Automobile thermal management system and control method

Abstract

According to the automobile thermal management system and the control method, the warming time of an engine is effectively shortened, and therefore the problem of engine oil emulsification is reduced or avoided. In order to achieve the purpose, the thermal management system of the automobile comprises an engine, a liquid pump, a first valve, a control unit and a heat preservation bin body, the heat preservation bin body comprises a shell part and a cover part, the shell part and the cover part define a sealing cavity, an in-cavity cooling liquid flow section is arranged in the sealing cavity, the first valve is in signal connection with the control unit, and the engine is provided with a cooling liquid in-machine circulation pipeline; the first valve is provided with a first communication position and a second communication position, and at the first communication position, the liquid pump, the in-cavity cooling liquid flow section and the in-machine cooling liquid circulation pipeline are communicated; and at the second communication position, the liquid pump is communicated with the circulation pipeline in the cooling liquid machine, and the cooling liquid flow section in the cavity is disconnected from the liquid pump, so that the warming-up time of the engine is effectively shortened, and the problem of engine oil emulsification is reduced or avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile technology, in particular to an automobile thermal management system and a control method. BACKGROUND

[0002] With the gradual popularity of hybrid cars, the development of hybrid engines has gradually become the research and development focus of major manufacturers. Hybrid engines differ greatly from traditional engines in terms of operating conditions, with the most significant being more frequent start-stop. The water vapor produced during engine combustion does not have enough time to be discharged outside the engine through the breathing system during short-time operation, but gradually condenses into liquid and flows back into the engine oil in the oil sump, thereby causing oil emulsification problems and shortening the service life of the oil. SUMMARY

[0003] The purpose of the present application is to provide an automobile thermal management system and a control method, which effectively shorten the warm-up time of the engine, thereby reducing or avoiding the problem of oil emulsification.

[0004] To achieve the above-mentioned purpose, the present application provides an automobile thermal management system, comprising an engine, a liquid pump, a first valve, a control unit and a heat preservation warehouse, the heat preservation warehouse comprising a shell part and a cover part, the shell part and the cover part enclosing a sealed cavity, the sealed cavity being provided with an in-cavity cooling liquid flow section, the first valve being signal connected with the control unit, the engine being provided with a cooling liquid in-engine flow pipeline; the first valve has a first communication position and a second communication position, in the first communication position, the liquid pump, the in-cavity cooling liquid flow section and the cooling liquid in-engine flow pipeline are in communication; in the second communication position, the liquid pump is in communication with the cooling liquid in-engine flow pipeline, and the in-cavity cooling liquid flow section is disconnected from the liquid pump.

[0005] In this way, the heat of the engine can be stored in the heat preservation warehouse, and when the engine needs to be warmed up, the cooling liquid in the heat preservation warehouse is used to communicate with the engine, thereby achieving rapid warming of the engine.

[0006] Optionally, the thermal management system comprises a heating device and a second valve, the heating device comprising a heating heat exchange element, the heating heat exchange element being in communication with the cooling liquid in-engine flow pipeline;

[0007] The second valve has a third communication position and a fourth communication position;

[0008] When the second valve is in the third communication position, the in-cavity cooling liquid flow section is in communication with the heating heat exchange element;

[0009] When the second valve is in the fourth communication position, the in-cavity coolant flow section is disconnected from the heating heat exchange element and connected to the in-vehicle coolant circulation pipeline.

[0010] By arranging the second valve, the heat preservation chamber body can also provide heat for the heating device alone in the state that the engine is not working.

[0011] Optionally, a heating element is arranged in the sealed cavity, and the in-cavity coolant flow section is formed by the wall part of the heating element.

[0012] By adopting the heat preservation chamber body with the heat preservation function and arranging the in-cavity coolant flow section by the heating element and the wall part of the sealed cavity, the heat of the in-cavity coolant flow section can be stored, and part of the heat in the normal running state of the engine can be recycled; meanwhile, the heating element can heat the in-cavity coolant flow section when needed, so as to ensure the reasonable temperature of the coolant in the in-cavity coolant flow section, and the coolant flowing through the in-cavity coolant flow section can be heated in real time in the heat exchange mode for warming up the engine, and the heating speed of the in-cavity coolant flow section per unit time can be improved under the action of the heat preservation chamber body; in the process of warming up the engine, the high-temperature coolant in the in-cavity coolant flow section can quickly enter the engine and exchange heat in the engine to warm up the engine. Compared with the traditional warming up mode, the warming up speed of the engine can be significantly improved, the working condition of frequent engine start and stop of the hybrid vehicle is more suitable, and the problem of engine oil emulsification due to slow engine warming up speed in the process of frequent start and stop of the hybrid vehicle is reduced or avoided.

[0013] Optionally, the shell part comprises a sealed inner shell and an outer shell, and the vacuum heat preservation cavity is defined between the inner shell and the outer shell. By adopting the double-layer shell part and arranging the vacuum heat preservation cavity by the inner shell and the outer shell, the in-cavity coolant flow section can have good heat storage performance, and the processing is facilitated.

[0014] Optionally, the cross-sectional area of the in-cavity coolant flow section decreases from the liquid inlet side to the liquid outlet side in the circulation direction of the coolant. In the in-cavity coolant flow section, the coolant flows in one direction, the liquid outlet side of the in-cavity coolant flow section is connected to the engine, so that the coolant in the in-cavity coolant flow section can always exchange heat with the heating element efficiently.

[0015] Optionally, the heating element is in a plate structure, the cavity cooling liquid flow section comprises a plurality of straight flow sections and turning flow sections connected in series, the straight flow sections are arranged in parallel, and the turning flow sections are connected between two adjacent straight flow sections; the two adjacent turning flow sections are staggered in the length direction of the heat preservation bin body. By means of the staggered arrangement, an S-shaped cavity cooling liquid flow section or a labyrinth-shaped cavity cooling liquid flow section formed by a plurality of S-shaped cavity cooling liquid flow sections can be formed, the length of the cavity cooling liquid flow section in the sealed cavity is increased, and the warm-up time is shortened.

[0016] Optionally, the cross-sectional area of the turning flow section is greater than that of one of the straight flow sections connected thereto and smaller than that of the other straight flow section connected thereto. In this way, the cross-sectional area of the cavity cooling liquid flow section can be formed in a stepped decreasing manner, and the cooling liquid flow resistance of the cavity cooling liquid flow section is reduced.

[0017] Optionally, the shell part and the cover part are each provided with a clamping groove, and the heating element is clamped to the corresponding clamping groove at both ends in the height direction. This connection mode is simple and convenient to assemble, and the sealed cavity can also limit the heating element to avoid misalignment of the heating element.

[0018] Optionally, the temperature detection device is further arranged to detect the temperature of the cooling liquid in the cavity cooling liquid flow section. The temperature of the cooling liquid in the cavity cooling liquid flow section is monitored by arranging the temperature detection device.

[0019] A control method of an automobile thermal management system, the control method comprising:

[0020] defining that the engine has a warm-up temperature C;

[0021] collecting the temperature C1 of the cooling liquid in the cavity cooling liquid flow section;

[0022] collecting the temperature C2 of the cooling liquid at the outlet of the engine;

[0023] comparing C2 and C, when C2 < C, determining that the engine is in a cold start condition, switching the first valve to the first communication position and the second valve to the fourth communication position; when C2 ≥ C, determining that the engine is in a normal condition;

[0024] after determining that the engine is in the normal condition, comparing C1 and C2, when C2 ≤ C1, switching the first valve to the second communication position;

[0025] When C2>C1, the difference between C2 and C1 is compared with a set temperature difference threshold value; when the temperature difference between C2 and C1 is greater than or equal to the set temperature difference threshold value, the first valve is switched to the first communication position and the second valve is switched to the fourth communication position; when the temperature difference between C2 and C1 is less than the set temperature difference threshold value, the first valve is switched to the second communication position.

[0026] By the way in the present application, the warm-up time of the engine can be shortened, the problem of oil emulsification can be reduced or avoided, and the heat energy of the engine under normal working conditions can be stored and utilized. BRIEF DESCRIPTION OF DRAWINGS

[0027] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the present application and, together with the description, serve to explain the principles of the present application.

[0028] Figure 1 is a structural schematic view of a heat preservation bin body in the embodiment of the present application, an axial side view;

[0029] Figure 2 is a side view of Figure 1 ;

[0030] Figure 3 is an exploded schematic view of Figure 1 ;

[0031] Figure 4 is a sectional view of the A-A side of Figure 2 ;

[0032] Figure 5 is a sectional view of the B-B side of Figure 2 ;

[0033] Figure 6 is a top view of a shell part;

[0034] Figure 7 is a side sectional view of Figure 6 ;

[0035] Figure 8 is a structural view of a heating element;

[0036] Figure 9 is a sectional view of a cover part;

[0037] Figure 10 is a bottom view of the cover part;

[0038] Figure 11 is a side view of a sealing cover;

[0039] Figure 12 is a top view of the shell part and the heating element after assembly;

[0040] Figure 13 is a schematic view of a first valve;

[0041] Figure 14 is a schematic view of a second valve;

[0042] Figure 15 is a structural diagram of a thermal management system, one;

[0043] Figure 16 is a structural diagram of a thermal management system, two;

[0044] Figure 17 is a flow chart of a control method of an automobile thermal management system.

[0045] Figures 1-15 in the middle: 1, heat preservation warehouse body; 101, shell part; 1011, liquid inlet joint; 1012, liquid outlet joint; 1013, sealing cavity; 10131, shell side clamping groove; 1014, outer shell; 1015, mounting flange; 1016, threaded hole; 1017, vacuum heat preservation cavity; 102, heating element; 1021, heating body; 1022, power supply lead wire; 103, water temperature sensor; 104, sealing ring; 105, cover part; 1051, cover side clamping groove; 1052, power line through hole; 1053, mounting groove; 1054, bolt through hole structure; 1055, PCB accommodating groove; 1056, mounting channel; 106, PCB board; 107, sealing cover; 1071, high-voltage electrical interface; 1072, low-voltage electrical interface; 108, connecting bolt; 2, engine; 201, first straight flow section; 202, second straight flow section; 203, third straight flow section; 31, first thermostat; 32, second thermostat; 4, liquid pump; 5, heating device; 6, radiator; 7, first valve; 701, first communication position; 702, second communication position; 8, second valve; 801, fourth communication position; 802, third communication position. DETAILED DESCRIPTION

[0046] The relational terms such as "first" and "second", and the like, are merely used to distinguish one from another of a same name, and do not necessarily require or imply there is any such actual relationship or order between the parts.

[0047] Please refer toFigures 1 to 14 , Figure 1 is a structure diagram of the heat preservation bin body 1 in the embodiment of the present application, an axial side view; Figure 2 is Figure 1 a side view; Figure 3 is Figure 1 an exploded diagram of Figure 4 ; Figure 2 is a cross-sectional view of the A-A side in Figure 5 ; Figure 2 is a cross-sectional view of the B-B side in Figure 6 ; is a top view of the shell part 101; Figure 7 is Figure 6 a side cross-sectional view of Figure 8 ; is a structure diagram of the heating part 102; Figure 9 is a cross-sectional view of the cover part 105; Figure 10 is a bottom view of the cover part 105; Figure 11 is a side view of the sealing cover 107; Figure 12 is a top view of the shell part 101 and the heating part 102 after being assembled; Figure 13 is a schematic diagram of the first valve 7; Figure 14 is a schematic diagram of the second valve 8.

[0048] As shown in Figure 1 , Figure 2 and Figure 7 , the present application provides a heat preservation bin body 1 having a heat preservation function, the heat preservation bin body 1 comprising a shell part 101 and a cover part 105, the shell part 101 and the cover part 105 being sealingly connected to enclose a sealed cavity 1013; as shown in Figures 3-5 , in order to realize the sealing connection of the shell part 101 and the cover part 105, a sealing ring 104 is arranged on the surface of the shell part 101 and the cover part 105 in contact with each other, the sealing ring 104 being arranged around the opening of the sealed cavity 1013, thereby forming a seal for the sealed cavity 1013; further, as shown in Figure 9 , in order to realize the positioning of the sealing ring 104, one of the shell part 101 and the cover part 105 is provided with a mounting groove 1053 for accommodating the sealing ring 104, the sealing ring 104 being placed in the mounting groove 1053 and at least partially extending out of the slot of the mounting groove 1053, when the shell part 101 and the cover part 105 are closed, the sealing ring 104 is pressed between the shell part 101 and the cover part 105; as shown in Figure 3 and Figure 10 , Figure 3 is an exploded diagram of Figure 1 ; Figure 10is a bottom view of the cover part 105, the shell part 101 and the cover part 105 can be connected in a threaded connection manner, the shell part 101 and the cover part 105 are both provided with bolt through hole structures 1054, and a connecting bolt 108 is used to pass through the corresponding bolt through hole structures 1054 to form the threaded connection of the two; thus the connection of the shell part 101 and the cover part 105 can be realized; of course, buckle connection, welding, gluing and the like can also be used. In addition, in addition to the sealing ring 104 realizing sealing, the sealing glue or the like can also be coated at the position where the shell part 101 and the cover part 105 are connected to realize sealing.

[0049] Referring to Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 , the heating element 102 is further arranged in the sealed cavity 1013, and a cavity cooling liquid flow section is defined between the heating element 102 and the wall part of the sealed cavity 1013; that is, the sealed cavity 1013 is provided with the cavity cooling liquid flow section, and the heating element 102 constitutes part of the wall part of the cavity cooling liquid flow section; the cavity cooling liquid flow section has an inlet side and an outlet side, and in the sealed cavity 1013, the cooling liquid flows in one direction, flows into the cavity cooling liquid flow section from the inlet side, and flows out from the outlet side.

[0050] Among them, the heating element 102 can have different shapes, including but not limited to plate, column, spiral, cone and the like. The heat preservation bin body 1 can also have different shapes, including but not limited to cuboid, cylinder, circular truncated cone, prism, prismatic truncated cone, sphere and the like; in addition to the above-mentioned shell part 101 and cover part 105 in a split manner, the shell part 101 and the cover part 105 can also be integrally formed, that is, the shell part 101 and the cover part 105 are integrated, and in the process of processing, the heating element 102 can be pre-placed in the processing mold, and the cover part 105 is manufactured by injection molding process. At this time, the process of installing the heating element 102 to the cover part 105 and the shell part 101 can be omitted, and the integration and sealing performance of the parts can be improved.

[0051] By using the heat preservation bin body 1 with heat preservation function, and by defining the cavity cooling liquid flow section between the heating element 102 and the heating element 102, and / or between the heating element 102 and the wall part of the sealed cavity 1013, the heat of the cavity cooling liquid flow section can be stored and recycled. Part of the heat under the normal running state of the engine 2 (that is, the normal working condition, under the normal working condition of the engine 2, the working temperature of the engine 2 is greater than the preset warm-up temperature).

[0052] In addition, the heating element 102 defines the cavity cooling liquid flow section in a manner that can heat the cavity cooling liquid flow section by the heating element 102 when needed, ensure the reasonable temperature of the cooling liquid in the cavity cooling liquid flow section, heat the cooling liquid flowing through the cavity cooling liquid flow section in the heat exchange mode of the engine 2 warming up (cold start condition, in the cold start condition, the temperature of the engine 2 is less than the preset warming up temperature, at this time, the cavity cooling liquid flow section is in the heat exchange mode of the engine warming up), and prevent the heat loss of the cooling liquid in the cavity cooling liquid flow section under the action of the heat preservation warehouse body 1, thereby improving the heating speed of the cavity cooling liquid flow section per unit time.

[0053] In the heat exchange process of the engine 2 warming up, the high-temperature cooling liquid in the cavity cooling liquid flow section can quickly enter the engine 2 and exchange heat in the engine 2 to warm up the engine 2. Compared with the traditional warming up mode, such warming up mode can significantly improve the warming up speed of the engine 2, is more suitable for the frequent start-stop working condition of the engine 2 of the hybrid vehicle, and reduces or avoids the problem of engine oil emulsification due to the slow warming up speed of the engine 2 in the process of frequent start-stop of the vehicle.

[0054] In a specific embodiment, as shown in Figure 4 , Figure 5 , Figure 6 and Figure 7 , the shell part 101 includes a sealed inner shell and an outer shell 1014, that is, the shell part 101 is a double-layer structure; the vacuum heat preservation cavity 1017 is defined between the inner shell and the outer shell 1014. By adopting the double-layer shell part 101 and defining the vacuum heat preservation cavity 1017 by the inner shell and the outer shell 1014, the cavity cooling liquid flow section can have good heat storage performance, and the processing is facilitated. Of course, the shell part 101 can also be a single-layer structure, and if the shell part 101 is a single-layer structure, the heat preservation function can be achieved by coating the shell part 101 with a heat preservation material. In addition, the vacuum heat preservation cavity 1017 can be filled with a heat preservation material to further improve the heat preservation effect of the shell part 101.

[0055] In the embodiment, the shell part 101 is also connected with a liquid inlet joint 1011 and a liquid outlet joint 1012; the liquid inlet joint 1011 is located on the aforementioned liquid inlet side, and the liquid outlet joint 1012 is located on the aforementioned liquid outlet side; the liquid inlet joint 1011 and the liquid outlet joint 1012 are used to connect the sealed cavity 1013 with the outside; the liquid inlet joint 1011 and the liquid outlet joint 1012 penetrate the shell part 101, that is, penetrate the outer shell 1014 and the inner shell in sequence and form a sealed connection with the outer shell 1014 and the inner shell, such as welding; of course, the liquid inlet joint 1011 and the liquid outlet joint 1012 can also be integrally formed with the shell part 101.

[0056] As shown in Figures 5 to 10As shown, the shell part 101 has a mounting flange 1015, the edge of which protrudes outward from the inner shell to the outside of the outer shell 1014; a threaded hole 1016 is formed in the mounting flange 1015 and is threadedly connected with the cover part 105, and the threaded hole 1016 is the aforementioned bolt through hole structure located in the shell part 101; by providing the mounting flange 1015, the area of contact between the shell part 101 and the cover part 105 can be increased, and the connection strength between the shell part 101 and the cover part 105 can be improved; the cover part 105 has a plug-in part and a connecting part, at least part of the plug-in part can be inserted through the opening of the shell part 101, and the connecting part is arranged outside the plug-in part and surrounds the plug-in part; the connecting part can be in contact with the mounting flange 1015 in the height direction and form a threaded connection with the mounting flange 1015; optionally, the aforementioned mounting groove 1053 for accommodating the sealing ring 104 is arranged in at least one of the connecting part and the mounting flange 1015; optionally, the mounting groove 1053 is arranged in the mounting flange 1015, and as shown in Figure 6 and Figure 9 As shown, the mounting groove 1053 is located on the inside of the threaded hole 1016, i.e., closer to one side of the sealing cavity 1013; in this way, the threaded hole 1016 can be prevented from damaging the mounting groove 1053.

[0057] In one specific embodiment, the shell part 101 and the cover part 105 are both provided with clamping grooves, and the heating element 102 is clamped at both ends in the height direction with the clamping grooves on the corresponding side. Such a connection method is relatively simple and facilitates assembly, and the sealing cavity 1013 can also limit the heating element 102 to prevent dislocation of the heating element 102; specifically, the heating element 102 is arranged up and down in the height direction of the shell part 101; and is clamped with the plug-in part of the inner shell and the cover part 105, respectively; that is, referring to Figure 7 , the inner shell is provided with a shell-side clamping groove 10131, which is recessed downward in the height direction to be closer to the side where the outer shell 1014 is located; referring to Figure 9 , the lower surface of the plug-in part is part of the wall of the sealing cavity 1013, and a cover-side clamping groove 1051 is formed in the lower surface thereof and is adapted to the shell-side clamping groove 10131; the lower end of the heating element 102 is clamped with the shell-side clamping groove 10131 and is sealedly connected with the cover-side clamping groove 1051 and the shell-side clamping groove 10131 by applying sealing glue; the upper side of the heating element 102 is clamped with the cover-side clamping groove 1051, and specifically, the cover-side clamping groove 1051 is also provided with a power line through hole 1052, which allows the power lead 1022 of the heating element 102 to pass through.

[0058] In the above embodiment, as shown in Figure 10As shown, the heating element 102 is in a plate structure, the cavity cooling liquid flow section includes a plurality of straight sections and turning sections connected in series, the straight sections are parallelly distributed, and the turning sections are connected between two adjacent straight sections; when the number of the heating element 102 is greater than or equal to 2, the heating elements 102 are parallelly arranged and respectively perpendicular to the bottom and the cover 105 of the inner shell, and in the height direction perpendicular to the heat preservation bin body 1, that is, in the horizontal direction, one side of the heating element 102 is tightly arranged with the side wall of the inner shell, and the other side is spaced apart from the side wall of the inner shell; thus, the turning sections and the straight sections parallelly arranged with each other can be formed, the turning sections are located in the horizontal direction and the positions where the heating elements 102 are spaced apart from the side wall of the inner shell; two adjacent turning sections are staggered in the length direction of the heat preservation bin body 1, that is, one side of one heating element 102 is spaced apart from the side wall of the inner shell to form one turning section, and the other side of the other heating element 102 is spaced apart from the side wall of the inner shell to form the other turning section; two adjacent heating elements 102 are respectively spaced apart from the side wall of the inner shell on different sides to form two adjacent turning sections arranged on different sides of the inner shell; through the staggered arrangement, an S-shaped cavity cooling liquid flow section or a labyrinth-shaped cavity cooling liquid flow section formed by a plurality of S-shaped sections can be formed, the length of the cavity cooling liquid flow section in the sealed cavity 1013 is increased, and the warm-up time is shortened.

[0059] In the above-mentioned embodiments, in the cavity cooling liquid flow section, the cooling liquid flows in one direction, the outlet side of the cavity cooling liquid flow section is connected with the engine 2, and the cross-sectional area of the cavity cooling liquid flow section decreases from the inlet side to the outlet side in the flow direction of the cooling liquid; the cross-sectional area of the cavity cooling liquid flow section refers to the cross section of the cooling liquid flowing through the cavity cooling liquid flow section, rather than the length direction of the cavity cooling liquid flow section. Thus, the cooling liquid in the cavity cooling liquid flow section can always be efficiently exchanged with the heating element 102.

[0060] Optionally, when the heating element 102 is in a spiral structure, the cross-sectional area of the cavity cooling liquid flow section can be adjusted by adjusting the non-screw pitch and the distance between the heating element 102 and the side wall of the inner shell. When the heating element 102 is in a plate structure, the cross-sectional area of the cavity cooling liquid flow section can be adjusted by adjusting the distance between the adjacent heating elements 102 and the side wall of the inner shell.

[0061] In the above-mentioned embodiments, when the heating element 102 is in a plate structure, the cross-sectional area of the turning section is greater than that of one of the straight sections connected therewith and smaller than that of the other straight section connected therewith. Optionally, the cross-sectional areas of two adjacent turning sections are different, the cross-sectional area of the turning section closer to the outlet side is smaller, and the cross-sectional area of the turning section closer to the inlet side is larger; in this way, the cross-sectional area of the cavity cooling liquid flow section can be formed in a stepped decreasing manner, and the flow resistance of the cooling liquid in the cavity cooling liquid flow section is reduced. Specifically, as shown in FIG. 2, the cross-sectional area of the turning section 102a is greater than that of the straight section 102b connected therewith and smaller than that of the straight section 102c connected therewith.Figure 12 As shown, the intracavity cooling liquid flow section includes a first straight section 201, a second straight section 202 and a third straight section 203, the cross-sectional area of the first straight section 201 is greater than that of the second straight section 202, and the cross-sectional area of the second straight section 202 is greater than that of the third straight section 203.

[0062] Specifically, as shown in Figure 3 and Figure 12 , in the height direction, the position of the liquid inlet joint 1011 of the heat preservation bin body 1 is lower than that of the liquid outlet joint 1012, that is, the liquid enters from below the device and flows out from above the device. When the heating element 102 starts heating, the temperature of the cooling liquid gradually increases in the flow process from the liquid inlet joint 1011 to the liquid outlet joint 1012, the temperature difference between the cooling liquid and the heating element 102 gradually decreases, and according to formula 1, the heat exchange amount gradually decreases. In order to ensure efficient heat exchange at all times, the application gradually reduces the flow cross-sectional area and increases the liquid flow rate, thereby increasing the heat exchange coefficient, and ultimately achieving an increase in the overall heat exchange amount.

[0063] (1)

[0064] In formula 1, Q represents the heat exchange amount, in kJ; A represents the heat exchange area, in m 2 ; h represents the convective heat exchange coefficient, in kJ / (m 2 ·K), which is related to the liquid flow rate; T2 represents the local surface temperature of the heating element 102, in K; and T1 represents the local temperature of the cooling liquid, in K.

[0065] Optionally, a temperature detection device is further included, which is used to detect the temperature of the cooling liquid in the intracavity cooling liquid flow section. By setting the temperature detection device, the temperature of the cooling liquid in the intracavity cooling liquid flow section is monitored.

[0066] Specifically, as shown in Figures 3-9 , the temperature detection device is a water temperature sensor 103, which can be a thermistor type water temperature sensor 103 or a thermocouple type water temperature sensor 103; the heat preservation bin body 1 is further provided with a control module, which includes a PCB board 106 integrated with a control unit; the water temperature sensor 103, the control module and the heating element 102 form a signal connection and an electrical connection.

[0067] In one specific embodiment, the plug-in part is provided with a mounting channel 1056, which penetrates the plug-in part in the height direction and connects the sealing cavity 1013 with the outside, and the mounting channel 1056 is used to mount the aforementioned water temperature sensor 103, so that the water temperature sensor 103 can be mounted, thereby detecting the temperature of the cooling liquid in the sealing cavity 1013 through the water temperature sensor 103.

[0068] Optionally, a PCB accommodating groove 1055 is formed at the top end of the insertion part away from the sealing cavity 1013, and the PCB accommodating groove 1055 is used to install a PCB 106. An installation channel 1056 is connected to the PCB accommodating groove 1055, so as to realize the electrical connection and signal connection between the heating element 102 and the PCB 106.

[0069] Specifically, as shown in Figures 8-10 the heating element 102 includes a heating body 1021 and a power supply lead 1022 drawn from the heating body 1021. In order to seal the PCB accommodating groove 1055, a sealing cover 107 is arranged at the slot opening of the PCB accommodating groove 1055, and the sealing cover 107 is connected to the cover part 105 in a clamping or buckling manner to form a sealed connection.

[0070] More specifically, in combination with Figures 8-10 and Figure 11 , the sealing cover 107 is provided with a high-voltage electrical interface 1071 and a low-voltage electrical interface 1072. The high-voltage electrical interface 1071 supplies high-voltage electricity to the heating element 102, one end of which is connected to the power supply lead 1022 of the heating element 102 through the circuit on the PCB 106, and the other end is connected to the power battery of the whole vehicle. The low-voltage electrical interface 1072 provides low-voltage electricity for the PCB 106, one end of which is connected to the PCB 106, and the other end is connected to the low-voltage battery of the whole vehicle.

[0071] In the actual assembly process, the heating element 102 is installed into the cover-side clamping groove 1051 of the cover part 105, sealed with sealant, and the power supply lead 1022 is drawn out through the power line through hole 1052. The heating element 102 and the cover part 105 can also be injection molded into one body, in which case the above installation operation can be omitted.

[0072] Next, the water temperature sensor 103 is installed into the water temperature sensor mounting hole 1056 of the cover part 105, and the power supply lead of the heating element 102 and the pin on the PCB 106 are connected by welding. The PCB 106 after welding is placed in the PCB mounting groove 1055 of the cover part 105, and then the sealing cover 107 is covered on the cover part 105, and at this time the high-voltage electrical interface 1071 and the low-voltage electrical interface 1072 on the sealing cover 107 are connected to the reserved plug-in connector on the PCB 106. After the above assembly is completed, the sealing ring 104 is installed into the sealing ring groove 1053 of the cover part 105.

[0073] Finally, the above assembly is connected to the shell part 101, the other end of the heating element 102 is clamped into the shell-side clamping groove 10131 of the shell part 101, and finally the bolt 108 is tightened to complete the assembly process.

[0074] As Figures 13-15In one embodiment of the present application, a thermal management system for a vehicle is also provided, which comprises a liquid pump 4, a first valve 7 and a control unit, the first valve 7 being in signal connection with the control unit; the engine 2 is provided with a cooling liquid in-engine flow pipeline, the first valve 7 has a first communication position 701 and a second communication position 702, at the first communication position 701, the liquid pump 4, the in-cavity cooling liquid flow section and the cooling liquid in-engine flow pipeline (engine 2) are in communication, at the second communication position 702, the liquid pump 4 is in communication with the cooling liquid in-engine flow pipeline (engine 2), and the in-cavity cooling liquid flow section (heat preservation warehouse body 1) is disconnected from the liquid pump 4.

[0075] In some alternative embodiments, the thermal management system comprises a heating device 5 and a second valve 8, the heating device 5 comprises a heating heat exchange element, and the second valve 8 has a third communication position 802 and a fourth communication position 801, when the second valve 8 is at the third communication position 802, the in-cavity cooling liquid flow section is in communication with the heating heat exchange element.

[0076] That is, when the second valve 8 is at the fourth communication position 801, the in-cavity cooling liquid flow section is disconnected from the heating heat exchange element, that is, disconnected from the heating device 5. The second valve 8 is switched between the third communication position 802 and the fourth communication position 801 according to whether the heating device 5 has an independent heating requirement. When the heating device 5 has an independent heating requirement, that is, a heating requirement in the engine stop state, the heat preservation warehouse body 1 can be in communication with the heating device 5 to exchange heat in the heating device 5.

[0077] In this embodiment, the heat preservation warehouse body 1 forms a separate communication with the heating device 5 and forms a separate circulation loop, so that the heat preservation warehouse body 1 in the present application can independently heat the heating device 5.

[0078] In this embodiment, the engine 2 is in a stop working condition, at this time, the passenger cabin has a heating requirement, after the heating device 5 is turned on, the electronic liquid pump 4 starts to work. The high-temperature cooling liquid in the heat preservation warehouse body 1 flows out of the heat preservation warehouse body 1, enters the heating heat exchange element through the second valve 8, then enters the electronic liquid pump 4 from the heating heat exchange element, and the first valve 7 returns to the heat preservation warehouse body 1, thereby forming a circulation to heat the passenger cabin. Alternatively, the heating element 102 can be automatically turned on or off according to the temperature requirement of the passenger cabin.

[0079] In the actual installation process, the liquid inlet joint 1011 of the heat preservation warehouse body 1 is connected with one water outlet of the first valve 7, the other water outlet of the first valve 7 is connected with one water inlet of the engine 2; the liquid outlet joint 1012 of the device is connected with the water inlet of the second valve 8, thereby completing the connection of the heat preservation warehouse body 1 to the thermal management system. The heat preservation warehouse body 1 can be fixed at a position convenient for disassembly and assembly, such as the engine compartment or the vehicle frame, by means of a metal band or by welding a mounting flange on the shell 1014 thereof.

[0080] As Figure 15 and Figure 17 shown, Figure 15 is a structural diagram of a thermal management system, one of the embodiments of the present application; Figure 17 is a flow chart of a control method of the thermal management system in the embodiments of the present application. In order to control the above-mentioned thermal management system, the present application further provides a control method of an automotive thermal management system, which in one embodiment comprises:

[0081] defining that the engine 2 has a warm-up temperature C;

[0082] defining a set temperature difference threshold value;

[0083] collecting the temperature C1 of the coolant in the coolant flow section in the cavity;

[0084] collecting the temperature C2 of the coolant at the outlet of the engine 2;

[0085] comparing C2 and C; when C2 < C, it is determined that the engine 2 is in a cold start condition, and the first valve 7 is switched to the first communication position 701 and the second valve 8 is switched to the fourth communication position 801;

[0086] when C2 ≥ C, it is determined that the engine 2 is in a normal condition;

[0087] after determining that the engine 2 is in a normal condition, comparing C1 and C2; when C2 ≤ C1, the first valve 7 is switched to the second communication position 702;

[0088] when C2 > C1, the difference between C2 and C1 is compared with the set temperature difference threshold value, wherein when the temperature difference between C2 and C1 ≥ the set temperature difference threshold value, the first valve 7 is switched to the first communication position 701 and the second valve 8 is switched to the fourth communication position 801; when the temperature difference between C2 and C1 < the set temperature difference threshold value, the first valve 7 is switched to the second communication position 702.

[0089] That is, in the embodiments of the present application, C, the set temperature difference threshold value, and C, the warm-up temperature of the engine 2 set in advance, are pre-stored in the control unit. The warm-up temperature can be set by the person skilled in the art. When C2, the temperature at the outlet of the engine 2, is less than the pre-set warm-up temperature C, it is determined that the engine 2 is in a cold start condition at this time, and heat exchange between the coolant in the heat preservation cavity 1 and the coolant in the engine 2 is needed to increase the temperature of the engine 2 to the pre-set warm-up temperature C.

[0090] When C2 gradually increases to equal or exceed the set C, it is determined that the engine 2 is in normal working condition at this time, at this time, the temperature between C1 and C2 is compared again, if the temperature C1 of the coolant in the heat preservation chamber 1 is equal to or greater than the temperature C2 of the coolant at the outlet of the engine 2, the first valve 7 is switched to the second communication position, at this time, the heat preservation chamber 1 is disconnected from the engine 2.

[0091] If the temperature C1 of the coolant in the heat preservation chamber 1 is less than the temperature C2 of the coolant at the outlet of the engine 2, the difference between C2 and C1 is compared with the set temperature difference threshold, when the difference between the temperature C2 of the coolant at the outlet of the engine 2 and the temperature C1 of the coolant in the heat preservation chamber 1 is greater than or equal to the set temperature difference threshold, for example, the set temperature difference threshold is 30℃, the first valve 7 is switched to the first communication position 701, the liquid pump 4, the in-cavity coolant flow section and the coolant in-cylinder flow pipeline are in communication, because the coolant in the in-cavity coolant flow section and the coolant in-cylinder flow pipeline has a temperature difference, the heat exchange between the coolants in the two will occur, so that the temperature of the coolant flowing through the in-cavity coolant flow section gradually increases, and the temperature of the coolant in the coolant in-cylinder flow pipeline gradually decreases, until the temperature difference between the two is less than the set temperature difference threshold, and then the first valve 7 is switched to the second communication position 702; by using this way, the heat in the coolant in-cylinder flow pipeline can be stored in the heat preservation chamber 1.

[0092] In the above embodiment, the node for collecting C1 and C2 is related to the type of the liquid pump 4, if an electronic liquid pump 4 is used, because the electronic liquid pump 4 can work alone after the engine 2 stops running, so when the liquid pump 4 is an electronic liquid pump 4, the node for collecting C1 and C2 is to start collecting after the engine 2 stops running. If a mechanical liquid pump 4 is used, because the mechanical liquid pump 4 cannot work alone after the engine 2 stops running, so when the liquid pump 4 is a mechanical liquid pump 4, the node for collecting C1 and C2 is to collect at certain time intervals during the operation of the engine 2, the skilled in the art can set the time interval according to the actual needs.

[0093] In this embodiment, the heat preservation chamber 1 is connected with the engine 2 to heat the engine 2 under the cold start working condition, the coolant in the heat preservation chamber 1 is collected in the heat preservation chamber 1 under the normal working condition of the engine 2; therefore, the heat of the engine 2 under the normal working condition can be stored in the heat preservation chamber 1, and the coolant in the heat preservation chamber 1 can be sent to the engine 2 under the cold start working condition of the engine 2, so that the temperature of the engine 2 can be increased more quickly.

[0094] Optionally, in the above-mentioned embodiments, when it is determined that the engine 2 is in the cold start condition, C1 is compared with a set heating threshold value, and when C1 is less than the set heating threshold value, the heating element 102 is turned on to heat the coolant flowing through the coolant flow section in the cavity. The set heating threshold value is set by the person skilled in the art according to the required warm-up time, and in this way, the engine 2 can have approximately the same warm-up time under different ambient temperatures by setting the heating threshold value.

[0095] Specifically, after it is determined that the engine 2 is in the cold start condition, when the water temperature sensor 103 detects that the coolant temperature C1 in the heat preservation cavity 1 is greater than or equal to the set heating threshold value, such as C1≥50℃, the heating element 102 is powered off, and when C1 is less than 50℃, the heating element 102 is powered on to start heating. Further, the heating power of the heating element 102 can be automatically adjusted according to the difference between the actual warm-up time required by the current C1 and the set warm-up time to adjust the heating power of the heating element 102, so as to meet the warm-up process of the engine 2 within the set warm-up time, improve the temperature of each part, and reduce the risk of oil emulsification.

[0096] Optionally, the thermal management system further comprises a first thermostat 31, the first thermostat 31 is connected to the coolant outlet of the engine 2, and the coolant outlet of the first thermostat 31 is connected to the heating device 5. The coolant flowing out of the first thermostat 31 is connected to the heating device 5 and exchanges heat in the heating device 5 to heat the passenger compartment. When it is determined that the engine 2 is in the cold start condition, when the heating device 5 is turned on, the actual temperature in the passenger compartment is collected, and the actual temperature in the passenger compartment is compared with the target temperature in the passenger compartment. When the target temperature in the passenger compartment is greater than the actual temperature in the passenger compartment, and the temperature difference between the two is greater than or equal to a fourth threshold value, the heating element 102 is controlled to start working. The fourth threshold value can be set by the person skilled in the art as needed. In the above-mentioned embodiments, the heating element 102 starts working when any of the above conditions is met.

[0097] In the above-mentioned embodiments, the heating heat exchange element and the coolant in-cylinder flow pipeline (engine 2) are always connected through the first thermostat 31. Since the first thermostat 31 is connected to the heating device 5, the high-temperature coolant in the heat preservation cavity 1 also enters the heating device 5 and exchanges heat in the cold start condition. It can be understood that if the heat of the high-temperature coolant in the heat preservation cavity 1 is insufficient, or the warm-up time of the engine 2 and the heating demand in the passenger compartment need to be met at the same time, the heating element 102 can automatically adjust the power of the heating element 102 to meet the heating demand in the passenger compartment and the warm-up time of the engine 2.

[0098] In one specific embodiment of the present embodiment, the thermal management system has a first thermostat 31, when only the first thermostat 31 is provided in the thermal management system, part of the cooling liquid flowing out of the heating heat exchange element will return to the first thermostat 31. This is because the first thermostat 31 is in communication with the liquid outlet of the engine 2, and is in communication with the heating heat exchange element to form a heating pipe section. By providing the heating pipe section, the cooling liquid from the engine 2 can flow through the heating pipe section to exchange heat with the heating heat exchange element when the engine 2 is working. Since the heating pipe section does not have a valve, when the engine 2 is not working, i.e., when the thermal insulation cabin 1 is independently heated by the heating device, part of the cooling liquid flowing out of the heating heat exchange element will return to the first thermostat 31, and the first thermostat 31 is in communication with the rest of the thermal management system. At this time, the liquid in the heating pipe section will also be heated, and the energy consumption will increase slightly.

[0099] In the above-mentioned embodiments, the first thermostat 31 and the liquid pump 4 have a first heat dissipation passage and a second heat dissipation passage. The first heat dissipation passage directly connects the liquid outlet side of the first thermostat 31 and the liquid pump 4, which is a medium-temperature circulation mode. The second heat dissipation passage is provided with a radiator 6, and the liquid outlet side of the first thermostat 31 is in communication with the liquid pump 4 through the radiator 6, which is a high-temperature circulation mode. The switching of the first heat dissipation passage and the second heat dissipation passage is realized by the thermostat, which is a function of the prior art and will not be described in detail here.

[0100] When the temperature of the cooling liquid flowing out of the first thermostat 31 is greater than the set temperature of the thermostat, the second heat dissipation passage is connected, the first heat dissipation passage is disconnected, and the radiator 6 starts to work to cool the cooling liquid. The cooled cooling liquid will flow back to the engine 2. When the temperature of the cooling liquid flowing out of the first thermostat 31 is lower than the set temperature, the second heat dissipation passage is disconnected, and the first heat dissipation passage is connected.

[0101] For example, in the medium-temperature circulation mode, when the engine 2 is in normal working condition, 60℃≤C2<95℃, the thermal insulation cabin 1 is disconnected from the engine 2, and the first thermostat 31 is connected to the first heat dissipation passage. At this time, the cooling liquid will also enter the heating device 5 from the first thermostat 31, and then flow back to the liquid pump 4 and then flow back to the engine 2.

[0102] In the high-temperature circulation mode, when C2 reaches the set temperature of the thermostat, for example, C2≥95℃, the second heat dissipation passage is connected, and the cooling liquid flows out of the liquid outlet of the engine 2, enters the radiator 6 through the first thermostat 31 for heat dissipation, and then flows back to the engine 2 through the liquid pump 4 and the first valve 7.

[0103] Optionally, in the above embodiments, after the engine 2 stops working, the temperature of the coolant in the insulation compartment 1 is monitored. When the coolant temperature is lower than a certain range, the heating element 102 is turned on to heat the coolant in the insulation compartment 1. Alternatively, the temperature of the external environment can be collected. If the external ambient temperature is lower than an ambient temperature threshold, such as an external ambient temperature < -30°C, the heating element 102 starts working. Those skilled in the art can set the ambient temperature threshold as needed.

[0104] In the above embodiments, the PCB board 106 can also be integrated into the engine 2 control unit or the vehicle control unit, and the structure of the insulation compartment 1 can be adjusted accordingly.

[0105] In one alternative implementation, such as Figure 16 As shown, Figure 16 This is the second structural diagram of the thermal management system. Besides the first thermostat 31, the thermal management system also has a second thermostat 32, meaning it has two thermostats: the first thermostat 31 and the second thermostat 32. In this embodiment, the outlet of the engine 2 can be connected to both the first thermostat 31 and the second thermostat 32 independently. At this time, the first thermostat 31 is not connected to the heating device 5, and the second thermostat 32 is also connected to the coolant outlet of the engine 2, but it is connected solely to the heating device 5. Thus, by controlling the connection and disconnection states of the first thermostat 31 and / or the second thermostat 32, the length of the final coolant flow path can be selected, thereby saving energy. Specifically, for example, in the aforementioned medium-temperature circulation mode, the heating device 5 can be selectively connected to or not connected to the coolant circuit via the second thermostat 32. During the process of the insulation device 1 heating the heating device 5 separately, the second thermostat 32 is in the off state, thus preventing the coolant from circulating throughout the system through the first thermostat 31.

[0106] In this embodiment, both the first thermostat 31 and the second thermostat 32 are in the open state, and the coolant has the longest flow path. That is to say, the coolant flow from the engine 2 side will enter the heating device 5 through the second thermostat 32 and enter the radiator 6 through the first thermostat 31. Then, after being combined by the liquid pump 4, it flows back to the engine 2, thereby achieving the maximum heat dissipation process of the hybrid engine and preventing the coolant from overheating.

[0107] The insulated compartment, automotive thermal management system, and control method in this solution have the following advantages:

[0108] First, optimize the hybrid engine 2 oil emulsification and oil pan ice problem, use the heat energy contained in the high temperature coolant in the heat preservation warehouse body 1, and the additional heat energy provided by the heating element 102, which can effectively shorten the warm-up time, improve the coolant temperature and metal temperature of the engine 2 in a short time, thereby effectively solving the oil emulsification problem of the hybrid engine 2.

[0109] Second, effectively utilize waste heat and reduce energy consumption. The heat preservation warehouse body 1 can store the high temperature coolant after the last operation of the hybrid engine 2, and return to the engine 2 again during the next cold start, thereby improving the coolant temperature of the engine 2 in a short time, thereby reducing the additional energy supplement and reducing the energy consumption of the system.

[0110] Third, more economical. The heat preservation warehouse body 1 has the function of storing heat, which can reduce the power requirement of the heating element 102, so as to select a cheaper low-power heating element, which is more economical.

[0111] Fourth, flexible control, taking into account different needs. The control method proposed in the present application can simultaneously satisfy the solution of the oil emulsification of the hybrid engine 2 and the demand of the passenger cabin for rapid warm air in winter.

[0112] Of course, the heat preservation warehouse body 1 mentioned in the present application can heat any type of liquid or gas of the automobile in addition to the heating of the coolant as described in the embodiment, including but not limited to coolant, oil, fuel, air, refrigerant, etc.

[0113] The control method mentioned in the present application can be applied to pure electric vehicle without engine in addition to hybrid vehicle, at this time, the engine 2 can be replaced by motor, battery and other components; It can also be applied to traditional fuel vehicles, and the power source of the heating device can be the vehicle power or the external power.

[0114] The principles and embodiments of the present application are described in this paper, and the above examples are only used to help understand the core idea of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the principles of the present application, the present application can be improved and modified, and these improvements and modifications also fall within the protection scope of the claims of the present application.

Claims

1. A thermal management system for automobiles, characterized in that, The system includes an engine, a liquid pump, a first valve, a control unit, and an insulated compartment. The insulated compartment includes a shell and a cover, which together form a sealed cavity. The sealed cavity is provided with an internal coolant flow section. The first valve is signal-connected to the control unit. The engine is provided with an internal coolant flow pipeline. The first valve has a first connecting position and a second connecting position. In the first connecting position, the liquid pump, the intracavitary coolant flow section, and the coolant internal circulation pipeline are connected. In the second connection position, the liquid pump is connected to the internal flow pipeline of the coolant, and the internal coolant flow section is disconnected from the liquid pump.

2. The automotive thermal management system according to claim 1, characterized in that, It also includes a heating device and a second valve, wherein the heating device includes a heating heat exchanger, and the heating heat exchanger is connected to the internal circulation pipeline of the coolant. The second valve has a third connection position and a fourth connection position; When the second valve is in the third connected position, the coolant flow section inside the cavity is connected to the heating heat exchanger. When the second valve is in the fourth connected position, the coolant flow section inside the cavity is disconnected from the heating heat exchanger, and the coolant flow section inside the cavity is connected to the coolant internal circulation pipeline.

3. The automotive thermal management system according to claim 2, characterized in that, A heating element is also provided inside the sealed cavity, and the heating element constitutes part of the wall of the coolant flow section inside the cavity.

4. The automotive thermal management system according to claim 3, characterized in that, The shell includes a sealed inner shell and an outer shell, with a vacuum insulation cavity defined between the inner shell and the outer shell.

5. The automotive thermal management system according to claim 3, characterized in that, The cavity coolant flow section has an inlet side and an outlet side, and the cross-sectional area of ​​the cavity coolant flow section decreases from the inlet side to the outlet side in the direction of coolant flow.

6. The automotive thermal management system according to claim 3, characterized in that, The coolant flow section inside the cavity includes several interconnected direct flow sections and turning flow sections. The direct flow sections are distributed in parallel, and the turning flow sections are connected between two adjacent direct flow sections. Two adjacent turning flow sections are staggered along the length of the insulation chamber.

7. The automotive thermal management system according to claim 6, characterized in that, The cross-sectional area of ​​the turning section is greater than the cross-sectional area of ​​one of the DC sections connected to it; and smaller than the cross-sectional area of ​​the other DC section connected to it.

8. The automotive thermal management system according to claim 3, characterized in that, Both the shell and the cover are provided with slots, and the heating element engages with the slots on the corresponding sides at both ends in the height direction.

9. The automotive thermal management system according to any one of claims 3-8, characterized in that, It also includes a temperature detection device for detecting the temperature of the coolant in the coolant flow section within the cavity.

10. A control method for a vehicle's thermal management system according to any one of claims 2-9, characterized in that, include: The engine is defined to have a warm-up temperature (C). The temperature C1 of the coolant in the coolant flow section inside the cavity is collected; The temperature C2 of the coolant at the engine outlet is collected; Compare C2 with C: When C2 < C, the engine is determined to be in cold start condition, and the first valve is switched to the first connected position and the second valve is switched to the fourth connected position. When C2≥C, the engine is considered to be in normal operating condition; After determining that the engine is in the normal operating condition, compare C1 and C2: When C2≤C1, switch the first valve to the second connected position; When C2 > C1, the difference between C2 and C1 is compared with the set temperature difference threshold: When the temperature difference between C2 and C1 is greater than or equal to the set temperature difference threshold, the first valve is switched to the first connected position and the second valve is switched to the fourth connected position; when the temperature difference between C2 and C1 is less than the set temperature difference threshold, the first valve is switched to the second connected position.

Images