Thermal management system, control method thereof and vehicle

Abstract

The invention relates to a thermal management system and a control method thereof and a vehicle, and the thermal management system comprises an electric drive heat exchange unit which comprises an electric drive heat exchange loop, and a first pump body and an electric drive heat exchanger which are arranged in the electric drive heat exchange loop; the heat pump heat exchange unit comprises a heat pump heat exchange loop, and a compressor, an indirect condenser, an electronic expansion valve and a cooler which are sequentially arranged on the heat pump heat exchange loop; the electric drive heat exchange loop is connected to the cooler so that heat exchange can be achieved between the electric drive heat exchange loop and the heat pump heat exchange loop. The battery heat exchange unit comprises a battery heat exchange loop, and a heater and a battery heat exchanger which are arranged in the battery heat exchange loop; and the battery heat exchange loop is connected to the indirect condenser, so that heat exchange between the heat pump heat exchange loop and the battery heat exchange loop can be realized. According to the heat management system, after three heat sources of electric-driven locked-rotor heat production, heat pump system heating and heater heating are superposed, the battery is heated, heat can be released, the battery is rapidly heated, and the heating rate is increased.

Description

Technical Field

[0001] The present disclosure relates to the technical field of thermal management of vehicles, and in particular, to a thermal management system, a control method thereof, and a vehicle. Background Art

[0002] When a vehicle, such as a new energy vehicle, is used in winter, due to the low ambient temperature, the battery needs to be heated to ensure its performance. In the related art, the heating of the battery is usually realized by a heat pump system, and the heating speed is low, which cannot meet the customer's demand for rapid heating. Summary of the Invention

[0003] The purpose of the present disclosure is to provide a thermal management system, a control method thereof, and a vehicle. After the heat generated by the electric drive stall, the heating of the heat pump system, and the heating of the heater are superimposed, the thermal management system can heat the battery, release heat, quickly heat the battery, and improve the heating rate.

[0004] To achieve the above object, in the first aspect of the present disclosure, a thermal management system for a vehicle is provided, including:

[0005] An electric drive heat exchange unit, including an electric drive heat exchange circuit and a first pump body and an electric drive heat exchanger arranged in the electric drive heat exchange circuit;

[0006] A heat pump heat exchange unit, including a heat pump heat exchange circuit and a compressor, an indirect condenser, an electronic expansion valve, and a cooler arranged in sequence in the heat pump heat exchange circuit; the electric drive heat exchange circuit is connected to the cooler so that the electric drive heat exchange circuit can exchange heat with the heat pump heat exchange circuit; and

[0007] A battery heat exchange unit, including a battery heat exchange circuit and a heater and a battery heat exchanger arranged in the battery heat exchange circuit;

[0008] The battery heat exchange circuit is connected to the indirect condenser so that the heat pump heat exchange circuit can exchange heat with the battery heat exchange circuit.

[0009] Optionally, the battery heat exchange circuit includes an outer circulation circuit and an inner circulation circuit that can be disconnected and communicated;

[0010] The battery heat exchanger is arranged in the inner circulation circuit for heat exchange of the battery;

[0011] The heater and the indirect condenser are arranged in the outer circulation circuit.

[0012] Optionally, the battery heat exchange unit includes a second pump body arranged in the inner circulation circuit and a third pump body arranged in the outer circulation circuit.

[0013] Optionally, the battery heat exchange unit further includes a proportional three-way valve;

[0014] The battery heat exchange circuit includes a liquid inlet flow path connecting the outlet of the heater and the inlet of the battery heat exchanger, a liquid return flow path connecting the outlet of the battery heat exchanger and the inlet of the heater, and a first flow path and a second flow path that are respectively connected to the liquid inlet flow path and the liquid return flow path and are arranged in parallel;

[0015] The proportional three-way valve is arranged in the liquid inlet flow path between the heater and the second pump body, and one end of the first flow path is communicated with the liquid inlet flow path through the proportional three-way valve, and the other end is connected between the third pump body and the battery heat exchanger;

[0016] One end of the second flow path is connected to the liquid inlet flow path between the proportional three-way valve and the second pump body; the other end is connected to the liquid return flow path between the third pump body and the battery heat exchanger;

[0017] The heater, the proportional three-way valve, the first flow path, the third pump body and the indirect condenser form an external circulation loop;

[0018] The second pump body, the battery heat exchanger and the second flow path form an internal circulation loop.

[0019] Optionally, the thermal management system further includes a warm air core connected to the battery heat exchange circuit, an indoor condenser connected to the heat pump heat exchange circuit and corresponding to the warm air core, and a blower;

[0020] The blower can blow air towards the warm air core and the indoor condenser for heating the passenger compartment.

[0021] Optionally, the electric drive heat exchange circuit is provided with a first temperature sensor for detecting the outlet temperature of the electric drive heat exchanger; and / or

[0022] The battery heat exchange circuit is provided with a second temperature sensor for detecting the outlet temperature of the heater; and / or

[0023] The battery heat exchange circuit is provided with a third temperature sensor for detecting the inlet temperature of the battery heat exchanger.

[0024] Optionally, the electric drive heat exchanger is configured to perform differential PI control according to the actual temperature and the target temperature of the electric drive heat exchange circuit; and / or

[0025] The compressor is configured to perform differential PI control according to the actual pressure and the target pressure of the heat pump heat exchange circuit, and the electronic expansion valve is configured to perform differential PI control according to the actual subcooling degree and the target subcooling degree of the heat pump heat exchange circuit; and / or

[0026] The heater is configured to perform differential PI control according to the actual temperature and the target temperature of the battery heat exchange circuit.

[0027] Optionally, the thermal management system further includes a multi-way valve, which is respectively connected to the electric drive heat exchange circuit and the battery heat exchange circuit;

[0028] The multi-way valve has a first mode and a second mode;

[0029] In the first mode, the multi-way valve disconnects the electric drive heat exchange circuit and the battery heat exchange circuit, so that the electric drive heat exchanger is disconnected from the cooler, and the heater is disconnected from the battery heat exchanger;

[0030] In the second mode, the multi-way valve respectively connects the electric drive heat exchange circuit and the battery heat exchange circuit, so that the electric drive heat exchanger is connected to the cooler, and the heater is connected to the battery heat exchanger.

[0031] In a second aspect of the present disclosure, a control method for a thermal management system is provided. Based on the above thermal management system, the method includes:

[0032] Determine the heating demand; wherein, the heating demand includes battery heating, occupant compartment heating, and simultaneous heating of the battery and the occupant compartment;

[0033] Start the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and the heating demand;

[0034] Start the heat pump heat exchange unit according to the working state of the electric drive heat exchange unit.

[0035] Optionally, the starting of the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and the heating demand further includes;

[0036] Start the inner circulation loop and the outer circulation loop of the battery heat exchange unit respectively;

[0037] When the temperature of the electric drive heat exchange unit is greater than a first preset temperature, start the heat pump heat exchange unit.

[0038] Optionally, the starting of the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and the heating demand further includes;

[0039] When the temperature in the outer circulation loop of the battery heat exchange unit reaches a second preset temperature, start the heat pump heat exchange unit.

[0040] Optionally, when the temperature in the outer circulation loop of the battery heat exchange unit reaches a third preset temperature, connect the outer circulation loop and the inner circulation loop, and use the battery heat exchanger to heat the battery;

[0041] Wherein, the third preset temperature is greater than or equal to the second preset temperature.

[0042] Optionally, starting the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and heating demand further includes:

[0043] Starting the outer circulation loop of the battery heat exchange unit;

[0044] Turning on the blower and the heater core to heat the passenger compartment.

[0045] Optionally, starting the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and heating demand further includes:

[0046] When the temperature of the electric drive heat exchange unit is greater than the first preset temperature, starting the heat pump heat exchange unit.

[0047] In a third aspect of the present disclosure, a vehicle is further provided, which includes the thermal management system provided in the first aspect of the present disclosure or the control method of the thermal management system provided in the second aspect of the present disclosure.

[0048] Through the above technical solutions, that is, the thermal management system of the present disclosure includes an electric drive heat exchange unit, a heat pump heat exchange unit, and a battery heat exchange unit. Among them, the electric drive heat exchange circuit can exchange heat with the heat pump heat exchange circuit through a cooler, and the heat pump heat exchange circuit can exchange heat with the battery heat exchange circuit through an indirect condenser. After the heat generated by the electric drive stall is collected by the electric drive heat exchanger, through the operation of the first pump body, the heat generated by the electric drive stall is transferred to the refrigerant in the heat pump heat exchange circuit through the cooler; the heat pump system superimposes the heat generated by the electric drive heat and the heat consumed by the compressor through the refrigeration cycle (the compressor compresses the low-pressure and low-temperature gaseous refrigerant to form a high-temperature and high-pressure gas, and transfers the heat to the battery heat exchange circuit in the indirect condenser. The refrigerant in the heat pump heat exchange circuit becomes a high-temperature and high-pressure liquid refrigerant, throttles through the electronic expansion valve of the cooler, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, absorbs heat in the cooler, becomes a low-temperature and low-pressure gaseous refrigerant, and returns to the compressor), and then exchanges heat to the coolant in the battery heat exchange circuit through the indirect condenser, and is heated again by the heater in the battery heat exchange circuit, and then the battery is heated by the battery heat exchanger. The thermal management system of the present disclosure realizes the heating of the battery by superimposing the heat generated by the electric drive stall, the heating of the heat pump system, and the heating of the heater, can release the heat, realizes the rapid heating of the battery, and improves the heating rate.

[0049] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation section. Description of the Drawings

[0050] The accompanying drawings are used to provide a further understanding of the present disclosure and form a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the accompanying drawings:

[0051] Figure 1 is a structural diagram of a thermal management system provided by some embodiments of the present disclosure.

[0052] Figure 2 is a structural diagram of a thermal management system provided by some embodiments of the present disclosure, wherein the electric drive heat exchange circuit, the internal circulation circuit, and the external circulation circuit are started.

[0053] Figure 3 is a structural diagram of a thermal management system provided by some embodiments of the present disclosure, wherein the heat pump heat exchange unit, the electric drive heat exchange circuit, the internal circulation circuit, and the external circulation circuit are started.

[0054] Figure 4 is a structural diagram of a thermal management system provided by some embodiments of the present disclosure, wherein the heat pump heat exchange unit, the electric drive heat exchange circuit, the internal circulation circuit, and the external circulation circuit are started and connected.

[0055] Figure 5 is a structural diagram of a thermal management system provided by some embodiments of the present disclosure, wherein the heat pump heat exchange unit, the electric drive heat exchange circuit, and the battery heat exchange unit are started and operate stably.

[0056] Figure 6 is a structural diagram of a thermal management system provided by some embodiments of the present disclosure, wherein the electric drive heat exchange circuit, the fan, the internal circulation circuit, and the external circulation circuit are started.

[0057] Figure 7 is a structural diagram of a thermal management system provided by some embodiments of the present disclosure, wherein the heat pump heat exchange unit, the electric drive heat exchange circuit, the fan, the internal circulation circuit, and the external circulation circuit are started.

[0058] Figure 8 is a structural diagram of a thermal management system provided by some embodiments of the present disclosure, wherein the heat pump heat exchange unit, the electric drive heat exchange circuit, the fan, the internal circulation circuit, and the external circulation circuit are started and connected.

[0059] Figure 9 is a structural diagram of a thermal management system provided by some embodiments of the present disclosure, wherein the heat pump heat exchange unit, the electric drive heat exchange circuit, the fan, and the battery heat exchange unit are started and operate stably.

[0060] Figure 10 is a structural diagram of a thermal management system provided by some embodiments of the present disclosure, wherein the electric drive heat exchange circuit, the fan, and the external circulation circuit are started.

[0061] Figure 11It is a structural diagram of a thermal management system provided by some embodiments of the present disclosure. Among them, the heat pump heat exchange unit, the electric drive heat exchange circuit, the fan, and the external circulation circuit are started.

[0062] Figure 12 It is a structural diagram of a thermal management system provided by some embodiments of the present disclosure. Among them, the heat pump heat exchange unit, the electric drive heat exchange circuit, the fan, and the external circulation circuit are started, and the compressor power climbs.

[0063] Figure 13 It is a structural diagram of a thermal management system provided by some embodiments of the present disclosure. Among them, the heat pump heat exchange unit, the electric drive heat exchange circuit, the fan, and the external circulation circuit are started and operate stably.

[0064] Figure 14 It is a flowchart of a control method for a thermal management system provided by some embodiments of the present disclosure.

[0065] Description of reference numerals

[0066] 101 - Electric drive heat exchange circuit; 110 - First pump body; 120 - Electric drive heat exchanger; 201 - Heat pump heat exchange circuit; 210 - Compressor; 220 - Indirect condenser; 230 - Electronic expansion valve; 240 - Cooler; 250 - Gas-liquid separator; 260 - Indoor condenser; 301 - Battery heat exchange circuit; 301a - External circulation circuit; 301b - Internal circulation circuit; 302 - First flow path; 303 - Second flow path; 310 - Heater; 320 - Battery heat exchanger; 330 - Second pump body; 340 - Third pump body; 350 - Proportional three-way valve; 360 - Warm air core; 400 - Multi-way valve; 500 - Air conditioning system; 510 - Fan. Detailed implementation manners

[0067] The following will describe the detailed implementation manners of the present disclosure with reference to the accompanying drawings. It should be understood that the detailed implementation manners described herein are only used to illustrate and explain the present disclosure, and are not used to limit the present disclosure.

[0068] In the present disclosure, unless otherwise stated, the terms "first", "second", "third", "fourth", etc. used in the present disclosure are used to distinguish one element from another, and do not have sequentiality and importance. In addition, in the following description, when referring to the drawings, unless otherwise explained, the same reference numerals in different drawings represent the same or similar elements. The above definitions are only used to explain and illustrate the present disclosure, and should not be construed as a limitation of the present disclosure.

[0069] As Figures 1 to 13As shown in the figure, to achieve the above object, an embodiment of the present disclosure provides a thermal management system for a vehicle. The thermal management system includes an electric drive heat exchange unit, a heat pump heat exchange unit, and a battery heat exchange unit. Among them, the electric drive heat exchange unit includes an electric drive heat exchange circuit 101, a first pump body 110, and an electric drive heat exchanger 120 provided in the electric drive heat exchange circuit 101; the heat pump heat exchange unit includes a heat pump heat exchange circuit 201, a compressor 210, an indirect condenser 220, an electronic expansion valve 230, and a cooler 240 sequentially provided in the heat pump heat exchange circuit 201; the electric drive heat exchange circuit 101 is connected to the cooler 240, so that the electric drive heat exchange circuit 101 can exchange heat with the heat pump heat exchange circuit 201; the battery heat exchange unit includes a battery heat exchange circuit 301, a heater 310, and a battery heat exchanger 320 provided in the battery heat exchange circuit 301; the battery heat exchange circuit 301 is connected to the indirect condenser 220, so that the heat pump heat exchange circuit 201 can exchange heat with the battery heat exchange circuit 301.

[0070] Through the above technical solution, that is, the thermal management system of the present disclosure includes an electric drive heat exchange unit, a heat pump heat exchange unit, and a battery heat exchange unit. Among them, the electric drive heat exchange circuit 101 can exchange heat with the heat pump heat exchange circuit 201 through the cooler 240, and the heat pump heat exchange circuit 201 can exchange heat with the battery heat exchange circuit 301 through the indirect condenser 220. After the heat generated by the electric drive stall is collected by the electric drive heat exchanger 120, through the operation of the first pump body 110, the heat generated by the electric drive stall is transferred to the refrigerant in the heat pump heat exchange circuit 201 through the cooler 240; the heat pump system superimposes the heat generated by the electric drive and the heat generated by the compressor 210's power consumption through the refrigeration cycle (the compressor 210 compresses the low-pressure and low-temperature gaseous refrigerant to form a high-temperature and high-pressure gas, and transfers the heat to the battery heat exchange circuit 301 in the indirect condenser 220. The refrigerant in the heat pump heat exchange circuit 201 becomes a high-temperature and high-pressure liquid refrigerant, throttles through the electronic expansion valve 230 of the cooler 240 to become a low-temperature and low-pressure gas-liquid two-phase refrigerant, absorbs heat in the cooler 240 to become a low-temperature and low-pressure gaseous refrigerant, and returns to the compressor 210), and then exchanges heat to the coolant in the battery heat exchange circuit 301 through the indirect condenser 220, and is reheated by the heater 310 in the battery heat exchange circuit 301 again, and then the battery is heated by the battery heat exchanger 320. The thermal management system of the present disclosure realizes the heating of the battery by superimposing the heating of the three heat sources: the heat generated by the electric drive stall, the heating of the heat pump system, and the heating of the heater 310, can release heat, realize rapid heating of the battery, and improve the heating rate.

[0071] It can be understood that in each loop of the electric drive heat exchange unit, heat pump heat exchange unit, and battery heat exchange unit in the present disclosure, components necessary for loop circulation such as a switching valve for loop on / off and a temperature sensor for detecting loop temperature can also be included. These can all refer to relevant known technologies and will not be elaborated here one by one. Additionally, the heater 310 can be of any suitable structural form, including but not limited to an electric heater, etc. The electric drive heat exchanger 120 is used for the exchange of the blocked-rotation heat of the electric drive assembly. It can be a heat exchanger that exchanges heat with the cooling and lubrication loop of the electric drive assembly, or other structures that can transfer the blocked-rotation heat of the electric drive assembly out. The specific structure can refer to relevant known technologies.

[0072] It should be noted that this thermal management system can meet the heating of the battery, the heating of the vehicle's passenger compartment, and the simultaneous heating of the battery and the passenger compartment. The specific heating requirements of the process will be described in detail below.

[0073] In some embodiments, the heat pump heat exchange unit further includes a gas-liquid separator 250. The gas-liquid separator 250 is disposed on the heat pump heat exchange loop 201 between the compressor 210 and the cooler 240 and is used to separate the gas phase and the liquid phase in the heat pump heat exchange loop 201. Among them, the gas-liquid separator 250 can adopt any suitable type and will not be elaborated here.

[0074] The thermal management system of the present disclosure includes an electric drive heat exchange unit. The electric drive heat exchange unit exchanges the heat of the blocked rotation of the electric drive through the electric drive heat exchanger 120 and transfers it to the cooler 240 of the heat pump heat exchange unit. It also includes a heat pump heat exchange unit. The heat pump heat exchange unit includes a compressor 210, an indirect condenser 220, an electronic expansion valve 230, and a cooler 240. It utilizes the compression and flow of the refrigerant in the heat pump heat exchange loop 201 and transfers its heat to the battery heat exchange loop 301 of the battery heat exchange unit through the indirect condenser 220. It further includes a battery heat exchange unit. The heat of the blocked rotation of the electric drive and the heat of the heat pump heat exchange unit are heated by the heater 310 and then used for heating the battery, achieving triple-source heating to improve the heating efficiency.

[0075] It should be noted that the refrigerant in the heat pump heat exchange loop 201 can refer to the refrigerants known in relevant heat pump systems, which is conventional technology and will not be elaborated here. Additionally, the liquid in the electric drive heat exchange loop 101 and the battery heat exchange loop 301 includes but is not limited to water and can also be other liquids that can achieve heat exchange. The design can refer to relevant technologies and will not be elaborated here.

[0076] The battery heat exchange circuit 301 can be constructed in any suitable manner. In some embodiments, the battery heat exchange circuit 301 includes an outer circulation circuit 301a and an inner circulation circuit 301b that are disconnectably connected; a battery heat exchanger 320 is provided in the inner circulation circuit 301b for heat exchange of the battery; a heater 310 and an indirect condenser 220 are provided in the outer circulation circuit 301a. Among them, the outer circulation circuit 301a can be a preheating circuit, and the inner circulation circuit 301b can be for only the flow of the liquid in the battery heat exchanger 320. When the ambient temperature is relatively low, both circulation circuits can achieve independent circulation. The indirect condenser 220 and the heater 310 are designed in this circulation circuit. When the heater 310 in this circulation circuit is started, the temperature of the outer circulation circuit 301a can be first heated to a preset temperature. When the temperature of the outer circulation circuit 301a reaches the target temperature, the outer circulation circuit 301a can be connected to the inner circulation circuit 301b. At this time, at least part of the liquid in the outer circulation circuit 301a can enter the inner circulation circuit 301b, thereby increasing the temperature of the liquid in the inner circulation circuit 301b to heat the battery through the battery pack heat exchanger.

[0077] In order to realize the circulation of the liquid in the outer circulation circuit 301a and the inner circulation circuit 301b, ensure the liquid flow and improve the heat exchange efficiency to a certain extent. In some embodiments, the battery heat exchange unit includes a second pump body 330 provided in the inner circulation circuit 301b and a third pump body 340 provided in the outer circulation circuit 301a.

[0078] Among them, a second pump body 330 can be provided in the inner circulation circuit 301b, that is, the battery heat exchanger 320 and the second pump body 330 are connected in series in the air circulation circuit, and a separate circulation system can be realized. A third pump body 340 can be provided in the outer circulation circuit 301a, that is, the indirect condenser 220, the heater 310 and the third pump body 340 are connected in series in the outer circulation circuit 301a, and a separate circulation system can also be realized.

[0079] Such as Figures 2 to 5As shown, when the battery needs to be heated and the ambient temperature is lower than a certain temperature value, for example, less than -15°C, the thermal management system first starts the electric drive heat exchange unit, the internal circulation loop 301b and the external circulation loop 301a. At this time, since the temperature of the external circulation loop 301a is relatively low, the internal and external circulation loops 301a initially operate separately and do not perform heat exchange. When the heat generated by the electric drive blockage (the heat is exchanged from the electric drive assembly by the electric drive heat exchanger 120) is exchanged to increase the temperature of the electric drive heat exchange loop 101. At the same time, the heater 310 on the external circulation loop 301a also starts to work, and the temperature of the external circulation loop 301a begins to rise. When the temperature of the electric drive heat exchange loop 101 of the electric drive heat exchange unit is greater than -15°C (for example, -13°C), the external circulation loop 301a also has a certain temperature, for example, 35°C. Then the compressor 210 of the heat pump heat exchange unit starts. At this time, the heat generated by the electric drive blockage in the electric drive heat exchange loop 101 is exchanged by the cooler 240, and the battery heat exchange loop 301 is heated by the indirect condenser 220 to further increase the temperature of the external circulation loop 301a. When the temperature reaches a certain value, for example, 50°C (at this time, the temperature of the internal circulation loop 301b is still the ambient temperature, for example, -15°C), the external circulation loop 301a and the internal circulation loop 301b are connected. Here, the higher temperature liquid (such as water) enters the internal circulation loop 301b from the external circulation loop 301a to heat the battery. Then, the heater 310 and the compressor 210 of the heat pump heat exchange unit continue to work to further increase the temperature of the external circulation loop 301a and the internal circulation loop 301b. When the temperature of the external circulation loop 301a reaches a certain temperature (55 - 70°C, for example, 63°C) and the temperature of the internal circulation loop 301b reaches a certain temperature (35 - 45°C, for example, 40°C), the entire thermal management system operates stably. The above heating of the battery is to heat the battery through the battery heat exchanger 320 at a large supercooling degree to improve the heating efficiency of the battery.

[0080] It can be understood that by adjusting the connection opening degree between the external circulation loop 301a and the internal circulation loop 301b, the power of the compressor 210 and the heat conversion efficiency of the electric drive blockage, etc., the temperatures of the external circulation loop 301a and the internal circulation loop 301b are controlled, so as to ensure that the temperatures in the internal and external circulation loops 301a are within a stable temperature range.

[0081] The battery heat exchange unit can be designed with any suitable structure, that is, the outer circulation loop 301a and the inner circulation loop 301b can be disconnectably connected with any suitable structure. On the one hand, separate circulation can be achieved, and on the other hand, the exchange of liquids in the two circulation loops can be realized. In some embodiments, the battery heat exchange unit further includes a proportional three-way valve 350; the battery heat exchange loop 301 includes a liquid inlet flow path connecting the outlet of the heater 310 and the inlet of the battery heat exchanger 320, a liquid return flow path connecting the outlet of the battery heat exchanger 320 and the inlet of the heater 310, and a first flow path 302 and a second flow path 303 that are respectively connected to the inlet flow path and the liquid return flow path and are arranged in parallel; the proportional three-way valve 350 is provided in the inlet flow path between the heater 310 and the second pump body 330, and one end of the first flow path 302 is connected to the inlet flow path through the proportional three-way valve 350, and the other end is connected between the third pump body 340 and the battery heat exchanger 320; one end of the second flow path 303 is connected to the inlet flow path between the proportional three-way valve 350 and the second pump body 330; the other end is connected to the liquid return flow path between the third pump body 340 and the battery heat exchanger 320; the heater 310, the proportional three-way valve 350, the first flow path 302, the third pump body 340, and the indirect condenser 220 form the outer circulation loop 301a; the second pump body 330, the battery heat exchanger 320, and the second flow path 303 form the inner circulation loop 301b.

[0082] Among them, the outer circulation loop 301a and the inner circulation loop 301b are disconnected and connected through the proportional three-way valve 350. Among them, the proportional three-way valve 350 can adjust whether the liquid in the inlet flow path enters the battery heat exchanger 320, or the amount of liquid entering the battery heat exchanger 320, so as to control the connection and disconnection of the outer and outer circulation loops 301a, and control the temperature control of the inner and outer circulation loops 301a.

[0083] In order to heat the passenger compartment of the vehicle, in some embodiments, the thermal management system further includes a heater core 360 connected to the battery heat exchange loop 301, an in-vehicle condenser 260 connected to the heat pump heat exchange loop 201 and corresponding to the heater core 360, and a blower 510; the blower 510 can blow air towards the heater core 360 and the in-vehicle condenser 260 for heating the passenger compartment.

[0084] As Figures 10 to 13 shown, when the passenger compartment needs to be heated, when the ambient temperature is lower than or equal to a certain temperature value, for example, less than or equal to -10°C - 15°C, the thermal management system first starts the electric drive heat exchange unit and starts the outer circulation loop 301a, including starting the heater 310 and the heater core 360, and the blower 510 also starts to work. The heat generated by the heater core 360 is blown towards the passenger compartment through the blower 510, and the passenger compartment of the vehicle starts to be heated. Here, the inner circulation loop 301b does not operate and no heat exchange is carried out.

[0085] At this time, the heat generated by the electric drive due to blockage is exchanged to increase the temperature of the electric drive heat exchange circuit 101. At the same time, the heater 310 on the external circulation circuit 301a also starts to operate, and the temperature of the external circulation circuit 301a begins to rise. When the temperature of the electric drive heat exchange circuit 101 of the electric drive heat exchange unit is greater than -15°C, for example, -13°C, the temperature of the external circulation circuit 301a also reaches a certain temperature, for example, 35°C. Then, the compressor 210 and the indoor condenser 260 of the heat pump heat exchange unit start. At this time, the blower 510 blows air towards the indoor condenser 260 and the warm air core 360 to further improve the heating efficiency of the passenger compartment.

[0086] At the same time, the heat generated by the electric drive due to blocked rotation in the electric drive heat exchange circuit 101 is exchanged by the cooler 240, and the battery heat exchange circuit 301 is heated by the indirect condenser 220 to further increase the temperature of the external circulation circuit 301a. During the process of gradual temperature increase, the rotational speed of the compressor 210 of the heat pump heat exchange unit climbs, and the heating power increases, further raising the temperature of the external circulation circuit 301a. When the temperature of the external circulation circuit 301a reaches a certain temperature (for example, 55 - 70°C), the entire thermal management system operates stably. The heating of the passenger compartment mentioned above is first carried out through the warm air core 360 of the external circulation circuit 301a. After the temperature of the electric drive heat exchange circuit 101 meets the requirements, the heat pump heat exchange unit is started, and three-source heating is achieved through the electric drive heat exchange, heat pump heat exchange unit, and battery heat exchange unit to improve the heating efficiency of the passenger compartment.

[0087] As Figures 6 to 9 shown, when both the battery and the passenger compartment need to be heated and the ambient temperature is lower than a certain temperature value, for example, less than -15°C, the thermal management system first starts the electric drive heat exchange unit, the internal circulation circuit 301b, and the external circulation circuit 301a, including starting the heater 310 and the warm air core 360, and the blower 510 also starts to operate. The heat generated by the warm air core 360 is blown towards the passenger compartment by the blower 510 to start heating the passenger compartment of the vehicle. Here, the internal and external circulation circuits 301a operate separately and do not perform heat exchange.

[0088] At this time, the heat generated by the electric drive due to blockage is exchanged to increase the temperature of the electric drive heat exchange circuit 101. At the same time, the heater 310 on the external circulation circuit 301a also starts to operate, and the temperature of the external circulation circuit 301a begins to rise. When the temperature of the electric drive heat exchange circuit 101 of the electric drive heat exchange unit is greater than -10°C to -15°C, for example, -13°C, the temperature of the external circulation circuit 301a also reaches a certain temperature, for example, 35°C. Then, the compressor 210 of the heat pump heat exchange unit starts and the indoor condenser 260 starts. At this time, the blower 510 blows air towards the indoor condenser 260 and the warm air core 360 to further improve the heating efficiency of the passenger compartment.

[0089] Meanwhile, the cooler 240 is used to remove the heat generated by the electric drive stall in the electric drive heat exchange loop 101, and the indirect condenser 220 is used to heat the battery heat exchange loop 301, further increasing the temperature of the external circulation loop 301a. When the temperature reaches a certain value, such as 50 °C (at this time, the temperature of the internal circulation loop 301b is still the ambient temperature, such as -15 °C), the external circulation loop 301a and the internal circulation loop 301b are connected (for example, through the proportional three-way valve 350). Here, the liquid at a higher temperature (such as water) enters the internal circulation loop 301b from the external circulation loop 301a to heat the battery. Then, the heater 310 and the compressor 210 of the heat pump heat exchange unit continue to operate to further increase the temperature of the external circulation loop 301a and the internal circulation loop 301b. When the temperature of the external circulation loop 301a reaches a certain temperature (such as 55 - 70 °C) and the temperature of the internal circulation loop 301b reaches a certain temperature (such as 35 - 45 °C), the entire thermal management system operates stably. The above heating of the battery is achieved by heating the battery through the battery heat exchanger 320 at a large supercooling degree, improving the heating efficiency of the battery. Meanwhile, the above heating of the passenger compartment is first carried out through the heater core 360 of the external circulation loop 301a. When the temperature of the electric drive heat exchange loop 101 is satisfied, the heat pump heat exchange unit is started, and three-source heating is realized through the electric drive heat exchange, the heat pump heat exchange unit, and the battery heat exchange unit, improving the heating efficiency of the passenger compartment.

[0090] In some embodiments, to detect the temperature of the liquid in each loop for convenient control, the electric drive heat exchange loop 101 is provided with a first temperature sensor for detecting the outlet temperature of the electric drive heat exchanger 120; and / or, the battery heat exchange loop 301 is provided with a second temperature sensor for detecting the outlet temperature of the heater 310; and / or, the battery heat exchange loop 301 is provided with a third temperature sensor for detecting the inlet temperature of the battery heat exchanger 320. Among them, by detecting the temperature in each loop and implementing differential PI control through the difference between the target temperature and the actually detected temperature, the stable operation of this thermal management system with three-source heating is maintained.

[0091] In some embodiments, the electric drive heat exchanger 120 is configured to be able to perform differential PI control according to the actual temperature and the target temperature of the electric drive heat exchange loop 101; and / or, the compressor 210 is configured to be able to perform differential PI control according to the actual pressure and the target pressure of the heat pump heat exchange loop 201, and the electronic expansion valve 230 is configured to be able to perform differential PI control according to the actual supercooling degree and the target supercooling degree of the heat pump heat exchange loop 201; and / or, the heater 310 is configured to be able to perform differential PI control according to the actual temperature and the target temperature of the battery heat exchange loop 301.

[0092] The target temperature is determined by the heat exchange capacity of the cooler 240 of the heat pump heat exchange unit under different working conditions, the heat generation capacity of the electric drive during locked-rotor, and the continuous heating capacity of the three heat sources of the heater 310.

[0093] Control strategy of the electric drive heat exchange unit: The locked-rotor power of the electric drive adopts PI control based on the difference between the target water temperature and the actual water temperature.

[0094] Control strategy of the heat pump heat exchange unit: The heat pump heat exchange unit can be started when the actual outlet water temperature of the electric drive is ≥ -10°C to -15°C (for example, -13°C), and it can quickly increase the rotational speed of the compressor 210 by taking advantage of the gas-liquid separator 250 to absorb the heat generated by the electric drive. It can actually supplement heat quickly by making the compressor 210 do work through the performance control method (reducing the efficiency of the compressor 210), and adopts PI control based on the difference between the target high pressure and the actual high pressure. The electronic expansion valve 230 adopts PI control based on the difference between the actual subcooling degree and the target subcooling degree. For example, the control can quickly increase the inlet water temperature of the battery heat exchanger 320 to 35 - 45°C.

[0095] Control strategy of the battery heat exchange unit: The heater 310 adopts PI control based on the difference between the target water temperature and the actual water temperature. The proportional three-way valve 350 adopts the inner circulation loop 301b control in the initial stage to quickly increase the water temperature of the outer circulation loop 301a, so that the heater 310 and the heat pump heat exchange unit can output more and more stable performance. When the actual water temperature exceeds 35°C, the proportional three-way valve 350 starts to control the distribution of heat to the battery heat exchanger 320, and finally meets the target inlet water temperature of 35 - 45°C of the battery heat exchanger 320, while maintaining the temperature of the outer circulation loop 301a at about 55 - 70°C. When the temperature of the battery is low and the heat exchange capacity is too strong, if the proportional three-way valve 350 is all connected to the battery heat exchanger 320, the water temperature of the outer circulation loop 301a will be too low in the initial stage, the flow rate of the outer circulation loop 301a cannot meet 10 L / min, and the heater 310 cannot output at full power; when the water temperature of the outer circulation loop 301a is low, the exhaust high pressure of the heat pump heat exchange unit is low, and the heat absorption capacity can be guaranteed, but the compressor 210 cannot do more work (efficiency control), and the effect of the three heat sources standing side by side cannot be achieved.

[0096] Optionally, the thermal management system further includes a multi-way valve 400, which is respectively connected to the electric drive heat exchange circuit 101 and the battery heat exchange circuit 301; the multi-way valve 400 has a first mode and a second mode; in the first mode, the multi-way valve 400 disconnects the electric drive heat exchange circuit 101 and the battery heat exchange circuit 301, so that the electric drive heat exchanger 120 is disconnected from the cooler 240, and the heater 310 is disconnected from the battery heat exchanger 320; in the second mode, the multi-way valve 400 respectively connects the electric drive heat exchange circuit 101 and the battery heat exchange circuit 301, so that the electric drive heat exchanger 120 is connected to the cooler 240, and the heater 310 is connected to the battery heat exchange circuit 320.

[0097] Among them, the multi-way valve 400 is respectively connected to the electric drive heat exchange circuit 101 and the battery heat exchange circuit 301, and is used to realize the connection and disconnection between the electric drive heat exchange circuit 101 and the cooler 240, and the connection and disconnection between the internal circulation circuit 301b of the battery heat exchange circuit 301 and the battery heat exchanger 320. In the first mode (i.e., the M4 mode of the multi-way valve 400), the multi-way valve 400 disconnects the electric drive heat exchange circuit 101 and the battery heat exchange circuit 301, so that the electric drive heat exchanger 120 is disconnected from the cooler 240, and the heater 310 is disconnected from the battery heat exchanger 320; in the second mode (i.e., the M2 mode of the multi-way valve 400), the multi-way valve 400 respectively connects the electric drive heat exchange circuit 101 and the battery heat exchange circuit 301, so that the electric drive heat exchanger 120 is connected to the cooler 240, and the heater 310 is connected to the battery heat exchanger 320.

[0098] It should be noted that the multi-way valve 400 can be a nine-way valve.

[0099] The following uses specific embodiments to illustrate the simultaneous heating of the battery, the passenger compartment, and the battery + passenger compartment in a low-temperature scenario.

[0100] I. Rapid heating of the battery in a low-temperature scenario

[0101] Definition of the low-temperature scenario: The ambient temperature ≤ -10°C, and the lowest temperature of the battery ≤ -10°C

[0102] 1) Electric drive heat exchange unit: The electric drive is blocked and generates heat (EDS pack). Through the operation of the first pump body 110, the heat generated by the blocked electric drive is transferred to the cooler 240.

[0103] 2) Heat pump heat exchange unit: The heat generated by the electric drive and the work consumed by the compressor 210 are superimposed through the heat pump heat exchange circuit 201 (the compressor 210 compresses the low-pressure and low-temperature gaseous refrigerant to form a high-temperature and high-pressure gas state, and transfers the heat to the battery heat exchange circuit 301 of the battery heat exchange unit in the indirect condenser 220. The refrigerant becomes a high-temperature and high-pressure liquid refrigerant, is throttled by the electronic expansion valve 230 of the cooler 240, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, absorbs heat in the cooler 240, becomes a low-temperature and low-pressure gaseous refrigerant, and returns to the compressor 210). The heat is released to the battery heat exchange circuit 301 of the battery heat exchange unit through the indirect condenser 220.

[0104] 3) The heat released by the indirect condenser 220 is superimposed on the heat generated by the heater 310 through the circulation of the third pump body 340 and released into the battery heat exchange circuit 301 (the external circulation circuit 301a).

[0105] 4) The nine-way valve is in the M2 mode. By controlling the proportional three-way valve 350, all the heat is released into the internal circulation loop 301b, and the liquid temperature of the external circulation loop 301a is maintained for continuous three-heat-source heating.

[0106] 5) Heat is released through the battery heat exchanger 320 to quickly heat the battery.

[0107] II. Rapid temperature rise of the occupant compartment in low-temperature scenarios

[0108] The air conditioner in the occupant compartment is set to Auto HI, the ambient temperature ≤ -15 °C, and the internal temperature in the occupant compartment ≤ -12 °C

[0109] 1) Electric drive heat exchange unit: Electric drive stall generates heat (EDS pack). Through the operation of the first pump body 110, the heat generated by the electric drive stall is exchanged into the cooler 240.

[0110] 2) Heat pump heat exchange unit: The heat generated by the electric drive and the heat generated by the compressor 210's power consumption are superimposed through the refrigeration cycle (the compressor 210 compresses the low-pressure and low-temperature gaseous refrigerant to form a high-temperature and high-pressure gas, which is exchanged into the battery heat exchange loop 301 of the battery heat exchange unit in the indirect condenser 220. The refrigerant becomes a high-temperature and high-pressure gas-liquid two-phase refrigerant, enters the in-cabin cold heat exchanger of the air conditioner, the refrigerant condenses into a high-temperature and high-pressure liquid refrigerant, throttles through the electronic expansion valve 230 of the cooler 240, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, absorbs heat in the cooler 240, becomes a low-temperature and low-pressure gaseous refrigerant, and returns to the compressor 210). Heat is released into the battery heat exchange loop 301 of the battery heat exchange unit through condensation release.

[0111] 3) Through the circulation of the third pump body 340, the heat released by condensation is superimposed on the heat generated by the heater 310 and released into the battery heat exchange loop 301 (external circulation loop 301a), and heat is released through the warm air core 360.

[0112] 4) The nine-way valve is controlled in the M4 mode. Through the control of the proportional three-way valve 350, all the heat is retained in the external circulation loop 301a.

[0113] 5) Turn on the air conditioner. The air is heated by exchanging heat with the indoor condenser 260 through the fan 510.

[0114] 6) The heated air exchanges heat with the warm air core 360 again, heats the air temperature to the target temperature, and releases the heat into the occupant compartment through the air, achieving the goal of quickly heating the cockpit.

[0115] III. Rapid temperature rise of both the occupant compartment + battery in low-temperature scenarios

[0116] Definition of low - temperature scenario: The ambient temperature ≤ - 10°C, the lowest battery temperature ≤ - 10°C, and there is a heating requirement in the passenger compartment.

[0117] 1) Electric drive heat exchange unit: When the electric drive is blocked and generates heat (EDS pack), through the operation of the first pump body 110, the heat generated by the blocked electric drive is exchanged into the cooler 240.

[0118] 2) Heat pump heat exchange unit: The heat generated by the electric drive and the heat generated by the work consumption of the compressor 210 are superimposed through the refrigeration cycle (the compressor 210 compresses the low - pressure and low - temperature gaseous refrigerant to form a high - temperature and high - pressure gas state, and releases the heat into the battery heat exchange loop 301 of the battery heat exchange unit in the indirect condenser 220. The refrigerant becomes a high - temperature and high - pressure gas - liquid two - phase refrigerant, enters the air - conditioner internal cold heat exchanger, the refrigerant condenses into a high - temperature and high - pressure liquid refrigerant, throttles through the electronic expansion valve 230 of the cooler 240 to become a low - temperature and low - pressure gas - liquid two - phase refrigerant, absorbs heat in the cooler 240 to become a low - temperature and low - pressure gaseous refrigerant, and returns to the compressor 210). The heat is released into the battery heat exchange loop 301 of the battery heat exchange unit through the indirect condenser 220.

[0119] 3) Through the circulation of the third pump body 340, the heat released by the indirect condenser 220 is superimposed on the heat generated by the heater 310 and released into the battery heat exchange loop 301 (external circulation loop 301a), and the heat is released through the warm air core 360.

[0120] 4) The nine - way valve is controlled in the M2 mode, controlled by the proportional three - way valve 350, and distributed to the passenger compartment and the battery according to requirements, while maintaining the water temperature of the external circulation loop 301a to maintain the high - performance output of the three heat sources.

[0121] 5) When the air - conditioner is turned on, the blower 510 exchanges heat between air and the indoor condenser 260 to heat the air temperature.

[0122] 6) The heated air exchanges heat with the warm air core 360 again, heats the air temperature to the target temperature, and releases the heat into the passenger compartment through the air to achieve the goal of quickly heating the cockpit.

[0123] 7) Through the battery heat exchanger 320 for heat exchange, the heat is released to quickly heat the battery.

[0124] As Figure 14 shown, the embodiment of the present disclosure also provides a control method for a thermal management system. Based on the above - mentioned thermal management system, the method includes step S100 to step S300.

[0125] In step S100, the heating requirement is determined. Among them, the heating requirement includes battery heating, passenger compartment heating, and simultaneous heating of the battery and the passenger compartment.

[0126] In step S200, the electric drive heat exchange unit and the battery heat exchange unit are started according to the ambient temperature and the heating demand.

[0127] In step S300, the heat pump heat exchange unit is started according to the working state of the electric drive heat exchange unit.

[0128] The control method of the thermal management system of the present disclosure determines the heating demand and the ambient temperature to start the electric drive heat exchange unit and the battery heat exchange unit, and according to the working state of the electric drive heat exchange unit, for example, when the temperature of the electric drive heat exchange circuit 101 reaches a preset requirement, the heat pump heat exchange unit is started, so as to realize heating the battery with three heat sources, that is, by superimposing the heat generated by electric drive stall, the heating of the heat pump system, and the heating of the heater 310, the battery can be heated, the heat can be released, the battery can be heated quickly, and the heating efficiency is improved.

[0129] In another embodiment, starting the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and the heating demand further includes;

[0130] Start the inner circulation loop 301b and the outer circulation loop 301a of the battery heat exchange unit respectively.

[0131] When the temperature of the electric drive heat exchange unit is greater than the first preset temperature, start the heat pump heat exchange unit.

[0132] The battery heat exchange circuit 301 includes an outer circulation loop 301a and an inner circulation loop 301b that are disconnectably connected. When the battery needs to be heated, the inner and outer circulation loops 301a are started respectively. At this time, the two operate independently and do not perform heat exchange. When the temperature in the electric drive heat exchange circuit 101 of the electric drive heat exchange unit is greater than the first preset temperature, the compressor 210 of the heat pump heat exchange unit is started. The first preset temperature can be -10 to -15 °C, for example, -15 °C.

[0133] In some other embodiments, starting the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and the heating demand further includes:

[0134] When the temperature in the external circulation loop 301a of the battery heat exchange unit reaches the second preset temperature, the heat pump heat exchange unit is started. Among them, the starting conditions of the heat pump heat exchange unit also include that when the temperature in the external circulation loop 301a is greater than the second preset temperature. For example, the second preset temperature can be 30-40 °C, such as 35 °C. That is, when the temperature of the electric drive heat exchange unit is greater than the first preset temperature and when the temperature in the external circulation loop 301a is greater than the second preset temperature, the heat pump heat exchange unit will be started. The external circulation loop 301a can be a preheating loop, and the internal circulation loop 301b can be only the flow of the liquid in the battery heat exchanger 320. When the ambient temperature is low, both circulation loops can achieve independent circulation. The indirect condenser 220 and the heater 310 are designed in this circulation loop. When the heater 310 in this circulation loop is started, the temperature of the external circulation loop 301a can be heated to the preset temperature first. When the temperature of the external circulation loop 301a reaches the target temperature, the external circulation loop 301a can be connected to the internal circulation loop 301b. At this time, at least part of the liquid in the external circulation loop 301a can enter the internal circulation loop 301b, so as to increase the temperature of the liquid in the internal circulation loop 301b, so as to heat the battery through the battery pack heat exchanger.

[0135] In another embodiment, when the temperature in the external circulation loop 301a of the battery heat exchange unit reaches the third preset temperature, the external circulation loop 301a and the internal circulation loop 301b are connected, and the battery is heated by the battery heat exchanger 320; wherein, the third preset temperature is greater than or equal to the second preset temperature.

[0136] By controlling through the above method, the temperature in the external circulation loop 301a can be quickly increased, so that the heater 310 and the heat pump heat exchange unit can output more and more stable performance. When the actual water temperature exceeds 30-40 °C, the proportional three-way valve 350 is controlled to distribute heat to the internal circulation loop 301b to heat the battery, finally meeting the target inlet water temperature of the battery and maintaining the temperature of the external circulation loop 301a at the same time. The temperature of the battery is low and the heat exchange capacity is too strong. If the proportional three-way valve 350 is all connected to the internal circulation loop 301b, the water temperature of the external circulation loop 301a will be too low in the initial stage, the flow rate of the external circulation loop 301a cannot meet the requirements, and the heater 310 cannot output at full power; the water temperature of the external circulation loop 301a is low, the exhaust high pressure of the heat pump heat exchange unit is low, and the heat absorption capacity can be guaranteed, but the compressor 210 cannot do more work (efficiency control), and the effect of the three heat sources standing in a tripod cannot be achieved.

[0137] In addition to heating with the battery, this method can also be used for heating the passenger compartment of the vehicle.

[0138] In another embodiment, starting the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and heating requirements further includes:

[0139] Start the external circulation loop 301a of the battery heat exchange unit.

[0140] Turn on the fan 510 and the heater core 360 to heat the passenger compartment.

[0141] Through the above method, only control the start of the electric drive heat exchange unit and the external circulation loop 301a. On the one hand, remove the heat blocked by the electric drive. On the other hand, heat the liquid in the external circulation loop 301a of the battery heat exchange loop 301 through the heater 310 to heat the heater core 360, and turn on the fan 510 of the air conditioning system 500 to blow towards the heater core 360, blowing the heat towards the passenger compartment to achieve heating of the passenger compartment.

[0142] In another embodiment, according to the ambient temperature and heating requirements, start the electric drive heat exchange unit and the battery heat exchange unit, and further include:

[0143] When the temperature of the electric drive heat exchange unit is greater than the first preset temperature, start the heat pump heat exchange unit.

[0144] Among them, the first preset temperature can be 10°C to -15°C. At this time, start the compressor 210 and the indoor condenser 260 of the heat pump heat exchange unit, and use the fan 510 to blow towards the indoor condenser 260 and the heater core 360 to achieve heating of the passenger compartment. Among them, the compressor 210 can do work to quickly supplement heat through the performance control method (reducing the efficiency of the compressor 210), and is controlled by the difference PI between the target high pressure and the actual high pressure; the electronic expansion valve 230 is controlled by the difference PI between the actual supercooling degree and the target supercooling degree to quickly raise the outlet air temperature to the target temperature.

[0145] The heater 310 can also be controlled by the difference PI between the target water temperature and the actual water temperature, with the high - equipped version quickly outputting 8kw (the low - equipped version is 5kw), the target water temperature being 63 - 80°C, up to 80°C at most, and at the same time, the maximum flow rate control of the third pump body 340.

[0146] It should be noted that the control method of this thermal management system can also achieve simultaneous heating of the battery and the passenger compartment, and the specific description is as follows:

[0147] The following elaborates in detail on the thermal management system and the control method of the thermal management system of the present disclosure through some specific embodiments.

[0148] 1. The three - heat - source battery heating achieves a continuous heating capacity of ≥16kw, and a single electric drive ≥12kw (reference Figures 2 to 5 )

[0149] 1) Electric drive stall heat generation (EDS pack). Through the operation of the first pump body 110, transfer the heat generated by the electric drive stall to the cooler 240.

[0150] Among them, for the dual-motor version, the locked-rotor heating is ≥5 kW, and for the single-motor version, the locked-rotor heating is ≥3 kW.

[0151] Control strategy: The control target for the coolant temperature at the outlet of the electric drive heat exchanger 120 is:

[0152] Ambient temperature (°C) Target coolant temperature at the electric drive outlet (°C) -25 -A1 -20 -A1 -15 A2 -10 A3 -5 A4

[0153] The target temperature is determined by the heat exchange capacity of the cooler 240 of the heat pump heat exchange unit under different working conditions, the heat generation capacity during electric drive locked-rotor, and the continuous heating capacity of the three heat sources. Among them, -A1 < A2 < A3 < A4.

[0154] The locked-rotor power of the electric drive adopts PI control based on the difference between the target water temperature and the actual water temperature.

[0155] Control strategy of the heat pump heat exchange unit: The heat pump heat exchange unit starts when the actual outlet water temperature of the electric drive is ≥ -10°C to -15°C, and uses the advantage of the gas-liquid separator 250 to quickly increase the speed of the compressor 210, so as to absorb the heat generated by the electric drive. And actually, through the performance control method (reducing the efficiency of the compressor 210), the compressor 210 does work to quickly supplement heat, and is controlled by PI based on the difference between the target high pressure and the actual high pressure. The electronic expansion valve 230 adopts PI control based on the difference between the actual supercooling degree and the target supercooling degree. The control realizes that the water temperature at the battery inlet is quickly increased to 35 - 45°C

[0156] Control strategy of the battery heat exchange unit: The heater 310 adopts PI control based on the difference between the target water temperature and the actual water temperature. The high - configuration version quickly outputs 8 kW (the low - configuration version outputs 5 kW), and the target water temperature is up to 55 - 70°C at most. The maximum flow rate of the third pump body 340 is controlled.

[0157] The nine - way valve is controlled to the M2 mode. The proportional three - way valve 350 adopts the inner - circulation loop 301b control in the initial stage to quickly increase the water temperature of the outer - circulation loop 301a, so that the heater 310 and the heat pump heat exchange unit can output more and more stable performance. When the actual water temperature exceeds 30 - 40°C (such as 35°C), the proportional three - way valve 350 starts to control the distribution of heat to the inner - circulation loop 301b to heat the battery, finally meeting the target inlet water temperature of the battery at 35 - 45°C, and at the same time maintaining the temperature of the outer - circulation loop 301a at about 55 - 70°C (such as 63°C). If the battery temperature is low and the heat exchange capacity is too strong, if the proportional three - way valve 350 is all connected to the inner - circulation loop 301b, it will cause the water temperature of the outer - circulation loop 301a to be too low in the initial stage, the flow rate of the outer - circulation loop 301a cannot meet 10 L / min, and the heater 310 cannot output full power; when the water temperature of the outer - circulation loop 301a is low, the exhaust high pressure of the heat pump heat exchange unit is low, the heat absorption capacity can be guaranteed, but the compressor 210 cannot do more work (efficiency control), and the effect of the three - heat - source tripartite balance cannot be achieved.

[0158] When the battery is heated, the target flow rate of the second pump body 330 can be controlled at 20 L / min.

[0159] Finally, the continuous performance of heating the battery by three heat sources exceeds 16 kw.

[0160] II. Heating of the crew cabin by three heat sources (for reference Figures 10 to 13 )

[0161] Electric drive stall control strategy: The control target of the coolant temperature at the outlet of the electric drive heat exchanger 120 is:

[0162] Ambient temperature (°C) Target coolant temperature at the electric drive outlet (°C) -25 -A1 -20 -A1 -15 A2 -10 A3 -5 A4

[0163] The target temperature is determined by the heat exchange capacity of the heat pump system cooler 240 under different working conditions, the heat generation capacity of the electric drive stall, and the continuous heating capacity of the three heat sources. Among them, -A1 < A2 < A3 < A4.

[0164] The electric drive stall power adopts PI control of the difference between the target water temperature and the actual water temperature.

[0165] Heat pump heat exchange unit control strategy: The heat pump heat exchange unit starts when the actual outlet water temperature of the electric drive is ≥ -10°C to -15°C, and uses the advantage of the gas-liquid separator 250 to quickly increase the rotation speed of the compressor 210, realizing the absorption of the heat generated by the electric drive. And actually, through the performance control method (reducing the efficiency of the compressor 210), the compressor 210 does work to quickly supplement heat, and is controlled by the PI of the difference between the target high pressure and the actual high pressure. The electronic expansion valve 230 adopts PI control of the difference between the actual supercooling degree and the target supercooling degree. The control realizes quickly raising the outlet air temperature to 55 - 70°C.

[0166] Battery heat exchange unit control strategy: The heater 310 adopts PI control of the difference between the target water temperature and the actual water temperature. The high - configuration version quickly outputs 10 kw (the low - configuration version outputs 7 kw), the target water temperature is 63 - 80°C, and the maximum is 80°C. The maximum flow rate of the third pump body 340 is controlled.

[0167] The nine - way valve is controlled in the M4 mode and is controlled to be in the internal circulation (100% position) through the proportional three - way valve 350

[0168] The air - conditioner blower 510 is at the maximum, with automatic anti - fog control for internal and external circulation. The air - conditioner mode is to blow the window and the feet, the temperature damper is fully heated, quickly making the outlet air temperature reach 55 - 70°C and maintaining at this temperature all the time, realizing a heating rate of the crew cabin of 3 - 5 K / min, and reaching the comfortable temperature in about 10 minutes.

[0169] III. Simultaneously heating the crew cabin and the battery by three heat sources (with the crew cabin taking priority) (for reference Figures 6 to 9 )

[0170] Electric drive stall control strategy: The control target for the coolant temperature at the outlet of the electric drive heat exchanger 120 is:

[0171] Ambient temperature (°C) Target coolant temperature at the electric drive outlet (°C) -25 -A1 -20 -A1 -15 A2 -10 A3 -5 A4

[0172] The target temperature is determined by the heat exchange capacity of the heat pump system cooler 240 under different working conditions, the heat generation capacity during electric drive stall, and the continuous heating capacity of the three heat sources. Among them, -A1 < A2 < A3 < A4.

[0173] The electric drive stall power adopts PI control based on the difference between the target water temperature and the actual water temperature.

[0174] Heat pump heat exchange unit control strategy: The heat pump heat exchange unit starts when the actual water temperature at the outlet of the electric drive is ≥ -10°C to -15°C, and uses the advantage of the gas-liquid separator 250 to quickly increase the speed of the compressor 210, so as to absorb the heat generated by the electric drive. And actually, through the performance control method (reducing the efficiency of the compressor 210), the compressor 210 does work to quickly supplement heat, and adopts PI control based on the difference between the target high pressure and the actual high pressure. The electronic expansion valve 230 adopts PI control based on the difference between the actual supercooling degree and the target supercooling degree. The control realizes quickly raising the outlet air temperature to 55 - 70°C.

[0175] Battery heat exchange unit control strategy: The heater 310 adopts PI control based on the difference between the target water temperature and the actual water temperature, and quickly outputs 8kw (5kw for the low - configuration version). The target water temperature is up to 55 - 70°C at most, and the maximum flow rate of the third pump body 340 is controlled.

[0176] Valve body control strategy: The nine - way valve is controlled in the M2 mode. The heat exchange amount between the occupant compartment and the battery is controlled and adjusted through the proportional three - way valve 350. If the target air temperature in the occupant compartment ≥ 55°C, then the air temperature control of the occupant compartment air conditioner ≥ 55°C. At the same time, the water temperature at the battery inlet is controlled, and when the performance is at the limit, the water temperature target of 55 - 70°C is maintained.

[0177] Air conditioner box control strategy: The air conditioner fan 510 is at the maximum, with automatic anti - fog control for internal and external circulation. The air conditioner mode is to blow the window and the feet, the temperature damper is fully hot, and the outlet air temperature quickly reaches above 55°C.

[0178] Second pump body 330 control strategy: When the battery is heated at Lev3, the target flow rate of the electric drive water pump is controlled at 20L / min.

[0179] The embodiments of the present disclosure also provide a vehicle, which includes the thermal management system provided by the embodiments of the present disclosure or the control method of the thermal management system provided by the embodiments of the present disclosure. Therefore, this vehicle also has all the advantages of the above - mentioned thermal management system and the control method of the thermal management system, which will not be elaborated here.

[0180] The preferred embodiments of the present disclosure have been described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0181] In addition, it should be noted that, in the various specific technical features described in the above specific embodiments, they can be combined in any appropriate manner without conflict. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combination methods.

[0182] Furthermore, any combination can be made between various different embodiments of the present disclosure, as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content disclosed by the present disclosure.

Claims

1. A thermal management system for a vehicle, characterized in that, Comprising: An electric drive heat exchange unit, including an electric drive heat exchange circuit, a first pump body and an electric drive heat exchanger arranged in the electric drive heat exchange circuit; A heat pump heat exchange unit, including a heat pump heat exchange circuit, a compressor, an indirect condenser, an electronic expansion valve and a cooler arranged in sequence in the heat pump heat exchange circuit; the electric drive heat exchange circuit is connected to the cooler so that the electric drive heat exchange circuit can exchange heat with the heat pump heat exchange circuit; and A battery heat exchange unit, including a battery heat exchange circuit, a heater and a battery heat exchanger arranged in the battery heat exchange circuit; The battery heat exchange circuit is connected to the indirect condenser so that the heat pump heat exchange circuit can exchange heat with the battery heat exchange circuit.

2. The thermal management system according to claim 1, wherein, The battery heat exchange circuit includes an outer circulation circuit and an inner circulation circuit that are disconnectably communicated; The battery heat exchanger is arranged in the inner circulation circuit for heat exchange of the battery; The heater and the indirect condenser are arranged in the outer circulation circuit.

3. The thermal management system according to claim 2, wherein The battery heat exchange unit includes a second pump body arranged in the inner circulation circuit and a third pump body arranged in the outer circulation circuit.

4. The thermal management system according to claim 3, characterized in that The battery heat exchange unit further includes a proportional three-way valve; The battery heat exchange circuit includes a liquid inlet flow path connecting the heater outlet and the battery heat exchanger inlet, a liquid return flow path connecting the battery heat exchanger outlet and the heater inlet, and a first flow path and a second flow path that are respectively connected to the liquid inlet flow path and the liquid return flow path and are arranged in parallel; The proportional three-way valve is arranged in the liquid inlet flow path between the heater and the second pump body, and one end of the first flow path is communicated with the liquid inlet flow path through the proportional three-way valve, and the other end is connected between the third pump body and the battery heat exchanger; One end of the second flow path is connected to the liquid inlet flow path between the proportional three-way valve and the second pump body; the other end is connected to the liquid return flow path between the third pump body and the battery heat exchanger; The heater, the proportional three-way valve, the first flow path, the third pump body and the indirect condenser form an outer circulation circuit; The second pump body, the battery heat exchanger and the second flow path form an inner circulation circuit.

5. The thermal management system according to claim 1, characterized in that The thermal management system further includes a warm air core connected to the battery heat exchange circuit, an indoor condenser connected to the heat pump heat exchange circuit and corresponding to the warm air core, and a blower; The blower can blow air towards the warm air core and the indoor condenser for heating the passenger compartment.

6. The thermal management system according to claim 1, characterized in that, The electric drive heat exchange circuit is provided with a first temperature sensor for detecting the outlet temperature of the electric drive heat exchanger; and / or The battery heat exchange circuit is provided with a second temperature sensor for detecting the outlet temperature of the heater; and / or The battery heat exchange circuit is provided with a third temperature sensor for detecting the inlet temperature of the battery heat exchanger.

7. The thermal management system according to claim 6, characterized in that, The electric drive heat exchanger is configured to perform differential PI control according to the actual temperature and the target temperature of the electric drive heat exchange circuit; and / or The compressor is configured to perform differential PI control according to the actual pressure and the target pressure of the heat pump heat exchange circuit, and the electronic expansion valve is configured to perform differential PI control according to the actual subcooling degree and the target subcooling degree of the heat pump heat exchange circuit; and / or The heater is configured to perform differential PI control according to the actual temperature and the target temperature of the battery heat exchange circuit.

8. The thermal management system according to any one of claims 1-7, characterized in that, The thermal management system further includes a multi-way valve, which is respectively connected to the electric drive heat exchange circuit and the battery heat exchange circuit; The multi-way valve has a first mode and a second mode; In the first mode, the multi-way valve disconnects the electric drive heat exchange circuit and the battery heat exchange circuit, so that the electric drive heat exchanger is disconnected from the cooler, and the heater is disconnected from the battery heat exchanger; In the second mode, the multi-way valve respectively connects the electric drive heat exchange circuit and the battery heat exchange circuit, so that the electric drive heat exchanger is connected to the cooler, and the heater is connected to the battery heat exchanger.

9. A control method for a thermal management system, based on the thermal management system according to any one of claims 1-8, characterized in that, The method includes: Determining a heating demand; wherein, the heating demand includes battery heating, occupant compartment heating, and simultaneous heating of the battery and the occupant compartment; Starting the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and the heating demand; Starting the heat pump heat exchange unit according to the working state of the electric drive heat exchange unit.

10. The control method of the thermal management system according to claim 9, characterized in that, The step of starting the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and the heating demand further includes; Respectively starting the internal circulation circuit and the external circulation circuit of the battery heat exchange unit; When the temperature of the electric drive heat exchange unit is greater than a first preset temperature, starting the heat pump heat exchange unit.

11. The control method of the thermal management system according to claim 10, wherein The step of starting the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and the heating demand further includes; When the temperature in the external circulation circuit of the battery heat exchange unit reaches a second preset temperature, starting the heat pump heat exchange unit.

12. The control method of the thermal management system according to claim 11, wherein When the temperature in the external circulation circuit of the battery heat exchange unit reaches a third preset temperature, connecting the external circulation circuit and the internal circulation circuit, and heating the battery by using the battery heat exchanger; Wherein, the third preset temperature is greater than or equal to the second preset temperature.

13. The control method of the thermal management system according to claim 9, wherein, The step of starting the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and the heating demand further includes: Starting the external circulation circuit of the battery heat exchange unit; Turning on the fan and the heater core to heat the occupant compartment.

14. The control method of the thermal management system according to claim 13, characterized in that, The step of starting the electric drive heat exchange unit and the battery heat exchange unit according to the ambient temperature and the heating demand further includes: When the temperature of the electric drive heat exchange unit is greater than a first preset temperature, starting the heat pump heat exchange unit.

15. A vehicle, characterized in that, The vehicle includes the thermal management system according to any one of claims 1-8 or the control method of the thermal management system according to any one of claims 9-14.

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