Vehicle thermal management system and vehicle

Abstract

The invention discloses a vehicle thermal management system and a vehicle, the system comprises an engine, a first electronic water pump, a heater, a DHT gearbox, a first electromagnetic valve and a controller, the DHT gearbox is connected with the first electronic water pump, the engine and the first electromagnetic valve in sequence, and the controller is connected with the DHT gearbox; the DHT gearbox is further sequentially connected with a first electronic water pump, an engine, a heater and a first electromagnetic valve. And the controller is used for controlling the conduction state of the first electromagnetic valve according to the current environment temperature and the temperature of the engine so as to heat the DHT gearbox through heat of the heater or the engine. According to the thermal management system, the lubricating oil can be heated to the normal working temperature in advance, so that the viscosity of the lubricating oil is reduced, and normal operation of the transmission is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle thermal management system and a vehicle. Background Art

[0002] Most of the current DHT (Dedicated Hybrid Transmission) transmissions are air-cooled transmissions without a dedicated heating system. In low temperature environments, the viscosity of the lubricating oil will increase, resulting in a decrease in the transmission's operating efficiency. This is not conducive to hybrid vehicles reaching their optimal operating state as quickly as possible. Summary of the invention

[0003] The present application aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the first purpose of the present application is to propose a vehicle thermal management system, the system comprising: an engine, a first electronic water pump, a heater, a DHT gearbox, a first solenoid valve and a controller, wherein the DHT gearbox is connected to the first electronic water pump, the engine and the first solenoid valve in sequence, and the DHT gearbox is also connected to the first electronic water pump, the engine, the heater and the first solenoid valve in sequence; the controller is used to control the conduction state of the first solenoid valve according to the current ambient temperature and the temperature of the engine, so as to heat the DHT gearbox with the heat of the heater or the engine itself, thereby being able to heat the lubricating oil to the normal operating temperature in advance, thereby reducing the viscosity of the lubricating oil and ensuring the normal operation of the transmission.

[0004] The second object of the present application is to provide a vehicle.

[0005] To achieve the above-mentioned objectives, the first aspect embodiment of the present application proposes a vehicle thermal management system, the system comprising: an engine, a first electronic water pump, a heater, a DHT gearbox, a first solenoid valve and a controller, wherein the DHT gearbox is connected to the first electronic water pump, the engine and the first solenoid valve in sequence, and the DHT gearbox is also connected to the first electronic water pump, the engine, the heater and the first solenoid valve in sequence; the controller is used to control the conduction state of the first solenoid valve according to the current ambient temperature and the temperature of the engine, so as to use the heat of the heater or the engine itself to heat the DHT gearbox.

[0006] According to the vehicle thermal management system of the embodiment of the present application, the controller is used to control the conduction state of the first solenoid valve according to the current ambient temperature and the temperature of the engine, so as to heat the DHT transmission by using the heat of the heater or the engine itself. Thus, the vehicle thermal management system can heat the lubricating oil to the normal operating temperature in advance, thereby reducing the viscosity of the lubricating oil and ensuring the normal operation of the transmission.

[0007] In addition, the control method of the vehicle thermal management system according to the above embodiment of the present application may also have the following additional technical features:

[0008] According to an embodiment of the present application, the engine is connected to the first end of the first solenoid valve, the second end of the first solenoid valve is connected to the DHT gearbox, and the heater is connected to the third end of the first solenoid valve. According to the current ambient temperature and the temperature of the engine, the conduction state of the first solenoid valve is controlled to heat the DHT gearbox by using the heat of the heater or the engine itself, wherein the controller is further used to: when the ambient temperature is lower than the first preset ambient temperature and the temperature of the engine is lower than the first preset engine temperature, control the heater to turn on and control the second end and the third end of the first solenoid valve to be in a conduction state to heat the DHT gearbox by using the heat of the heater; when the ambient temperature is lower than the second preset ambient temperature and the temperature of the engine is higher than the second preset engine temperature, control the first end and the second end of the first solenoid valve to be in a conduction state to heat the DHT gearbox by using the heat of the engine itself.

[0009] According to one embodiment of the present application, the system further includes a first radiator and a second electronic water pump, wherein the first radiator is sequentially connected to the second electronic water pump, the first solenoid valve and the DHT gearbox, wherein the controller is further used to: when the temperature of the DHT gearbox is higher than a first preset temperature threshold, control the second end and the fourth end of the first solenoid valve to be in a conducting state, so as to use the first radiator to cool the DHT gearbox.

[0010] According to one embodiment of the present application, the system also includes a second radiator, a cooling fan, and a thermostat, the cooling fan is arranged corresponding to the second radiator, the second radiator is connected to the thermostat, the first electronic water pump, and the engine in sequence, wherein the thermostat is opened or closed based on the temperature of the coolant, so that when it is in the open state, the second radiator and the cooling fan are used to cool the engine.

[0011] According to one embodiment of the present application, the system also includes a first expansion kettle, a second expansion kettle, a first degassing pipeline, a second degassing pipeline and a water replenishing pipeline, wherein the first expansion kettle is connected to the first radiator and the second electronic water pump respectively, the first end of the second expansion kettle is connected to the second radiator through the first degassing pipeline, the second end of the second expansion kettle is connected to the engine through the second degassing pipeline, and the third port of the second expansion kettle is connected to the first electronic water pump through the water replenishing pipeline.

[0012] According to one embodiment of the present application, the system also includes a second solenoid valve, a motor controller and a water-cooled intercooler, wherein the first end of the second solenoid valve is connected to the second electronic water pump, the second end of the second solenoid valve is connected to the water-cooled intercooler, and the third end of the second solenoid valve is connected to the motor controller, wherein the controller is used to: control the second solenoid valve according to the temperature of the water-cooled intercooler and the motor controller to cool the water-cooled intercooler and the motor controller.

[0013] According to one embodiment of the present application, the second solenoid valve is controlled according to the temperatures of the water-cooled intercooler and the motor controller to cool the water-cooled intercooler and the motor controller, wherein the controller is also used to: when the temperature of the motor controller is higher than a second preset temperature threshold and the temperature of the water-cooled intercooler is lower than a third preset temperature threshold, control the first end and the third end of the second solenoid valve to be in a conducting state to utilize the first radiator to dissipate heat from the motor controller; when the temperature of the motor controller is higher than the second preset temperature threshold and the temperature of the water-cooled intercooler is higher than the third preset temperature threshold, control the first end, the second end and the third end of the second solenoid valve to be in a conducting state to utilize the first radiator to dissipate heat from the motor controller and the water-cooled intercooler.

[0014] According to one embodiment of the present application, the heater is also connected to the first electronic water pump, wherein the controller is also used to: when the ambient temperature is lower than a third preset ambient temperature and the temperature of the engine is lower than a third preset engine temperature, control the heater to turn on, so as to use the heat of the heater to heat the engine.

[0015] According to one embodiment of the present application, the system further includes a heater core, and the heater is connected to the first electronic water pump via the heater core, wherein the controller is further used to: control the heater to turn on so as to utilize the heat of the heater to heat the passenger compartment.

[0016] In order to achieve the above-mentioned purpose, a vehicle proposed in an embodiment of the second aspect of the present application includes: the above-mentioned vehicle thermal management system.

[0017] According to the vehicle of the embodiment of the present application, by including the above-mentioned vehicle thermal management system, the lubricating oil can be heated to the normal operating temperature in advance, thereby reducing the viscosity of the lubricating oil and ensuring the normal operation of the transmission.

[0018] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a block diagram of a vehicle thermal management system according to an embodiment of the present application;

[0020] Figure 2 is a schematic diagram of a vehicle thermal management system according to an embodiment of the present application;

[0021] Figure 3 It is a block diagram of a vehicle according to an embodiment of the present application.

[0022] Reference numerals:

[0023] Vehicle thermal management system 100; heater water circuit 1; high temperature water circuit 2; low temperature water circuit 3; gearbox DHT water circuit 4; engine 5; second radiator 6; cooling fan 7; thermostat 8; first electronic water pump 9; second expansion kettle 10; heater core 11; heater 12; second electronic water pump 13; second solenoid valve 14; water-cooled intercooler 15; motor controller 16; first radiator 17; first expansion kettle 18; first solenoid valve 19; DHT gearbox 20; controller 21; vehicle 200. DETAILED DESCRIPTION

[0024] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0025] The vehicle thermal management system and the vehicle proposed in the embodiments of the present application are described below with reference to the accompanying drawings.

[0026] Figure 1 Schematic diagram of a vehicle thermal management system according to an embodiment of the present application.

[0027] like Figure 1As shown, the vehicle thermal management system 100 may include: an engine 5 , a first electronic water pump 9 , a heater 12 , a DHT gearbox 20 , a first solenoid valve 19 and a controller 21 .

[0028] The DHT gearbox 20 is sequentially connected to the first electronic water pump 9, the engine 5 and the first solenoid valve 19, and is also sequentially connected to the first electronic water pump 9, the engine 5, the heater 12 and the first solenoid valve 19. The controller 21 is used to control the conduction state of the first solenoid valve 19 according to the current ambient temperature and the temperature of the engine 5, so as to heat the DHT gearbox 20 by using the heat of the heater 12 or the engine 5 itself.

[0029] Specifically, the first electronic water pump 9 is responsible for driving the coolant circulation to control the oil temperature of the DHT gearbox 20 and ensure that the gearbox works at a suitable temperature, that is, the heat generated by the engine 5 can be used to heat the gearbox oil. This connection allows the waste heat of the engine 5 to be effectively utilized to reduce energy loss and improve thermal efficiency. In addition, the heater 12 can heat the coolant in the flow path, so that the heat generated by the heater 12 can be used to heat the gearbox oil. The controller 21 can control the conduction state of the first solenoid valve 19 according to the current ambient temperature and the temperature of the engine 5, which means that the controller 21 can decide when to use the heat of the heater 12 or the engine 5 to heat the DHT gearbox 20. For example, when the ambient temperature is low and the temperature of the engine 5 is low, it means that the current ambient temperature is low and the temperature of the engine 5 is low. In a low temperature environment, the viscosity of the lubricating oil will increase, resulting in a decrease in the working efficiency of the transmission, and the engine 5 may not have enough heat to heat the coolant. Therefore, the controller 21 will flow the coolant from the heater 12 to the gearbox through the conduction state of the first solenoid valve 19 to preheat the gearbox, reduce the viscosity of the lubricating oil, and ensure the normal operation of the transmission. For another example, when the ambient temperature is low and the temperature of the engine 5 is high, the engine 5 has a certain amount of heat that can be utilized, that is, the coolant is heated by the heat of the engine 5, so that the heat of the engine 5 itself is used to heat the DHT gearbox 20. This intelligent control of the controller 21 helps to improve the energy efficiency and thermal management efficiency of the entire vehicle, while reducing emissions and improving driving comfort.

[0030] In this way, the lubricating oil can be heated to the normal operating temperature in advance, thereby reducing the viscosity of the lubricating oil and ensuring the normal operation of the transmission.

[0031] According to one embodiment of the present application, Figure 2As shown, the engine 5 is connected to the first end of the first solenoid valve 19, the second end of the first solenoid valve 19 is connected to the DHT gearbox 20, and the heater 12 is connected to the third end of the first solenoid valve 19. According to the current ambient temperature and the temperature of the engine 5, the conduction state of the first solenoid valve 19 is controlled to heat the DHT gearbox 20 by using the heat of the heater 12 or the engine 5 itself, wherein the controller 21 is further used for: when the ambient temperature is lower than the first preset ambient temperature and the temperature of the engine 5 is lower than the first preset engine 5 temperature, controlling the heater 12 to turn on and controlling the second end and the third end of the first solenoid valve 19 to be in a conduction state, so as to heat the DHT gearbox 20 by using the heat of the heater 12; when the ambient temperature is lower than the second preset ambient temperature and the temperature of the engine 5 is higher than the second preset engine 5 temperature, controlling the first end and the second end of the first solenoid valve 19 to be in a conduction state, so as to heat the DHT gearbox 20 by using the heat of the engine 5 itself. Among them, the first preset ambient temperature, the first preset engine temperature, the second preset ambient temperature and the second preset engine temperature can be determined according to actual conditions. In addition, the first preset ambient temperature and the second preset ambient temperature can be the same or different, and the first preset engine temperature and the second preset engine temperature can be the same or different.

[0032] Specifically, in the gearbox DHT water circuit 4, the controller 21 controls the conduction state of the first solenoid valve 19 according to the current ambient temperature and the temperature of the engine 5, so as to use the heat of the heater 12 or the engine 5 itself to heat the DHT gearbox 20. First, the current ambient temperature and the temperature of the engine 5 are judged. When the ambient temperature is lower than the first preset ambient temperature and the temperature of the engine 5 is lower than the first preset engine 5 temperature, it means that the current ambient temperature is low and the overall temperature of the engine 5 is low. The heater 12 can be controlled to turn on and the second end and the third end of the first solenoid valve 19 can be controlled to be in a conduction state, so that the coolant flows in the direction of: heater 12->first solenoid valve 19->DHT gearbox 20->first electronic water pump 9->engine 5, and finally flows to the heater 12, wherein the heater 12 can be a high voltage electric heater 12 (HVH, High Voltage Heatate). That is, the heat of the high-voltage electric heater 12 can be used to heat the coolant. After the coolant flows into the DHT gearbox 20, it can provide heat to help the gearbox heat up quickly and ensure its normal operation in a low-temperature environment. The coolant passing through the DHT gearbox 20 will then return to the first electronic water pump 9, then flow through the engine 5, and finally return to the high-voltage heater 12, forming a closed-loop cycle. This process ensures that the coolant can be continuously heated and can also provide the necessary heat for the engine 5. As a result, the system can effectively use the heat of the high-voltage heater 12 to preheat the DHT gearbox 20, and can heat the lubricating oil to the normal operating temperature in advance, thereby reducing the viscosity of the lubricating oil and ensuring the normal operation of the transmission in a low-temperature environment.

[0033] In addition, when the ambient temperature is lower than the second preset ambient temperature and the temperature of the engine 5 is higher than the second preset engine 5 temperature, it means that the current ambient temperature is low, while the overall temperature of the engine 5 is high. At this time, the heat of the engine 5 itself can be used to heat the DHT gearbox 20, that is, the first end and the second end of the first solenoid valve 19 can be controlled to be in a conducting state, so that the flow direction of the coolant is: engine 5->first solenoid valve 19->DHT gearbox 20->first electronic water pump 9, and then flows to the engine 5. That is, the coolant is sent into the engine 5 through the first electronic water pump 9, flows through the cooling channel of the engine 5, absorbs the heat generated by the engine 5, and increases the temperature of the coolant. Then, the coolant enters through the first port of the first solenoid valve 19, and then flows out through the second port of the first solenoid valve 19 to the DHT gearbox 20. The heated coolant flows into the DHT gearbox 20, and the temperature of the gearbox oil is increased by heat exchange inside the gearbox, so as to realize the preheating of the gearbox. The coolant passing through the DHT gearbox 20 then returns to the first electronic water pump 9 and is sent to the engine 5 again, forming a closed-loop circulation. This cycle will continue until the DHT gearbox 2020 reaches a suitable operating temperature. Therefore, using the waste heat of the engine 5 to preheat the DHT gearbox 2020 can reduce the wear of the engine 5 when starting at low temperatures, improve fuel efficiency, and reduce emissions. Preheating the gearbox can reduce the viscosity of the gearbox oil, improve the shifting performance, and extend the service life of the gearbox.

[0034] According to one embodiment of the present application, Figure 2 As shown, the vehicle thermal management system further includes a first radiator 17 and a second electronic water pump 13, wherein the first radiator 17 is sequentially connected to the second electronic water pump 13, the first solenoid valve 19 and the DHT gearbox 20, wherein the controller 21 is further used to: when the temperature of the DHT gearbox 20 is higher than the first preset temperature threshold, control the second end and the fourth end of the first solenoid valve 19 to be in a conducting state, so as to use the first radiator 17 to cool the DHT gearbox 20. The first preset temperature threshold can be determined according to actual conditions.

[0035] Specifically, the temperature of the DHT gearbox 20 is judged. When the temperature of the DHT gearbox 20 is higher than the first preset temperature threshold, it means that the current temperature of the DHT gearbox 20 is too high and needs to be cooled. The second end and the fourth end of the first solenoid valve 19 can be controlled to be in a conducting state so that the flow direction of the coolant is: second electronic water pump 13->first solenoid valve 19->DHT gearbox 20->first radiator 17, and then flows to the second electronic water pump 13. That is, the coolant circulation starts from the second electronic water pump 13. The second electronic water pump 13 is responsible for sucking and pressurizing the coolant from the cooling system to circulate it in the system. The coolant flows in through the fourth port of the first solenoid valve 19, and then flows out from the second port directly into the DHT gearbox 20, exchanges heat with the gearbox oil, absorbs the heat generated by the gearbox, and thus reduces the temperature of the gearbox. The coolant passing through the gearbox then enters the low-temperature water circuit and flows through the first radiator 17. Here, the coolant releases heat and the temperature is further reduced. The coolant flows to the second electronic water pump 13, and the second electronic water pump 13 pressurizes the coolant again to circulate it in the entire system to continue cooling.

[0036] This ensures that the gearbox can be effectively cooled when needed and maintain an appropriate operating temperature. This process not only helps protect the gearbox from overheating damage, but also improves transmission efficiency and vehicle performance.

[0037] According to one embodiment of the present application, Figure 2 As shown, the vehicle thermal management system also includes a second radiator 6, a cooling fan 7, and a thermostat 8. The cooling fan 7 is arranged corresponding to the second radiator 6. The second radiator 6 is connected to the thermostat 8, the first electronic water pump 9, and the engine 5 in sequence. The thermostat 8 is opened or closed based on the temperature of the coolant, so that when it is in the open state, the second radiator 6 and the cooling fan 7 are used to cool the engine 5.

[0038] Specifically, the thermostat 8 is a temperature-sensitive valve that can be automatically opened or closed according to the temperature of the coolant to control the flow path of the coolant. When the temperature of the engine 5 is low, the thermostat 8 is closed, so that the coolant can circulate only inside the engine 5 (small cycle) to quickly heat up. When the engine 5 reaches the normal operating temperature, the thermostat 8 opens, allowing the coolant to flow through the radiator for a large cycle to dissipate excess heat. The cooling fan 7 can be used to enhance the heat dissipation effect of the radiator, especially when the vehicle is slow or parked, and the natural wind is not enough to cool the engine 5. The fan can be electric or driven by the engine 5. The second radiator 6 can be a high-temperature radiator for dissipating the heat generated by the engine 5. When the coolant flows through the radiator, heat exchange is performed with the air flowing through its fins to dissipate the heat in the coolant into the environment.

[0039] Thus, in the high-temperature water circuit 2, the coolant is pumped into the cooling channel of the engine 5 from the first electronic water pump 9 to absorb the heat generated by the engine 5. Then, the coolant flows through the thermostat 8. Depending on the state of the thermostat 8, the coolant can directly return to the first electronic water pump 9 (small cycle), or flow through the second radiator 6 for heat exchange (large cycle), that is, when it is in the open state, the second radiator 6 and the cooling fan 7 can be used to cool the engine 5. After passing through the second radiator 6, the temperature of the coolant is reduced and returns to the first electronic water pump 9, forming a closed loop. Thus, the thermostat 8, the second radiator 6 and the cooling fan 7 can be used to prevent the temperature of the engine 5 from being too high, ensuring that the performance of the vehicle is in the best state.

[0040] According to one embodiment of the present application, Figure 2 As shown, the vehicle thermal management system also includes a first expansion kettle 18, a second expansion kettle 10, a first degassing pipeline, a second degassing pipeline and a water supply pipeline, wherein the first expansion kettle 18 is connected to the first radiator 17 and the second electronic water pump 13 respectively, the first end of the second expansion kettle 10 is connected to the second radiator 6 through the first degassing pipeline, the second end of the second expansion kettle 10 is connected to the engine 5 through the second degassing pipeline, and the third port of the second expansion kettle 10 is connected to the first electronic water pump 9 through the water supply pipeline.

[0041] Specifically, the vehicle thermal management system also includes a first expansion kettle 18, which is connected to the first radiator 17 and the second electronic water pump 13 respectively. The expansion kettle provides an expansion space for the coolant to adapt to the volume expansion of the coolant due to the increase in temperature, so as to prevent the cooling system from being damaged due to excessive pressure. When the first radiator 17 is used to cool the DHT gearbox 20, the expansion kettle promptly removes the stagnant air in the coolant and the water vapor generated at the high temperature of the engine 5, so as to more effectively utilize the heat dissipation function of the first radiator 17 and improve the cooling efficiency. In addition, the expansion kettle also has a water replenishing function. When the coolant is reduced due to leakage or other reasons, it can be replenished in time through the expansion kettle to maintain the normal operation of the cooling system.

[0042] During the operation of the engine 5, bubbles may be generated in the coolant due to temperature changes and mechanical movement. If these bubbles are not removed in time, the heat conduction efficiency of the coolant will be affected, resulting in local overheating, and may even cause cavitation, damaging components such as the water pump, and the coolant in the second radiator 6 may also generate bubbles during the flow process, especially when the temperature changes greatly. Therefore, the vehicle thermal management system also includes a second expansion kettle 10, the first end of the second expansion kettle 10 is connected to the second radiator 6 through a first degassing pipeline, the second end of the second expansion kettle 10 is connected to the engine 5 through a second degassing pipeline, and the third port of the second expansion kettle 10 is connected to the first electronic water pump 9 through a water supply pipeline. That is, one degassing pipeline is connected to the rear of the engine 5, and the other is connected to the rear of the second radiator 6. The coolant at these two positions is most likely to generate bubbles. The two degassing pipelines guide the bubbles to the second expansion kettle 10, where the bubbles gather and are released. The second expansion kettle 10 is designed with a gas separation structure inside to help the gas in the coolant escape and release it into the atmosphere, thereby reducing the gas content in the system.

[0043] In addition, the second expansion kettle 10 is also connected to the water inlet of the first electronic water pump 9 through a water supply pipeline. When the coolant is reduced due to leakage or other reasons, it can be replenished in time through the second expansion kettle 10 to maintain the normal operation of the cooling system. The coolant degassed by the second expansion kettle 10 flows into the water inlet of the first electronic water pump 9 through the water supply pipeline and is pumped into the engine 5 again to form a closed loop. Through this design, the system can effectively remove gas from the coolant, improve cooling efficiency, reduce cavitation risks, and extend the service life of cooling system components.

[0044] According to one embodiment of the present application, Figure 2 As shown, the vehicle thermal management system also includes a second solenoid valve 14, a motor controller 16 and a water-cooled intercooler 15, wherein the first end of the second solenoid valve 14 is connected to the second electronic water pump 13, the second end of the second solenoid valve 14 is connected to the water-cooled intercooler 15, and the third end of the second solenoid valve 14 is connected to the motor controller 16, wherein the controller 21 is used to control the second solenoid valve 14 according to the temperature of the water-cooled intercooler 15 and the motor controller 16 to cool the water-cooled intercooler 15 and the motor controller 16.

[0045] Specifically, the first end of the second solenoid valve 14 is connected to the second electronic water pump 13, and the second end of the second solenoid valve 14 is connected to the water-cooled intercooler 15, that is, the second solenoid valve 14 can be used to control the distribution of the coolant to the motor controller 16 and the water-cooled intercooler 15, and the flow direction and flow rate of the coolant can be adjusted according to the cooling demand, wherein the second solenoid valve 14 can be a three-way solenoid valve. The controller 21 can obtain the temperature of the water-cooled intercooler 15 and the motor controller 16, and when the temperature of the water-cooled intercooler 15 and the motor controller 16 is obtained, the second solenoid valve 14 can be controlled to cool the water-cooled intercooler 15 and the motor controller 16. In other words, the water-cooled intercooler 15 and the motor controller 16 can be cooled by controlling the conduction state of the second solenoid valve 14, ensuring that key components can be effectively cooled and protected under different ambient temperatures and working conditions.

[0046] Further, according to an embodiment of the present application, Figure 2 As shown, the second solenoid valve 14 is controlled according to the temperature of the water-cooled intercooler 15 and the motor controller 16 to cool the water-cooled intercooler 15 and the motor controller 16, wherein the controller 21 is further used to: when the temperature of the motor controller 16 is higher than the second preset temperature threshold and the temperature of the water-cooled intercooler 15 is lower than the third preset temperature threshold, control the first end and the third end of the second solenoid valve 14 to be in a conducting state, so as to use the first radiator 17 to dissipate heat from the motor controller 16; when the temperature of the motor controller 16 is higher than the second preset temperature threshold and the temperature of the water-cooled intercooler 15 is higher than the third preset temperature threshold, control the first end, the second end and the third end of the second solenoid valve 14 to be in a conducting state, so as to use the first radiator 17 to dissipate heat from the motor controller 16 and the water-cooled intercooler 15. The second preset temperature threshold and the third preset temperature threshold can be determined according to actual conditions.

[0047] Specifically, in the low-temperature water circuit 3, the controller 21 controls the second solenoid valve 14 according to the temperatures of the water-cooled intercooler 15 and the motor controller 16 to cool the water-cooled intercooler 15 and the motor controller 16. First, the temperature of the motor controller 16 and the temperature of the water-cooled intercooler 15 are judged. When the temperature of the motor controller 16 is higher than the second preset temperature threshold and the temperature of the water-cooled intercooler 15 is lower than the third preset temperature threshold, it means that the current temperature of the motor controller 16 is too high, while the temperature of the water-cooled intercooler 15 is relatively low. Therefore, the first end and the third end of the second solenoid valve 14 can be controlled to be in a conducting state, so that the flow direction of the coolant is the second electronic water pump 13->second solenoid valve 14->motor controller 16->first radiator 17->first expansion kettle 18, and then flows to the second electronic water pump 13. That is, the coolant flows out from the second electronic water pump 13, enters through the first port of the second solenoid valve 14, and then flows out from the third port and flows directly to the motor controller 16 for cooling. After passing through the motor controller 16, the coolant flows into the first radiator 17 (low-temperature radiator) for cooling. The radiator dissipates the heat in the coolant to the environment through heat exchange. After passing through the first radiator 17, the coolant flows into the first expansion kettle 18 for degassing. The first expansion kettle 18 can remove the gas in the coolant, reduce the risk of cavitation, and provide space for the coolant to expand. The coolant treated by the first expansion kettle 18 flows into the second electronic water pump 13 again to form a closed loop. In this way, it can ensure that the motor controller 16 can be effectively cooled, and condensed water can be prevented from appearing in the intercooler in a low-temperature environment, reducing the problems of engine 5 stalling, cylinder extinction, and shaking caused by condensed water, thereby improving the reliability and safety of the vehicle.

[0048] When the temperature of the motor controller 16 is higher than the second preset temperature threshold and the temperature of the water-cooled intercooler 15 is higher than the third preset temperature threshold, it means that the current temperature of the motor controller 16 is too high and the temperature of the water-cooled intercooler 15 is also too high. Therefore, the first end, the second end and the third end of the second solenoid valve 14 can be controlled to be in a conducting state, so that one flow path of the coolant is the second electronic water pump 13->second solenoid valve 14->motor controller 16->first radiator 17->first expansion kettle 18, and then flows to the second electronic water pump 13, and the other flow path is the second electronic water pump 13->second solenoid valve 14->water-cooled intercooler 15->first radiator 17->first expansion kettle 18, and then flows to the second electronic water pump 13. That is, the coolant flows out from the second electronic water pump 13, enters through the first port of the second solenoid valve 14, and then flows out from the second port and the third port, and flows to the motor controller 16 and the water-cooled intercooler 15 for cooling, and the coolant flow of the two branches can be controlled according to the working conditions. After passing through the motor controller 16 and the water-cooled intercooler 15, the coolant flows into the first radiator 17 (low-temperature radiator) for cooling. The radiator dissipates the heat in the coolant to the environment through heat exchange. After passing through the first radiator 17, the coolant flows into the first expansion kettle 18 for degassing. The first expansion kettle 18 can remove gas in the coolant, reduce the risk of cavitation, and provide space for the expansion of the coolant. The coolant treated by the first expansion kettle 18 flows into the second electronic water pump 13 again to form a closed-loop circulation. In this way, it can be ensured that key components such as the motor controller 16 and the water-cooled intercooler 15 can be effectively cooled under different working conditions, and the three-way solenoid valve (the second solenoid valve 14) can be used to distribute the flow of the water-cooled intercooler 15 and the motor controller 16. On the one hand, it ensures the optimal flow distribution under various working conditions. On the other hand, in a low temperature environment, the water flow of the intercooler is controlled to be small or no flow, ensuring that the intercooling system does not produce condensed water, thereby preventing the occurrence of problems such as engine 5 stalling, cylinder extinction, and shaking caused by the condenser.

[0049] According to one embodiment of the present application, Figure 2 As shown, the heater 12 is also connected to the first electronic water pump 9, wherein the controller 21 is further used to control the heater 12 to turn on when the ambient temperature is lower than the third preset ambient temperature and the temperature of the engine 5 is lower than the third preset engine 5 temperature, so as to use the heat of the heater 12 to heat the engine 5. The third preset ambient temperature and the third preset engine temperature can be determined according to actual conditions.

[0050] Specifically, the engine 5 heats up mainly by itself at present, without an additional heating system. In one embodiment of the present application, the heat of the heater 12 can be used to heat the engine 5. That is, the current ambient temperature and the temperature of the engine 5 are judged. When the ambient temperature is lower than the third preset ambient temperature and the temperature of the engine 5 is lower than the third preset engine 5 temperature, it means that the current ambient temperature is low and the temperature of the engine 5 itself is low. Therefore, the controller 21 can control the heater 12 to open and control the first solenoid valve 19 to be in a closed state, so that the coolant is driven by the first electronic water pump 9 and enters the engine 5 from the first electronic water pump 9. The coolant passing through the engine 5 then flows through the heater 12, where the coolant is heated and enters the engine 5 again through the first electronic water pump 9, forming a closed loop. Thus, the high-temperature coolant flows back to the engine 5, preheats the engine 5, and helps the engine 5 quickly reach the working temperature. Through preheating, the temperature of the engine oil inside the engine 5 is increased, thereby reducing the oil viscosity and reducing the running resistance of the engine 5. The rapid heat-up helps to reduce the wear of the engine 5 at low temperature startup, reduce emissions, improve fuel efficiency, and reduce the power consumption of the whole vehicle.

[0051] According to one embodiment of the present application, Figure 2 As shown, the vehicle thermal management system also includes a heater core 11, and the heater 12 is connected to the first electronic water pump 9 through the heater core 11, wherein the controller 21 is also used to control the heater 12 to turn on, so as to use the heat of the heater 12 to heat the passenger compartment.

[0052] Specifically, in the warm air water loop 1, the vehicle thermal management system also includes a warm air core 11, and the heater is connected to the first electronic water pump 9 through the warm air core 11. By controlling the heater 12 to turn on, the heat of the heater 12 can be used to heat the passenger compartment. That is, the coolant first passes through the engine 5 and absorbs the heat generated by the engine 5. Then, the coolant flows through the heater 12 and is further heated. The heated coolant then flows into the passenger compartment warm air core 11, releasing heat to heat the air in the passenger compartment. Finally, the coolant flows back to the engine 5 to complete the cycle. As a result, the warm air water loop can provide stable and comfortable heating for the passenger compartment by effectively utilizing the waste heat of the engine 5 and the heat generated by the high-pressure heater 12, while ensuring the efficient operation of the system and the reasonable distribution of energy.

[0053] In summary, according to the vehicle thermal management system of the embodiment of the present application, the controller is used to control the conduction state of the first solenoid valve according to the current ambient temperature and the temperature of the engine, so as to heat the DHT transmission by using the heat of the heater or the engine itself. As a result, the vehicle thermal management system can heat the lubricating oil to the normal operating temperature in advance, thereby reducing the viscosity of the lubricating oil and ensuring the normal operation of the transmission.

[0054] Corresponding to the above embodiments, the present application also proposes a vehicle.

[0055] like Figure 3 As shown, a vehicle 200 according to an embodiment of the present application may include a vehicle thermal management system 100 .

[0056] According to the vehicle of the embodiment of the present application, by including the above-mentioned vehicle thermal management system, the lubricating oil can be heated to the normal operating temperature in advance, thereby reducing the viscosity of the lubricating oil and ensuring the normal operation of the transmission.

[0057] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection portion with one or more wirings (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0058] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0059] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0060] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0061] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0062] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle thermal management system, characterized in that: The system comprises: an engine, a first electronic water pump, a heater, a DHT gearbox, a first solenoid valve and a controller, wherein the DHT gearbox is sequentially connected to the first electronic water pump, the engine and the first solenoid valve, and the DHT gearbox is also sequentially connected to the first electronic water pump, the engine, the heater and the first solenoid valve; The controller is used to control the conduction state of the first solenoid valve according to the current ambient temperature and the temperature of the engine, so as to heat the DHT gearbox by using the heat of the heater or the engine itself.

2. The vehicle thermal management system according to claim 1, characterized in that: The engine is connected to a first end of the first solenoid valve, a second end of the first solenoid valve is connected to the DHT gearbox, the heater is connected to a third end of the first solenoid valve, and the conduction state of the first solenoid valve is controlled according to the current ambient temperature and the temperature of the engine, so as to heat the DHT gearbox by using the heat of the heater or the engine itself, wherein the controller is further used for: When the ambient temperature is lower than a first preset ambient temperature and the temperature of the engine is lower than a first preset engine temperature, the heater is controlled to be turned on and the second end and the third end of the first solenoid valve are controlled to be in a conducting state, so as to heat the DHT gearbox by using the heat of the heater; When the ambient temperature is lower than a second preset ambient temperature and the engine temperature is higher than a second preset engine temperature, the first end and the second end of the first solenoid valve are controlled to be in a conducting state to heat the DHT gearbox using the heat of the engine itself.

3. The vehicle thermal management system according to claim 2, characterized in that: The system further comprises a first radiator and a second electronic water pump, wherein the first radiator is sequentially connected to the second electronic water pump, the first solenoid valve and the DHT gearbox, wherein the controller is further used for: When the temperature of the DHT gearbox is higher than a first preset temperature threshold, the second end and the fourth end of the first solenoid valve are controlled to be in a conducting state, so as to use the first radiator to cool the DHT gearbox.

4. The vehicle thermal management system according to claim 3, characterized in that: The system also includes a second radiator, a cooling fan, and a thermostat. The cooling fan is arranged corresponding to the second radiator. The second radiator is connected to the thermostat, the first electronic water pump, and the engine in sequence. The thermostat is opened or closed based on the temperature of the coolant, so that when it is in the open state, the second radiator and the cooling fan are used to cool the engine.

5. The vehicle thermal management system according to claim 4, characterized in that: The system also includes a first expansion kettle, a second expansion kettle, a first degassing pipeline, a second degassing pipeline and a water replenishing pipeline, wherein the first expansion kettle is connected to the first radiator and the second electronic water pump respectively, the first end of the second expansion kettle is connected to the second radiator through the first degassing pipeline, the second end of the second expansion kettle is connected to the engine through the second degassing pipeline, and the third port of the second expansion kettle is connected to the first electronic water pump through the water replenishing pipeline.

6. The vehicle thermal management system according to claim 5, characterized in that: The system further comprises a second solenoid valve, a motor controller and a water-cooled intercooler, wherein a first end of the second solenoid valve is connected to the second electronic water pump, a second end of the second solenoid valve is connected to the water-cooled intercooler, and a third end of the second solenoid valve is connected to the motor controller, wherein the controller is used to: The second solenoid valve is controlled according to the temperatures of the water-cooled intercooler and the motor controller to cool the water-cooled intercooler and the motor controller.

7. The vehicle thermal management system according to claim 6, characterized in that: The second solenoid valve is controlled according to the temperature of the water-cooled intercooler and the motor controller to cool the water-cooled intercooler and the motor controller, wherein the controller is further used for: When the temperature of the motor controller is higher than a second preset temperature threshold and the temperature of the water-cooled intercooler is lower than a third preset temperature threshold, controlling the first end and the third end of the second solenoid valve to be in a conducting state so as to use the first radiator to dissipate heat from the motor controller; When the temperature of the motor controller is higher than the second preset temperature threshold and the temperature of the water-cooled intercooler is higher than the third preset temperature threshold, the first end, the second end and the third end of the second solenoid valve are controlled to be in an on state so as to utilize the first radiator to dissipate heat from the motor controller and the water-cooled intercooler.

8. The vehicle thermal management system according to claim 1, characterized in that: The heater is also connected to the first electronic water pump, wherein the controller is further used for: When the ambient temperature is lower than a third preset ambient temperature and the temperature of the engine is lower than a third preset engine temperature, the heater is controlled to be turned on, so as to heat the engine with the heat of the heater.

9. The vehicle thermal management system according to claim 8, characterized in that: The system further comprises a heater core, the heater is connected to the first electronic water pump via the heater core, wherein the controller is further used for: The heater is controlled to turn on, so as to heat the passenger compartment using the heat of the heater.

10. A vehicle, characterized in that: Comprising a vehicle thermal management system according to any one of claims 1-9.

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