Whole vehicle thermal management system and whole vehicle thermal management method

Abstract

The invention proposes a vehicle thermal management system (1), comprising: an electrically driven coolant circuit (100) in thermal communication with a drive motor (D); a battery coolant circuit (200) in thermal communication with the power battery module (B); and a passenger compartment coolant loop (300) in thermal communication with a passenger compartment heater (H), the electrically driven coolant loop (100), the battery coolant loop (200) and the passenger compartment coolant loop (300) being configured such that any two of the electrically driven coolant loop (100), the battery coolant loop (200) and the passenger compartment coolant loop (300) can independently exchange heat with each other. According to some embodiments of the invention, the cost can be significantly reduced by removing an additional electric heating source PTC, and the waste heat of the driving motor and the power battery module can be independently supplied to the passenger compartment for heating, that is, the driving motor and the power battery module do not influence each other, so that the energy can be utilized and the energy consumption can be reduced in a most efficient manner, and the control method is simple and reliable, and is suitable for popularization and application. And the use requirements of multiple working conditions and scenes can be met. The invention further provides a corresponding vehicle thermal management method.

Description

Technical Field

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

[0002] Heat pump systems are increasingly used in new energy vehicles, improving energy efficiency and increasing driving range in low temperatures. They can also raise cabin temperature for a warm and comfortable driving environment in cold conditions. However, current heat pump systems generally require high-voltage electric heating sources (PTCs) to work in conjunction with the battery and / or cabin at low, especially extremely low, temperatures. The additional high-voltage PTC increases energy consumption and the overall cost of the vehicle's thermal management system. Furthermore, there is significant room for improvement in maximizing energy utilization and expanding applications across various scenarios. Summary of the Invention

[0003] The purpose of this invention is to provide a vehicle thermal management system and a vehicle thermal management method, so as to at least partially solve the above-mentioned problems existing in the prior art.

[0004] According to a first aspect of the present invention, a vehicle thermal management system is provided, comprising:

[0005] The electric drive coolant circuit is thermally connected to the drive motor;

[0006] The battery coolant circuit is in thermal connection with the power battery module; and

[0007] The cabin coolant circuit is in thermal connection with the cabin heater.

[0008] The electric drive coolant circuit, the battery coolant circuit, and the cabin coolant circuit are configured such that any two of them can independently exchange heat with each other.

[0009] According to an optional embodiment of the invention, the electric drive coolant circuit and the cabin coolant circuit exchange heat with each other by means of a commonly connected heat exchange device or by switching to series connection.

[0010] According to an optional embodiment of the present invention, the cabin coolant circuit includes:

[0011] A first heat exchange branch, the first heat exchange branch being adapted to perform heat exchange with the electric drive coolant circuit;

[0012] A second heat exchange branch, the second heat exchange branch being adapted to perform heat exchange with the battery coolant circuit; and

[0013] A switching component is configured to selectively enable the first heat exchange branch and / or the second heat exchange branch by switching, such that the cabin coolant circuit can exchange heat with the electric drive coolant circuit and / or the battery coolant circuit through the enabled first heat exchange branch and / or second heat exchange branch.

[0014] According to an optional embodiment of the present invention, the vehicle thermal management system further includes:

[0015] A first heat exchanger is connected to the first heat exchange branch of the cabin coolant circuit and the electric drive coolant circuit; and

[0016] The second heat exchanger is connected to the second heat exchange branch of the cabin coolant circuit and the battery coolant circuit.

[0017] According to an optional embodiment of the invention, the cabin coolant circuit further includes a third heat exchange branch adapted to cool and / or dehumidify the cabin, and the switching component is configured to enable the third heat exchange branch by switching.

[0018] According to another optional embodiment of the present invention, the vehicle thermal management system further includes:

[0019] A first flow control structure, connected between the electric drive coolant circuit and the cabin coolant circuit, is configured to switch the electric drive coolant circuit and the cabin coolant circuit in series and disconnect them; and

[0020] An additional coolant circuit includes a first additional heat exchange branch adapted to perform heat exchange between the cabin coolant circuit and the battery coolant circuit.

[0021] According to an optional embodiment of the present invention, the vehicle thermal management system further includes:

[0022] A third heat exchanger is connected to the cabin coolant circuit and the additional coolant circuit; and

[0023] A fourth heat exchanger is connected to the first additional heat exchange branch of the battery coolant circuit and the additional coolant circuit.

[0024] According to an optional embodiment of the invention, the additional coolant circuit further includes a second additional heat exchange branch adapted to cool and / or dehumidify the cabin.

[0025] According to an optional embodiment of the invention, the additional coolant circuit further includes a third additional heat exchange branch adapted to perform heat exchange with the surrounding environment.

[0026] According to an optional embodiment of the present invention, the electric drive coolant circuit and the battery coolant circuit exchange heat with each other by switching to series connection.

[0027] According to an optional embodiment of the invention, the electric drive coolant circuit includes a bypass branch and an air heat exchange branch connected in parallel with each other, the air heat exchange branch being adapted to perform heat exchange with the surrounding environment.

[0028] According to an optional embodiment of the present invention, the vehicle thermal management system is configured to have a first mode in which the electric drive coolant circuit supplies heat to the passenger compartment coolant circuit separately.

[0029] According to an optional embodiment of the present invention, the vehicle thermal management system is configured to have a second mode in which the battery coolant circuit supplies heat to the passenger compartment coolant circuit separately.

[0030] According to an optional embodiment of the present invention, the vehicle thermal management system is configured to have a third mode in which the electric drive coolant circuit and the battery coolant circuit synchronously and independently supply heat to the passenger compartment coolant circuit.

[0031] According to an optional embodiment of the present invention, the vehicle thermal management system is configured to have a fourth mode in which the electric drive coolant circuit simultaneously supplies heat to the battery coolant circuit and the passenger compartment coolant circuit.

[0032] According to an optional embodiment of the present invention, the vehicle thermal management system is configured to have a fifth mode in which the power battery module self-heats by generating an oscillating current.

[0033] According to an optional embodiment of the present invention, the vehicle thermal management system is configured to have a sixth mode in which the electric drive coolant circuit supplies heat to the battery coolant circuit separately.

[0034] According to an optional embodiment of the present invention, the vehicle thermal management system is configured to have a seventh mode, in which the electric drive coolant circuit supplies heat to the battery coolant circuit, and the battery coolant circuit supplies heat to the passenger compartment coolant circuit.

[0035] According to an optional embodiment of the present invention, the vehicle thermal management system is configured to have an eighth mode, in which dehumidification of the passenger compartment can also be performed.

[0036] According to an optional embodiment of the present invention, the vehicle thermal management system is configured to have a ninth mode in which the battery coolant circuit and / or the passenger compartment coolant circuit exchange heat with the surrounding environment through the electric drive coolant circuit.

[0037] According to an optional embodiment of the present invention, the vehicle thermal management system is configured to have a tenth mode, in which the cabin coolant circuit and / or the battery coolant circuit are able to exchange heat with the surrounding environment via the third additional heat exchange branch.

[0038] According to a second aspect of the present invention, a vehicle thermal management method is provided, the vehicle thermal management method being performed using the vehicle thermal management system according to a first aspect of the present invention, and comprising:

[0039] Determine the thermal management requirements of the power battery module and passenger compartment based on the overall vehicle operating conditions; and

[0040] The operating mode of the vehicle thermal management system is determined based on the defined thermal management requirements.

[0041] The beneficial effects of the present invention, based on the above-described aspects, are that it provides a vehicle thermal management system and a corresponding method, wherein the waste heat from the drive motor and the power battery module can be independently supplied to the passenger compartment for heating, meaning that the two do not affect each other. This makes system control simple and reliable, and improves the energy utilization efficiency and flexibility of the vehicle. It also allows for the elimination of additional electric heating modules such as PTCs while ensuring passenger compartment heating, saving component costs and avoiding corresponding additional energy consumption. Furthermore, according to some optional embodiments of the present invention, the vehicle thermal management system and method expand the heat pump heat source, enabling simultaneous heat absorption from the environment, drive motor, and power battery module, thereby improving heating capacity. Attached Figure Description

[0042] The invention will now be described in more detail with reference to the accompanying drawings, which will provide a better understanding of its principles, features, and advantages. The drawings include:

[0043] Figure 1 A schematic structural diagram of a vehicle thermal management system according to an exemplary embodiment of the present invention is shown;

[0044] Figure 2 A schematic diagram of the loop operation of a first mode of a vehicle thermal management system according to an exemplary embodiment of the present invention is shown.

[0045] Figure 3 A schematic diagram of the loop operation of a second mode of a vehicle thermal management system according to an exemplary embodiment of the present invention is shown;

[0046] Figure 4 A schematic diagram of the loop operation of a third mode of a vehicle thermal management system according to an exemplary embodiment of the present invention is shown.

[0047] Figure 5 A schematic diagram of the loop operation of a fourth mode of a vehicle thermal management system according to an exemplary embodiment of the present invention is shown.

[0048] Figure 6 A schematic diagram of the loop operation of a fifth mode of a vehicle thermal management system according to an exemplary embodiment of the present invention is shown.

[0049] Figure 7 A schematic diagram of the loop operation of a sixth mode of a vehicle thermal management system according to an exemplary embodiment of the present invention is shown.

[0050] Figure 8 A schematic diagram of the loop operation of a seventh mode of a vehicle thermal management system according to an exemplary embodiment of the present invention is shown.

[0051] Figure 9 A schematic diagram of the loop operation of an example of an eighth mode of a vehicle thermal management system according to an exemplary embodiment of the present invention is shown.

[0052] Figure 10A and Figure 10B The circuit operation diagrams of an example of a ninth mode of a vehicle thermal management system according to an exemplary embodiment of the present invention are shown respectively.

[0053] Figure 11 A schematic structural diagram of a vehicle thermal management system according to another exemplary embodiment of the present invention is shown;

[0054] Figure 12 A schematic diagram of the loop operation of a first mode of a vehicle thermal management system according to another exemplary embodiment of the present invention is shown;

[0055] Figure 13 A schematic diagram of the loop operation of a second mode of a vehicle thermal management system according to another exemplary embodiment of the present invention is shown;

[0056] Figure 14 A schematic diagram of the loop operation of a third mode of a vehicle thermal management system according to another exemplary embodiment of the present invention is shown;

[0057] Figure 15 A schematic diagram of the loop operation of a fourth mode of a vehicle thermal management system according to another exemplary embodiment of the present invention is shown;

[0058] Figure 16A schematic diagram of the loop operation of a seventh mode of a vehicle thermal management system according to another exemplary embodiment of the present invention is shown;

[0059] Figure 17A and Figure 17B The circuit operation diagrams of an example of an eighth mode of a vehicle thermal management system according to another exemplary embodiment of the present invention are shown respectively;

[0060] Figure 18 A schematic diagram of the loop operation of an example of a tenth mode of a vehicle thermal management system according to another exemplary embodiment of the present invention is shown;

[0061] Figure 19 A flowchart illustrating the main steps of a vehicle thermal management method according to an exemplary embodiment of the present invention is shown;

[0062] Figure 20 A flowchart illustrating a specific control example of the vehicle thermal management method according to the present invention is shown;

[0063] Figure 21 A flowchart illustrating another specific control example of the vehicle thermal management method according to the present invention is shown; and

[0064] Figure 22 A flowchart illustrating yet another specific control example of the vehicle thermal management method according to the present invention is shown. Detailed Implementation

[0065] To make the technical problems to be solved, the technical solutions, and the beneficial technical effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and several exemplary embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of protection of this invention.

[0066] Figure 1 A schematic structural diagram of a vehicle thermal management system 1 according to an exemplary embodiment of the present invention is shown. Figure 1 As shown, a vehicle thermal management system 1 according to an exemplary embodiment of the present invention includes an electric drive coolant circuit 100 thermally connected to a drive motor D, a battery coolant circuit 200 thermally connected to a power battery module B, and a passenger compartment coolant circuit 300 thermally connected to a passenger compartment heater H. The media in the electric drive coolant circuit 100 and the battery coolant circuit 200 are known coolants, such as coolants comprising ethylene glycol and water, while the media in the passenger compartment coolant circuit 300 is a known refrigerant, such as commercially available R-1234yf or R-123a.

[0067] The electric drive coolant circuit 100 includes a drive motor D, a first booster 110, a second flow control structure 120, an outdoor heat exchanger R, a third flow control structure 130, and the first heat exchanger 10. The electric drive coolant circuit 100 also includes a bypass branch 101 and an air heat exchange branch 102 connected in parallel, wherein the outdoor heat exchanger R, used to perform heat exchange with the surrounding environment, is connected to the air heat exchange branch 102. The first booster 110 can be connected between the drive motor D and the second flow control structure 120 as shown, or at any other location in the circuit, and it can be a pump component. The second flow control structure 120 is a four-way reversing valve connected between the electric drive coolant circuit 100 and the battery coolant circuit 200, for example, its first inlet I... A Second Exit O B It is connected to the electric drive coolant circuit 100, and its first outlet O A Second entrance I B It is connected to the battery coolant circuit 200 and is thus configured to allow coolant to flow from the first inlet I by switching. A Flowing to the first exit O A (Flowing into battery coolant circuit 200) or flowing to the second outlet O B (Not flowing into the battery coolant circuit 200), that is, controlling the series connection and disconnection of the electric drive coolant circuit 100 and the battery coolant circuit 200. The third flow control structure 130 is a three-way valve, its inlet I A Connected to drive motor D, first outlet O B Connect to bypass branch 101, and the second outlet O C Connected to the air heat exchange branch 102, the third flow direction control structure 130 can execute the first outlet O B With the second exit O C The flow distribution between them. After the bypass branch 101 merges with the air heat exchange branch 102, it can be connected to the first inlet I of the second flow direction control structure 120. A The first heat exchanger 10 is connected to the first heat exchange branch 301 of the electric drive coolant circuit 100 and the cabin coolant circuit 300, and is adapted to perform heat exchange between the electric drive coolant circuit 100 and the cabin coolant circuit 300. The drive motor D generates heat during normal operation. When this heat needs to be used to heat the power battery module B and / or the cabin, it can be recovered via the second flow control structure 120 and / or the first heat exchanger 10 and supplied to the power battery module B and / or the cabin. When the heat generated by the drive motor D is too high, the excess heat can be released to the surrounding environment through the outdoor heat exchanger R. The first heat exchanger 10 is preferably a water-cooled condenser, thereby maximizing the heat received from the drive motor D and preventing icing.

[0068] The battery coolant circuit 200 includes a power battery module B, a second pressurization device 210, a second flow direction control structure 120, and a second heat exchanger 20. The second pressurization device 210 can be connected to the first outlet O of the power battery module B and the second flow direction control structure 120. A The second heat exchanger 20 can be located anywhere else in the circuit, and it can be a pump component. The second heat exchanger 20 is connected to the second heat exchange branch 302 of the battery coolant circuit 200 and the cabin coolant circuit 300, and is adapted to perform heat exchange between the battery coolant circuit 200 and the cabin coolant circuit 300. During normal operation, the power battery module B generates heat. Excess heat can be supplied to the cabin for heating as needed via the second heat exchanger 20, or released via the second flow control structure 120 and / or the second heat exchanger 20 through the electric drive coolant circuit 100 and / or the cabin coolant circuit 300. Furthermore, when the power battery module B requests heating in a low-temperature environment, it can also receive heat from the electric drive coolant circuit 100 and / or the cabin coolant circuit 300 via the second flow control structure 120 and / or the second heat exchanger 20. Of course, the power battery module B can also quickly obtain heat through battery self-heating technology. When needed, a portion of this heat can also be supplied to the passenger compartment for heating via the second heat exchanger 20, which will be described later.

[0069] The cabin coolant circuit 300 includes a main circuit 309 connecting the cabin heater H and the compressor C, wherein the output of the compressor C is connected to the cabin heater H. The cabin coolant circuit 300 also includes, as described above, a first heat exchange branch 301 connected to a first heat exchanger 10 and adapted to perform heat exchange with the electric drive coolant circuit 100, and a second heat exchange branch 302 connected to a second heat exchanger 20 and adapted to perform heat exchange with the battery coolant circuit 200. Furthermore, the cabin coolant circuit 300 includes: a third heat exchange branch 303 connected to an indoor evaporator E and adapted to perform cooling and / or dehumidification of the cabin; and a fourth branch 304 serving as a return branch. The cabin coolant circuit 300 also includes a switching assembly, such as... Figure 1 As shown, the switching assembly includes a first control valve 310, a second control valve 320, a third control valve 330, a fourth control valve 340, a fifth control valve 350, and a sixth control valve 360 ​​connected to the corresponding branches. The first control valve 310, second control valve 320, and third control valve 330 are flow control valves that control the flow of refrigerant, while the fourth control valve 340, fifth control valve 350, and sixth control valve 360 ​​are on / off valves that control the flow and shut-off of coolant. By switching the components, the corresponding branches can be activated to control the flow of coolant, enabling the cabin coolant circuit 300 to perform the corresponding heat exchange function through the activated branches.

[0070] In a vehicle thermal management system 1 according to an exemplary embodiment of the present invention, which has the above-described structural configuration, any two of the electric drive coolant circuit 100, battery coolant circuit 200, and passenger compartment coolant circuit 300 can independently exchange heat with each other by means of the first heat exchanger 10, the second heat exchanger 20, and the second flow control structure 120, thereby enabling the vehicle thermal management system 1 to realize multiple thermal management modes. The following is in conjunction with... Figures 2 to 10B This describes some of the thermal management modes that the vehicle thermal management system 1 according to this embodiment can achieve.

[0071] Figure 2 A schematic diagram of the loop operation in the first mode of the vehicle thermal management system 1 is shown. Figure 2 As shown, in the first mode, the first inlet I of the second flow direction control structure 120 A Connecting to the second exit O B Second entrance I B Connect to the first exit O A This prevents the electric drive coolant circuit 100 from being connected to the battery coolant circuit 200; the inlet I of the third flow control structure 130 A Only the first exit O is connected B By bypassing the outdoor heat exchanger R, only the bypass branch 101 is activated; in the switching assembly, the first control valve 310 and the fourth control valve 340 are open, while the other control valves are closed, and only the first heat exchange branch 301 is activated. Thus, in the first mode, the electric drive coolant circuit 100 can supply heat to the cabin coolant circuit 300 independently. Specifically, heat from the drive motor D is transferred via the first heat exchanger 10 to the first heat exchange branch 301 of the cabin coolant circuit 300, and as shown by the arrow in the figure, the heat passes through the compressor C and enters the cabin heater H to heat the cabin.

[0072] Figure 3 A schematic diagram of the loop operation in the second mode of the vehicle thermal management system 1 is shown. (For example...) Figure 3 As shown, in the second mode, the second flow control structure 120 is also switched to disconnect the electric drive coolant circuit 100 from the battery coolant circuit 200; the second control valve 320 and the fifth control valve 350 in the switching assembly are opened, while other control valves are closed, and only the second heat exchange branch 302 is activated. Thus, in the second mode, the battery coolant circuit 200 can supply heat to the cabin coolant circuit 300 independently. Specifically, heat from the power battery module B is transferred to the second heat exchange branch 302 of the cabin coolant circuit 300 via the second heat exchanger 20. As shown by the arrow in the figure, the heat passes through the compressor C and enters the cabin heater H to heat the cabin. In this way, the waste heat from the power battery module B can also be maximized by supplying heat to the cabin through the heat exchanger.

[0073] Figure 4 A schematic diagram of the loop operation in the third mode of the vehicle thermal management system 1 is shown. For example... Figure 4 As shown, in the third mode, the second flow control structure 120 is also switched to disable the connection between the electric drive coolant circuit 100 and the battery coolant circuit 200; the third flow control structure 130 is switched to enable only the bypass branch 101; in the switching assembly, the first control valve 310, the second control valve 320, the fourth control valve 340, and the fifth control valve 350 are opened, while the other control valves are closed, that is, the first heat exchange branch 301 and the second heat exchange branch 302 are enabled simultaneously. Thus, in the third mode, the electric drive coolant circuit 100 and the battery coolant circuit 200 can synchronously and independently supply heat to the cabin coolant circuit 300.

[0074] Figure 5 A schematic diagram of the loop operation in the fourth mode of the vehicle thermal management system 1 is shown. For example... Figure 5 As shown, in the fourth mode, the first inlet I of the second flow direction control structure 120 A Connect to the first exit O A Second entrance I B Connecting to the second exit O B This connects the electric drive coolant circuit 100 and the battery coolant circuit 200 in series; the inlet I of the third flow control structure 130 A Only the first exit O is connected B Only the bypass branch 101 is activated; the first control valve 310 and the fourth control valve 340 in the switching assembly are opened, while the other control valves are closed, and only the first heat exchange branch 301 is activated. Thus, in the fourth mode, the electric drive coolant circuit 100 can simultaneously supply heat to the battery coolant circuit 200 and the cabin coolant circuit 300. Specifically, the electric drive coolant circuit 100 is connected in series with the battery coolant circuit 200 via the second flow control structure 120, enabling it to directly transfer heat to the battery coolant circuit 200. At the same time, the heat from the electric drive coolant circuit 100 is also transferred via the first heat exchanger 10 to the first heat exchange branch 301 of the cabin coolant circuit 300, thereby heating the cabin through the cabin heater H.

[0075] Figure 6 A schematic diagram of the loop operation of the fifth mode of the vehicle thermal management system 1 is shown. In the fifth mode, the second flow control structure 120 is switched to disconnect the electric drive coolant circuit 100 from the battery coolant circuit 200, and the power battery module B self-heats by generating an oscillating current. Thus, in extremely low temperature conditions where the outdoor heat exchanger 40 is unusable, the heat generated by the drive motor D can be fully supplied to the passenger compartment heating, while the power battery module B can maintain its own operating efficiency through self-heating, thereby ensuring the normal operation of the vehicle.

[0076] Figure 7 A schematic diagram of the loop operation of the sixth mode of the vehicle thermal management system 1 is shown. In the sixth mode, the second flow control structure 120 is switched to connect the electric drive coolant circuit 100 and the battery coolant circuit 200 in series, so that the electric drive coolant circuit 100 can supply heat to the battery coolant circuit 200 independently.

[0077] Figure 8 A schematic diagram of the loop operation of the seventh mode of the vehicle thermal management system 1 is shown. In the seventh mode, the second flow control structure 120 switches to connect the electric drive coolant circuit 100 and the battery coolant circuit 200 in series, and the switching component switches to activate the second heat exchange branch 302, thereby supplying heat from the electric drive coolant circuit 100 to the battery coolant circuit 200, and simultaneously the battery coolant circuit 200 supplies heat to the passenger compartment coolant circuit 300. This mode can be activated when the heating priority of the power battery module B is higher than that of the passenger compartment, or when de-icing of the passenger compartment is required.

[0078] Figure 9 A schematic diagram illustrating the loop operation of an example of the eighth mode of the vehicle thermal management system 1 is shown. Figure 9 As shown, in this example, the first control valve 310, the third control valve 330, the fourth control valve 340, and the fifth control valve 350 of the switching component are opened, while the other control valves are closed, thus activating the first heat exchange branch 301 and the third heat exchange branch 303. Therefore, as indicated by the arrows in the figure, on the one hand, the cabin can be dehumidified via the indoor evaporator E through the third heat exchange branch 303; on the other hand, heat can be obtained from the electric drive coolant circuit 100 through the first heat exchange branch 301 to heat the cabin. Of course, cabin heating can be selectively performed according to demand. Furthermore, the operating states of the second flow direction control structure 120 and the third flow direction control structure 130 can also be determined according to actual operating conditions, and are not limited to the situation shown in the figure.

[0079] Figure 10A and Figure 10B The diagram illustrates the operation of two circuits in the ninth mode of the vehicle thermal management system 1. In the ninth mode, the battery coolant circuit 200 and / or the passenger compartment coolant circuit 300 exchange heat with the surrounding environment through the electric drive coolant circuit 100, specifically including the release of heat. Specifically, in one example of the ninth mode, such as... Figure 10A As shown, the second flow control structure 120 is switched to prevent the electric drive coolant circuit 100 from connecting with the battery coolant circuit 200; the inlet I of the third flow control structure 130 A Only the second exit O is connected CThe air heat exchange branch 102 is activated; the first control valve 310, the second control valve 320, the third control valve 330, and the sixth control valve 360 ​​in the switching assembly are opened, while the other control valves are closed, and the first heat exchange branch 301, the second heat exchange branch 302, the third heat exchange branch 303, and the fourth branch 304 are activated, thereby achieving the desired effect. Figure 10A As indicated by the arrows, the heat absorbed by the cabin from the indoor evaporator E, along with the heat from the power battery module B via the second heat exchanger 20, converges into the main circuit 309 via the third heat exchange branch 303 and the second heat exchange branch 302, then enters the first heat exchange branch 301. This heat is then transferred to the electric drive coolant circuit 100 via the first heat exchanger 10 and released to the surrounding environment through the outdoor heat exchanger R. In another example of the ninth mode, as... Figure 10B As shown, the second flow control structure 120 switches to connect the electric drive coolant circuit 100 and the battery coolant circuit 200 in series, while the switching component switches to disable the second heat transfer branch 302. Thus, heat from the passenger compartment is transferred to the electric drive coolant circuit 100 via the first heat exchanger 10, and heat from the power battery module B is directly transferred to the electric drive coolant circuit 100. This heat is also released to the surrounding environment through the outdoor heat exchanger R. Alternatively, heat can be absorbed from the surrounding environment and transferred to the electric drive coolant circuit 300 via the outdoor heat exchanger R as needed, and heat can be supplied to the battery coolant circuit 200 and / or the passenger compartment coolant circuit 300 via the electric drive coolant circuit 300 by selectively executing the appropriate mode described above. The specific implementation of the ninth mode can be determined based on the actual operating conditions of the vehicle and other conditions.

[0080] The vehicle thermal management system 1 according to an exemplary embodiment of the present invention and some exemplary operating modes thereof have been described above. However, the vehicle thermal management system 1 according to the present invention is not limited to the exemplary embodiment described above. Another exemplary embodiment of the vehicle thermal management system 1 according to the present invention and its exemplary operating modes are described below.

[0081] like Figure 11 As shown, in another exemplary embodiment, the vehicle thermal management system 1 also includes an electric drive coolant circuit 100 thermally connected to the drive motor D, a battery coolant circuit 200 thermally connected to the power battery module B, and a cabin coolant circuit 300 thermally connected to the cabin heater H. Figures 1 to 10BThe difference in the exemplary embodiment shown is that, in this exemplary embodiment, the media of the electric drive coolant circuit 100, the battery coolant circuit 200, and the cabin coolant circuit 300 are all known coolants, such as coolants including ethylene glycol and water. The electric drive coolant circuit 100 and the cabin coolant circuit 300 do not exchange heat through the first heat exchanger 10, but rather exchange heat by being able to be switched into series connection. For this purpose, a first flow direction control structure 10', which serves as a four-way reversing valve, is connected between the electric drive coolant circuit 100 and the cabin coolant circuit 300. Similar to the second flow direction control structure 120, this first flow direction control structure 10' is configured to be able to switch the electric drive coolant circuit 100 and the cabin coolant circuit 300 into series connection and disconnection. Therefore, when the first flow control structure 10' switches to connect the electric drive coolant circuit 100 and the cabin coolant circuit 300 in series, the heat from the electric drive coolant circuit 100 can be directly transferred to the cabin coolant circuit 300, and vice versa, thus achieving direct heat exchange between the two. In this way, the waste heat from the drive motor D can be directly supplied to the cabin for heating, maximizing its utilization. Furthermore, under such direct heating conditions, the compressor C can be turned on or off depending on the operating conditions. For example, the compressor C can be turned off under medium to low temperature conditions, while it can be turned on under extremely low temperature conditions. This avoids the situation where the compressor must be turned on when the cabin uses the waste heat from the drive motor, thereby further achieving energy saving.

[0082] Furthermore, in this exemplary embodiment, heat can be exchanged between the cabin coolant circuit 300 and the battery coolant circuit 200 via an auxiliary coolant circuit 400. The medium in the auxiliary coolant circuit 400 is a known refrigerant, such as commercially available refrigerants like R-1234yf or R-123a. Additionally, the auxiliary coolant circuit 400 is configured to perform cooling and / or dehumidification of the cabin, as well as heat exchange with the surrounding environment.

[0083] Specifically, the auxiliary coolant circuit 400 includes: a main circuit connecting a third heat exchanger 30 and a compressor C, wherein the output end of the compressor C is connected to the third heat exchanger 30, which is also connected to the cabin coolant circuit 300 to perform heat exchange between the auxiliary coolant circuit 400 and the cabin coolant circuit 300; and a first auxiliary heat exchange branch 401 connected to a fourth heat exchanger 40, which is also connected to the battery coolant circuit 200 to perform heat exchange between the auxiliary coolant circuit 400 and the battery coolant circuit 200. A second additional heat exchange branch 402 is connected to an indoor evaporator E and is adapted to perform cooling and / or dehumidification of the cabin; a third additional heat exchange branch 403 is connected to an additional outdoor heat exchanger R' and is adapted to perform heat exchange between the additional coolant circuit 400 and the surrounding environment; and an additional switching assembly includes multiple control valves (not marked in the figure) connected in the respective branches. By switching the control valves of the additional switching assembly, the flow mode of the coolant can be controlled by activating the respective branch, so that the additional coolant circuit 400 can perform the corresponding heat exchange function through the activated branch.

[0084] The vehicle thermal management system 1 according to this exemplary embodiment can still implement the above-described operating modes as well as many other operating modes.

[0085] For example, such as Figure 12 As shown, the first flow control structure 10' is switched to connect the electric drive coolant circuit 100 and the cabin coolant circuit 300 in series, while the second flow control structure 120 is switched to disconnect the electric drive coolant circuit 100 and the battery coolant circuit 200. The third flow control structure 130 is switched to enable only the bypass branch 101, thereby realizing the first mode, that is, the electric drive coolant circuit 100 supplies heat to the cabin coolant circuit 300 alone.

[0086] like Figure 13 As shown, the first flow control structure 10' is switched to prevent the electric drive coolant circuit 100 from communicating with the cabin coolant circuit 300, the second flow control structure 120 is switched to prevent the electric drive coolant circuit 100 from communicating with the battery coolant circuit 200, and the additional switching component of the additional coolant circuit 400 is switched to enable the first additional heat exchange branch 401 of the additional coolant circuit 400, so that the battery coolant circuit 200 can supply heat to the cabin coolant circuit 300 separately through the fourth heat exchanger 40, the first additional heat exchange branch 401 and the third heat exchanger 30, that is, to realize the second mode.

[0087] like Figure 14As shown, the third flow control structure 130 is switched to enable only the bypass branch 101, the first flow control structure 10' is switched to enable the electric drive coolant circuit 100 and the cabin coolant circuit 300 to be connected in series to directly transfer heat, the second flow control structure 120 is switched to enable the electric drive coolant circuit 100 and the battery coolant circuit 200 to be disconnected, and the additional switching component of the additional coolant circuit 400 is switched to enable the first additional heat exchange branch 401 of the additional coolant circuit 400, so that the battery coolant circuit 200 can supply heat to the cabin coolant circuit 300 through the fourth heat exchanger 40, the first additional heat exchange branch 401 and the third heat exchanger 30. This enables the third mode, that is, the electric drive coolant circuit 100 and the battery coolant circuit 200 supply heat to the cabin coolant circuit 300 synchronously and independently.

[0088] like Figure 15 As shown, the first flow control structure 10' is switched to connect the electric drive coolant circuit 100 and the cabin coolant circuit 300 in series, while the second flow control structure 120 is switched to connect the electric drive coolant circuit 100 and the battery coolant circuit 200 in series. This enables the fourth mode, in which the electric drive coolant circuit 100 simultaneously supplies heat to both the battery coolant circuit 200 and the cabin coolant circuit 300.

[0089] and Figure 6 The operating mode of the aforementioned exemplary embodiment is similar. When the second flow control structure 120 is switched to make the electric drive coolant circuit 100 and the battery coolant circuit 200 disconnected, and the power battery module B performs self-heating by forming an oscillating current, the fifth operating mode can be realized.

[0090] and Figure 7 The operating mode of the aforementioned exemplary embodiment is similar. When the second flow control structure 120 is switched to connect the electric drive coolant circuit 100 and the battery coolant circuit 200 in series, and the first flow control structure 10' is switched to disconnect the electric drive coolant circuit 100 and the cabin coolant circuit 300, and the additional coolant circuit 400 is not activated, the sixth mode can be achieved, that is, the electric drive coolant circuit 100 can supply heat to the battery coolant circuit 200 independently.

[0091] like Figure 16As shown, the first flow control structure 10' is switched to disable the connection between the electric drive coolant circuit 100 and the cabin coolant circuit 300, while the second flow control structure 120 is switched to connect the electric drive coolant circuit 100 and the battery coolant circuit 200 in series. The additional switching component of the additional coolant circuit 400 is switched to enable the first additional heat exchange branch 401 of the additional coolant circuit 400. This enables the seventh mode, in which the electric drive coolant circuit 100 supplies heat to the battery coolant circuit 200, and the battery coolant circuit 200 supplies heat to the cabin coolant circuit 300.

[0092] like Figure 17A and 17B As shown, when the additional switching component is switched to enable the second additional heat exchange branch 402, the eighth mode can also be executed, namely, dehumidifying the cabin. This includes, for example... Figure 17A As shown, under low-temperature conditions, the first additional heat exchange branch 401 and / or the third additional heat exchange branch 403 can be activated simultaneously to supplement cabin heating. This combines the aforementioned activation of the first additional heat exchange branch 401 (showing the seventh mode in the figure) and / or the tenth mode described later to supplement cabin heating, thereby improving cabin temperature comfort while dehumidifying. On the other hand, when compressor C is limited by its minimum speed and is unsuitable under medium-low temperature conditions, it can also be used as follows... Figure 17B The diagram shows a combination of the aforementioned first and tenth modes for cabin reheating.

[0093] Furthermore, in the circuit diagram of the aforementioned related modes, when the third flow control structure 130 is switched to enable the air heat exchange branch 102, the ninth mode can also be realized, that is, the battery coolant circuit 200 and / or the cabin coolant circuit 300 can release heat through the electric drive coolant circuit 100. The corresponding diagrams are omitted here and will not be described in detail.

[0094] According to this embodiment, the vehicle thermal management system 1 can also realize a tenth mode, that is, the passenger compartment coolant circuit 300 and / or the battery coolant circuit 200 can exchange heat with the surrounding environment through a third additional heat exchange branch 403. This can include absorbing heat from the surrounding environment through an additional outdoor heat exchanger R' on the third additional heat exchange branch 403 to supply heat to the battery coolant circuit 200 and / or the passenger compartment coolant circuit 300. Figure 17A and Figure 17B As already partially shown, it may also include the cabin and battery module B releasing heat to the surrounding environment through an additional outdoor heat exchanger R' on a third additional heat exchange branch 403, such as Figure 18 As illustrated in the example.

[0095] Specifically, such as Figure 18As shown, in one example of the tenth mode, the additional switching component of the additional coolant circuit 400 is switched to enable the first additional heat exchange branch 401, the second additional heat exchange branch 402, and the third additional heat exchange branch 403; the cabin coolant circuit 300 and the electric drive coolant circuit 100 do not participate in heat exchange and are therefore omitted from the diagram; the first flow direction control structure 10' and the second flow direction control structure 120 are switched to disconnect the corresponding circuits, respectively. Thus, the heat absorbed by the cabin from the indoor evaporator E and the heat from the battery coolant circuit 200 via the fourth heat exchanger 40 can be released to the surrounding environment via the additional outdoor heat exchanger R', achieving cooling of the cabin and / or battery module B.

[0096] Those skilled in the art will understand that, based on the topology of the vehicle thermal management system 1 in the above exemplary embodiments, the vehicle thermal management system 1 can also have more operating modes, and the corresponding operating modes can be appropriately activated according to actual needs. For example, the vehicle thermal management system 1 can also have a mode in which the drive motor D generates additional heat to meet the corresponding heating demand, etc. In addition, some of the above operating modes can also be appropriately combined and executed according to actual needs.

[0097] The present invention also provides a vehicle thermal management method performed using the vehicle thermal management system 1 according to the present invention, such as... Figure 19 As shown, the method includes at least the following steps:

[0098] S1: Determine the thermal management requirements of power battery module B and the passenger compartment based on the vehicle's operating conditions; and

[0099] S2: Determine the operating mode of the vehicle thermal management system 1 based on the determined thermal management requirements.

[0100] Figure 20 A specific control example of the vehicle thermal management method according to the present invention is shown. For example... Figure 20As shown, in step S2000, the thermal management requirements are first determined based on the vehicle's operating conditions. If the determination result indicates that only passenger compartment heating is required, the process proceeds to step S2002 to enter the overall passenger compartment heating mode. In this overall mode, in step S2004, it is first determined whether the heat generated by the drive motor D meets the passenger compartment heating requirements. If it is determined that the heat generated by the drive motor D meets the passenger compartment heating requirements (the determination result in step S2004 is Y), the process proceeds to step S2006 to execute the first mode described above. If it is determined that the heat generated by the drive motor D does not meet the passenger compartment heating requirements (the determination result in step S2004 is N), the process proceeds to step S2008 to further determine whether the heat generated by the power battery module B meets the passenger compartment heating requirements. When it is determined that the heat generated by the power battery module B meets the cabin heating requirements (the judgment result in step S2008 is Y), proceed to step S2010 to execute the second mode described above; when it is determined that the heat generated by the power battery module B does not meet the cabin heating requirements (the judgment result in step S2008 is N), proceed to step S2012 to continue judging whether the sum of the heat generated by the drive motor D and the power battery module B meets the cabin heating requirements. When it is determined that the sum of the heat generated by the drive motor D and the power battery module B meets the cabin heating requirements (the judgment result in step S2012 is Y), proceed to step S2014 to execute the third mode described above; when it is determined that the sum of the heat generated by the drive motor D and the power battery module B does not meet the cabin heating requirements (the judgment result in step S2012 is N), proceed to step S2016 to continue judging whether the ambient heat can supply cabin heating. When it is determined that the ambient heat is sufficient to heat the passenger compartment (the determination result in step S2016 is Y), proceed to step S2018 to additionally execute the ninth or tenth mode described above; when it is determined that the ambient heat is insufficient to heat the passenger compartment (the determination result in step S2016 is N), for example, when the vehicle is in an extremely low temperature condition, proceed to step S2020, wherein, for example, the operating mode of the drive motor D can be adjusted to generate sufficient heat, and the passenger compartment can be heated by executing the third mode; and / or the operating mode of the battery module B can be adjusted to generate heat by forming an oscillating current, and the passenger compartment can be heated by executing the second mode.

[0101] Figure 21 Another specific control example of the vehicle thermal management method according to the present invention is shown. For example... Figure 21As shown, in step S2100, the thermal management requirements are first determined based on the vehicle's operating conditions. When the determination result indicates that only the power battery module needs heating, the process proceeds to step S2102 to enter the overall battery heating mode. In this overall mode, in step S2104, it is first determined whether the heat generated by the drive motor D meets the battery heating requirements. When it is determined that the heat generated by the drive motor D meets the battery heating requirements (the determination result in step S2104 is Y), the process proceeds to step S2106 to execute the sixth mode described above; when it is determined that the heat generated by the drive motor D does not meet the battery heating requirements (the determination result in step S2104 is N), the process proceeds to step S2108 to further determine whether the vehicle is stationary. When it is determined that the vehicle is stationary (the determination result in step S2108 is Y), proceed to step S2110 to execute the fifth mode described above; when it is determined that the vehicle is not stationary (the determination result in step S2108 is N), proceed to step S2112, where, for example, the operating mode of the drive motor D can be adjusted to generate sufficient heat, and the power battery module B can be heated by executing the sixth mode. Of course, in this example, a judgment related to ambient heat can also be added, and ambient heat can be appropriately used to heat the power battery module B.

[0102] Figure 22 Another specific control example of the vehicle thermal management method according to the present invention is shown. For example... Figure 22 As shown, in step S2200, the thermal management requirements are first determined based on the vehicle's operating conditions. When the determination result indicates that both the power battery module and the passenger compartment need to be heated simultaneously, the process proceeds to step S2202 to enter the dual heating mode. In this mode, in step S2204, it is first determined whether the heat generated by the drive motor D meets the dual heating requirements. When it is determined that the heat generated by the drive motor D meets the dual heating requirements (the determination result in step S2204 is Y), the process proceeds to step S2206 to execute the fourth mode described above; when it is determined that the heat generated by the drive motor D does not meet the dual heating requirements (the determination result in step S2204 is N), the process proceeds to step S2208 to further determine whether the vehicle is stationary. When it is determined that the vehicle is stationary (the determination result in step S2208 is Y), proceed to step S2210 to simultaneously execute the first mode and the fifth mode described above; when it is determined that the vehicle is not stationary (the determination result in step S2208 is N), proceed to step S2212, wherein, for example, the ninth or tenth mode may be additionally executed, and the operating mode of the drive motor D may be additionally or alternatively adjusted to generate sufficient heat, and the power battery module B and the passenger compartment may be heated simultaneously by executing the appropriate mode.

[0103] Of course, the vehicle thermal management method according to the present invention is also applicable to many other operating conditions, such as refrigeration, de-icing and dehumidification, which will not be listed here.

[0104] The vehicle thermal management system 1 and vehicle thermal management method according to various exemplary embodiments of the present invention can significantly reduce costs by removing the PTC, and by separating the heat exchange between the passenger compartment and the drive motor and power battery module, they can utilize multiple heat sources to heat the passenger compartment and / or power battery module in the most efficient way, thereby reducing energy consumption. Moreover, the control method is simple and reliable, and can meet the usage requirements of multiple operating conditions and scenarios.

[0105] Although specific embodiments of the invention have been described in detail herein, they are given for illustrative purposes only and should not be construed as limiting the scope of the invention. Various substitutions, alterations, and modifications can be conceived without departing from the spirit and scope of the invention.

Claims

1. A vehicle thermal management system (1), comprising: An electric drive coolant circuit (100) that is thermally connected to the drive motor (D); A battery coolant circuit (200) in thermal connection with the power battery module (B); and The cabin coolant circuit (300) is in thermal connection with the cabin heater (H). The electric drive coolant circuit (100), the battery coolant circuit (200), and the cabin coolant circuit (300) are configured such that any two of them can independently exchange heat with each other.

2. The vehicle thermal management system (1) according to claim 1, wherein, The electric drive coolant circuit (100) and the cabin coolant circuit (300) exchange heat with each other through a common heat exchange device or by switching to series connection.

3. The vehicle thermal management system (1) according to claim 1 or 2, wherein, The cabin coolant circuit (300) includes: A first heat exchange branch (301) is adapted to perform heat exchange with the electric drive coolant circuit (100); A second heat exchange branch (302), the second heat exchange branch (302) being adapted to perform heat exchange with the battery coolant circuit (200); and A switching component is configured to selectively enable the first heat exchange branch (301) and / or the second heat exchange branch (302) by switching, so that the cabin coolant circuit (300) can exchange heat with the electric drive coolant circuit (100) and / or the battery coolant circuit (200) through the enabled first heat exchange branch (301) and / or the second heat exchange branch (302).

4. The vehicle thermal management system (1) according to claim 3, wherein, The vehicle thermal management system (1) also includes: A first heat exchanger (10) is connected to the first heat exchange branch (301) of the cabin coolant circuit (300) and the electric drive coolant circuit (100); and A second heat exchanger (20) is connected to the second heat exchange branch (302) of the cabin coolant circuit (300) and the battery coolant circuit (200).

5. The vehicle thermal management system (1) according to claim 3, wherein, The cabin coolant circuit (300) further includes a third heat exchange branch (303) adapted to cool and / or dehumidify the cabin, and the switching assembly is configured to enable the third heat exchange branch (303) by switching.

6. The vehicle thermal management system (1) according to claim 1 or 2, wherein, The vehicle thermal management system (1) also includes: A first flow control structure (10'), connected between the electric drive coolant circuit (100) and the cabin coolant circuit (300), is configured to switch the electric drive coolant circuit (100) and the cabin coolant circuit (300) in series and disconnect them; and An additional coolant circuit (400) includes a first additional heat exchange branch (401) adapted to perform heat exchange between the cabin coolant circuit (300) and the battery coolant circuit (200).

7. The vehicle thermal management system (1) according to claim 6, wherein, The vehicle thermal management system (1) also includes: A third heat exchanger (30) is connected to the cabin coolant circuit (300) and the auxiliary coolant circuit (400); and A fourth heat exchanger (40) is connected to the first additional heat exchange branch (401) of the battery coolant circuit (200) and the additional coolant circuit (400).

8. The vehicle thermal management system (1) according to claim 6, wherein, The additional coolant circuit (400) also includes: A second additional heat exchange branch (402) suitable for cooling and / or dehumidifying the cabin; and / or A third additional heat exchange branch (403) suitable for performing heat exchange with the surrounding environment.

9. The vehicle thermal management system (1) according to any one of claims 1 to 8, wherein, The electric drive coolant circuit (100) and the battery coolant circuit (200) exchange heat with each other by switching to series connection; and / or The electric drive coolant circuit (100) includes a bypass branch (101) and an air heat exchange branch (102) connected in parallel with each other, the air heat exchange branch (102) being adapted to perform heat exchange with the surrounding environment.

10. The vehicle thermal management system (1) according to any one of claims 1 to 9, wherein, The vehicle thermal management system (1) is configured to have: In the first mode, the electric drive coolant circuit (100) supplies heat to the cabin coolant circuit (300) separately; In the second mode, the battery coolant circuit (200) supplies heat to the cabin coolant circuit (300) separately; In the third mode, the electric drive coolant circuit (100) and the battery coolant circuit (200) supply heat to the cabin coolant circuit (300) synchronously and independently. In the fourth mode, the electric drive coolant circuit (100) simultaneously supplies heat to both the battery coolant circuit (200) and the cabin coolant circuit (300). In the fifth mode, the power battery module (B) self-heats by generating an oscillating current; In a sixth mode, the electric drive coolant circuit (100) supplies heat solely to the battery coolant circuit (200); and / or In the seventh mode, the electric drive coolant circuit (100) supplies heat to the battery coolant circuit (200), and the battery coolant circuit (200) supplies heat to the cabin coolant circuit (300).

11. The vehicle thermal management system (1) according to claim 5 or 8, wherein, The vehicle thermal management system (1) is also configured to have: The eighth mode is also capable of performing dehumidification of the cabin.

12. The vehicle thermal management system (1) according to claim 9, wherein, The vehicle thermal management system (1) is also configured to have: In the ninth mode, the battery coolant circuit (200) and / or the cabin coolant circuit (300) exchange heat with the surrounding environment through the electric drive coolant circuit (100).

13. The vehicle thermal management system (1) according to claim 8, wherein, The vehicle thermal management system (1) is configured to have: In the tenth mode, the cabin coolant circuit (300) and / or the battery coolant circuit (200) are able to exchange heat with the surrounding environment via the third additional heat exchange branch (403).

14. A vehicle thermal management method, wherein the vehicle thermal management method is performed using a vehicle thermal management system (1) according to any one of claims 1 to 13, and comprises: The thermal management requirements of the power battery module (B) and passenger compartment are determined based on the vehicle's operating conditions. and The operating mode of the vehicle thermal management system (1) is determined based on the defined thermal management requirements.

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