Thermal management system and vehicle

Abstract

The invention provides a heat management system and a vehicle, the heat management system comprises a heating loop, a waste heat recovery loop and a battery heat management loop, the heating loop is provided with a first heat exchanger and a proportional valve, the waste heat recovery loop is in heat exchange connection with the first heat exchanger, and the battery heat management loop is connected with a heat exchange part of a battery. The heating loop and the battery heat management loop are connected through a first multi-way valve, the heat management system further comprises a control device, and the control device is used for controlling heating of the battery and comprises the steps that whether the battery needs to be heated or not is judged; judging whether the heat source meets heat exchange requirements or not; and if the battery needs to be heated and the heat source meets the heat exchange requirement, the heating loop and the waste heat recovery loop are subjected to heat exchange, and the heating loop and the battery heat management loop are communicated. According to the scheme, the waste heat generated by the heat source is introduced to heat the battery, so that the heat utilization rate of the heat management system is higher, and the overall energy consumption is reduced.

Description

Technical Field

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

[0002] The battery pack is an important component of new energy vehicles, and the operating temperature of the battery pack is an important indicator of working performance. For the battery pack, its operating temperature should not be too high or too low. Too low a temperature will lead to reduced battery performance. Especially in cold areas, the battery pack needs to be heated to keep it in a reasonable operating temperature range.

[0003] In the prior art, the battery pack is usually heated by PTC electric heating. After the PTC generates heat, the heat is transferred to the coolant, and then the heated coolant transfers the temperature to the battery cell through the cold plate. However, this heating method consumes a lot of energy and will reduce the vehicle's mileage. Summary of the invention

[0004] In view of this, the present invention provides a thermal management system and a vehicle to solve the problem of high energy consumption in heating the battery pack in the thermal management system of new energy vehicles in the prior art.

[0005] In a first aspect, the present invention provides a thermal management system, comprising: a heating circuit, a waste heat recovery circuit and a battery thermal management circuit, the heating circuit is provided with a first heat exchanger and a proportional valve, the proportional valve is used to control the flow rate of a heat exchange medium passing through the first heat exchanger, the waste heat recovery circuit is connected to the first heat exchanger for heat exchange, and the waste heat recovery circuit is connected to a heat source, the battery thermal management circuit is connected to a heat exchange component of the battery, the heating circuit and the battery thermal management circuit are connected through a first multi-way valve, the first multi-way valve is used to control the on-off of the heating circuit and the battery thermal management circuit, the thermal management system also comprises a control device, the control device is connected to the heating circuit, the waste heat recovery circuit, the battery thermal management circuit and the first multi-way valve, the control device is used to control the heating of the battery, including: judging whether the battery needs to be heated; judging whether the heat source meets the heat exchange requirement; if the battery needs to be heated and the heat source meets the heat exchange requirement, the heating circuit is exchanged with the waste heat recovery circuit, and the heating circuit is connected to the battery thermal management circuit.

[0006] Optionally, the control device is used to control the heating of the battery, and further includes: the proportional valve controls the opening through feedforward control and feedback control.

[0007] Optionally, the proportional valve controls its opening through feedforward control and feedback control, including: obtaining the target temperature of the heat exchange medium entering the battery and the actual temperature of the battery to obtain a temperature difference; obtaining a heating load based on the temperature difference; and obtaining the feedforward control opening of the proportional valve based on the heating load.

[0008] Optionally, the proportional valve controls the opening by feedforward control and feedback control, including: after the proportional valve reaches a first preset time through feedforward control, feedback control intervenes, and the feedback control opening of the proportional valve is obtained by the following formula: ; Among them, Uout is the feedback control opening of the proportional valve, in percentage; U curr is the current opening of the proportional valve, in percentage; en is the error value, en is the difference between the actual temperature of the heat exchange medium entering the battery and the target temperature of the heat exchange medium entering the battery, in °C; en-1 is the error value at the previous moment, in °C; Kp, Ki, α and β are all coefficients.

[0009] Optionally, the proportional valve controls the opening through feedforward control and feedback control and also includes: when the actual temperature of the heat exchange medium entering the battery is within a preset range, the feedback control opening of the proportional valve remains unchanged; when the actual temperature of the heat exchange medium entering the battery is outside the preset range, the feedback control opening of the proportional valve is calculated by a formula.

[0010] Optionally, the control device is used to control the heating of the battery, and further includes: after heating the battery, first maintaining the proportional valve at a feedforward control opening for a first preset time period, and then setting the proportional valve to a feedback control opening.

[0011] Optionally, determining whether the battery needs to be heated includes: acquiring an actual temperature of the battery; and if the actual temperature of the battery is less than a first preset temperature, determining that the battery needs to be heated.

[0012] Optionally, judging whether the heat source meets the heat exchange requirement includes: if the heat source satisfies the following conditions at the same time, judging that the heat source meets the heat exchange requirement: the heat source operation time is greater than a second preset time length; the difference between the coolant temperature of the heat source and the target temperature of the heat exchange medium entering the battery is greater than or equal to the second preset temperature.

[0013] Optionally, judging whether the heat source meets the heat exchange requirement includes: if the heat source satisfies the following conditions at the same time, judging that the heat source does not meet the heat exchange requirement: the heat source stops running for a time greater than a third preset time; the difference between the coolant temperature of the heat source and the target temperature of the heat exchange medium entering the battery is less than the third preset temperature.

[0014] Optionally, the thermal management system includes a refrigerant circuit and a coolant circuit, and the refrigerant circuit and the coolant circuit are connected for heat exchange, wherein the refrigerant circuit includes a compressor, a second heat exchanger, a first electronic expansion valve, a third heat exchanger and a gas-liquid separator connected in sequence, the refrigerant circuit also includes a second electronic expansion valve and a first evaporator connected in parallel with the first electronic expansion valve and the second heat exchanger, the coolant circuit includes a heating circuit, a waste heat recovery circuit, a battery thermal management circuit, a first heat exchange circuit and a second heat exchange circuit, and the circuits are connected and switched through a first multi-way valve, the heating circuit is connected to the second heat exchanger, the first heat exchange circuit is connected to the third heat exchanger, and the second heat exchange circuit is used to exchange heat with the outside world.

[0015] Optionally, the refrigerant circuit further includes a third electronic expansion valve and a second evaporator. The third electronic expansion valve and the second evaporator are connected in series and then connected in parallel with the second electronic expansion valve and the first evaporator.

[0016] Optionally, the heating circuit includes a first branch, a second branch, and a third branch in parallel, the first branch is connected to the refrigerant circuit for heat exchange through a second heat exchanger, a heating core is provided on the second branch, and a first heat exchanger is provided on the second branch, the third branch is connected to the first multi-way valve, the proportional valve is a multi-way proportional valve, and the proportional valve is used to connect at least two branches of the first branch, the second branch and the third branch.

[0017] Optionally, an electric heating structure is provided on the first branch.

[0018] Optionally, the coolant circuit also includes an engine heat exchange circuit, the engine heat exchange circuit is used to connect to the engine cooling device, the waste heat recovery circuit is used to connect to the engine cooling device, and the engine heat exchange circuit and the waste heat recovery circuit are connected in parallel.

[0019] Optionally, a first radiator is provided on the second heat exchange circuit, and a second radiator is provided on the engine heat exchange circuit, and the first radiator and the second radiator share a heat dissipation air source.

[0020] Optionally, a battery cooling device is provided on the battery thermal management circuit, and the battery thermal management circuit also includes a buffer branch and a second multi-way valve, the buffer branch is arranged in parallel with the battery cooling device, and the second multi-way valve is used to open or close the buffer branch.

[0021] Optionally, the second heat exchange circuit includes a first radiator and a motor cooling device connected in series, and the second heat exchange circuit also includes a fourth branch, the first radiator and the motor cooling device are connected to one end of the fourth branch, and the first multi-way valve is connected to the other end of the fourth branch.

[0022] Optionally, the coolant circuit also includes an intercooler waste heat recovery circuit, which is provided with a fourth heat exchanger, which is used to be connected to the intercooler for heat exchange, and the intercooler waste heat recovery circuit is arranged in parallel with the motor cooling device, and the thermal management system also includes a third multi-way valve, which is connected to the second heat exchange circuit and the intercooler waste heat recovery circuit, and the third multi-way valve is used to selectively connect the motor cooling device and the fourth heat exchanger to the first multi-way valve.

[0023] In a second aspect, the present invention provides a vehicle comprising the above-mentioned thermal management system.

[0024] Beneficial Effects By using the technical solution of the present invention, the control device of the thermal management system determines whether the battery needs to be heated, and determines whether the heat source meets the heat exchange requirements. When the battery needs to be heated and the heat source meets the heat exchange requirements, the control device connects the heating circuit with the waste heat recovery circuit for heat exchange, and controls the valve core position of the first multi-way valve so that the heating circuit is connected to the battery thermal management circuit. Therefore, the waste heat emitted by the heat source after working can be transferred to the heating circuit through the first heat exchanger, and the heat exchange medium of the heating circuit is heated. Then the heat exchange medium of the heating circuit flows to the battery thermal management circuit through the first multi-way valve, thereby heating the battery. In the above scheme, the waste heat generated by the heat source is introduced to heat the battery, so the thermal management system has a higher utilization rate of heat and reduces the overall energy consumption. Therefore, the technical solution of the present invention solves the problem of high energy consumption of battery pack heating in the thermal management system of new energy vehicles in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 A schematic diagram of the structure of the thermal management system of the present invention is shown; Figure 2 A schematic flow chart showing a method for controlling a battery to be heated by a thermal management system of the present invention; Figure 3 Shows Figure 2 A flow chart of obtaining the feedforward control opening in the control method; Figure 4 Shows Figure 2 A schematic diagram of a flow chart for obtaining the feedback control opening in the control method; Figure 5 Shows Figure 2 A flow chart showing the switching relationship between the feedforward control opening and the feedback control opening in the control method; Figure 6 Shows Figure 2 Schematic diagram of the flow chart for determining whether the battery needs to be heated in the control method.

[0027] Description of reference numerals: 1. Refrigerant circuit; 101. Compressor; 102. Second heat exchanger; 103. First electronic expansion valve; 104. Third heat exchanger; 105. Gas-liquid separator; 106. Second electronic expansion valve; 107. First evaporator; 108. Third electronic expansion valve; 109. Second evaporator; 2. Coolant circuit; 10. Heating circuit; 11. First heat exchanger; 12. Proportional valve; 13. First branch; 14. Second branch; 15. Third branch; 16. Heating core; 17. Electric heating structure; 20. Waste heat recovery circuit; 30. Battery thermal management circuit; 31. Battery cooling device; 32. Buffer branch; 33. Second multi-way valve; 40. A first heat exchange circuit; 50. Second heat exchange circuit; 51. First radiator; 52. Motor cooling device; 53. Fourth branch; 60. Engine heat exchange circuit; 61. Second radiator; 70. Intercooler waste heat recovery circuit; 71. Fourth heat exchanger; 72. Third multi-way valve; 100. Heat source; 200. Battery; 300, a first multi-way valve; 400. Engine cooling device. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0029] like Figure 1As described, an embodiment of the thermal management system according to the present application includes a heating circuit 10, a waste heat recovery circuit 20 and a battery thermal management circuit 30. Among them, a first heat exchanger 11 and a proportional valve 12 are provided on the heating circuit 10, and the proportional valve 12 is used to control the flow rate of the heat exchange medium passing through the first heat exchanger 11. The waste heat recovery circuit 20 is connected to the first heat exchanger 11 for heat exchange, and the waste heat recovery circuit 20 is connected to the heat source 100. The battery thermal management circuit 30 is connected to the heat exchange component (such as a cold plate) of the battery 200, and the heating circuit 10 and the battery thermal management circuit 30 are connected through a first multi-way valve 300, and the first multi-way valve 300 is used to control the on and off of the heating circuit 10 and the battery thermal management circuit 30.

[0030] Furthermore, the thermal management system further includes a control device, which is connected to the heating circuit 10, the waste heat recovery circuit 20, the battery thermal management circuit 30 and the first multi-way valve 300, and is used to control the heating of the battery 200. Figure 2 As shown, the heating control method for the battery 200 includes: S10: Determine whether the battery 200 needs to be heated; S20: Determine whether the heat source 100 meets the heat exchange requirement; S30: If the battery 200 needs to be heated and the heat source 100 meets the heat exchange requirement, the heating circuit 10 is made to exchange heat with the waste heat recovery circuit 20 , and the heating circuit 10 is made to communicate with the battery thermal management circuit 30 .

[0031] By using the technical solution of this embodiment, the control device of the thermal management system determines whether the battery 200 needs to be heated, and determines whether the heat source 100 meets the heat exchange requirements. When the battery 200 needs to be heated and the heat source 100 meets the heat exchange requirements, the control device connects the heating circuit 10 with the waste heat recovery circuit 20 for heat exchange, and controls the valve core position of the first multi-way valve 300, so that the heating circuit 10 is connected with the battery thermal management circuit 30. Therefore, the waste heat emitted by the heat source 100 after work can be transferred to the heating circuit 10 through the first heat exchanger 11, and the heat exchange medium of the heating circuit 10 is heated. Then the heat exchange medium of the heating circuit 10 flows to the battery thermal management circuit 30 through the first multi-way valve 300, thereby heating the battery 200. In the above solution, the waste heat generated by the heat source 100 is introduced to heat the battery 200, so the thermal management system has a higher utilization rate of heat and reduces the overall energy consumption. Therefore, the technical solution of this embodiment solves the problem of high energy consumption of the thermal management system of new energy vehicles in the prior art for heating the battery pack.

[0032] like Figure 1As shown, the heating circuit 10 is used to absorb heat from other circuits, and the absorbed heat can then be used to heat components such as the passenger compartment and the battery 200 , or the heat of the heating circuit 10 can be dissipated to the external environment.

[0033] Furthermore, a heating structure may be separately provided in the heating circuit 10 to generate heat.

[0034] like Figure 1 As shown, the waste heat recovery circuit 20 is used to recover the heat generated by the components during operation. The components may be an engine, a motor, a battery 200 (since the battery 200 needs to be heated in this embodiment, the waste heat recovery circuit 20 does not recover the heat of the battery 200), etc.

[0035] In this embodiment, the waste heat recovery circuit 20 is connected to the heating circuit 10 for heat exchange via the first heat exchanger 11 , so the waste heat collected by the waste heat recovery circuit 20 can be transferred to the heat exchange medium in the heating circuit 10 via the first heat exchanger 11 .

[0036] Optionally, the first heat exchanger 11 is a plate heat exchanger.

[0037] like Figure 1 As shown, the thermal management system also includes a battery thermal management circuit 30 and a first multi-way valve 300. The battery thermal management circuit 30 can heat or cool the battery 200. The first multi-way valve 300 includes a valve body and a valve core, and a plurality of interfaces are provided on the valve body. The heating circuit 10 and the battery thermal management circuit 30 are both connected to the valve body of the first multi-way valve 300, and the movement of the valve core can control the heating circuit 10 to be connected or disconnected with the battery thermal management circuit 30.

[0038] Further, when the heating circuit 10 is connected to the battery thermal management circuit 30 through the first multi-way valve 300, the first multi-way valve 300 provided on the heating circuit 10 can control the flow of the heat exchange medium flowing into the battery thermal management circuit 30. Those skilled in the art can understand that the larger the opening of the first multi-way valve 300, the larger the flow of the heat exchange medium flowing into the battery thermal management circuit 30, and thus the higher the heating capacity of the battery, and the smaller the opening of the first multi-way valve 300, the smaller the flow of the heat exchange medium flowing into the battery thermal management circuit 30, and thus the heating capacity of the battery is relatively small.

[0039] Furthermore, the thermal management system also includes a control device, which is connected to the above-mentioned heating circuit 10, waste heat recovery circuit 20, battery thermal management circuit 30 and first multi-way valve 300, and the control device is used to execute the above-mentioned heating control method for the battery 200.

[0040] In step S10, it is first determined whether the battery 200 needs to be heated, that is, whether the battery 200 is in a relatively low temperature state. If the temperature of the battery 200 is relatively low, it is determined that the battery 200 needs to be heated to ensure that the battery 200 operates within a reasonable temperature range.

[0041] Furthermore, in step S20, it is also necessary to determine whether the heat source 100 meets the heat exchange requirement. Wherein, whether the heat source 100 meets the heat exchange requirement refers to whether the residual heat after the operation of the heat source 100 is sufficient to heat the battery 200 to the target temperature.

[0042] Specifically, since the waste heat of the heat source 100 first heats the heat exchange medium in the waste heat recovery loop 20, and then the heat of the heat exchange medium in the waste heat recovery loop 20 is transferred to the heat exchange medium in the heating loop 10 through the first heat exchanger 11, and finally the heat exchange medium in the heating loop 10 needs to flow into the battery thermal management loop 30 through the first multi-way valve 300 to heat the battery 200. In this process, the waste heat of the heat source 100 is inevitably lost. Therefore, if the temperature of the heat source 100 cannot reach a certain level, it may happen that the temperature of the heat exchange medium that finally flows into the battery thermal management loop 30 is lower than the temperature of the battery 200, or the temperature of the heat exchange medium that finally flows into the battery thermal management loop 30 is not enough to heat the battery 200 to the target temperature.

[0043] Further, in step S30, if it is determined that the battery 200 needs to be heated and the heat source 100 meets the heat exchange requirement, the control device enables the heating circuit 10 to exchange heat with the waste heat recovery circuit 20, that is, the heat of the heat exchange medium in the waste heat recovery circuit 20 can be transferred to the heat exchange medium in the heating circuit 10 through the first heat exchanger 11. At the same time, the control device controls the valve core of the first multi-way valve 300 to move, and enables the heating circuit 10 to communicate with the battery thermal management circuit 30, that is, the heat exchange medium in the heating circuit 10 needs to flow into the battery thermal management circuit 30 through the first multi-way valve 300, and heat the battery 200.

[0044] like Figure 2 As shown, further, the control device is used to control the heating of the battery 200, and further includes: S40: The opening of the proportional valve 12 is controlled by feedforward control and feedback control.

[0045] In step S40, controlling the opening of the proportional valve 12 refers to controlling the opening of the interface of the proportional valve 12 leading to the battery thermal management circuit 30, that is, Figure 1 In the figure, the lower interface of the proportional valve 12.

[0046] Furthermore, in the initial stage of heating the battery 200, the feedforward control is used to provide an initial opening of the proportional valve 12. Then, in the process of continuously heating the battery 200, the temperature of the heat exchange medium in the battery thermal management circuit 30 will fluctuate. At this time, it is necessary to feedback-regulate the opening of the proportional valve 12 according to the temperature fluctuation of the heat exchange medium, so as to prevent the battery 200 from being overheated, resulting in an excessively high temperature of the battery 200, and to prevent the insufficient heating capacity of the heat exchange medium, resulting in an excessively low temperature of the battery 200.

[0047] Therefore, in this embodiment, the opening of the proportional valve 12 is controlled by feedforward control and feedback control, so that the temperature of the battery 200 can be accurately adjusted.

[0048] Furthermore, if Figure 3 As shown, in the technical solution of this embodiment, the proportional valve 12 controls the opening through feedforward control and feedback control, including: S411: Obtaining a target temperature of the heat exchange medium entering the battery 200 and an actual temperature of the battery 200 to obtain a temperature difference value; S412: Obtaining a heating load according to the temperature difference; S413: Obtain the feedforward control opening of the proportional valve 12 according to the heating load.

[0049] Specifically, the feedforward control opening of the proportional valve 12 is obtained by obtaining the target temperature of the heat exchange medium passed into the battery 200 and the actual temperature of the battery 200. The actual temperature of the battery 200 can be measured by a temperature sensor. The target temperature of the heat exchange medium passed into the battery 200 can be obtained based on the actual temperature of the battery 200 and the ideal operating temperature of the battery 200, according to the evaluation of a person skilled in the art through a limited number of experiments.

[0050] The following is an example.

[0051] For example, the current temperature of the battery 200 measured by the sensor is 10° C., while based on the size and internal structure of the battery 200 , the ideal operating temperature thereof is 25° C.

[0052] Those skilled in the art can understand that if the battery 200 is to be heated to 25° C., the target temperature of the heat exchange medium entering the battery 200 needs to be greater than 25° C. According to a limited number of experiments, it can be evaluated that when the target temperature of the heat exchange medium entering the battery 200 is in the range of 30° C. to 40° C., the battery 200 can be heated to 25° C., and the battery 200 will not be further heated to an overheated state.

[0053] Furthermore, considering the heating efficiency of the battery 200, in this embodiment, the target temperature of the heat exchange medium entering the battery 200 is preferably set to 40°C.

[0054] Therefore, through the above step S411, it can be obtained that the temperature difference is 40°C minus 10°C, which is 30°C.

[0055] Furthermore, after the temperature difference value is obtained, the heating load is obtained according to the following Table 1 in step S412.

[0056] Table 1

[0057] According to the contents of Table 1, it can be estimated that the heating load is 3500W.

[0058] Furthermore, after the heating load is obtained, the feedforward control opening of the proportional valve 12 is obtained according to the following Table 2 in step S413.

[0059] Table 2

[0060] According to the content of Table 1, it can be estimated that the feedforward control opening of the proportional valve 12 is about 27%.

[0061] It should be noted that the above-mentioned Table 1 and Table 2 can be obtained by technicians in this field through a limited number of experiments, and the contents of Table 1 and Table 2 can be pre-stored in the control device.

[0062] It should be further noted that the above calculation process of the feedforward control opening of the proportional valve 12 is only an example for better understanding of the present embodiment, and cannot be understood as a limitation of step S411, step S412 and step S413 in the present embodiment. The parameters in Tables 1 and 2 above can be adjusted by those skilled in the art according to the actual structure of the battery 200 and a limited number of experiments.

[0063] like Figure 4 As shown, in the technical solution of this embodiment, the proportional valve 12 controls the opening through feedforward control and feedback control, including: S421: The feedback control opening of the proportional valve 12 is obtained by the following formula: ; In the above formula, U out is the feedback control opening of the proportional valve 12, in percentage; U curr is the current opening of the proportional valve 12, in percentage; e n is the error value, and e n is the difference between the actual temperature of the heat exchange medium entering the battery 200 and the target temperature of the heat exchange medium entering the battery 200, in °C; e n-1is the error value at the previous moment, in °C; Kp, Ki, α and β are all coefficients, and are all greater than or equal to 0.

[0064] In the above formula, the actual temperature of the heat exchange medium entering the battery 200 can be measured by a sensor.

[0065] For example, the actual temperature of the heat exchange medium entering the battery 200 measured by the sensor is 10°C. As described above, the target temperature of the heat exchange medium entering the battery 200 is set to 40°C. n The value is 30℃.

[0066] Those skilled in the art will appreciate that, in the above formula, the difference between the actual temperature of the heat exchange medium entering the battery 200 and the target temperature of the heat exchange medium entering the battery 200 between the previous moment and the current moment (i.e., e n , including positive or negative values), and then determine whether the subsequent heating intensity of the battery 200 is to be increased or decreased, thereby dynamically controlling the feedback control opening of the proportional valve 12.

[0067] Optionally, in the above coefficients, α and β are both 1, Kp is 0.2, and Ki is 0.004.

[0068] Of course, those skilled in the art can adjust the specific values ​​of the above four parameters α, β, Kp and Ki according to actual needs.

[0069] Furthermore, if Figure 4 As shown, in the technical solution of this embodiment, the proportional valve controls the opening through feedforward control and feedback control and also includes: S422: When the actual temperature of the heat exchange medium entering the battery 200 is within a preset range, the feedback control opening of the proportional valve 12 remains unchanged; S423 When the actual temperature of the heat exchange medium entering the battery 200 is outside the preset range, the feedback control opening of the proportional valve 12 is calculated by a formula.

[0070] Specifically, those skilled in the art will understand that since the actual temperature of the heat exchange medium entering the battery 200 is difficult to maintain a constant temperature, if the above-mentioned feedback control is continuously operated, it is easy to cause the valve core of the proportional valve 12 to move frequently, which on the one hand increases the control difficulty and on the other hand is not conducive to the stable flow of the heat exchange medium.

[0071] To this end, in this embodiment, a preset interval is set for the temperature of the heat exchange medium entering the battery 200. In step S422, when the actual temperature of the heat exchange medium entering the battery 200 is within the preset interval, it is considered that the temperature of the heat exchange medium meets the heating requirements, and the feedback control opening of the proportional valve 12 remains unchanged. In step S423, when the actual temperature of the heat exchange medium entering the battery 200 is outside the preset interval, it is considered that the temperature of the heat exchange medium does not meet the heating requirements (the temperature is too high or too low), and the feedback control opening of the proportional valve 12 is calculated and readjusted by the above formula.

[0072] Furthermore, the preset interval in this embodiment is obtained by taking the upper and lower limits based on the above-mentioned target temperature of the heat exchange medium entering the battery 200 .

[0073] For example, in this embodiment, the target temperature of the heat exchange medium entering the battery 200 is set to 40°C, so the preset interval is 40°C plus or minus 2°C, that is, the preset interval is 38°C to 42°C.

[0074] To further illustrate, when the actual temperature of the heat exchange medium entering the battery 200 is 41°C, it is considered that the temperature of the heat exchange medium meets the heating requirements. At this time, the feedback control opening of the proportional valve 12 remains unchanged. When the actual temperature of the heat exchange medium entering the battery 200 is 35°, it is considered that the temperature of the heat exchange medium does not meet the heating requirements (the temperature is too low). At this time, the feedback control opening of the proportional valve 12 is calculated by the above formula and readjusted (increase the feedback control opening).

[0075] It should be further explained that the above control process of the feedforward control opening of the proportional valve 12 is only an example for better understanding of the present embodiment and cannot be understood as a limitation of step S422 and step S423 in the present embodiment. For the specific upper and lower limits of the preset interval, those skilled in the art can adjust them according to actual needs.

[0076] like Figure 5 As shown, in the technical solution of this embodiment, the control device is used to control the heating of the battery 200, and also includes: S43: After heating the battery 200, the proportional valve 12 is first maintained at the feedforward control opening for a first preset time period, and then the proportional valve is maintained at the feedback control opening.

[0077] In step S43, at the initial stage of heating the battery 200, the proportional valve 12 is first kept at the feedforward control opening, which is the process of continuous temperature rise of the battery 200. After the proportional valve 12 maintains the feedforward control opening for the first preset time, the temperature of the battery 200 is close to the ideal operating temperature, and at this time, the proportional valve 12 is set to the feedback control opening, thereby ensuring accurate control of the temperature of the battery 200.

[0078] Optionally, the first preset time duration is in the range of 1 min to 2 min. Of course, those skilled in the art can adjust the specific value of the first preset temperature according to actual needs.

[0079] like Figure 6 As shown, in the technical solution of this embodiment, whether the battery 200 needs to be heated includes: S11: Acquire the actual temperature of the battery 200; S12: If the actual temperature of the battery 200 is lower than the first preset temperature, it is determined that the battery 200 needs to be heated.

[0080] For the first preset temperature, those skilled in the art can adjust it according to actual needs. As described above, the ideal operating temperature of the battery 200 of this embodiment is 25°C, so the first preset temperature can be set to 25°C. Alternatively, an ideal operating temperature range of the battery 200 can be set, for example, in the range of 20°C to 30°C, then the first preset temperature can be set to the lower limit of the ideal operating temperature range, that is, the first preset temperature is set to 20°C, which can simplify the control difficulty of the thermal management system.

[0081] Furthermore, in the above step S20, determining whether the heat source 100 meets the heat exchange requirement includes: S21: If the heat source 100 satisfies the following conditions at the same time, it is determined that the heat source 100 meets the heat exchange requirement: The operation time of the heat source 100 is greater than the second preset time length; The difference between the temperature of the coolant of the heat source 100 and the target temperature of the heat exchange medium entering the battery 200 is greater than or equal to the second preset temperature.

[0082] In step S21, it is necessary to determine whether the heat exchange demand can be met based on the operating time of the heat source 100 and the temperature of the coolant inside the heat source 100.

[0083] Specifically, the longer the operation time of the heat source 100 is, the higher the heat generated is, and the higher the temperature of the coolant inside it is. Conversely, the shorter the operation time of the heat source 100 is, the less heat generated is, and the lower the temperature of the coolant inside is.

[0084] Furthermore, the specific value of the second preset time length can be obtained by those skilled in the art through a limited number of experiments according to the specific type of the heat source 100 .

[0085] For example, taking the heat source 100 as an engine, it can be found through experiments that when the engine runs for more than 30 seconds, the temperature of the coolant inside it can meet the heating requirement. In this case, the second preset time length can be set to 30 seconds.

[0086] Furthermore, as described above, since multiple heat exchanges are required in the process of transferring the heat emitted by the heat source 100 to the heat exchange medium entering the battery 200, heat loss will inevitably occur. Therefore, in this embodiment, the coolant temperature of the heat source 100 needs to be greater than the target temperature of the heat exchange medium entering the battery 200 by a certain value to ensure that after multiple heat exchanges, the temperature of the heat exchange medium entering the battery 200 can reach the target temperature.

[0087] Specifically, the specific value of the second preset temperature can be obtained by a person skilled in the art through conventional methods, such as building a simulation model or a physical model of a thermal management system, and measuring the temperature of the coolant of the heat source 100 and the actual temperature of the heat exchange medium entering the battery 200. The temperature of the coolant of the heat source 100 is gradually increased until the actual temperature of the heat exchange medium entering the battery 200 reaches the target temperature. At this time, the temperature of the coolant of the heat source 100 is recorded, and it is subtracted from the target temperature of the heat exchange medium entering the battery 200 to obtain the second preset temperature.

[0088] Optionally, the second preset temperature in this embodiment is 30°C.

[0089] In combination with the above description, when the target temperature of the heat exchange medium entering the battery 200 is 40° C., the temperature of the coolant in the heat source 100 must reach above 70° C. to meet the heat exchange requirement.

[0090] Furthermore, in step S21 , the heat source 100 is judged to meet the heat exchange requirement only when the operating time of the heat source 100 and the temperature of the coolant of the heat source 100 meet the requirements at the same time, thereby ensuring the stability of heating the battery 200 .

[0091] Furthermore, in the above step S20, that is, judging whether the heat source 100 meets the heat exchange requirement, the step further includes: S22: If the heat source 100 satisfies the following conditions at the same time, it is determined that the heat source 100 does not meet the heat exchange requirement: The heat source 100 stops running for a time period greater than a third preset time period; The difference between the temperature of the coolant of the heat source 100 and the target temperature of the heat exchange medium entering the battery 200 is less than the third preset temperature.

[0092] As described above, if the heat source 100 stops running for a long time, the heat generated by it will be dissipated, so the temperature of the coolant of the heat source 100 will also decrease accordingly, resulting in it being unable to meet the heat exchange requirements. Similarly, if the temperature of the coolant is low, after multiple heat exchanges, the actual temperature of the heat exchange medium entering the battery 200 will be lower, resulting in the temperature of the heat exchange medium entering the battery 200 failing to reach the target temperature.

[0093] As for the third preset time length and the third preset temperature, the method of obtaining the two is basically similar to the method of obtaining the second preset time length and the second preset temperature.

[0094] For example, taking the heat source 100 as an engine, it can be found through experiments that when the engine stops running for more than 30 seconds, the temperature of the coolant inside it can no longer meet the heating requirement. In this case, the third preset time length can be set to 30 seconds.

[0095] For another example, by building a simulation model or a physical model of the thermal management system, the coolant temperature of the heat source 100 and the actual temperature of the heat exchange medium entering the battery 200 are measured respectively. First, the coolant temperature of the heat source 100 is set at a higher level, and the actual temperature of the heat exchange medium entering the battery 200 is maintained at the target temperature. Gradually reduce the temperature of the coolant of the heat source 100 until the actual temperature of the heat exchange medium entering the battery 200 drops to less than the target temperature. At this time (the actual temperature of the heat exchange medium entering the battery 200 drops to a critical point less than the target temperature), record the temperature of the coolant of the heat source 100, and subtract it from the target temperature of the heat exchange medium entering the battery 200, so as to obtain the third preset temperature.

[0096] Optionally, the third preset temperature in this embodiment is 10°C.

[0097] The following combination Figure 1 , further introducing the further structure of the thermal management system of this embodiment.

[0098] like Figure 1 As shown, the thermal management system includes a refrigerant circuit 1 and a coolant circuit 2, and the refrigerant circuit 1 and the coolant circuit 2 are connected for heat exchange.

[0099] Among them, the refrigerant circuit 1 includes a compressor 101, a second heat exchanger 102, a first electronic expansion valve 103, a third heat exchanger 104 and a gas-liquid separator 105 connected in sequence, and the refrigerant circuit also includes a second electronic expansion valve 106 and a first evaporator 107 connected in parallel with the first electronic expansion valve 103 and the second heat exchanger 102.

[0100] Furthermore, the coolant circuit 2 includes the above-mentioned heating circuit 10, the above-mentioned waste heat recovery circuit 20, the above-mentioned battery thermal management circuit 30, the first heat exchange circuit 40 and the second heat exchange circuit 50. The circuits are connected and switched through the above-mentioned first multi-way valve 300. The heating circuit 10 is connected to the second heat exchanger 102, the first heat exchange circuit 40 is connected to the third heat exchanger 104, and the second heat exchange circuit 50 is used to exchange heat with the outside world.

[0101] Those skilled in the art can understand that the refrigerant circuit 1 is actually a heat pump system. After the compressor 101 is in operation, the low-temperature and low-pressure steam is compressed into high-temperature and high-pressure steam; then the refrigerant condenses at the second heat exchanger 102 to release heat and condenses into a high-pressure liquid at room temperature; then the refrigerant passes through the throttling of the first electronic expansion valve 103 or the second electronic expansion valve 106, and is throttled to a low-temperature and low-pressure liquid; then the refrigerant absorbs heat and evaporates in the third heat exchanger 104 or the first evaporator 107, and vaporizes into low-temperature and low-pressure steam; finally, the low-temperature and low-pressure steam enters the compressor 101 for recompression, realizing the state cycle of the refrigerant (the refrigerant must pass through the gas-liquid separator 105 before returning to the compressor 101 to prevent liquid hammer). The above-mentioned changes in the various states of the refrigerant are the basic conditions for achieving the normal operation of the refrigerant circuit 1.

[0102] It can be seen that the second heat exchanger 102 in this embodiment actually plays the role of a condenser, and the refrigerant releases heat in the second heat exchanger 102 , and the third heat exchanger 104 actually plays the role of an evaporator, and the refrigerant absorbs heat in the third heat exchanger 104 .

[0103] Furthermore, the compressor 101, the second heat exchanger 102 and the third heat exchanger 104 are arranged in the front cabin of the vehicle to achieve heat exchange with the refrigerant. The first evaporator 107 is arranged in the air conditioning box (HVAC), that is, to achieve cooling of the passenger compartment.

[0104] At the same time, according to the opening degree of the first electronic expansion valve 103 and the second electronic expansion valve 106, the following refrigerant flow modes can be achieved: 1. After passing through the second heat exchanger 102, the refrigerant passes through the first electronic expansion valve 103 and the third heat exchanger 104, but does not pass through the second electronic expansion valve 106 and the first evaporator 107; 2. After passing through the second heat exchanger 102, the refrigerant passes through the second electronic expansion valve 106 and the first evaporator 107, but does not pass through the first electronic expansion valve 103 and the third heat exchanger 104; 3. After passing through the second heat exchanger 102 , the refrigerant passes through the first electronic expansion valve 103 and the third heat exchanger 104 , and also passes through the second electronic expansion valve 106 and the first evaporator 107 .

[0105] Those skilled in the art can determine the specific flow mode of the refrigerant according to the actual cooling needs in the vehicle.

[0106] like Figure 1 As shown, a heat exchange medium, such as liquid or gaseous medium such as water, is introduced into the coolant loop 2. In this embodiment, the heat exchange medium is coolant. The coolant loop 2 further includes a heating loop 10, a waste heat recovery loop 20, a battery thermal management loop 30, and a first heat exchange loop 40 and a second heat exchange loop 50.

[0107] The heating circuit 10 is capable of absorbing the heat released by the refrigerant at the second heat exchanger 102, or absorbing the heat of the heat exchange medium in the waste heat recovery circuit 20. Specifically, the heating circuit 10 is connected to the refrigerant circuit 1 through the second heat exchanger 102 for heat exchange. The second heat exchanger 102 is a plate heat exchanger. The heat released when the refrigerant condenses can be transferred to the heat exchange medium in the heating circuit 10, that is, the temperature of the heat exchange medium in the heating circuit 10 is increased.

[0108] Furthermore, the function of the first heat exchange loop 40 is to absorb the cold released by the refrigerant at the third heat exchanger 104 (or to transfer heat to the refrigerant to evaporate it). Specifically, the first heat exchange loop 40 is connected to the refrigerant loop 1 through the third heat exchanger 104 for heat exchange. The third heat exchanger 104 is a plate heat exchanger. When the refrigerant evaporates, it can absorb the heat of the heat exchange medium in the first heat exchange loop 40, that is, the temperature of the heat exchange medium in the first heat exchange loop 40 is reduced.

[0109] Furthermore, as described above, the function of the battery thermal management circuit 30 is to perform heat exchange on the power battery, and the heat exchange includes heating or cooling. The battery thermal management circuit 30 is connected to the cooling plate, cooling pipe and other structures of the power battery.

[0110] Optionally, when performing the above-mentioned heating control method for the battery 200 , the battery thermal management circuit 30 functions to heat the battery 200 .

[0111] Furthermore, the second heat exchange loop 50 functions to exchange heat with the external environment, including releasing heat to the external environment, or absorbing heat from the external environment.

[0112] Furthermore, the waste heat recovery circuit 20 is used to be connected to the engine cooling device 400 , and the waste heat recovery circuit 20 is connected to the heating circuit 10 through the above-mentioned first heat exchanger 11 .

[0113] That is, the heat source 100 mentioned above is an engine.

[0114] Specifically, the engine cooling device 400 is an engine water jacket. A large amount of heat is generated during the operation of the engine. The engine water jacket can cool the engine. At the same time, the heat exchange medium in the engine water jacket generates a large amount of waste heat.

[0115] In this embodiment, the main function of the waste heat recovery loop 20 is to recover the waste heat of the engine cooling device 400, or to absorb heat to warm up the engine. The first heat exchanger 11 can preferably be a plate heat exchanger, so the heat of the heat exchange medium in the waste heat recovery loop 20 can be transferred to the heat exchange medium in the heating loop 10 through the first heat exchanger 11, thereby increasing the temperature of the heat exchange medium in the heating loop 10. Alternatively, the heat of the heat exchange medium in the heating loop 10 can be transferred to the heat exchange medium of the waste heat recovery loop 20 through the first heat exchanger 11, thereby increasing the temperature of the heat exchange medium in the waste heat recovery loop 20.

[0116] Optionally, the thermal management system further includes a kettle and a water supply pipeline, so as to supply and replenish water to each circuit in the coolant circuit 2 .

[0117] from Figure 1 It can be seen that the function of the first multi-way valve 300 is to realize the switching and connection and disconnection between the above-mentioned multiple circuits, so as to realize various thermal management functions.

[0118] In this embodiment, the first multi-way valve 300 is a nine-way valve, and the nine interfaces are opened or closed or connected by moving the valve core in the first multi-way valve 300. Figure 1 As shown in the figure, each number in the first multi-way valve 300 represents each interface. Figure 1 The number 1 marked on the first multi-way valve 300 is called the first interface. Figure 1 The number 2 marked on the first multi-way valve 300 is called the second interface, and so on.

[0119] from Figure 1 It can be seen that the first heat exchange circuit 40 is connected to the first interface and the second interface of the first multi-way valve 300. The heating circuit 10 is connected to the third interface and the fourth interface of the first multi-way valve 300. The battery thermal management circuit 30 is connected to the fifth interface and the sixth interface of the first multi-way valve 300. The second heat exchange circuit 50 is connected to the seventh interface, the eighth interface and the ninth interface of the first multi-way valve 300.

[0120] Those skilled in the art can understand that when the above-mentioned method for heating the battery 200 is executed, the first multi-way valve 300 connects the fourth port with the fifth port, and connects the third port with the sixth port.

[0121] like Figure 1 As shown, further, the refrigerant circuit 1 also includes a third electronic expansion valve 108 and a second evaporator 109 . The third electronic expansion valve 108 and the second evaporator 109 are connected in series and then connected in parallel with the second electronic expansion valve 106 and the first evaporator 107 .

[0122] Specifically, the first evaporator 107 and the second evaporator 109 are respectively arranged in the front air conditioning box (front HVAC) and the rear air conditioning box (rear HVAC), so as to realize cooling of the front passenger compartment and the rear passenger compartment. Among them, the third electronic expansion valve 108 is a thermal expansion valve with a cut-off function.

[0123] Furthermore, after the first evaporator 107 and the second evaporator 109 are connected in parallel, a one-way valve is provided, and the one-way valve is located between the gas-liquid separator 105 and the first evaporator 107 and the second evaporator 109 .

[0124] like Figure 1 As shown, in the technical solution of this embodiment, the heating circuit 10 includes a first branch 13, a second branch 14, and a third branch 15 connected in parallel. The first branch 13 is connected to the refrigerant circuit 1 for heat exchange through the second heat exchanger 102. A heating core 16 is provided on the second branch 14, and a first heat exchanger 11 is provided on the second branch 14. The third branch 15 is connected to the first multi-way valve 300. The proportional valve 12 is a multi-way proportional valve. The proportional valve 12 is used to connect at least two branches of the first branch 13, the second branch 14 and the third branch 15.

[0125] Specifically, the first branch 13 is connected to the second heat exchanger 102, so the heat exchange medium in the first branch 13 can absorb the heat released when the refrigerant condenses. At the same time, a water pump is provided on the first branch 13.

[0126] Furthermore, a heating core 16 is disposed on the second branch 14 . The heating core 16 can heat the passenger compartment. The heating core 16 is disposed in an air conditioning box (HVAC).

[0127] from Figure 1 It can also be seen that the proportional valve 12 is preferably a proportional three-way valve. The third branch 15 includes two pipelines, the first end of the first branch 13, the first end of the second branch 14 and the first end of the first pipeline of the third branch 15 are respectively connected to the three interfaces of the proportional three-way valve, and the second end of the first pipeline of the third branch 15 is connected to the fourth interface of the first multi-way valve 300. The second end of the first branch 13, the second end of the second branch 14 and the first end of the second pipeline of the third branch 15 are connected together, and the second end of the second pipeline of the third branch 15 is connected to the third interface of the first multi-way valve 300.

[0128] Furthermore, the first heat exchanger 11 is arranged on the third branch 15 .

[0129] like Figure 1As shown, in the technical solution of this embodiment, an electric heating structure 17 is provided on the first branch 13. The electric heating structure 17 is a PTC electric heater. When executing the above-mentioned heating control method of the battery 200, if the heat of the heat source 100 cannot meet the heating demand, the electric heating structure 17 can also be turned on for auxiliary heating.

[0130] like Figure 1 As shown, in the technical solution of this embodiment, the coolant circuit 2 also includes an engine heat exchange circuit 60, the engine heat exchange circuit 60 is used to be connected to the engine cooling device 400, the waste heat recovery circuit 20 is used to be connected to the engine cooling device 400, and the engine heat exchange circuit 60 is connected in parallel with the waste heat recovery circuit 20.

[0131] Furthermore, a first radiator 51 is disposed on the second heat exchange circuit 50 , and a second radiator 61 is disposed on the engine heat exchange circuit 60 . The first radiator 51 and the second radiator 61 share a heat dissipation air source.

[0132] Specifically, the engine heat exchange circuit 60 is used to dissipate heat from the engine cooling device 400, thereby preventing the engine from continuously heating up during operation. Figure 1 It can be seen that the engine heat exchange circuit 60 is arranged in parallel with the above-mentioned waste heat recovery circuit 20.

[0133] Furthermore, a thermostat is also provided on the engine heat exchange circuit 60, and the thermostat is used to monitor the operating temperature of the engine.

[0134] Specifically, the second radiator 61 can be preferably a fin radiator, and the second radiator 61 is arranged adjacent to the first radiator 51, and the two are located on the same side of the cooling fan, that is, the first radiator 51 and the second radiator 61 share a cooling air source. Such an arrangement makes the first radiator 51 and the second radiator 61 compact and space-saving.

[0135] like Figure 1 As shown, the battery thermal management circuit 30 is provided with a battery cooling device 31 , and the battery thermal management circuit 30 also includes a buffer branch 32 and a second multi-way valve 33 . The buffer branch 32 is arranged in parallel with the battery cooling device 31 , and the second multi-way valve 33 is used to open or close the buffer branch 32 .

[0136] Specifically, the battery cooling device 31 is the heat exchange component of the battery 200 mentioned above, which can be a cold plate or a cooling pipeline, which is usually arranged in the box of the power battery pack, and its function is to exchange heat for the battery cells of the power battery, and a water pump is also arranged on the battery thermal management circuit 30. Figure 1It can be seen that the second multi-way valve 33 is specifically a proportional three-way valve, the buffer branch 32 is connected to the proportional three-way valve, and the buffer branch 32 is connected in parallel with the battery cooling device 31 and the water pump.

[0137] Specifically, at the initial stage of heat exchange of the battery cooling device 31, the second multi-way valve 33 opens the buffer branch 32, and the original cooling medium in the battery cooling device 31 is mixed with the cooling medium discharged from the fifth interface, so that the temperature of the mixed cooling medium and the temperature of the battery cell in the power battery are controlled within a certain temperature difference. This arrangement prevents the impact on the battery cell caused by the large temperature difference between the temperature of the cooling medium and the temperature of the battery cell in the initial stage of cooling or heating the battery cell, thereby improving the service life of the battery cell.

[0138] After a certain period of time, when the battery heat exchange has progressed, the battery cell temperature has approached the temperature of the cooling medium discharged from the fifth interface. At this time, the buffer branch 32 can be closed by the second multi-way valve 33.

[0139] Furthermore, the second heat exchange circuit 50 includes a first radiator 51 and a motor cooling device 52 connected in series, and the second heat exchange circuit 50 also includes a fourth branch 53, the first radiator 51 and the motor cooling device 52 are connected to one end of the fourth branch 53, and the first multi-way valve 300 is connected to the other end of the fourth branch 53.

[0140] Specifically, the first radiator 51 cooperates with the fan to exchange heat with the external environment, including absorbing heat from the external environment or releasing heat to the external environment. The motor cooling device 52 is used to cool the motor, and is specifically a motor water jacket.

[0141] Alternatively, the first radiator 51 may be a fin radiator disposed at the rear side of a grille of a front cabin of the vehicle.

[0142] from Figure 1 It can be seen that the two ends of the second heat exchange loop 50 are respectively connected to the seventh interface and the ninth interface of the first multi-way valve 300. One end of the fourth branch 53 is connected between the first radiator 51 and the motor cooling device 52, and the other end of the fourth branch 53 is connected to the eighth interface of the first multi-way valve 300. At the same time, a water pump is provided between the connection point of the fourth branch 53 and the second heat exchange loop 50 and the motor cooling device 52.

[0143] Furthermore, by switching the valve core of the first multi-way valve 300 , it is possible to control whether the first radiator 51 participates in heat exchange.

[0144] When the seventh interface and the ninth interface of the first multi-way valve 300 are opened, the first radiator 51 and the motor cooling device 52 are connected in series. When the heat exchange medium needs to be cooled, on the one hand, the heat exchange medium flowing from the heating circuit 10 to the second heat exchange circuit 50 can be cooled by the first radiator 51 for heat exchange, and on the other hand, the cooling medium in the motor cooling device 52 can also be cooled by the first radiator 51, so as to ensure that the operating temperature of the motor is in a reasonable temperature range. When the heat exchange medium needs to be heated, on the one hand, the heat exchange medium can absorb heat from the external environment through the first radiator 51, and on the other hand, the waste heat of the motor cooling device 52 can assist in heating the heat exchange medium, further increasing the temperature of the heat exchange medium. Therefore, in the subsequent first heat exchange circuit 40, the high-temperature heat exchange medium can better heat the refrigerant, and the refrigerant can evaporate and vaporize more fully, ensuring the normal operation of the refrigerant circuit 1.

[0145] When the eighth and ninth interfaces of the first multi-way valve 300 are opened, it is equivalent to that only the motor cooling device 52 is connected to the first multi-way valve 300. This connection method is mainly used in the case where the heat exchange medium needs to be heated. When the residual heat of the motor cooling device 52 is large, the temperature of the heat exchange medium in the motor cooling device 52 can meet the evaporation demand of the refrigerant, so there is no need to absorb heat from the outside through the first radiator 51, thereby reducing the overall energy consumption of the thermal management system.

[0146] It can be seen that the structure of the second heat exchange circuit 50 has the following advantages: 1. The first radiator 51 and the motor cooling device 52 are integrated into one loop. The heat exchange medium in the heating loop 10 and the heat exchange medium in the motor cooling device 52 are both cooled through the first radiator 51, which simplifies the structural complexity of the thermal management system; 2. According to the residual heat of the motor cooling device 52 during the operation of the motor, it is selected whether the cooling medium absorbs the external environment heat through the first radiator 51 to achieve the optimal energy consumption strategy of the thermal management system.

[0147] like Figure 1 As shown, in the technical solution of this embodiment, the coolant circuit 2 also includes an intercooler waste heat recovery circuit 70, and the intercooler waste heat recovery circuit 70 is provided with a fourth heat exchanger 71, and the fourth heat exchanger 71 is used to be connected to the intercooler for heat exchange, and the intercooler waste heat recovery circuit 70 is arranged in parallel with the motor cooling device 52, and the thermal management system also includes a third multi-way valve 72, and the third multi-way valve 72 is connected to the second heat exchange circuit 50 and the intercooler waste heat recovery circuit 70, and the third multi-way valve 72 is used to selectively connect the motor cooling device 52 and the fourth heat exchanger 71 to the first multi-way valve 300.

[0148] Specifically, during the operation of the engine, the intercooler will also generate a large amount of heat, which needs to be dissipated on the one hand to prevent the intercooler from overheating during operation, and on the other hand, the heat generated by the intercooler can also be recovered as waste heat. The fourth heat exchanger 71 can be a plate heat exchanger, which is connected to the intercooler, so that the heat of the intercooler can be transferred to the heat exchange medium in the intercooler waste heat recovery circuit 70, and the heat exchange medium is heated.

[0149] from Figure 1 It can be seen that the third multi-way valve 72 can be selected as a three-way valve, which is connected to the second heat exchange circuit 50 and is located between the water pump and the motor cooling device 52. One end of the intercooler waste heat recovery circuit 70 is connected to the interface of the third multi-way valve 72, and the other end of the intercooler waste heat recovery circuit 70 is connected to the second heat exchange circuit 50 and is located between the ninth interface of the first multi-way valve 300 and the motor cooling device 52. Therefore, the fourth heat exchanger 71 is arranged in parallel with the motor cooling device 52.

[0150] Therefore, by switching the valve core of the third multi-way valve 72, the following can be achieved: 1. Only connect the motor cooling device 52 to the second heat exchange circuit 50; 2. Only the fourth heat exchanger 71 is connected to the second heat exchange circuit 50; 3. The motor cooling device 52 and the fourth heat exchanger 71 are connected in parallel and then connected to the second heat exchange loop 50 .

[0151] The thermal management system of this embodiment further has the following technical advantages: In the refrigerant circuit 1, after the refrigerant flows out of the compressor 101, it condenses in the second heat exchanger 102 to release heat, and the heat is transferred to the heating circuit 10 through the second heat exchanger 102. The heating circuit 10 can use the heat to heat the heated component or environment. Then the refrigerant continues to flow to the first electronic expansion valve 103 for throttling, and then flows to the third heat exchanger 104 for evaporation. The released cold is transferred to the first heat exchange circuit 40 through the third heat exchanger 104, and the first heat exchange circuit 40 can cool the cooled component. Alternatively, when the passenger compartment needs to be cooled, the refrigerant continues to flow to the second electronic expansion valve 106 for throttling, and then flows to the first evaporator 107 for evaporation and releases cold. At the same time, the first multi-way valve 300 can realize the connection and switching of each circuit. When there is no heating demand, the first multi-way valve 300 connects the heating circuit 10 with the second heat exchange circuit 50, so that the heat of the coolant in the heating circuit 10 is dissipated to the outside, and at the same time, the temperature of the refrigerant in the second heat exchanger 102 is reduced to ensure the condensation effect of the refrigerant and prevent the temperature of the refrigerant circuit 1 from continuing to rise; when there is no cooling demand, the first multi-way valve 300 connects the first heat exchange circuit 40 with the second heat exchange circuit 50, and the coolant in the first heat exchange circuit 40 absorbs heat from the outside to increase the temperature, and the heat is transferred to the temperature of the refrigerant in the third heat exchanger 104, ensuring that the refrigerant evaporates smoothly and realizing the refrigerant state cycle. It can be seen that the above-mentioned thermal management system can meet the condensation and evaporation of the refrigerant through a second heat exchange circuit 50, ensure the normal operation of the refrigerant circuit, and no outdoor heat exchanger needs to be set up, which simplifies the structure of the refrigerant circuit and makes the refrigerant circuit layout easier.

[0152] The present application also provides a vehicle. According to an embodiment of the vehicle of the present application, the vehicle includes the above-mentioned thermal management system.

[0153] Optionally, the vehicle is a new energy vehicle.

[0154] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A thermal management system, characterized in that: include: A heating circuit (10), a waste heat recovery circuit (20) and a battery thermal management circuit (30), wherein the heating circuit (10) is provided with a first heat exchanger (11) and a proportional valve (12), wherein the proportional valve (12) is used to control the flow rate of a heat exchange medium passing through the first heat exchanger (11), the waste heat recovery circuit (20) is connected to the first heat exchanger (11) for heat exchange, and the waste heat recovery circuit (20) is connected to a heat source (100), and the battery thermal management circuit (30) is connected to a heat exchange component of a battery (200), and the heating circuit (10) and the battery thermal management circuit (30) are connected via a first multi-way valve (300), and the first multi-way valve (300) is used to control the on / off of the heating circuit (10) and the battery thermal management circuit (30), The thermal management system further comprises a control device, the control device being connected to the heating circuit (10), the waste heat recovery circuit (20), the battery thermal management circuit (30) and the first multi-way valve (300), the control device being used to control the heating of the battery (200), comprising: determining whether the battery (200) needs to be heated; Determining whether the heat source (100) meets the heat exchange requirements; If the battery (200) needs to be heated and the heat source (100) meets the heat exchange requirement, the heating circuit (10) and the waste heat recovery circuit (20) are heat exchanged, and the heating circuit (10) and the battery thermal management circuit (30) are connected.

2. The thermal management system according to claim 1, characterized in that: The control device is used to control the heating of the battery (200), and further comprises: The opening degree of the proportional valve (12) is controlled by feedforward control and feedback control.

3. The thermal management system according to claim 2, characterized in that: The proportional valve (12) controls the opening degree through feedforward control and feedback control, including: Obtaining a target temperature of a heat exchange medium entering the battery (200) and an actual temperature of the battery (200) to obtain a temperature difference value; Obtaining a heating load according to the temperature difference; The feedforward control opening of the proportional valve (12) is obtained according to the heating load.

4. The thermal management system according to claim 2, characterized in that: The proportional valve (12) controls the opening degree through feedforward control and feedback control, including: After the proportional valve (12) reaches a first preset time through the feedforward control, the feedback control intervenes, and the feedback control opening of the proportional valve (12) is obtained by the following formula: ； Among them, the U out is the feedback control opening of the proportional valve (12), expressed in percentage; curr is the current opening of the proportional valve (12), expressed in percentage; n is the error value, the e n is the difference between the actual temperature of the heat exchange medium entering the battery (200) and the target temperature of the heat exchange medium entering the battery (200), in degrees Celsius; the e n-1 is the error value at the previous moment, in °C; The Kp, the Ki, the α, and the β are all coefficients.

5. The thermal management system according to claim 4, characterized in that: The proportional valve (12) controls the opening degree through feedforward control and feedback control and further comprises: When the actual temperature of the heat exchange medium entering the battery (200) is within a preset range, the feedback control opening of the proportional valve (12) remains unchanged; When the actual temperature of the heat exchange medium entering the battery (200) is outside a preset range, the feedback control opening of the proportional valve (12) is calculated using the formula.

6. The thermal management system according to claim 2, characterized in that: The control device is used to control the heating of the battery (200), and further comprises: After the battery (200) is heated, the proportional valve (12) is firstly maintained at the feedforward control opening for a first preset time period, and then the proportional valve is maintained at the feedback control opening.

7. The thermal management system according to claim 1, characterized in that: Determining whether the battery (200) needs to be heated includes: Obtaining the actual temperature of the battery (200); If the actual temperature of the battery (200) is lower than the first preset temperature, it is determined that the battery (200) needs to be heated.

8. The thermal management system according to claim 1, characterized in that: Determining whether the heat source (100) meets the heat exchange requirement includes: If the heat source (100) satisfies the following conditions at the same time, it is determined that the heat source (100) meets the heat exchange requirements: The heat source (100) operates for a time greater than a second preset time length; The difference between the temperature of the coolant of the heat source (100) and the target temperature of the heat exchange medium entering the battery (200) is greater than or equal to a second preset temperature.

9. The thermal management system according to claim 1, characterized in that: Determining whether the heat source (100) meets the heat exchange requirement includes: If the heat source (100) satisfies the following conditions at the same time, it is determined that the heat source (100) does not meet the heat exchange requirement: The heat source (100) stops operating for a time period greater than a third preset time period; The difference between the temperature of the coolant of the heat source (100) and the target temperature of the heat exchange medium entering the battery (200) is less than a third preset temperature.

10. The thermal management system according to any one of claims 1 to 9, characterized in that: The thermal management system comprises a refrigerant circuit (1) and a coolant circuit (2), wherein the refrigerant circuit (1) and the coolant circuit (2) are connected in heat exchange, wherein: The refrigerant circuit (1) comprises a compressor (101), a second heat exchanger (102), a first electronic expansion valve (103), a third heat exchanger (104) and a gas-liquid separator (105) which are connected in sequence. The refrigerant circuit also comprises a second electronic expansion valve (106) and a first evaporator (107) which are connected in parallel with the first electronic expansion valve (103) and the second heat exchanger (102). The coolant circuit (2) comprises the heating circuit (10), the waste heat recovery circuit (20), the battery thermal management circuit (30), a first heat exchange circuit (40) and a second heat exchange circuit (50), and the circuits are connected and switched via the first multi-way valve (300). The heating circuit (10) is connected to the second heat exchanger (102), the first heat exchange circuit (40) is connected to the third heat exchanger (104), and the second heat exchange circuit (50) is used to exchange heat with the outside.

11. The thermal management system according to claim 10, characterized in that: The refrigerant circuit (1) further comprises a third electronic expansion valve (108) and a second evaporator (109); the third electronic expansion valve (108) and the second evaporator (109) are connected in series and then connected in parallel with the second electronic expansion valve (106) and the first evaporator (107).

12. The thermal management system according to claim 10, characterized in that: The heating circuit (10) comprises a first branch (13), a second branch (14), and a third branch (15) connected in parallel; the first branch (13) is connected to the refrigerant circuit (1) for heat exchange via the second heat exchanger (102); a heating core (16) is provided on the second branch (14); and the first heat exchanger (11) is provided on the second branch (14); the third branch (15) is connected to the first multi-way valve (300); The proportional valve (12) is a multi-way proportional valve, and the proportional valve (12) is used to connect at least two of the first branch (13), the second branch (14) and the third branch (15).

13. The thermal management system according to claim 12, characterized in that: An electric heating structure (17) is provided on the first branch (13).

14. The thermal management system according to claim 10, characterized in that: The coolant circuit (2) further comprises an engine heat exchange circuit (60), wherein the engine heat exchange circuit (60) is used to be connected to the engine cooling device (400), and the waste heat recovery circuit (20) is used to be connected to the engine cooling device (400), and the engine heat exchange circuit (60) and the waste heat recovery circuit (20) are connected in parallel.

15. The thermal management system according to claim 14, characterized in that: The second heat exchange circuit (50) is provided with a first radiator (51), the engine heat exchange circuit (60) is provided with a second radiator (61), and the first radiator (51) and the second radiator (61) share a heat dissipation air source.

16. The thermal management system according to claim 10, characterized in that: The battery thermal management circuit (30) is provided with a battery cooling device (31), and the battery thermal management circuit (30) further comprises a buffer branch (32) and a second multi-way valve (33), wherein the buffer branch (32) is arranged in parallel with the battery cooling device (31), and the second multi-way valve (33) is used to open or close the buffer branch (32).

17. The thermal management system according to claim 10, characterized in that: The second heat exchange circuit (50) comprises a first radiator (51) and a motor cooling device (52) connected in series, and the second heat exchange circuit (50) further comprises a fourth branch (53), the first radiator (51) and the motor cooling device (52) being connected to one end of the fourth branch (53), and the first multi-way valve (300) being connected to the other end of the fourth branch (53).

18. The thermal management system according to claim 17, characterized in that: The coolant circuit (2) further comprises an intercooler waste heat recovery circuit (70), wherein the intercooler waste heat recovery circuit (70) is provided with a fourth heat exchanger (71), wherein the fourth heat exchanger (71) is used for heat exchange connection with the intercooler, wherein the intercooler waste heat recovery circuit (70) is arranged in parallel with the motor cooling device (52), and the thermal management system further comprises a third multi-way valve (72), wherein the third multi-way valve (72) is connected with the second heat exchange circuit (50) and the intercooler waste heat recovery circuit (70), and wherein the third multi-way valve (72) is used for selectively connecting the motor cooling device (52) and the fourth heat exchanger (71) with the first multi-way valve (300).

19. A vehicle, characterized in that: Comprising a thermal management system as claimed in any one of claims 1 to 18.

Images