Cooling liquid subsystem, thermal management system, control method, device, equipment, medium and vehicle

Abstract

The invention belongs to the technical field of thermal management, and discloses a cooling liquid subsystem, a thermal management system, a control method, device and equipment, a medium and a vehicle, the cooling liquid subsystem comprises a warm air loop, a battery loop and a first control valve, and the warm air loop comprises a condenser and a warm air core. The battery loop is coupled with the warm air loop through a first control valve, and the first control valve is a three-way proportional regulating valve and can regulate the flow of cooling liquid input into the battery loop. According to the cooling liquid subsystem, the thermal management system, the control method, the device, the equipment, the medium and the vehicle, the battery and the passenger compartment can be heated at the same time, and the influence of battery heating on the comfort of the passenger compartment is reduced.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology, and more particularly to a coolant subsystem, thermal management system, method, apparatus, medium, and vehicle. Background Technology

[0002] The thermal management system is a crucial component of a vehicle. It is primarily responsible for controlling and regulating the temperature of key components such as the passenger compartment, electric drive unit, and battery to ensure the vehicle operates efficiently, safely, and comfortably.

[0003] In related technologies, thermal management systems couple the heating circuit with the battery circuit in low-temperature environments to simultaneously meet the heating needs of the passenger compartment and the battery using the heating and air conditioning system. However, the coolant flowing from the heating circuit to the battery circuit cannot be quantitatively distributed. This results in the coolant flowing back from the battery circuit to the heating circuit being affected by the heating of the battery, causing its temperature to be too low. Consequently, the outlet air temperature of the heating and air conditioning system's heating core fluctuates significantly, affecting the comfort of the passenger compartment. Summary of the Invention

[0004] The purpose of this invention is to provide a coolant subsystem, thermal management system, control method, device, equipment, medium, and vehicle that can solve the technical problem of heat distribution failure when the passenger compartment and battery are heated simultaneously.

[0005] In a first aspect, embodiments of the present invention provide a coolant subsystem, including a heating circuit, a battery circuit, and a first control valve. The heating circuit includes a condenser and a heating core connected in series. The battery circuit is coupled to the heating circuit through the first control valve, which is a three-way proportional regulating valve.

[0006] In one embodiment, the first control valve is located between the outlet of the heater core and the inlet of the condenser.

[0007] In one embodiment, the battery circuit includes a battery heat exchanger and a battery heat exchange structure, the battery heat exchanger is connected to the first control valve and the condenser, and the battery circuit forms a passage through the second control valve.

[0008] In one embodiment, the second control valve includes a first interface, a second interface, and a third interface. The first interface is connected to the outlet of the battery heat exchange structure, the second interface is connected to the outlet of the battery heat exchanger, and the third interface is connected to the inlet of the battery heat exchanger. The first control valve is connected to the inlet of the battery heat exchanger through the second interface.

[0009] In one embodiment, the coolant subsystem further includes an electric drive heat exchange structure, the inlet and outlet of which are connected to form an electric drive circuit. The electric drive circuit is coupled to the battery circuit via a third control valve, which can also control the on / off state of the electric drive circuit.

[0010] In one embodiment, the electric drive circuit further includes a heat sink, and the third control valve is capable of controlling the on / off state of the heat sink and the electric drive heat exchange structure.

[0011] In one embodiment, the coolant subsystem further includes an air conditioning heat exchange sub-circuit, which includes a condenser and a radiator. The condenser is connected to the radiator and the heater core via a fourth control valve, which is a three-way valve.

[0012] Secondly, the present invention provides a thermal management system, including the coolant subsystem described in any of the above embodiments.

[0013] Thirdly, embodiments of the present invention provide a thermal management control method applicable to the thermal management system described in any of the above embodiments, the thermal management control method comprising:

[0014] In response to the vehicle's passenger compartment and / or battery requirements and vehicle information, the thermal management system is controlled to execute a first mode, the vehicle information including the real-time temperature of the vehicle's environment.

[0015] In one embodiment, when the real-time temperature of the vehicle's environment is greater than or equal to a first preset temperature but less than a second preset temperature, and there is a heating requirement in the passenger compartment, the first mode is the standard heating mode. The first control valve is controlled to create a path in the heating circuit, and the battery circuit is disconnected from the heating circuit. In another embodiment, the battery circuit includes a battery heat exchanger and a battery heat exchange structure. The battery heat exchanger connects the first control valve and the condenser, and the battery circuit is connected via a second control valve.

[0016] When the real-time temperature of the vehicle's environment is lower than the first preset temperature, and only the passenger compartment has a heating requirement, the first mode is a low-temperature heating cold start mode. The first control valve is controlled to couple the battery circuit with the heating circuit, and the second control valve is controlled to disconnect the battery heat exchange structure from the battery heat exchanger.

[0017] or,

[0018] When the real-time temperature of the vehicle's environment is lower than the first preset temperature, and both the passenger compartment and the battery have heating requirements, the first mode is a dual heating mode of low-temperature heating and battery heating. The first control valve is controlled to couple the battery circuit with the heating circuit, and the second control valve is controlled to form a circuit in the battery circuit.

[0019] In one embodiment, the coolant subsystem further includes an electric drive heat exchange structure, the inlet and outlet of the electric drive heat exchange structure are connected to form an electric drive circuit, the electric drive circuit is coupled to the battery circuit through a third control valve, and the third control valve can also control the on / off state of the electric drive circuit.

[0020] The vehicle information also includes whether the vehicle's electric drive unit has residual heat;

[0021] When the electric drive unit has residual heat and only the battery has a heating requirement, the first mode is the mode of heating the battery with residual heat from the electric drive. The first control valve is controlled to disconnect the battery circuit from the heating circuit, the second control valve is controlled to make the battery circuit open, and the third control valve is controlled to couple the electric drive circuit with the battery circuit.

[0022] or,

[0023] When the electric drive unit has residual heat and only the passenger compartment has a heating requirement, the first mode is the electric drive residual heat heating passenger compartment mode. The first control valve is controlled to couple the battery circuit with the heating circuit, the second control valve is controlled to disconnect the battery heat exchange structure from the battery heat exchanger, and the third control valve is controlled to couple the electric drive circuit with the battery circuit.

[0024] In one embodiment, the electric drive circuit includes a heat sink, and the third control valve can control the on / off state of the heat sink and the electric drive heat exchange structure.

[0025] The coolant subsystem also includes an air conditioning heat exchange sub-circuit, which includes a condenser and a radiator. The condenser is connected to the radiator and the heater core via a fourth control valve, which is a three-way valve.

[0026] When the electric drive unit has residual heat and the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature, but neither the battery nor the passenger compartment requires heating, the first mode is the standard cooling mode. The first control valve is controlled to disconnect the heating circuit and the battery circuit, the third control valve is controlled to connect the radiator and the electric drive heat exchange structure, and disconnect the battery circuit and the electric drive circuit; the fourth control valve is controlled to connect the condenser and the radiator, and disconnect the condenser and the heating core.

[0027] Fourthly, embodiments of the present invention provide a thermal management device applicable to the thermal management control method described in the above embodiments, comprising:

[0028] The vehicle information acquisition module is used to acquire, but is not limited to, the real-time temperature of the environment in which the vehicle is located;

[0029] The demand acquisition module is used to acquire the heating demand of the battery and / or the crew compartment;

[0030] The loop control module is communicatively connected to the vehicle information acquisition module and the current demand acquisition module, and the loop control module is used to control the first control valve.

[0031] Fifthly, embodiments of the present invention provide an electronic device, including at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the thermal management control method as described in any of the above embodiments.

[0032] In a sixth aspect, embodiments of the present invention provide a computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of the thermal management control method described in any of the above embodiments.

[0033] In a seventh aspect, embodiments of the present invention provide a vehicle, the vehicle including the thermal management system described in any of the above embodiments.

[0034] The beneficial effects of this invention are:

[0035] The coolant subsystem, thermal management system, control method, thermal management device, electronic equipment, and vehicle proposed in this invention can use a first control valve to precisely distribute the coolant for heating the passenger compartment and the battery, thereby reducing the fluctuation of the outlet air temperature of the heater core and improving the comfort of the passenger compartment during heating when heating the passenger compartment and the battery simultaneously. Attached Figure Description

[0036] Figure 1 This is a schematic diagram of the coolant subsystem in an embodiment of the present invention;

[0037] Figure 2 This is a schematic diagram of the coolant flow path under the standard refrigeration mode in an embodiment of the present invention;

[0038] Figure 3 This is a schematic diagram of the coolant flow path under the standard heating mode in an embodiment of the present invention;

[0039] Figure 4This is a schematic diagram of the flow path of the coolant in the low-temperature heating cold start mode in an embodiment of the present invention;

[0040] Figure 5 This is a schematic diagram of the coolant flow path in the electric drive waste heat heating crew compartment mode of this embodiment of the invention;

[0041] Figure 6 This is a schematic diagram of the flow path of the coolant in the electric drive waste heat heating battery mode in an embodiment of the present invention;

[0042] Figure 7 This is a schematic diagram of the flow path of the coolant in the dual heating modes of low temperature heating and battery heating in an embodiment of the present invention.

[0043] In the picture:

[0044] 1. Condenser; 2. Heater; 3. Warm air core; 4. Battery heat exchange structure; 5. Battery heat exchanger; 6. First control valve; 61. First port; 62. Second port; 63. Third port; 7. Second control valve; 71. First interface; 72. Second interface; 73. Third interface; 8. Third control valve; 81. First liquid inlet; 82. Second liquid inlet; 83. Third liquid inlet; 84. Liquid outlet; 9. Electric drive heat exchange structure; 10. Radiator; 11. Fourth control valve; 111. First connecting port; 112. Second connecting port; 113. Third connecting port; 12. Water pump. Detailed Implementation

[0045] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0046] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction 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.

[0047] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0048] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, 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 present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0049] refer to Figure 1 As shown, this embodiment of the invention provides a thermal management system for a vehicle. The thermal management system includes a refrigerant subsystem and a coolant subsystem. The coolant subsystem includes a heater circuit, a battery circuit, and a first control valve 6. The heater circuit includes a condenser 1, a heater 2, and a heater core 3, which are connected in series to form the heater circuit. The battery circuit includes a battery heat exchange structure 4 and a battery heat exchanger 5, the battery heat exchange structure 4 being used to cool or heat the vehicle's battery. The first control valve 6 is a three-way proportional regulating valve, used to couple the heater circuit and the battery circuit, and to regulate the coolant flow rate from the heater circuit into the battery circuit.

[0050] The aforementioned coolant subsystem uses a first control valve 6 to connect the battery circuit to the heating circuit. The first control valve 6 is a three-way proportional regulating valve. When the condenser 1 and heater 2 heat the battery and passenger compartment, the coolant flow rate to the battery circuit can be adjusted via the first control valve 6. This minimizes the coolant flow rate to the battery circuit while still meeting the battery heating requirements, thereby reducing the range of coolant temperature drop caused by battery heating. The coolant, after passing through the condenser 1 and heater 2, can promptly reach the required temperature for the passenger compartment, ensuring comfortable heating. The coolant flow rate to the battery circuit can be adjusted according to the required heating temperature of the passenger compartment. For example, the higher the required heating temperature of the passenger compartment, the smaller the coolant flow rate to the battery circuit.

[0051] In some embodiments, the refrigerant subsystem includes a compressor, a condenser 1, a throttling device, and an evaporator. The condenser 1 contains refrigerant and coolant pipes. The coolant pipes in the condenser 1 are connected to a heater 2 and a heater core 3 to form a heater circuit. The refrigerant pipes in the condenser 1 are connected to the compressor, the throttling device, and the evaporator to form the refrigerant subsystem. The evaporator is a device that releases cold energy by evaporating the refrigerant in the refrigerant pipes. The condenser 1 is a device that releases heat by condensing the refrigerant in the refrigerant pipes. In other words, the evaporator is a device in the refrigerant subsystem that generates cold energy, and the condenser 1 is a device in the refrigerant subsystem that generates heat. The throttling device is used to throttle and reduce the pressure of the refrigerant input to the compressor. The evaporator includes an interior heat exchanger and a battery heat exchanger 5. The interior heat exchanger can use refrigerant to cool the vehicle's passenger compartment. The battery heat exchanger 5 also contains coolant and coolant pipes. The coolant pipes in the battery heat exchanger 5 are connected to the battery heat exchange structure 4 to form a battery circuit. The refrigerant and coolant can exchange heat in the battery heat exchanger 5 and the condenser 1.

[0052] In some embodiments, the thermal management system includes a standard heating mode. For example, when the real-time temperature of the vehicle's environment is greater than or equal to a first preset temperature but less than a second preset temperature, and there is a heating demand in the passenger compartment, the standard heating mode is activated. The coolant absorbs heat in the condenser 1, and this heat can be transferred to the heater core 3 through the heater circuit to heat the passenger compartment.

[0053] In some embodiments, the first preset temperature is -10°C and the second preset temperature is 15°C.

[0054] like Figure 3 The arrows indicate the circulation path of the coolant in standard heating mode. The coolant flows through condenser 1, heater 2, and heater core 3 before returning to condenser 1 to circulate and heat the passenger compartment. It is important to note that the battery circuit is not connected to the heater circuit in this mode. In this mode, the heat absorbed by the coolant in condenser 1 is provided by the refrigerant flowing through the refrigerant pipes in the refrigerant subsystem.

[0055] In some embodiments, the standard heating mode operates during normal spring and autumn seasons and when winter temperatures are relatively high. During operation, the heater 2 can be activated as needed, meaning that the heater 2 is not required in some embodiments.

[0056] In some embodiments, the thermal management system also includes a low-temperature heating mode. For example, when the real-time temperature of the vehicle's environment is lower than a first preset temperature and there is a heating demand in the passenger compartment, the low-temperature heating mode is activated. At this time, the evaporator in the refrigerant subsystem cannot meet the compressor's starting requirements by absorbing heat from the outside air, and the condenser 1 cannot provide sufficient heat to the coolant. Therefore, the heat carried by the coolant in the heating circuit can be used to heat the coolant in the battery heat exchanger 5, allowing the refrigerant in the battery heat exchanger 5 (which acts as the evaporator in the refrigerant subsystem) to obtain sufficient heat and evaporate completely into refrigerant gas. This satisfies the compressor's refrigerant requirements, enabling the compressor to deliver sufficient high-temperature, high-pressure refrigerant gas to the condenser 1, ensuring the normal operation of the refrigerant subsystem. In the refrigerant subsystem, the heat generated by the compressor is transferred through the refrigerant to the coolant in the condenser 1 of the coolant subsystem, enabling the compressor to be used for heating.

[0057] In some embodiments, the low-temperature heating mode includes a low-temperature heating cold start mode that only requires heating the passenger compartment, and a low-temperature heating and battery dual heating mode that requires simultaneous heating of the battery and passenger compartment. In the low-temperature heating cold start mode, to ensure the normal operation of the compressor, the battery heat exchanger 5 can transfer heat to the refrigerant. When the first control valve 6 couples the battery circuit to the heating circuit, at least the battery heat exchanger 5 can be connected to the heating circuit. Based on this, the coolant subsystem also includes a second control valve 7. The battery heat exchanger 5 remains connected to the first control valve 6 and the condenser 1. The battery heat exchanger 5 and the battery heat exchange structure 4 are switched on and off via the second control valve 7, meaning the second control valve 7 can control the on / off state of the battery circuit.

[0058] For example, if the real-time temperature of the vehicle's surroundings is less than or equal to the first preset temperature, and only the passenger compartment requires heating, the low-temperature heating cold start mode will be activated. Figure 4 As shown, the battery circuit is connected between the heater 2 and the condenser 1 using the first control valve 6, and the battery heat exchanger 5 is disconnected from the battery heat exchange structure 4 using the second control valve 7. This allows the coolant to flow through the first control valve 6, with a portion flowing back to the condenser 1 via the battery heat exchanger 5 and the other portion flowing directly back to the condenser 1 without passing through the battery heat exchange structure 4.

[0059] Alternatively, if the real-time temperature of the vehicle's surroundings is less than or equal to the first preset temperature, and both the passenger compartment and the battery require heating, the low-temperature heating and battery dual-heating modes will be activated. Figure 7 As shown, the battery circuit is connected between the heater 2 and the condenser 1 using the first control valve 6, and the battery heat exchanger 5 is connected to the battery heat exchange structure 4 using the second control valve 7, so as to realize the continuous circulation of coolant in the battery circuit. After passing through the first control valve 6, part of the coolant flows directly back to the condenser 1, and the other part circulates internally in the battery circuit before flowing back to the condenser 1.

[0060] Understandably, the first control valve 6 can be set between the outlet of the heater core 3 and the inlet of the condenser 1, in which case the heater core 3 is connected in series with the battery circuit, or it can be set between the outlet of the heater 2 and the inlet of the condenser 1, in which case the heater core 3 is connected in parallel with the battery circuit.

[0061] In some embodiments, the first control valve 6 is located between the heater core 3 and the condenser 1. The first control valve 6 includes a first port 61, a second port 62, and a third port 63. The first port 61 and the second port 62 are respectively connected to the outlet of the heater core 3 and the inlet of the condenser 1, the third port 63 is connected to the inlet of the battery heat exchanger 5, and the second port 62 is also connected to the outlet of the battery heat exchanger 5. In this embodiment, placing the first control valve 6 after the heater core 3 allows the heat generated by the heater 2 to be used entirely for heating the passenger compartment. At this time, the compressor starts by relying on the residual heat after passing through the heater core 3, which does not affect the heating of the passenger compartment (the coolant temperature at the outlet of the normal heater core 3 is in the range of 30℃-50℃, and the heat provided is sufficient for the compressor to start).

[0062] like Figure 4 The arrows indicate the circulation loop as the flow path of the coolant in the low-temperature heating cold start mode when the first control valve 6 is set between the heater core 3 and the condenser 1. After the coolant flows through the condenser 1, heater 2 and heater core 3, it is divided by the first control valve 6. One part flows through the third port 63 of the first control valve 6 to the inlet of the battery heat exchanger 5, and then flows out from the outlet of the battery heat exchanger 5 and flows to the condenser 1 to achieve circulation. The other part flows directly from the second port 62 of the first control valve 6 to the condenser 1 to achieve circulation.

[0063] In some embodiments, the first control valve 6 is located between the heater 2 and the warm air core 3. In this case, the warm air core 3 is connected in parallel with the battery heat exchanger 5, and the coolant is split after the heater 2, with one part flowing to the battery heat exchanger 5 and the other part flowing back to the condenser 1 after passing through the warm air core 3.

[0064] In some embodiments, the second control valve 7 includes a first port 71, a second port 72, and a third port 73. The first port 71 is connected to the outlet of the battery heat exchange structure 4, the third port 73 is connected to the inlet of the battery heat exchanger 5, the second port 72 is connected to the outlet of the battery heat exchanger 5, and the third port 63 is connected to the inlet of the battery heat exchanger 5 by connecting to the second port 72.

[0065] like Figure 7 The arrows shown indicate the flow path of the coolant in both low-temperature heating and battery dual-heating modes. Figure 4 The difference shown is that, Figure 7The first port 71 and the third port 73 of the second control valve 7 are connected, and Figure 4 The second port 72 and the third port 73 of the second control valve 7 are connected, that is... Figure 4 In this process, the coolant flows from the third port 63 of the first control valve 6 through the battery heat exchanger 5 via the following path: after flowing out of the third port 63, it flows sequentially through the second port 72 and the third port 73 of the second control valve 7 to the inlet of the battery heat exchanger 5, and then flows out from the outlet of the battery heat exchanger 5 towards the condenser 1. Figure 7 In the process, after the coolant flows out from the third port 63 of the first control valve 6, it passes through the battery heat exchange structure 4, the first port 71 of the first control valve 6, the third port 73 of the first control valve 6, and the battery heat exchanger 5 in sequence, and then flows back to the condenser 1 to use the heat generated by the heater 2 to heat the battery. The coolant achieves internal circulation in the battery circuit.

[0066] It should be emphasized that when the heat generated by the heater 2 is used to heat the battery heat exchange structure 4, the coolant first passes through the battery heat exchange structure 4 and then through the battery heat exchanger 5 to prioritize meeting the battery's heating needs. Although the temperature of the coolant decreases after passing through the battery heat exchange structure 4, it is still higher than the real-time temperature of the vehicle's environment, so it can still be used to assist the compressor in starting normally.

[0067] In other embodiments, the second control valve 7 is a two-way valve, with its two ends connected to the outlet of the battery heat exchange structure 4 and the inlet of the battery heat exchanger 5, respectively. In this case, under the dual heating mode of low-temperature heating and battery heating, the flow path of the coolant is as follows: the coolant flows out from the third port 63 of the first control valve 6, first flows through the battery heat exchanger 5, and then flows through the battery heat exchange structure 4 to achieve a continuous circulation of the battery circuit, thereby heating the battery. That is, the coolant first exchanges heat with the refrigerant in the battery heat exchanger 5, and then heats the battery.

[0068] In some embodiments, the coolant subsystem further includes an electric drive circuit, which includes an electric drive heat exchange structure 9. The inlet and outlet of the electric drive heat exchange structure 9 are connected via coolant pipes to form the electric drive circuit. The electric drive heat exchange structure 9 is used to absorb the heat generated by the vehicle's electric drive unit; that is, the electric drive heat exchange structure 9 is a device for releasing cold energy from the coolant in the electric drive circuit. The electric drive circuit dissipates heat naturally through the coolant pipes between the inlet and outlet of the electric drive heat exchange structure 9. For example, when the real-time temperature of the vehicle's environment is greater than or equal to a first preset temperature and less than a second preset temperature, the electric drive circuit is activated and circulated. At this time, the thermal management system is in standard heating mode.

[0069] The electric drive unit is part of the existing structure of the vehicle and includes at least the front motor and controller unit, the automatic driving controller, and the rear motor and controller unit, etc., which will not be described in detail here.

[0070] To fully utilize the waste heat from the electric drive unit, in some embodiments, the coolant subsystem also includes a third control valve 8. The electric drive circuit is coupled to the battery circuit via the third control valve 8, and the battery heat exchange structure 4 is always connected to the electric drive heat exchange structure 9 and the third control valve 8. The third control valve 8 can also control the on / off state of the electric drive circuit itself. Based on this, the thermal management system also includes a mode for heating the battery or passenger compartment using the waste heat from the electric drive unit. For example, when the temperature of the electric drive heat exchange structure 9 is greater than or equal to a third preset temperature, and the battery or passenger compartment has a heating requirement, the mode for heating the battery or passenger compartment using the waste heat from the electric drive unit is activated accordingly. The electric drive heat exchange structure 9 can be coupled to the battery circuit via the third control valve 8, thereby using the heat generated by the electric drive unit for heating the battery or passenger compartment.

[0071] In some embodiments, the third preset temperature is 35°C.

[0072] In some embodiments, the third control valve 8 includes a first inlet 81, a second inlet 82, and an outlet 84. The first inlet 81 and outlet 84 are respectively connected to the outlet and inlet of the electric drive heat exchange structure 9 to connect the electric drive circuit capable of natural heat dissipation. The second inlet 82 is connected to the outlet of the battery heat exchanger 5. The electric drive waste heat heating battery or crew compartment mode specifically includes an electric drive waste heat heating battery mode and an electric drive waste heat heating crew compartment mode. For example... Figure 5 The arrows indicate the flow path of the coolant in the electric drive waste heat heating crew compartment mode. The second inlet 82 and outlet 84 of the third control valve 8 are connected, the first inlet 81 is disconnected, and the third port 63 of the first control valve 6 is disconnected. After flowing out of the outlet of the electric drive heat exchange structure 9, the coolant flows sequentially through the second port 72 and the third port 73 of the second control valve 7, the battery heat exchanger 5, the second inlet 82 and the outlet 84 of the third control valve 8, and then back to the electric drive heat exchange structure 9, realizing the circulation of the coolant. In the battery heat exchanger 5, the coolant exchanges heat with the refrigerant flowing through the refrigerant subsystem, using the waste heat generated by the electric drive unit to heat the refrigerant to ensure the normal operation of the compressor. At this time, the compressor acts as a heat-generating element, used in conjunction with the condenser 1 to heat the crew compartment.

[0073] like Figure 6 The arrows indicate the flow path of the coolant in the battery heating mode using the waste heat from the electric drive. The second inlet 82 and outlet 84 of the third control valve 8 are connected, while the first inlet 81 is disconnected. The first port 71 and third port 73 of the second control valve 7 are connected, while the second port 72 is disconnected. After flowing out of the outlet of the electric drive heat exchange structure 9, the coolant flows sequentially through the battery, the second port 72 and third port 73 of the second control valve 7, the battery heat exchanger 5, the second inlet 82 and outlet 84 of the third control valve 8, and back to the electric drive heat exchange structure 9. Simultaneously, the coolant also forms an internal circulation between the battery heat exchange structure 4 and the battery heat exchanger 5, i.e., a continuous battery circuit circulation.

[0074] It is important to emphasize that the required heat is high when the thermal management system is in both low-temperature heating and battery dual-heating mode. Therefore, in some embodiments, when the thermal management system is in both low-temperature heating and battery dual-heating mode, the electric drive waste heat heating battery mode can also be activated when certain conditions are met. The low-temperature heating and battery dual-heating mode and the electric drive waste heat heating battery mode are defined as the passenger compartment and electric drive waste heat heating battery modes. For example, when the real-time temperature of the vehicle's environment is less than or equal to a first preset temperature, the temperature of the electric drive heat exchange structure 9 is greater than or equal to a third preset temperature, and both the passenger compartment and the battery have heating requirements, the second inlet 82 and outlet 84 of the third control valve 8 are connected, and the first inlet 81 is disconnected, so as to fully utilize the waste heat of the passenger compartment and the electric drive waste heat to achieve the maximum heating capacity of the thermal management system. Figure 7 The arrows shown indicate the flow path of the coolant in the circulation loop when the crew compartment and electric drive waste heat are in operation to heat the battery. Further details will not be provided here.

[0075] In some embodiments, the electric drive circuit also includes a radiator 10, and the third control valve 8 is a three-inlet, one-outlet valve. The third control valve 8 also includes a third liquid inlet 83, which is connected to the outlet of the radiator 10. Simultaneously, the inlet of the radiator 10 is connected to the outlet of the electric drive heat exchange structure 9. The third control valve 8 can control the on / off connection between the radiator 10 and the electric drive heat exchange structure 9. For example, when the temperature of the electric drive unit is greater than or equal to a third preset temperature, and the real-time ambient temperature of the vehicle is greater than or equal to a second preset temperature, natural heat dissipation alone cannot dissipate the heat from the electric drive heat exchange structure 9, and the battery and passenger compartment have no heating requirement, the third control valve 8 connects the radiator 10 to the electric drive heat exchange structure 9. At this time, the third liquid inlet 83 and the outlet 84 are connected, while the first liquid inlet 81 and the second liquid inlet 82 are both disconnected.

[0076] In some embodiments, the coolant subsystem further includes an air conditioning sub-circuit and a fourth control valve 11. The air conditioning sub-circuit includes a condenser 1 and a radiator 10. The fourth control valve 11 is a three-way valve connected to the coolant pipes of the condenser 1, heater 2, and radiator 10, and is used to control the on / off state of the air conditioning sub-circuit and the heating circuit. For example, when the real-time temperature of the vehicle is greater than or equal to a second preset temperature, and the passenger compartment and / or battery have a cooling requirement, the fourth control valve 11 connects the coolant pipes of the condenser 1 and the radiator 10 to achieve the continuous circulation of the air conditioning sub-circuit. The refrigerant exchanges heat with the coolant in the condenser 1 of the refrigerant subsystem, and the coolant absorbs the heat from the refrigerant and flows through the radiator 10 to dissipate heat.

[0077] In some embodiments, the connection of the air conditioning sub-circuit and the connection between the electric drive heat exchange structure 9 and the radiator 10 are performed in the standard cooling mode.

[0078] Specifically, the fourth control valve 11 includes a first connection port 111, a second connection port 112 and a third connection port 113. The first connection port 111 is connected to the outlet of the condenser 1, the second connection port 112 is connected to the inlet of the heater 2, and the third connection port 113 is connected to the inlet of the radiator 10 and the outlet of the electric drive heat exchange structure 9. The outlet of the radiator 10 is connected to the condenser 1.

[0079] like Figure 1 As shown, the conventional components of this thermal management system include a water pump 12, an expansion tank, etc. A water pump 12 is installed in at least one loop of the coolant subsystem. For example, in the heating loop, the water pump 12 is located between the condenser 1 and the heating heat exchanger. This water pump 12 is also located in the air conditioning subloop. In the battery loop, the water pump 12 is located between the outlet of the battery heat exchanger 5 and the inlet of the battery heat exchange structure 4. In the electric drive loop, the water pump 12 is located between the electric drive heat exchange structure 9 and the radiator 10, and the expansion tank is located in the electric drive loop.

[0080] This invention also provides a thermal management control method applicable to any thermal management system provided in this invention, the thermal management control method comprising:

[0081] In response to passenger compartment and / or battery requirements and vehicle information, the thermal management system is controlled to execute a first mode. The vehicle information includes the real-time temperature of the vehicle's environment. The passenger compartment and / or battery requirements include both heating and cooling requirements, and the specific required temperature for the passenger compartment and / or battery can be set.

[0082] In some embodiments, when the real-time temperature of the vehicle's environment is greater than or equal to a first preset temperature but less than a second preset temperature, and there is a heating demand in the passenger compartment, the first mode is the standard heating mode, which controls the first control valve 6 to create a circuit in the heating circuit, while the battery circuit is disconnected from the heating circuit.

[0083] In some embodiments, based on the setting of the second control valve 7, when the real-time temperature of the vehicle's environment is lower than the first preset temperature, and only the passenger compartment has a heating demand, the first mode is the low-temperature heating cold start mode in the low-temperature heating mode. The first control valve 6 is controlled to connect the battery circuit to the heating circuit, and the second control valve 7 is controlled to disconnect the battery heat exchange structure 4 and the battery heat exchanger 5. The coolant flowing from the condenser 1 flows through the heater 2 and then through the first control valve 6 to the battery heat exchanger 5. After exchanging heat with the refrigerant in the battery heat exchanger 5, it flows back to the condenser 1 to achieve circulation.

[0084] In some embodiments, based on the setting of the second control valve 7, when the real-time temperature of the vehicle's environment is lower than the first preset temperature, and both the passenger compartment and the battery have heating requirements, the first mode is a low-temperature heating mode with dual heating of low temperature heating and battery. The first control valve 6 is controlled to connect the battery circuit to the heating circuit and adjust the flow rate of coolant to the battery circuit according to the heating temperature required by the passenger compartment. The second control valve 7 is controlled to make the battery circuit form a passage, and the coolant achieves internal circulation in the battery circuit to heat the battery before flowing back to the condenser 1 to achieve circulation.

[0085] By adjusting the first control valve 6, the flow rate of coolant to the battery heat exchanger 5 can be adjusted, thereby reducing the impact of heating the battery on the comfort of the occupant cabin.

[0086] In some embodiments, based on the configuration of the electric drive circuit and the third control valve 8, the vehicle information also includes whether there is residual heat in the electric drive unit. For example, when the temperature of the electric drive heat exchange structure is greater than or equal to a third preset temperature, it indicates that there is usable residual heat in the electric drive unit. That is, when the temperature of the electric drive heat exchange structure 9 is greater than or equal to the third preset temperature, and only the battery has a heating requirement, the first mode is the electric drive residual heat heating battery mode, controlling the first control valve 6 to disconnect the battery circuit from the heating circuit, controlling the second control valve 7 to form a passage in the heat exchange circuit, and controlling the third control valve 8 to couple the electric drive circuit with the battery circuit; when the temperature of the electric drive heat exchange structure 9 is greater than or equal to the third preset temperature, and only the passenger compartment has a heating requirement, the first mode is the electric drive residual heat heating passenger compartment mode, controlling the first control valve 6 to couple the battery circuit with the heating circuit, controlling the second control valve 7 to disconnect the battery heat exchange structure 4 from the battery heat exchanger 5, and controlling the third control valve 8 to couple the electric drive circuit with the battery circuit.

[0087] In some embodiments, the electric drive circuit includes a radiator 10, and the third control valve 8 includes a first inlet 81, a second inlet 82, a third inlet 83, and an outlet 84. The first inlet 81 and the outlet 84 are respectively connected to the outlet and inlet of the electric drive heat exchange structure 9 to connect the electric drive circuit that can achieve natural heat dissipation through circulation. The second inlet 82 is connected to the outlet of the battery heat exchanger 5, the third inlet is connected to the outlet of the radiator 10, and the inlet of the radiator 10 is connected to the outlet of the electric drive heat exchange structure 9. That is, the third control valve 8 can control the on / off state of the radiator 10 and the electric drive heat exchange structure 9.

[0088] This thermal management control method also includes:

[0089] When the electric drive unit has residual heat, for example, the temperature of the electric drive heat exchange structure 9 is greater than or equal to the third preset temperature, and the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature, but the battery and passenger compartment have no heating requirements, the first control valve 6 is controlled to disconnect the heating circuit and the battery circuit, and the third control valve 8 is controlled to connect the radiator 10 and the electric drive heat exchange structure 9, disconnecting the battery circuit and the electric drive circuit, so that the radiator 10 can dissipate the residual heat generated by the electric drive unit.

[0090] In some embodiments, the coolant subsystem further includes an air conditioning sub-circuit, which in turn includes a condenser 1 and a radiator 10. The coolant pipes of the condenser 1, heater 2, and radiator 10 are connected via a fourth control valve 11. The thermal management control method further includes:

[0091] For example, when the real-time temperature of the vehicle is greater than or equal to the second preset temperature, and the passenger compartment and / or battery have a cooling requirement, the fourth control valve 11 connects the coolant pipe of the condenser 1 and the radiator 10 to realize the connection and circulation of the air conditioning sub-circuit. The refrigerant achieves heat exchange with the coolant in the condenser 1 of the refrigerant sub-system. After absorbing the heat of the refrigerant, the coolant flows through the radiator 10 to dissipate heat.

[0092] Corresponding to the thermal management control method provided in this embodiment of the invention, this embodiment also provides a thermal management device, which includes: a vehicle information acquisition module, a demand acquisition module, and a loop control module. The vehicle information module is used to acquire, but is not limited to, the real-time temperature of the vehicle's environment, and the demand acquisition module is used to acquire the battery and / or passenger compartment demand. The loop control module is communicatively connected to the vehicle information acquisition module and the demand acquisition module, and is used to control the first control valve 6. Of course, based on the configuration of the second control valve 7, the third control valve 8, and the fourth control valve 11, the loop control module can also control the second control valve 7, the third control valve 8, and the fourth control valve 11.

[0093] In some embodiments, the vehicle information acquisition module includes a temperature sensor, and the demand acquisition module includes at least one of a control button, a human-machine interface screen, or a voice interaction device.

[0094] The thermal management devices disclosed in the above embodiments can execute the thermal management control methods disclosed in the above embodiments and have the same or corresponding beneficial effects. To avoid repetition, they will not be described again here.

[0095] This invention also provides a computer-readable storage medium that stores a program or instructions that cause a computer to perform the steps of any of the above methods.

[0096] Based on the above description of the implementation methods, those skilled in the art can clearly understand that the embodiments of the present invention can be implemented using software and necessary general-purpose hardware, and of course, they can also be implemented using hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solutions of the embodiments of the present invention, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ROM), random access memory (RAM), flash memory, hard disk, or optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of this disclosure.

[0097] This invention provides an electronic device, including at least one processor and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the thermal management control method as described in any of the above embodiments.

[0098] This invention also provides a vehicle that includes any of the thermal management systems provided in this invention, which have the same or corresponding beneficial effects. To avoid repetition, these will not be described again here.

[0099] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A coolant subsystem, characterized in that, include: A heating circuit, comprising a condenser and a heating core connected in series; Battery circuit; The first control valve is a three-way proportional regulating valve, through which the battery circuit is coupled to the heating circuit.

2. The coolant subsystem according to claim 1, characterized in that, The first control valve is located between the outlet of the heater core and the inlet of the condenser.

3. The coolant subsystem according to claim 1, characterized in that, The battery circuit includes a battery heat exchanger and a battery heat exchange structure. The battery heat exchanger is connected to the first control valve and the condenser. The battery circuit forms a passage through the second control valve.

4. The coolant subsystem according to claim 3, characterized in that, The second control valve includes a first interface, a second interface, and a third interface. The first interface is connected to the outlet of the battery heat exchange structure, the second interface is connected to the outlet of the battery heat exchanger, and the third interface is connected to the inlet of the battery heat exchanger. The first control valve is connected to the inlet of the battery heat exchanger through the second interface.

5. The coolant subsystem according to any one of claims 1-4, characterized in that, The coolant subsystem also includes an electric drive heat exchange structure. The inlet and outlet of the electric drive heat exchange structure are connected to form an electric drive circuit. The electric drive circuit is coupled to the battery circuit through a third control valve, which can also control the on / off state of the electric drive circuit.

6. The coolant subsystem according to claim 5, characterized in that, The electric drive circuit also includes a radiator, and the third control valve can control the on / off state of the radiator and the electric drive heat exchange structure.

7. The coolant subsystem according to claim 6, characterized in that, The coolant subsystem also includes an air conditioning heat exchange sub-circuit, which includes a condenser and a radiator. The condenser is connected to the radiator and the heater core via a fourth control valve, which is a three-way valve.

8. A thermal management system, characterized in that, The coolant subsystem includes any one of claims 1-7.

9. A thermal management control method, characterized in that, The thermal management control method, applicable to the thermal management system as described in claim 8, comprises: In response to the vehicle's passenger compartment and / or battery requirements and vehicle information, the thermal management system is controlled to execute a first mode, the vehicle information including the real-time temperature of the vehicle's environment.

10. The thermal management control method according to claim 9, characterized in that, When the real-time temperature of the vehicle's environment is greater than or equal to the first preset temperature but less than the second preset temperature, and there is a heating requirement in the passenger compartment, the first mode is the standard heating mode. The first control valve is controlled to form a circuit in the heating circuit and to disconnect the battery circuit from the heating circuit.

11. The thermal management control method according to claim 9, characterized in that, The battery circuit includes a battery heat exchanger and a battery heat exchange structure. The battery heat exchanger is connected to the first control valve and the condenser. The battery circuit forms a passage through the second control valve. When the real-time temperature of the vehicle's environment is lower than the first preset temperature, and only the passenger compartment has a heating requirement, the first mode is a low-temperature heating cold start mode. The first control valve is controlled to couple the battery circuit with the heating circuit, and the second control valve is controlled to disconnect the battery heat exchange structure from the battery heat exchanger. or, When the real-time temperature of the vehicle's environment is lower than the first preset temperature, and both the passenger compartment and the battery have heating requirements, the first mode is a low-temperature heating and battery dual heating mode. The first control valve is controlled to couple the battery circuit with the heating circuit and adjust the flow of coolant to the battery circuit according to the heating temperature required by the passenger compartment. The second control valve is controlled to make the battery circuit form a passage.

12. The thermal management control method according to claim 11, characterized in that, The coolant subsystem also includes an electric drive heat exchange structure. The inlet and outlet of the electric drive heat exchange structure are connected to form an electric drive circuit. The electric drive circuit is coupled to the battery circuit through a third control valve. The third control valve can also control the on / off state of the electric drive circuit. The vehicle information also includes whether the vehicle's electric drive unit has residual heat; When the electric drive unit has residual heat and only the battery has a heating requirement, the first mode is the mode of heating the battery with residual heat from the electric drive. The first control valve is controlled to disconnect the battery circuit from the heating circuit, the second control valve is controlled to make the battery circuit open, and the third control valve is controlled to couple the electric drive circuit with the battery circuit. or, When the electric drive unit has residual heat and only the passenger compartment has a heating requirement, the first mode is the electric drive residual heat heating passenger compartment mode. The first control valve is controlled to couple the battery circuit with the heating circuit, the second control valve is controlled to disconnect the battery heat exchange structure from the battery heat exchanger, and the third control valve is controlled to couple the electric drive circuit with the battery circuit.

13. The thermal management control method according to claim 12, characterized in that, The electric drive circuit includes a heat sink, and the third control valve can control the on / off state of the heat sink and the electric drive heat exchange structure. The coolant subsystem also includes an air conditioning heat exchange sub-circuit, which includes a condenser and a radiator. The condenser is connected to the radiator and the heater core via a fourth control valve, which is a three-way valve. When the electric drive unit has residual heat and the real-time temperature of the vehicle's environment is greater than or equal to the second preset temperature, but neither the battery nor the passenger compartment requires heating, the first mode is the standard cooling mode. The first control valve is controlled to disconnect the heating circuit and the battery circuit, the third control valve is controlled to connect the radiator and the electric drive heat exchange structure, and disconnect the battery circuit and the electric drive circuit; the fourth control valve is controlled to connect the condenser and the radiator, and disconnect the condenser and the heating core.

14. A thermal management device, characterized in that, The thermal management control method applicable to any one of claims 9-13 includes: The vehicle information acquisition module is used to acquire, but is not limited to, the real-time temperature of the environment in which the vehicle is located; The demand acquisition module is used to acquire the heating demand of the battery and / or the crew compartment; The loop control module is communicatively connected to the vehicle information acquisition module and the demand acquisition module, and the loop control module is used to control the first control valve.

15. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor to enable the at least one processor to perform the thermal management control method as described in any one of claims 9-13.

16. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program or instructions that cause a computer to perform the steps of the thermal management control method as described in any one of claims 9-13.

17. A vehicle, characterized in that, Includes the thermal management system as described in claim 8.

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