Vehicle thermal management system and vehicle

Abstract

The invention discloses a vehicle thermal management system which comprises a cooling liquid loop communicated with a motor, the cooling liquid loop is provided with a circulating pump, a low-temperature radiator and a wax type three-way valve, the cooling liquid loop comprises a first circulating pipeline and a second circulating pipeline, and the low-temperature radiator is located on the second circulating pipeline; when the temperature of the cooling liquid is smaller than or equal to a first temperature threshold value, the wax type three-way valve is switched to a first working position, so that the first circulating pipeline is communicated, and the second circulating pipeline is disconnected; and when the temperature of the cooling liquid is higher than a first temperature threshold value, the wax type three-way valve is switched to a second working position, so that the first circulating pipeline is disconnected, and the second circulating pipeline is connected. The system can adapt to all-working-condition temperature requirements of the motor, and the power utilization efficiency of the motor is improved. And a control part is small, and response is quick.

Description

Technical Field

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

[0002] With the rapid development of new energy vehicles in China and the accelerated pace of technological iteration, the requirements for vehicle thermal management are gradually increasing. While ensuring vehicle safety and reliability, higher demands are placed on energy utilization, cost control, and lightweighting. Innovations in the thermal management system architecture, such as fully utilizing and distributing heat sources, and the compact development of integrated components, effectively achieve architecture optimization, vehicle weight reduction, and cost optimization.

[0003] In existing technologies, vehicle cryogenic cooling systems rely on the heat generated by the motor and electrical components to raise the coolant temperature in low-temperature conditions. However, after the coolant passes through the cryogenic radiator, some heat is lost through heat exchange with the air. Therefore, the motor cannot reach a suitable operating temperature for an extended period, resulting in low motor efficiency. Consequently, the overall electrical efficiency of the vehicle is low. Summary of the Invention

[0004] The technical problem to be solved by this invention is the low power efficiency caused by the unreasonable design of existing vehicle thermal management systems. To this end, this invention proposes a vehicle thermal management system to improve the overall power efficiency of the vehicle.

[0005] To address the aforementioned technical problems, the present invention provides the following technical solution: A vehicle thermal management system includes: a coolant circuit connected to the motor, the coolant circuit being equipped with a circulation pump, a low-temperature radiator, and a wax-type three-way valve; the coolant circuit includes a first circulation pipe and a second circulation pipe, the low-temperature radiator being located on the second circulation pipe; when the coolant temperature is less than or equal to a first temperature threshold, the wax-type three-way valve switches to a first operating position, connecting the first circulation pipe and disconnecting the second circulation pipe; when the coolant temperature is higher than the first temperature threshold, the wax-type three-way valve switches to a second operating position, disconnecting the first circulation pipe and connecting the second circulation pipe.

[0006] In some embodiments of the present invention, a first temperature sensor is further provided on the coolant circuit, the first temperature sensor being used to detect the temperature of the coolant after passing through the low-temperature radiator.

[0007] In some embodiments of the present invention, the first port of the wax-type three-way valve is connected to the outlet of the low-temperature radiator, the second port of the wax-type three-way valve is connected to the coolant outlet of the motor and the inlet of the low-temperature radiator, and the third port of the wax-type three-way valve is connected to the inlet of the circulating pump.

[0008] In some embodiments of the present invention, the first temperature sensor and the wax-type three-way valve form an integrated temperature control assembly, and the first temperature sensor is located on one side near the third port of the wax-type three-way valve.

[0009] In some embodiments of the present invention, the integrated temperature control assembly includes a three-way valve body, a mounting portion integrally connected to the three-way valve body, and three plug-in portions extending outward along the three-way valve body, the three plug-in portions extending in three directions.

[0010] In some embodiments of the present invention, an electronically controlled coolant branch is also included, wherein a motor control unit is provided on the electronically controlled coolant branch.

[0011] In some embodiments of the present invention, the coolant pipeline where the motor is located forms the motor-side coolant branch, and the motor-side coolant branch and the electronic control-side coolant branch are connected in parallel via a proportional three-way valve.

[0012] In some embodiments of the present invention, the first port of the proportional three-way valve is connected to the outlet of the circulating pump, the second port of the proportional three-way valve is connected to the coolant inlet of the motor, and the third port of the proportional three-way valve is connected to the coolant inlet of the motor control unit.

[0013] In some embodiments of the present invention, a second temperature sensor is provided on the motor-side coolant branch, and a third temperature sensor is provided on the electronic control-side coolant branch.

[0014] The present invention also provides a vehicle including the aforementioned thermal management system.

[0015] The technical solution of the present invention has the following technical effects compared with the prior art: In the vehicle thermal management system provided by this invention, the coolant circuit can switch between the first and second circulation lines by using a wax-type three-way valve. Utilizing the temperature response characteristics of the wax-type three-way valve, rapid warm-up during motor cold starts and efficient cooling during high-load periods are achieved, adapting to the motor's temperature requirements under all operating conditions and improving motor power efficiency. Furthermore, the wax-type three-way valve forms a closed-loop self-regulating mechanism based on its material properties, requiring no external condition judgment, resulting in fewer control components and timely response. Attached Figure Description

[0016] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, which will help to understand the purpose and advantages of the present invention, wherein: Figure 1 This is a system configuration diagram of a specific embodiment of the vehicle thermal management system of the present invention; Figure 2 This is a schematic diagram of a specific embodiment of the integrated temperature control component of the present invention. Detailed Implementation

[0017] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0019] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0020] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0021] like Figure 1 The diagram shows a thermal management system disclosed in an embodiment of the present invention, which is applied to the temperature control of the motor of an electric vehicle or a new energy vehicle. The system includes a coolant circuit connected to the motor 50. The coolant circuit integrates a circulation pump 10, a low-temperature radiator 20, and a wax-type three-way valve 30. The coolant circuit is further divided into a first circulation pipeline and a second circulation pipeline, and the low-temperature radiator 20 is arranged on the second circulation pipeline.

[0022] When the motor 50 is in the initial stage of startup or under low-temperature conditions, and the coolant temperature is less than or equal to the first temperature threshold (i.e., the lower limit of the motor 50's set operating temperature), the wax core inside the wax-type three-way valve 30 remains in a contracted state due to the low temperature, driving the valve core to switch to the first operating position, opening the first circulation pipeline and cutting off the second circulation pipeline. Driven by the circulation pump 10, the coolant circulates only along the first circulation pipeline inside the motor 50, without passing through the low-temperature radiator 20 for heat exchange. This design allows the motor 50 to quickly raise its temperature to the optimal operating range during the cold start phase, reducing low-temperature losses and shortening the warm-up time.

[0023] When the operating load of motor 50 increases and the coolant temperature rises above the first temperature threshold, the wax core inside the wax-type three-way valve 30 expands due to heat, pushing the valve core to switch to the second working position. At this time, the first circulation pipeline is disconnected and the second circulation pipeline is connected. The coolant is delivered to motor 50 by circulation pump 10 to absorb heat, and then flows through low-temperature radiator 20 to exchange heat with the outside. The cooled coolant then flows back to motor 50, forming a complete cooling cycle, ensuring that motor 50 always operates within a safe temperature range and avoiding performance degradation or component damage caused by overheating.

[0024] The aforementioned thermal management system utilizes the temperature response characteristics of the wax-type three-way valve 30 to intelligently switch the coolant circulation pipeline, adapting to the temperature requirements of the motor 50 under different operating conditions, thereby improving the working efficiency of the motor 50. The wax-type three-way valve 30 forms a closed-loop self-regulating mechanism based on its material properties, requiring no external condition judgment, and features fewer control components and timely response.

[0025] Specifically, in one optional approach, a first temperature sensor 40 is further installed on the coolant circuit. The detection end of the first temperature sensor 40 directly contacts the coolant pipeline after passing through the low-temperature radiator 20, and is used to collect real-time coolant temperature data after cooling. On the one hand, it can monitor the heat dissipation efficiency of the low-temperature radiator 20. If the detected temperature after cooling is still higher than the preset value, it can assist subsequent systems (such as the vehicle controller) in taking enhanced heat dissipation measures. On the other hand, it can form a dual verification with the switching logic of the wax-type three-way valve 30, avoiding switching lag or malfunction caused by errors at a single temperature detection point, and improving the reliability of system temperature control.

[0026] Specifically, the first port of the wax-type three-way valve 30 is connected to the outlet of the cryogenic radiator 20 via a pipeline, the second port is connected to both the coolant outlet of the motor 50 and the inlet of the cryogenic radiator 20, and the third port is connected to the inlet of the circulating pump 10 via a pipeline. When the wax-type three-way valve 30 is switched to the first operating position, the second and third ports are directly connected, and the coolant enters the circulating pump 10 from the outlet of the motor 50 through the second and third ports of the wax-type three-way valve 30, forming an internal circulation without heat dissipation. When switched to the second operating position, the coolant from the outlet of the motor 50 enters the inlet of the cryogenic radiator 20, and after cooling, enters the circulating pump 10 from the outlet of the cryogenic radiator 20 through the first and third ports of the wax-type three-way valve 30, forming a complete heat dissipation cycle. This connection method simplifies the pipeline layout, reduces the number of interfaces, and lowers the risk of leakage.

[0027] like Figure 2 As shown, in one optional configuration, the first temperature sensor 40 is integrated with the wax-type three-way valve 30 to form an integrated temperature control component A. This integrated design reduces the installation space required for individual components, adapting to the compact layout requirements of the vehicle's engine compartment. More specifically, the detection end of the first temperature sensor 40 is positioned near the third port of the wax-type three-way valve 30. The third port is a critical point for coolant entry into the circulation pump 10, where the temperature most directly reflects the actual temperature of the coolant before it enters the motor 50. Positioning the first temperature sensor 40 close to this location shortens the temperature detection response time and improves detection accuracy.

[0028] like Figure 2 As shown, the integrated temperature control component A specifically includes a three-way valve body A1, a mounting part A2, and three connectors A3. The three-way valve body A1 serves as the mounting carrier for the internal valve core and wax core, ensuring the stability of valve switching. The mounting part A2 is integrally connected to the side of the three-way valve body A1 and is connected to the vehicle mounting bracket via bolts or other fasteners, achieving reliable installation of the component. The three connectors A3 extend outwards along the three-way valve body A1. For example, the angle between the first connector A3 and the second connector A3 is 90°, and the angle between the second connector A3 and the third connector A3 is 90°. The three connectors A3 correspond to the three ports of the wax-type three-way valve 30. The connectors A3 adopt a quick-connect structure, allowing for rapid connection with coolant lines, improving assembly efficiency. This structural design balances functionality and ease of assembly, enhancing the overall structural strength and versatility of the component.

[0029] In one optional embodiment, the coolant circuit where the motor 50 is located forms a motor-side coolant branch 1-50. Further, the coolant circuit also includes an electronic control-side coolant branch 1-60, on which a motor control unit 60 (MCU) is installed. Since the motor control unit 60 also generates heat during operation, relying solely on the motor 50 cooling circuit for heat dissipation can easily lead to uneven distribution of heat dissipation resources. An independent electronic control-side branch can specifically provide a heat dissipation channel for the MCU, preventing control logic malfunctions or damage due to overheating, ensuring the stable operation of the motor 50 control system, and expanding the functional coverage of the thermal management system. More specifically, the motor-side coolant branch 1-50 and the electronic control-side coolant branch 1-60 are connected in parallel via a proportional three-way valve 70. The proportional three-way valve 70 has a flow regulation function and can dynamically distribute the coolant flow according to the actual temperature requirements of the motor 50 and the MCU. For example, when the temperature of motor 50 is high and the temperature of MCU is low, the proportional three-way valve 70 can increase the flow rate to the branch on the motor 50 side and decrease the flow rate to the branch on the electronic control side; and vice versa. This parallel regulation method realizes independent temperature control of the two heat-generating components, improving the flexibility and energy efficiency of thermal management.

[0030] Specifically, the first port of the proportional three-way valve 70 is connected to the outlet of the circulating pump 10 via a pipeline, serving as the main inlet for the coolant; the second port is connected to the coolant inlet of the motor 50, supplying coolant to the motor 50 side branch; and the third port is connected to the coolant inlet of the motor control unit 60, supplying coolant to the electronic control side branch. The coolant output from the circulating pump 10 can be distributed through the proportional three-way valve 70, eliminating the need for an additional flow divider and simplifying the pipeline structure. Simultaneously, the proportional three-way valve 70, being close to the outlet of the circulating pump 10, can quickly respond to flow regulation commands, ensuring the timeliness and accuracy of coolant distribution.

[0031] A second temperature sensor 80 is installed on the coolant branch 1-50 on the motor side to detect the coolant temperature at the inlet of the motor 50; a third temperature sensor 90 is installed on the coolant branch 1-60 on the electronic control side to detect the coolant temperature at the inlet of the MCU. The two temperature sensors provide direct feedback signals for the temperature control of the motor 50 and the MCU, respectively. The proportional three-way valve 70 can precisely adjust the flow distribution ratio based on these two temperature data to achieve on-demand heat dissipation. For example, when the second temperature sensor 80 detects that the inlet temperature of the motor 50 is too high, the proportional three-way valve 70 increases the flow rate on the motor 50 side; when the third temperature sensor 90 detects that the inlet temperature of the MCU is too low, it can reduce the flow rate on the electronic control side to avoid energy waste caused by over-cooling.

[0032] This invention also provides a vehicle employing the aforementioned thermal management system, particularly a new energy vehicle or an electric vehicle. This thermal management system significantly improves the operational stability and reliability of the vehicle's motor 50 and electronic control system, shortens the motor 50's warm-up time, and reduces energy consumption during low-temperature driving. Simultaneously, through precise flow distribution and pipeline switching, it reduces ineffective energy consumption in the cooling system, improving overall vehicle energy efficiency. Furthermore, the system's integrated design and simplified pipeline layout also help reduce vehicle manufacturing costs and maintenance complexity.

[0033] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A vehicle thermal management system, characterized in that, include: A coolant circuit connected to the motor is provided with a circulating pump, a low-temperature radiator and a wax-type three-way valve. The coolant circuit includes a first circulation pipe and a second circulation pipe, and the low-temperature radiator is located on the second circulation pipe. When the coolant temperature is less than or equal to the first temperature threshold, the wax-type three-way valve switches to the first working position, connecting the first circulation pipeline and disconnecting the second circulation pipeline. When the coolant temperature is higher than the first temperature threshold, the wax-type three-way valve switches to the second working position, disconnecting the first circulation pipeline and connecting the second circulation pipeline.

2. The vehicle thermal management system according to claim 1, characterized in that, A first temperature sensor is also provided on the coolant circuit, which is used to detect the temperature of the coolant after passing through the low-temperature radiator.

3. A vehicle thermal management system according to claim 2, characterized in that, The first port of the wax-type three-way valve is connected to the outlet of the low-temperature radiator, the second port of the wax-type three-way valve is connected to the coolant outlet of the motor and the inlet of the low-temperature radiator, and the third port of the wax-type three-way valve is connected to the inlet of the circulating pump.

4. A vehicle thermal management system according to claim 3, characterized in that, The first temperature sensor and the wax-type three-way valve form an integrated temperature control assembly, with the first temperature sensor located on one side near the third port of the wax-type three-way valve.

5. A vehicle thermal management system according to claim 4, characterized in that, The integrated temperature control assembly includes a three-way valve body, a mounting part integrally connected to the three-way valve body, and three plug-in parts extending outward along the three-way valve body, with the three plug-in parts extending in three directions.

6. A vehicle thermal management system according to claim 1, characterized in that, It also includes an electronically controlled coolant branch, on which a motor control unit is installed.

7. A vehicle thermal management system according to claim 6, characterized in that, The coolant pipeline where the motor is located forms the coolant branch on the motor side, and the coolant branch on the motor side and the coolant branch on the electronic control side are connected in parallel through a proportional three-way valve.

8. A vehicle thermal management system according to claim 7, characterized in that, The first port of the proportional three-way valve is connected to the outlet of the circulating pump, the second port of the proportional three-way valve is connected to the coolant inlet of the motor, and the third port of the proportional three-way valve is connected to the coolant inlet of the motor control unit.

9. A vehicle thermal management system according to claim 8, characterized in that, A second temperature sensor is provided on the coolant branch on the motor side, and a third temperature sensor is provided on the coolant branch on the electronic control side.

10. A vehicle, characterized in that, Includes the thermal management system described in any one of claims 1-9.

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