found in the relevant descriptions in the first and / or second aspects mentioned above, and will not be repeated here.

[0076] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0077] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0078] Figure 1 is a schematic diagram of the structure of a vehicle thermal management system provided in an embodiment of this application;

[0079] Figure 2 is a schematic diagram of the structure of a vehicle thermal management system provided in another embodiment of this application;

[0080] Figure 3 is a flowchart illustrating a control method for a vehicle thermal management system according to an embodiment of this application;

[0081] Figure 4 is a schematic diagram of the structure of the control device of the vehicle thermal management system provided in an embodiment of this application;

[0082] Figure 5 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0083] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0084] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0085] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0086] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0087] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0088] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0089] A vehicle's thermal management system regulates the temperature of its battery modules to ensure efficient operation and extend their lifespan. Current technologies utilize only refrigerant from the vehicle's air conditioning system for battery module thermal management. However, this refrigerant typically only cools the battery modules, offering limited heating benefits. Battery modules require heating, such as during charging in low ambient temperatures. If the battery module temperature is low, charging efficiency is low, necessitating heating. To meet these heating requirements, current technologies employ heating films to heat the battery modules when needed. However, this approach undoubtedly increases vehicle weight and cost, as well as energy consumption. The battery module refers to the vehicle's power battery module, which may comprise multiple battery cells.

[0090] To address the aforementioned issues, this application provides a vehicle thermal management system, including a first battery fluid thermal circuit, which can be used to heat the battery module. The first battery fluid thermal circuit utilizes the PTC heater in the vehicle's existing air conditioning system to heat the battery module, eliminating the need for an additional heating film, thus reducing overall vehicle weight and cost, and saving energy.

[0091] The following description of a vehicle thermal management system according to an exemplary embodiment of this application is based on FIG1 and FIG2. It should be noted that FIG1 and FIG2 are provided only for the purpose of understanding the spirit and principles of this application, and the embodiments of this application are not limited in any way.

[0092] Referring to Figure 1, this application embodiment provides a vehicle thermal management system, which may include a first battery liquid thermal circuit and a battery direct cooling circuit;

[0093] The first battery liquid thermal circuit includes a dual-medium cold plate 2, an air conditioning water pump 18, a PTC (Positive Temperature Coefficient) heater 19, and a heater core 20; the dual-medium cold plate 2 is located at the battery module 1 of the vehicle and includes a refrigerant flow channel and a coolant flow channel;

[0094] The first end of the air conditioning water pump 18 is connected to the second end of the PTC heater 19, the first end of the PTC heater 19 is connected to the second end of the warm air core 20, the first end of the warm air core 20 is connected to the second end of the coolant flow channel, and the first end of the coolant flow channel is connected to the second end of the air conditioning water pump 18.

[0095] When the first battery liquid thermal circuit is working, the coolant flowing out of the air conditioning water pump 18 is heated by the PTC heater 19, flows through the warm air core 20 into the coolant flow channel, heats the battery module 1, and then returns to the air conditioning water pump 18.

[0096] The battery direct cooling circuit includes a refrigerant channel and a refrigerant system; the refrigerant channel and the refrigerant system are connected.

[0097] The dual-medium cold plate 2 includes a refrigerant flow channel and a coolant flow channel. The refrigerant flows through the refrigerant flow channel, and the coolant flows through the coolant flow channel. The refrigerant can be a refrigerant, such as R134a or R1234yf, etc. The coolant can be a mixture of water, ethylene glycol, or propylene glycol, etc.

[0098] In the dual-medium cold plate 2, the refrigerant flow channels and coolant flow channels can be arranged alternately. Both the refrigerant flow channels and coolant flow channels can be labyrinthine flow channels, multiple U-shaped flow channels connected in sequence, wavy flow channels, or S-shaped curved flow channels, etc.

[0099] The dual-medium cooling plate 2 can be installed at the battery module 1 of the vehicle, and the battery module 1 is thermally managed by the refrigerant and / or coolant flowing through it.

[0100] In the first battery liquid thermal circuit, the heater core 20 and the coolant channel, as well as the coolant channel and the air conditioning water pump 18, can be selectively connected. When the heater core 20 and the coolant channel, as well as the coolant channel and the air conditioning water pump 18, are all connected, the first battery liquid thermal circuit is connected. When the PTC heater 19 is working, the first battery liquid thermal circuit is working and can heat the battery module 1. Whether the above-mentioned components are connected can be controlled accordingly, which will not be elaborated here.

[0101] When the first battery fluid thermal circuit is operating, coolant can circulate within it. The air conditioning water pump 18 can be used to drive the circulation of coolant in the circuit, and the flow rate of the coolant can be adjusted. The coolant flowing from the air conditioning water pump 18 is heated by the PTC heater 19 as it passes through it, and then flows through the heater core 20 into the coolant channel, where it heats the battery module 1 before returning to the air conditioning water pump 18.

[0102] Among them, PTC heater 19 can be a WPTC heater, that is, a water-heating type PTC heater.

[0103] When the battery module 1 has a heating requirement, the first battery liquid heating circuit can be controlled to work, that is, the first battery liquid heating circuit is connected and the PTC heater 19 is controlled to work to heat the battery module 1.

[0104] In some possible implementations, referring to Figure 1, the first battery liquid thermal circuit may also include a second overflow tank 28, with the second end of the air conditioning water pump 18 connected to the first end of the second overflow tank 28, and the second end of the second overflow tank 28 connected to the first end of the coolant flow channel.

[0105] In the battery direct cooling circuit, the refrigerant channel can be selectively connected to the refrigerant system. When the refrigerant channel is connected to the refrigerant system, the battery direct cooling circuit is in operation and can cool battery module 1. Whether the refrigerant channel is connected to the refrigerant system can be controlled accordingly, which will not be elaborated here.

[0106] When the battery direct cooling circuit is working, the refrigerant can flow through it. As the refrigerant flows through the refrigerant channel, it can cool down battery module 1.

[0107] When battery module 1 has a cooling requirement, the battery direct cooling circuit can be controlled to work, that is, the flow of the battery direct cooling circuit can be controlled, and the devices in it can be controlled to work, so as to cool down battery module 1.

[0108] The vehicle thermal management system provided in this application embodiment uses a dual-medium cooling plate 2 installed at the battery module 1 of the vehicle, so that both refrigerant and coolant can flow through the battery module 1. The battery module 1 can be cooled by a direct battery cooling circuit or heated by a first battery liquid heating circuit. In addition, the first battery liquid heating circuit uses the PTC heater 19 in the vehicle's original air conditioning system to heat the battery module 1, without the need for an additional heating film, which can reduce the weight and cost of the whole vehicle and save energy.

[0109] As mentioned earlier, when battery module 1 requires cooling, it can be cooled through the direct cooling circuit. However, the direct cooling circuit cools battery module 1 using refrigerant. The principle of refrigerant thermal management is phase change heat transfer; the refrigerant undergoes a phase change when absorbing heat, changing from a liquid to a gaseous state. During this process, the cooling capacity of the refrigerant changes significantly. For example, when cooling battery module 1, the refrigerant may initially be in a liquid state and then change to a gaseous state after absorbing heat. This may result in inconsistent cooling effects at different locations within battery module 1, potentially causing large temperature differences between the battery cells and affecting the performance and lifespan of battery module 1. To address this issue, the vehicle thermal management system provided in this embodiment may further include a battery temperature equalization circuit, which will be described in detail below.

[0110] In some embodiments, referring to FIG1, the vehicle's thermal management system further includes a battery temperature equalization circuit;

[0111] The battery temperature equalization circuit and the first battery liquid thermal circuit are the same circuit; when the battery temperature equalization circuit is working, the PTC heater 19 is not working.

[0112] In this embodiment, the battery temperature equalization circuit and the first battery liquid heat treatment circuit are the same circuit. The difference between the two is that when the battery temperature equalization circuit is working, the PTC heater 19 is not working, and when the first battery liquid heat treatment circuit is working, the PTC heater 19 is working.

[0113] When the battery temperature equalization circuit is working, only the air conditioning water pump 18 is working in the circuit.

[0114] When the battery temperature equalization circuit is working, the coolant flowing out of the air conditioning water pump 18 flows through the PTC heater 19 and the warm air core 20 in sequence into the coolant flow channel. After equalizing and / or cooling the battery module 1, it returns to the air conditioning water pump 18.

[0115] When the battery temperature equalization circuit is working, if the coolant temperature is lower than the temperature of battery module 1, the circuit can not only reduce the temperature difference between the cells of battery module 1 to achieve temperature equalization, but also lower the temperature of battery module 1. When the battery temperature equalization circuit is working, the air conditioning water pump 18 can be controlled to increase the coolant flow rate, so as to achieve rapid temperature equalization and / or rapid cooling.

[0116] In this embodiment of the application, the vehicle's thermal management system is equipped with a battery temperature equalization circuit, which can equalize the temperature of the battery module 1, reduce the temperature difference between the individual cells in the battery module 1, and prevent the temperature difference of the battery module 1 from being too large, which would affect the performance and lifespan of the battery module 1.

[0117] In addition to the aforementioned first battery fluid thermal circuit, the vehicle's thermal management system also has other battery fluid thermal circuits that can heat the battery module 1, which will be described in detail below.

[0118] In some embodiments, referring to FIG1, the vehicle's thermal management system further includes a second battery fluid thermal circuit;

[0119] The second battery fluid thermal circuit includes an engine water pump 22, an engine 21, an air conditioning water pump 18, a PTC heater 19, a heater core 20, and a coolant flow channel.

[0120] The first end of the coolant flow channel is also connected to the second end of the engine water pump 22, the first end of the engine water pump 22 is connected to the second end of the engine 21, and the first end of the engine 21 is connected to the second end of the air conditioning water pump 18.

[0121] When the second battery fluid thermal circuit is working, the coolant flowing out of the engine water pump 22 is heated by the engine 21 and then flows sequentially through the air conditioning water pump 18, the PTC heater 19 and the heater core 20 before entering the coolant flow channel. After heating the battery module 1, it returns to the engine water pump 22.

[0122] In the second battery fluid thermal circuit, the heater core 20 and the coolant channel, as well as the coolant channel and the engine water pump 22, can be selectively connected. When the heater core 20 and the coolant channel, as well as the coolant channel and the engine water pump 22, are all connected, the second battery fluid thermal circuit is operational and can heat the battery module 1. Whether the above-mentioned components are connected can be controlled accordingly, which will not be elaborated further here.

[0123] When the second battery fluid thermal circuit is operating, coolant can circulate within it. The engine water pump 22 can be used to drive the coolant circulation in the circuit and can regulate the coolant flow rate. The coolant flowing out of the engine water pump 22, after being heated by the waste heat of the engine 21, flows sequentially through the air conditioning water pump 18, the PTC heater 19, and the heater core 20 before entering the coolant flow channel. While in the coolant flow channel, it heats the battery module 1, and then returns to the engine water pump 22.

[0124] In the second battery fluid thermal circuit, the PTC heater 19 may or may not operate. When the PTC heater 19 is operating, the coolant in the second battery fluid thermal circuit absorbs the waste heat from the engine 21 and the heat generated by the PTC heater 19 to heat the battery module 1. When the PTC heater 19 is not operating, the coolant in the second battery fluid thermal circuit only absorbs the waste heat from the engine 21 to heat the battery module 1.

[0125] When battery module 1 requires heating, the second battery liquid thermal circuit can be controlled to operate to heat battery module 1.

[0126] In some possible implementations, referring to Figure 1, the second battery fluid thermal circuit may also include a second overflow tank 28; the second end of the air conditioning water pump 18 is connected to the first end of the second overflow tank 28, and the second end of the second overflow tank 28 is connected to the first end of the engine 21.

[0127] In this embodiment, the vehicle's thermal management system is further provided with a second battery fluid thermal circuit. When the battery temperature is low, the battery module 1 can be heated through the second battery fluid thermal circuit to prevent the battery module 1 from becoming too cold. The second battery fluid thermal circuit utilizes the waste heat of the engine 21, or the waste heat of the engine 21 combined with the PTC heater 19 in the heating circuit of the vehicle's air conditioning system to heat the coolant, thereby heating the battery module 1 through the coolant. No additional heating equipment is required, which can save costs, reduce vehicle weight, and reduce energy consumption.

[0128] In some embodiments, referring to FIG1, both the first battery liquid thermal circuit and the second battery liquid thermal circuit further include a first three-way valve 27;

[0129] The first end of the first three-way valve 27 is connected to the second end of the air conditioning water pump 18, the second end of the first three-way valve 27 is connected to the first end of the coolant flow channel, and the third end of the first three-way valve 27 is connected to the second end of the engine water pump 22.

[0130] When the first battery liquid thermal circuit is working, the first end of the first three-way valve 27 is connected to the second end of the first three-way valve 27.

[0131] When the second battery liquid thermal circuit is working, the second end of the first three-way valve 27 is connected to the third end of the first three-way valve 27.

[0132] The battery temperature equalization circuit may also include the aforementioned first three-way valve 27. When the battery temperature equalization circuit is working, the first end of the first three-way valve 27 is connected to the second end of the first three-way valve 27.

[0133] This application embodiment adds a first three-way valve 27, thereby controlling the flow direction of the coolant through the flow direction of the first three-way valve 27, so that different circuits can work.

[0134] The foregoing embodiments mainly describe the circuits related to the thermal management of battery module 1. In addition, the vehicle's thermal management system may also include a circuit for heating the passenger compartment, as described in detail below.

[0135] In some embodiments, referring to FIG1, the vehicle’s thermal management system further includes a first passenger compartment heating circuit;

[0136] The heating circuit for the first crew cabin includes an air conditioning water pump 18, a PTC heater 19, and a warm air core 20.

[0137] The first end of the warm air core 20 is also connected to the second end of the air conditioning water pump 18;

[0138] When the heating circuit of the first crew compartment is working, the coolant flowing out of the air conditioning water pump 18 is heated by the PTC heater 19 and then flows into the warm air core 20 to heat the crew compartment before returning to the air conditioning water pump 18.

[0139] In the first crew cabin heating circuit, the heater core 20 and the air conditioning water pump 18 can be selectively connected. When the heater core 20 and the air conditioning water pump 18 are connected, the first crew cabin heating circuit is open, and when the air conditioning water pump 18, the PTC heater 19 and the heater core 20 are working, the first crew cabin heating circuit is working to heat the crew cabin.

[0140] When the crew cabin requires heating, the heating circuit of the first crew cabin can be controlled to operate.

[0141] Referring to Figure 1, the first crew compartment heating circuit may also include a first three-way valve 27. When the first crew compartment heating circuit is in operation, the first end of the first three-way valve 27 and the second end of the first three-way valve 27 are connected.

[0142] In this embodiment of the application, the vehicle's thermal management system is also provided with a first passenger compartment heating circuit, which can provide heating to the passenger compartment through the PTC heater 19, thereby increasing the passenger compartment temperature and meeting the passenger compartment heating requirements.

[0143] In some embodiments, referring to FIG1, both the first crew cabin heating circuit and the first battery liquid heating circuit further include a second three-way valve 17;

[0144] The first end of the second three-way valve 17 is connected to the first end of the heater core 20, the second end of the second three-way valve 17 is connected to the second end of the coolant flow channel, and the third end of the second three-way valve 17 is connected to the second end of the air conditioning water pump 18.

[0145] When the first battery liquid thermal circuit is working, the first end of the second three-way valve 17 is connected to the second end of the second three-way valve 17.

[0146] When the heating circuit of the first crew compartment is working, the first end of the second three-way valve 17 is connected to the third end of the second three-way valve 17.

[0147] The battery temperature equalization circuit may also include the aforementioned second three-way valve 17; when the battery temperature equalization circuit is working, the first end of the second three-way valve 17 is connected to the second end of the second three-way valve 17.

[0148] The second battery fluid thermal circuit may also include the aforementioned second three-way valve 17; when the second battery fluid thermal circuit is working, the first end of the second three-way valve 17 is connected to the second end of the second three-way valve 17.

[0149] This application embodiment adds a second three-way valve 17, thereby controlling the flow direction of the coolant through the flow direction of the second three-way valve 17, enabling different circuits to operate.

[0150] In some embodiments, referring to Figure 1, the vehicle's thermal management system further includes a second passenger compartment heating circuit;

[0151] The second crew cabin heating circuit includes engine water pump 22, engine 21, air conditioning water pump 18, PTC heater 19 and heater core 20;

[0152] The first end of the heater core 20 is also connected to the second end of the engine water pump 22, the first end of the engine water pump 22 is connected to the second end of the engine 21, and the first end of the engine 21 is connected to the second end of the air conditioning water pump 18.

[0153] When the heating circuit of the second crew compartment is working, the coolant flowing out of the engine water pump 22 is heated by the engine 21, then flows through the air conditioning water pump 18 and the PTC heater 19 in sequence, enters the heater core 20, heats the crew compartment, and then returns to the engine water pump 22.

[0154] In the second crew compartment heating circuit, the heater core 20 and the engine water pump 22 can be selectively connected. When the heater core 20 and the engine water pump 22 are connected, the second crew compartment heating circuit is open, and when the engine water pump 22, the engine 21 and the heater core 20 are working, the second crew compartment heating circuit is working to heat the crew compartment.

[0155] In the second crew compartment heating circuit, the PTC heater 19 may or may not be operational. When the PTC heater 19 is operational, the coolant in the second crew compartment heating circuit absorbs the waste heat from the engine 21 and the heat generated by the PTC heater 19 to heat the crew compartment. When the PTC heater 19 is not operational, the coolant in the second crew compartment heating circuit only absorbs the waste heat from the engine 21 to heat the crew compartment.

[0156] When the crew cabin requires heating, the heating circuit of the second crew cabin can be controlled to operate.

[0157] Referring to Figure 1, the second crew compartment heating circuit may also include a first three-way valve 27 and a second three-way valve 17. When the second crew compartment heating circuit is in operation, the second end of the first three-way valve 27 and the third end of the first three-way valve 27 are connected, and the first end of the second three-way valve 17 and the third end of the second three-way valve 17 are connected.

[0158] In some possible implementations, referring to Figure 1, the vehicle's thermal management system may also include a thermostat 25, a third overflow tank 26, a high-temperature radiator 23, and a fan 24. The connection relationships are shown in Figure 1 and will not be described further.

[0159] In this embodiment of the application, the vehicle's thermal management system is also provided with a second passenger compartment heating circuit. The waste heat of the engine 21, or the waste heat of the engine 21 combined with the PTC heater 19 in the heating circuit of the vehicle's air conditioning, can provide heating for the passenger compartment, increase the passenger compartment temperature, meet the passenger compartment heating needs, and at the same time recover the waste heat of the engine 21 to avoid energy waste.

[0160] The foregoing embodiments mainly introduced the coolant flow path in the vehicle's thermal management system. The following is a detailed introduction to the refrigerant flow path in the vehicle's thermal management system.

[0161] In some embodiments, referring to FIG1, the refrigerant system includes an evaporator 12, a compressor 11, and a condenser 10;

[0162] The first end of the refrigerant flow channel and the first end of the evaporator 12 are both connected to the first end of the condenser 10, the second end of the refrigerant flow channel and the second end of the evaporator 12 are both connected to the first end of the compressor 11, and the second end of the compressor 11 is connected to the second end of the condenser 10.

[0163] When the battery direct cooling circuit is working, the refrigerant flowing out of the compressor 11 flows through the condenser 10, enters the refrigerant channel, cools the battery module 1, and then returns to the compressor 11.

[0164] In this embodiment, the battery direct cooling circuit may include a compressor 11, a condenser 10, and a refrigerant channel. The compressor 11, condenser 10, and refrigerant channel are connected in series to form a circuit. The condenser 10 and the refrigerant channel can be selectively connected. When the condenser 10 and the refrigerant channel are connected, the battery direct cooling circuit is activated and operates to cool the battery module 1.

[0165] In some possible implementations, referring to Figure 1, the refrigerant system may further include a first valve 15 and a second valve 16. The first end of the refrigerant flow path is connected to the first end of the condenser 10 via the first valve 15, and the first end of the evaporator 12 is connected to the first end of the condenser 10 via the second valve 16. The first valve 15 may be an electronic expansion valve; the second valve 16 may include a thermal expansion valve and a shut-off valve.

[0166] When battery module 1 experiences thermal runaway, the high-voltage compressor 11 is not allowed to operate. If the high-voltage compressor 11 continues to operate, it may cause the thermal runaway of battery module 1 to become more severe, which may increase the risk of electrical failure. Therefore, when battery module 1 experiences thermal runaway, the high-voltage compressor 11 is not allowed to operate, that is, the battery direct cooling circuit is not allowed to operate. The low-voltage motor water pump can operate, so the battery module 1 can be cooled by coolant. For example, the battery equalization circuit can be controlled to operate.

[0167] The embodiments of this application can rapidly cool down the battery module 1 through a direct cooling circuit, which has high cooling efficiency and can be applied to operating conditions with high battery temperatures.

[0168] In some possible implementations, referring to Figure 2, the thermal management system of the vehicle described above may also include a motor liquid cooling circuit; the motor liquid cooling circuit includes a motor water pump 3, a motor subsystem, a radiator 5, and a first overflow tank 9. The motor water pump 3, the motor subsystem, the radiator 5, and the first overflow tank 9 are connected in series to form a circuit.

[0169] Referring to Figure 2, the motor subsystem may include an OBC (On-Board Charger) 6 and a motor 7 connected in series. The OBC 6 may include an OBC, a PDU (Power Distribution Unit / High-Voltage Distribution Box), and a DC-DC converter. Referring to Figure 2, a first temperature sensor 8 may be installed at the inlet of the motor 7 to collect the inlet temperature of the motor 7. The aforementioned heat sink 5 may be a low-temperature heat sink.

[0170] When the motor liquid cooling circuit is working, the coolant flowing out of the motor water pump 3 cools the motor 7 after passing through the motor subsystem, then passes through the radiator 5, and after exchanging heat with the external environment, it returns to the motor water pump 3 after passing through the first overflow tank 9.

[0171] When motor 7 requires cooling, the motor liquid cooling circuit can be controlled to operate.

[0172] It should be noted that the connection relationships of various components in a vehicle's thermal management system refer to the connections between pipes or containers that allow coolant or refrigerant to flow through each component. For example, the connection between motor 7 and OBC 3-in-1 6 means that the pipe located at motor 7 is connected to the pipe located at OBC 3-in-1 6, and so on.

[0173] Corresponding to the thermal management system of the vehicle described above, referring to Figure 3, this application embodiment also provides a control method for the thermal management system of a vehicle, applicable to any of the thermal management systems of the vehicles mentioned above. This control method for the thermal management system can be applied to electronic devices in the vehicle. That is, electronic devices in the vehicle can be the executing entity of the control method for the vehicle's thermal management system. Specifically, these electronic devices can be controllers in the vehicle, such as vehicle controllers, domain controllers, or electronic control units, etc., without specific limitations.

[0174] The control method of the vehicle thermal management system provided according to an exemplary embodiment of this application will be described below with reference to the structure of the vehicle thermal management system shown in Figures 1 and 2, and with reference to Figure 3.

[0175] It should be noted that the control method of the vehicle thermal management system provided according to the exemplary embodiments of this application can be executed on the same device or on different devices.

[0176] Referring to Figure 3, the control method for the thermal management system of the vehicle described above may include:

[0177] Step 301: Obtain the temperature of the battery module.

[0178] For example, a temperature sensor can be installed on the battery module to detect the temperature of the battery module.

[0179] Step 302: When the temperature of the battery module is greater than or equal to the first preset temperature, control the battery direct cooling circuit to work.

[0180] Step 303: When the temperature of the battery module is less than or equal to the second preset temperature, control the first battery liquid thermal circuit to work.

[0181] The first preset temperature is greater than the second preset temperature.

[0182] In this embodiment, the battery module's temperature is used to determine whether the battery requires heating or cooling. When the battery module's temperature is greater than or equal to a first preset temperature, it is determined that the battery module requires cooling. In this case, the battery direct cooling circuit can be controlled to operate, rapidly cooling the battery module. When the battery module's temperature is less than or equal to a second preset temperature, it is determined that the battery module requires heating. In this case, the first battery liquid heating circuit can be controlled to operate, heating the battery module.

[0183] The first preset temperature can be the minimum temperature corresponding to when the battery module has a cooling requirement; the second preset temperature can be the maximum temperature corresponding to when the battery module has a heating requirement. The first preset temperature is greater than the second preset temperature.

[0184] The values ​​of the first preset temperature and the second preset temperature can be set according to actual needs. For example, the first preset temperature can be 38 degrees, the second preset temperature can be 20 degrees, and so on.

[0185] In this embodiment, when the battery module temperature is greater than or equal to a first preset temperature, i.e. when the battery module has a cooling requirement, the direct cooling circuit can be controlled to work to quickly reduce the battery module temperature; when the battery module temperature is less than or equal to a second preset temperature, i.e. when the battery module has a heating requirement, the first battery liquid heating circuit can be controlled to work to raise the battery module temperature. The first battery liquid heating circuit uses the PTC heater in the vehicle's original air conditioning system to heat the battery module, eliminating the need for an additional heating film, which can reduce the overall vehicle weight and cost, and save energy.

[0186] The above embodiments described the conditions under which the battery direct cooling circuit or the first battery liquid thermal circuit is controlled to meet the cooling or heating requirements of the battery module. The following describes the conditions under which the battery temperature equalization circuit needs to be controlled.

[0187] In some embodiments, the vehicle's thermal management system includes a battery temperature equalization circuit;

[0188] The control methods for a vehicle's thermal management system also include:

[0189] When thermal runaway of the battery module is detected, the battery temperature equalization circuit is activated, and the battery direct cooling circuit is disabled.

[0190] It should be noted that when the battery module experiences thermal runaway, the battery temperature equalization circuit will be activated. In other words, the PTC heater needs to be disabled, which means that the vehicle's air conditioning heating demand (passenger compartment heating demand) must be disabled.

[0191] When a battery module experiences thermal runaway, its temperature becomes very high, and / or the temperature difference between the cells within the module becomes significant. Since a battery equalization circuit can rapidly cool the module or quickly balance the temperature difference between the cells, its operation can be controlled to quickly reduce the battery module's temperature and temperature difference.

[0192] When a battery module experiences thermal runaway, the operation of the high-voltage compressor must be prohibited. This is because, during thermal runaway, the internal temperature of the battery module can rise rapidly, potentially causing a fire or explosion. Allowing the compressor to continue operating at this time would further intensify the fire due to the heat and potential sparks generated, exacerbating the thermal runaway and increasing the danger. Furthermore, thermal runaway can lead to voltage instability in the battery module, or even short circuits. Continuing to use the compressor in this situation increases the risk of electrical faults, potentially leading to more serious short circuits, arcing, and other problems, resulting in greater safety hazards. Therefore, the compressor must not continue operating when a battery module experiences thermal runaway. The compressor is a crucial component in the battery cooling circuit; its inoperability disables the battery's direct cooling circuit. In other words, the battery's direct cooling circuit must not be operated when the battery module experiences thermal runaway.

[0193] Detecting thermal runaway in the battery module can utilize mature technologies. For example, the battery module's temperature includes the highest cell temperature. If the highest cell temperature exceeds a sixth preset temperature, and the duration of this excess exceeds a first preset duration, thermal runaway is determined to have occurred. The sixth preset temperature is greater than the first preset temperature; for example, the sixth preset temperature could be 100 degrees Celsius, and the first preset duration could be 5 minutes. Alternatively, if the highest cell temperature exceeds a seventh preset temperature, and the rate of increase in the highest cell temperature exceeds a preset growth rate, thermal runaway is determined to have occurred. The seventh preset temperature is greater than the first preset temperature but less than the sixth preset temperature; for example, it could be 70 or 80 degrees Celsius, etc., and the preset growth rate can be set according to actual needs. Another method is to determine if the maximum temperature difference between the battery module's cells exceeds a fourth preset temperature. If the maximum temperature difference between the cells of the battery module exceeds a fourth preset temperature difference for a duration greater than a second preset duration, then the battery module is determined to have experienced thermal runaway. The fourth preset temperature difference can be 15 degrees Celsius or 20 degrees Celsius, and the second preset duration can be 5 minutes. Alternatively, if the voltage drop of the battery module exceeds a preset percentage of its initial voltage, then the battery module is determined to have experienced thermal runaway. The preset percentage can be 25%. Alternatively, if the air pressure inside the battery module exceeds a preset air pressure threshold, then the battery module is determined to have experienced thermal runaway. The preset air pressure threshold can be set according to actual needs. Alternatively, if the expansion force between any adjacent cells in the battery module exceeds a preset expansion force threshold, then the battery module is determined to have experienced thermal runaway. The preset expansion force threshold can be set according to actual needs. And so on.

[0194] In this embodiment of the application, if the battery module experiences thermal runaway, the operation of the direct cooling circuit may exacerbate the thermal runaway and increase the risk of electrical failure. Therefore, when the battery module experiences thermal runaway, the direct cooling circuit is prohibited from operating, while the battery equalization circuit is controlled to operate, so that the battery module can cool down quickly and reduce the temperature difference.

[0195] In some embodiments, the vehicle's thermal management system includes a battery temperature equalization circuit; the temperature of the battery module includes the highest cell temperature and the lowest cell temperature of the battery module.

[0196] The control methods for a vehicle's thermal management system also include:

[0197] When the battery direct cooling circuit is working, calculate the temperature difference between the highest and lowest cell temperatures;

[0198] If the temperature difference is greater than or equal to the preset temperature difference, and the vehicle's air conditioning does not require heating, then the battery temperature equalization circuit will be activated.

[0199] The highest cell temperature of the aforementioned battery module can be the maximum temperature among all cells in the battery module, or the maximum temperature among multiple locations in the battery module. Similarly, the lowest cell temperature of the aforementioned battery module can be the minimum temperature among all cells in the battery module, or the minimum temperature among multiple locations in the battery module. For example, a temperature sensor can be placed in each cell of the battery module to collect the temperature of each cell, and the maximum temperature among all cells can be taken as the highest cell temperature, and the minimum temperature among all cells can be taken as the lowest cell temperature. Alternatively, to reduce the number of temperature sensors, temperature sensors can be evenly distributed at multiple locations in the battery module to collect the temperature at each location, and the maximum temperature among multiple locations can be taken as the highest cell temperature, and the minimum temperature among multiple locations can be taken as the lowest cell temperature.

[0200] As mentioned earlier, when the battery direct cooling circuit cools the battery module, it can easily cause a large temperature difference in the battery module. Therefore, when the battery direct cooling circuit is working, it is possible to detect whether the battery equalization circuit needs to work at the same time.

[0201] Specifically, the temperature difference between the highest and lowest cell temperatures can be monitored to see if it is greater than or equal to a preset temperature difference. When the temperature difference is greater than or equal to the preset temperature difference, it indicates a large temperature difference between the cells in the battery module, requiring temperature equalization; otherwise, it indicates a small temperature difference between the cells in the battery module, eliminating the need for temperature equalization. Furthermore, since the battery direct cooling circuit is operating, the battery module needs cooling. Therefore, it is also necessary to check whether the vehicle's air conditioning requires heating. If the vehicle's air conditioning requires heating, the PTC heater in the battery equalization circuit needs to operate. In this case, the battery equalization circuit is equivalent to the first battery liquid cooling circuit, heating the battery module, which is opposite to the battery module's cooling requirement. Therefore, the battery equalization circuit should only be controlled to operate when the vehicle's air conditioning does not require heating.

[0202] In summary, when the temperature difference between the highest and lowest cell temperatures is greater than or equal to the preset temperature difference, and the vehicle's air conditioning does not require heating, it indicates that the temperature difference between the cells in the battery module is large, requiring temperature equalization. Furthermore, the battery temperature equalization circuit will not cause the battery to heat up. Therefore, in this case, the battery temperature equalization circuit can be controlled to operate, meaning that the battery direct cooling circuit and the battery temperature equalization circuit work together to cool the battery module and reduce the temperature difference between the cells in the battery module. Otherwise, the battery temperature equalization circuit is not controlled to operate.

[0203] The temperature difference between the highest and lowest cell temperatures is the difference between the highest and lowest cell temperatures. The preset temperature difference is greater than 0, and its value can be set according to actual needs, such as 10 degrees or 12 degrees, etc.

[0204] In this embodiment, since the battery direct cooling circuit may cause a large temperature difference in the battery module when it is working, it is necessary to detect whether the temperature difference of the battery module is too large when the battery direct cooling circuit is working. In addition, the fact that the battery direct cooling circuit is working indicates that the battery module needs to be cooled down. Since the battery temperature equalization circuit and the first battery liquid heat circuit are the same circuit and both need to pass through the PTC heater of the air conditioner, it is also necessary to detect whether the vehicle's air conditioner has no heating requirement. If the temperature difference is greater than or equal to the preset temperature difference, it indicates that the temperature difference of the battery module is too large. If the vehicle's air conditioner has no heating requirement, it indicates that the PTC heater is not working. Then, the battery temperature equalization circuit can be controlled to work, thereby reducing the temperature difference of the battery module while cooling it down.

[0205] The foregoing embodiments described the conditions under which it is necessary to control the operation of the battery direct cooling circuit or the first battery liquid thermal circuit. These will be further elaborated below.

[0206] In some embodiments, the temperature of the battery module includes the lowest cell temperature of the battery module;

[0207] Step 303 above may include:

[0208] When the lowest cell temperature is less than or equal to the second preset temperature and the battery module is in a charging state, the first battery liquid thermal circuit is controlled to work.

[0209] In this embodiment, the second preset temperature can be the maximum temperature corresponding to the battery module being in a charging state and requiring heating. The value of the second preset temperature can be set according to actual needs, for example, it can be 20 degrees or 22 degrees, etc.

[0210] When the battery module is charging, the vehicle is not running and the engine is not operating. Therefore, the PTC heater in the first battery fluid thermal circuit needs to provide heat to heat the battery module. To promptly detect the heating requirement of the battery module during charging, this embodiment determines that the charging battery module has a heating requirement when the minimum cell temperature is less than or equal to a second preset temperature and the battery module is charging. At this time, the first battery fluid thermal circuit can be controlled to operate, using the PTC heater to heat the coolant, thereby heating the battery module through the coolant.

[0211] In this embodiment, when the battery module is in a charging state and the lowest cell temperature is less than or equal to the second preset temperature, it indicates that the battery module is in a charging and low-temperature state. At this time, the first battery liquid thermal circuit can be controlled to work, and the PTC heater can be used to heat the battery module so that the temperature of the battery module is within a suitable charging temperature range, thereby improving the charging efficiency.

[0212] In some possible implementations, the control method for the vehicle's thermal management system may further include:

[0213] When the battery module is in a discharging state and the minimum cell temperature is less than or equal to the third preset temperature, if the coolant temperature is within the preset temperature range, the second battery fluid thermal circuit is controlled to work; the coolant temperature is the temperature of the coolant flowing through the engine; the third preset temperature is less than the second preset temperature.

[0214] The third preset temperature can be the maximum temperature corresponding to the heating requirement when the battery module is in a discharging state. The third preset temperature is lower than the first preset temperature. The value of the third preset temperature can be set according to actual needs, for example, it can be 10 degrees or 12 degrees, etc.

[0215] The preset temperature range is a range in which the coolant temperature can meet the heating requirements of the battery module without damaging the battery module.

[0216] When the battery module is discharging, the vehicle is in a running state, which can be either a running and stationary state or a running and moving state, with the engine running. At this time, if the minimum cell temperature is less than or equal to a third preset temperature, it indicates that the battery module requires heating. Further assessment is needed to determine if the coolant temperature is sufficient to meet the battery module's heating requirements without damaging it. Specifically, if the coolant temperature is within the preset temperature range, it indicates that the coolant temperature is high enough to meet the battery module's heating requirements without being too high and damaging it. In this case, the second battery thermal circuit can be activated to heat the battery module using waste heat from the engine, or by combining waste heat from the engine with heat generated by a PTC heater.

[0217] The power requirements of the battery module differ between its discharging and charging states. When the battery module is discharging, the power requirement is low; however, when it is charging, the power requirement is higher because higher power results in shorter charging times. In other words, the power requirement when the battery module is discharging is less than the power requirement when it is charging. Furthermore, the battery module's temperature affects the power requirement. Therefore, the maximum temperature required when the battery module is charging and has a heating requirement is higher than the maximum temperature required when the battery module is discharging and has a heating requirement. That is, the second preset temperature is higher than the third preset temperature.

[0218] In this embodiment, when the battery module is in a discharging state and the lowest cell temperature is less than or equal to the third preset temperature, it indicates that the battery module is in a discharging and low-temperature state. If the coolant temperature is within the preset temperature range, it means that the coolant temperature can meet the conditions for heating the battery module, and the coolant temperature will not be too high to avoid damage to the battery module. Therefore, the second battery liquid thermal circuit can be controlled to work, and the waste heat of the engine can be used to heat the battery module, which can realize the recovery of waste heat of the engine and avoid energy waste.

[0219] In some embodiments, step 302 above may include:

[0220] When the highest cell temperature is greater than or equal to the first preset temperature, the battery direct cooling circuit is controlled to work.

[0221] In order to promptly detect the cooling needs of the battery module, this application embodiment uses the highest cell temperature for judgment.

[0222] This application controls the battery direct cooling circuit to work when the highest cell temperature is greater than or equal to the first preset temperature, which can promptly detect the cooling needs of the battery module and prevent the battery module from overheating and affecting its performance.

[0223] In some possible implementations, the control method for the vehicle's thermal management system may further include:

[0224] When a heating requirement for the crew compartment is detected, the heating circuit of the first crew compartment or the heating circuit of the second crew compartment is activated.

[0225] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0226] Figure 4 is a schematic diagram of the structure of a control device for a vehicle thermal management system provided in an embodiment of this application. As shown in Figure 4, the control device 400 for a vehicle thermal management system provided in this embodiment can be applied to any of the above-mentioned vehicle thermal management systems, and may include: an acquisition module 401, a cooling control module 402, and a heating control module 403.

[0227] Among them, the acquisition module 401 is used to acquire the temperature of the battery module;

[0228] The cooling control module 402 is used to control the operation of the battery direct cooling circuit when the temperature of the battery module is greater than or equal to a first preset temperature.

[0229] The heating control module 403 is used to control the operation of the first battery liquid thermal circuit when the temperature of the battery module is less than or equal to the second preset temperature.

[0230] The first preset temperature is greater than the second preset temperature.

[0231] In one possible implementation, the vehicle's thermal management system includes a battery temperature equalization circuit;

[0232] The control device 400 of the vehicle's thermal management system may also include a temperature equalization control module.

[0233] The temperature equalization control module is used to: control the battery temperature equalization circuit to work and prevent the battery direct cooling circuit from working when thermal runaway of the battery module is detected.

[0234] In one possible implementation, the vehicle's thermal management system includes a battery temperature equalization circuit; the battery module temperature includes the highest and lowest cell temperatures of the battery module.

[0235] The control device 400 of the vehicle's thermal management system may also include a temperature equalization control module.

[0236] The temperature equalization control module is used to: calculate the temperature difference between the highest and lowest cell temperatures when the battery direct cooling circuit is working; if the temperature difference is greater than or equal to the preset temperature difference and the vehicle's air conditioning does not require heating, then control the battery temperature equalization circuit to work.

[0237] In one possible implementation, the temperature of the battery module includes the lowest cell temperature of the battery module;

[0238] The heating control module 403 is specifically used to control the first battery liquid thermal circuit to work when the lowest cell temperature is less than or equal to the second preset temperature and the battery module is in a charging state.

[0239] In one possible implementation, the temperature of the battery module includes the highest cell temperature of the battery module;

[0240] The cooling control module 402 is specifically used to control the operation of the battery direct cooling circuit when the highest cell temperature is greater than or equal to the first preset temperature.

[0241] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0242] This application also provides a computer program product having program code that, when run in a corresponding processor, controller, computing device, or terminal, executes the steps in any of the above-described vehicle thermal management system embodiments, such as steps 301 to 303 shown in FIG3.

[0243] Those skilled in the art will understand that the methods and apparatus proposed in the embodiments of this application can be implemented in various forms, including hardware, software, firmware, dedicated processors, or combinations thereof. Dedicated processors may include application-specific integrated circuits (ASICs), reduced instruction set computers (RISCs), and / or field-programmable gate arrays (FPGAs). The proposed methods and apparatus are preferably implemented as a combination of hardware and software. The software is preferably installed as an application program on a program storage device. This is typically based on a machine with a computer platform, such as one or more central processing units (CPUs), random access memory (RAM), and one or more input / output (I / O) interfaces. An operating system is also typically installed on the computer platform. The various processes and functions described herein may be part of an application program, or a portion thereof may be executed by an operating system.

[0244] Figure 5 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. As shown in Figure 5, the electronic device 500 of this embodiment includes a processor 510 and a memory 520, wherein the memory 520 stores a computer program 521 that can run on the processor 510. When the processor 510 executes the computer program 521, it implements the steps in any of the above-described method embodiments, such as steps 301 to 303 shown in Figure 3. Alternatively, when the processor 510 executes the computer program 521, it implements the functions of each module / unit in the above-described device embodiments, such as the functions of each module shown in Figure 4.

[0245] For example, computer program 521 may be divided into one or more modules / units, one or more of which are stored in memory 520 and executed by processor 510 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 521 in electronic device 500.

[0246] Those skilled in the art will understand that Figure 5 is merely an example of an electronic device and does not constitute a limitation on the electronic device. It may include more or fewer components than shown, or combine certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0247] The processor 510 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0248] The memory 520 can be an internal storage unit of the electronic device, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, SmartMedia Card (SMC), Secure Digital (SD) card, or Flash Card. The memory 520 can also include both internal and external storage units. The memory 520 is used to store computer programs and other programs and data required by the electronic device. The memory 520 can also be used to temporarily store data that has been output or will be output.

[0249] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0250] An embodiment of the present invention also provides a vehicle including any of the above-mentioned vehicle thermal management systems, which has the beneficial effects of any of the above-mentioned vehicle thermal management systems.

[0251] In one possible implementation, the vehicle may further include the aforementioned electronic equipment, with the vehicle's thermal management system controlled by the electronic equipment.

[0252] An embodiment of the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the control method of any of the above-described vehicle thermal management systems.

[0253] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0254] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0255] In the embodiments provided by this invention, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0256] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0257] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0258] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0259] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A thermal management system for a vehicle, characterized in that, The system includes a first battery fluid thermal circuit and a battery direct cooling circuit. The first battery fluid thermal circuit includes a dual-medium cooling plate, an air conditioning water pump, a PTC heater, and a heater core. The dual-medium cooling plate is located at the vehicle's battery module and includes a refrigerant flow channel and a coolant flow channel, through which the refrigerant and / or coolant flowing provides thermal management for the battery module. The first end of the air conditioning water pump is connected to the second end of the PTC heater, the first end of the PTC heater is connected to the second end of the heater core, the first end of the heater core is connected to the second end of the coolant flow channel, and the first end of the coolant flow channel is connected to the second end of the air conditioning water pump. When the first battery fluid thermal circuit is working, the coolant flowing out of the air conditioning water pump is... After being heated by the PTC heater, the coolant flows through the heater core into the coolant channel to heat the battery module before returning to the air conditioning water pump. The battery direct cooling circuit includes the refrigerant channel and the refrigerant system. The refrigerant channel is connected to the refrigerant system. When the battery direct cooling circuit is working, the refrigerant flows through it, cooling the battery module as it flows through the refrigerant channel. The vehicle's thermal management system also includes a battery temperature equalization circuit, which is the same circuit as the first battery liquid cooling circuit. When the battery module experiences thermal runaway, the battery temperature equalization circuit is activated, while the battery direct cooling circuit is deactivated. When the battery temperature equalization circuit is working, only the air conditioning water pump operates in the circuit.

2. The vehicle thermal management system according to claim 1, characterized in that, The vehicle's thermal management system further includes a second battery fluid thermal circuit; the second battery fluid thermal circuit includes an engine water pump, an engine, an air conditioning water pump, a PTC heater, a heater core, and a coolant flow channel; the first end of the coolant flow channel is also connected to the second end of the engine water pump, the first end of the engine water pump is connected to the second end of the engine, and the first end of the engine is connected to the second end of the air conditioning water pump; when the second battery fluid thermal circuit is working, the coolant flowing out of the engine water pump, after being heated by the engine, flows sequentially through the air conditioning water pump, the PTC heater, and the heater core, enters the coolant flow channel, heats the battery module, and then returns to the engine water pump.

3. The vehicle thermal management system according to claim 2, characterized in that, Both the first battery fluid thermal circuit and the second battery fluid thermal circuit further include a first three-way valve; the first end of the first three-way valve is connected to the second end of the air conditioning water pump, the second end of the first three-way valve is connected to the first end of the coolant flow channel, and the third end of the first three-way valve is connected to the second end of the engine water pump; when the first battery fluid thermal circuit is working, the first end of the first three-way valve is connected to the second end of the first three-way valve; when the second battery fluid thermal circuit is working, the second end of the first three-way valve is connected to the third end of the first three-way valve.

4. The vehicle thermal management system according to claim 1, characterized in that, The vehicle's thermal management system further includes a first passenger compartment heating circuit; the first passenger compartment heating circuit includes the air conditioning water pump, the PTC heater, and the heater core; the first end of the heater core is also connected to the second end of the air conditioning water pump; when the first passenger compartment heating circuit is working, the coolant flowing out of the air conditioning water pump is heated by the PTC heater and then flows into the heater core to heat the passenger compartment before returning to the air conditioning water pump.

5. The vehicle thermal management system according to claim 4, characterized in that, Both the first passenger compartment heating circuit and the first battery fluid heating circuit further include a second three-way valve; the first end of the second three-way valve is connected to the first end of the heater core, the second end of the second three-way valve is connected to the second end of the coolant flow channel, and the third end of the second three-way valve is connected to the second end of the air conditioning water pump; when the first battery fluid heating circuit is working, the first end of the second three-way valve is connected to the second end of the second three-way valve; when the first passenger compartment heating circuit is working, the first end of the second three-way valve is connected to the third end of the second three-way valve.

6. The vehicle thermal management system according to claim 1, characterized in that, The vehicle's thermal management system further includes a second passenger compartment heating circuit; the second passenger compartment heating circuit includes an engine water pump, an engine, an air conditioning water pump, a PTC heater, and a heater core; the first end of the heater core is also connected to the second end of the engine water pump, the first end of the engine water pump is connected to the second end of the engine, and the first end of the engine is connected to the second end of the air conditioning water pump; when the second passenger compartment heating circuit is working, the coolant flowing out of the engine water pump, after being heated by the engine, flows sequentially through the air conditioning water pump and the PTC heater, enters the heater core, heats the passenger compartment, and then returns to the engine water pump.

7. The vehicle thermal management system according to any one of claims 1 to 6, characterized in that, The refrigerant system includes an evaporator, a compressor, and a condenser; the first end of the refrigerant flow channel and the first end of the evaporator are both connected to the first end of the condenser, the second end of the refrigerant flow channel and the second end of the evaporator are both connected to the first end of the compressor, and the second end of the compressor is connected to the second end of the condenser; when the battery direct cooling circuit is working, the refrigerant flowing out of the compressor flows through the condenser, enters the refrigerant channel, cools the battery module, and then returns to the compressor.

8. A control method for a vehicle's thermal management system, characterized in that, A thermal management system for a vehicle as described in any one of claims 1 to 7, comprising: acquiring the temperature of a battery module; controlling a direct cooling circuit of the battery to operate when the temperature of the battery module is greater than or equal to a first preset temperature; and controlling a first liquid cooling circuit of the battery to operate when the temperature of the battery module is less than or equal to a second preset temperature; wherein the first preset temperature is greater than the second preset temperature.

9. The control method for the vehicle thermal management system according to claim 8, characterized in that, The vehicle's thermal management system includes a battery temperature equalization circuit; the temperature of the battery module includes the highest cell temperature and the lowest cell temperature of the battery module; the control method of the vehicle's thermal management system further includes: when the battery direct cooling circuit is working, calculating the temperature difference between the highest cell temperature and the lowest cell temperature; if the temperature difference is greater than or equal to a preset temperature difference, and the vehicle's air conditioning has no heating requirement, then controlling the battery temperature equalization circuit to work.

10. The control method for the vehicle's thermal management system according to any one of claims 8 to 9, characterized in that, The temperature of the battery module includes the lowest cell temperature of the battery module; controlling the first battery liquid thermal circuit to work when the temperature of the battery module is less than or equal to the second preset temperature includes: controlling the first battery liquid thermal circuit to work when the lowest cell temperature is less than or equal to the second preset temperature and the battery module is in a charging state.

11. The control method for the vehicle's thermal management system according to any one of claims 8 to 9, characterized in that, The temperature of the battery module includes the highest cell temperature of the battery module; the step of controlling the battery direct cooling circuit to work when the temperature of the battery module is greater than or equal to the first preset temperature includes: controlling the battery direct cooling circuit to work when the highest cell temperature is greater than or equal to the first preset temperature.

12. A vehicle, characterized in that, Including the vehicle thermal management system as described in any one of claims 1 to 7.

Images