Thermal management system of vehicle and vehicle

Abstract

The utility model provides a vehicle thermal management system and a vehicle, and is applied to the field of vehicle thermal management. The thermal management system of the vehicle includes a first battery fluid thermal circuit; the first battery liquid heat loop comprises a first water pump, a positive temperature coefficient heater, a warm air core body, a cooling liquid flow channel and a second water pump; the cooling liquid flow channel is arranged at a battery module of the vehicle; an outlet of the first water pump is connected with an inlet of the positive temperature coefficient heater, an outlet of the positive temperature coefficient heater is connected with an inlet of the warm air core, an outlet of the warm air core is connected with an inlet of the cooling liquid flow channel, and an outlet of the cooling liquid flow channel is connected with an inlet of the first water pump. An outlet of the second water pump is connected with an inlet of the cooling liquid flow channel, and an outlet of the cooling liquid flow channel is further connected with an inlet of the second water pump. According to the invention, the temperature of the cooling liquid flowing into the cooling liquid flow channel is not too high, so that the battery module is prevented from being damaged, and the performance and the service life of the battery module are not influenced.

Description

Vehicle thermal management system and vehicle Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and more particularly to a vehicle thermal management system and a vehicle. Background Technology

[0002] The vehicle's thermal management system is a critical system that ensures the vehicle remains within its optimal or near-optimal temperature range under various operating conditions. It maintains the operating temperatures of the engine, battery module, electric motor, and other critical components, helping to ensure efficient operation, extend their lifespan, and maintain passenger cabin comfort.

[0003] In related technologies, the vehicle's air conditioning system is usually used for thermal management of the vehicle's battery module. However, when the battery module needs to be heated, the coolant flowing out of the air conditioning system is often overheated. When the overheated coolant heats the battery module, it can easily damage the battery module and affect its performance and service life. Summary of the Invention

[0004] This application provides a thermal management system and vehicle to solve the problem in the related art that heating the battery module can easily damage the battery module, affecting its performance and service life.

[0005] In a first aspect, embodiments of this application provide a thermal management system for a vehicle, which may include a first battery fluid thermal circuit;

[0006] The first battery fluid thermal circuit includes a first water pump, a positive temperature coefficient heater, a heater core, a coolant flow channel, and a second water pump; the coolant flow channel is located at the vehicle's battery module.

[0007] The outlet of the first water pump is connected to the inlet of the positive temperature coefficient heater, the outlet of the positive temperature coefficient heater is connected to the inlet of the heater core, the outlet of the heater core is connected to the inlet of the coolant channel, and the outlet of the coolant channel is connected to the inlet of the first water pump; the outlet of the second water pump is connected to the inlet of the coolant channel, and the outlet of the coolant channel is also connected to the inlet of the second water pump.

[0008] In this embodiment, the vehicle's thermal management system includes a first battery fluid thermal circuit. When the battery temperature is low, the battery module can be heated through this circuit to prevent it from becoming too cold. When the first battery fluid thermal circuit is operating, the coolant from the first water pump is heated by a positive temperature coefficient heater and then flows out of the heater core at a relatively high temperature. However, the coolant flowing out of the heater core merges with the coolant from the second water pump before flowing into the coolant channel to heat the battery module. The coolant from the second water pump is cooler than the coolant from the heater core. The merging of these two coolants results in a lower temperature than the coolant flowing out of the heater core, preventing overheating of the coolant flowing into the channel and avoiding damage to the battery module, thus affecting its performance and lifespan. Furthermore, the first battery fluid thermal circuit utilizes the vehicle's existing air conditioning system to heat the battery module, eliminating the need for additional heating equipment at the battery module location, saving costs and reducing vehicle weight.

[0009] In one possible implementation, the vehicle's thermal management system also includes a second battery fluid thermal circuit;

[0010] The second battery fluid thermal circuit includes a third water pump, an engine, a first water pump, a positive temperature coefficient heater, a heater core, a coolant flow channel, and a second water pump.

[0011] The outlet of the third water pump is connected to the inlet of the engine, and the outlet of the engine is connected to the inlet of the first water pump; the outlet of the heater core is also connected to the inlet of the third water pump.

[0012] In this embodiment, the vehicle's thermal management system includes a second battery fluid thermal circuit. This circuit heats the battery module, preventing it from becoming too cold. When the second battery fluid thermal circuit is operating, it utilizes engine waste heat, or a combination of engine waste heat and a positive temperature coefficient heater, to heat the battery module. Simultaneously, it incorporates coolant from the second water pump, preventing overheating of the coolant used to heat the battery module and thus protecting its performance and lifespan. Furthermore, this embodiment provides both a first and a second battery fluid thermal circuit, allowing for the selection of different circuits to heat the battery module under various operating conditions, thus enabling multi-condition battery module heating.

[0013] In one possible implementation, the first battery liquid thermal circuit also includes a one-way valve;

[0014] The outlet of the coolant flow channel is connected to the inlet of the check valve, and the outlet of the check valve is connected to the inlet of the first water pump.

[0015] In this embodiment, a one-way valve is provided in the first battery liquid thermal circuit to prevent the coolant in the circuit from flowing backward and affecting the heating effect of the first battery liquid thermal circuit.

[0016] In one possible implementation, the vehicle's thermal management system also includes a third battery fluid thermal circuit;

[0017] The third battery liquid thermal circuit includes a second water pump, a motor system, and a coolant flow channel;

[0018] The outlet of the second water pump is connected to the inlet of the motor system, and the outlet of the motor system is connected to the inlet of the coolant flow channel.

[0019] In this embodiment, the vehicle's thermal management system also includes a third battery fluid thermal circuit. When the battery module requires heating, this third battery fluid thermal circuit operates, utilizing waste heat from the motor system or actively generated heat to heat the battery module. This prevents the battery module from becoming too cold and affecting its performance. Furthermore, the coolant flowing from the motor system is not too hot and can directly flow into the coolant channel to heat the battery module without needing to be combined with other coolant of lower temperature. Simultaneously, the third battery fluid thermal circuit only connects the motor system and the coolant channel, without passing through other potential heat-absorbing devices, which reduces heat loss and improves the heating efficiency of the battery module.

[0020] In one possible implementation, the vehicle's thermal management system also includes a battery liquid cooling circuit;

[0021] The battery liquid cooling circuit includes a second water pump, a motor system, coolant channels, and a radiator;

[0022] The outlet of the motor system is also connected to the inlet of the radiator, and the outlet of the radiator is connected to the inlet of the second water pump.

[0023] When the battery liquid cooling circuit is working, the heat sink is in operation.

[0024] In this embodiment, when the battery module requires cooling, it can be cooled via a liquid cooling circuit to prevent overheating and performance degradation. Furthermore, cooling the battery module with coolant, compared to using a refrigerant, avoids large temperature differences between the cells within the module, thus improving performance and lifespan. Additionally, in the event of thermal runaway, the compressor fails to operate, causing the direct cooling circuit to malfunction. In this case, the liquid cooling circuit can be used to cool the battery module, preventing performance degradation or failure.

[0025] In one possible implementation, the vehicle's thermal management system also includes a battery temperature equalization circuit;

[0026] The battery temperature equalization circuit and the battery liquid cooling circuit are the same circuit;

[0027] When the battery temperature equalization circuit is working, the heat sink is either in a working state or not in a working state.

[0028] In this embodiment, when the temperature difference between the cells in the battery module is large, the battery temperature equalization circuit can be activated to reduce the temperature difference between the cells and avoid affecting the performance and lifespan of the battery module. Furthermore, when thermal runaway occurs in the battery module, the compressor cannot operate, causing the battery direct cooling circuit to fail. The battery temperature equalization circuit can then be used to cool and equalize the battery module, preventing performance degradation or failure.

[0029] In one possible implementation, both the third battery liquid thermal circuit and the battery liquid cooling circuit further include a first three-way valve;

[0030] The first end of the first three-way valve is connected to the outlet of the coolant flow channel, the second end of the first three-way valve is connected to the outlet of the radiator, and the third end of the first three-way valve is connected to the inlet of the second water pump.

[0031] When the third battery liquid thermal circuit is working, the first end of the first three-way valve and the third end of the first three-way valve are connected;

[0032] When the battery liquid cooling circuit is working, the first end of the first three-way valve and the third end of the first three-way valve are connected, and the second end of the first three-way valve and the third end of the first three-way valve are also connected.

[0033] This application embodiment adds a first three-way valve, thereby controlling the flow direction of the coolant through the flow direction of the first three-way valve, enabling different circuits to operate.

[0034] In one possible implementation, both the first battery liquid thermal circuit and the second battery liquid thermal circuit further include a second three-way valve;

[0035] The first end of the second three-way valve is connected to the outlet of the heater core, the second end of the second three-way valve is connected to the inlet of the coolant flow channel, and the third end of the second three-way valve is connected to the inlet of the third water pump.

[0036] When the first battery liquid thermal circuit is working, the first end of the second three-way valve and the second end of the second three-way valve are connected.

[0037] When the second battery liquid thermal circuit is working, the first end of the second three-way valve and the second end of the second three-way valve are connected, and the first end of the second three-way valve and the third end of the second three-way valve are also connected.

[0038] This application embodiment adds a second three-way valve, thereby controlling the flow direction of the coolant through the flow direction of the second three-way valve, enabling different circuits to operate.

[0039] In one possible implementation, the vehicle's thermal management system also includes a direct battery cooling circuit;

[0040] The battery direct cooling circuit includes a refrigerant channel, a compressor, and a condenser; the refrigerant channel is located at the battery module; both the refrigerant channel and the coolant channel are located in the dual-medium cold plate.

[0041] The compressor outlet is connected to the condenser inlet, the condenser outlet is connected to the refrigerant flow channel inlet, and the refrigerant flow channel outlet is connected to the compressor inlet.

[0042] This application embodiment can rapidly cool the battery module through a direct battery cooling circuit, achieving high cooling efficiency and making it suitable for operating conditions with high battery temperatures. Furthermore, by placing the refrigerant flow channel and the coolant flow channel within the same dual-medium cold plate, heat exchange can occur between the coolant in the coolant flow channel and the refrigerant in the refrigerant flow channel, further preventing the coolant in the coolant flow channel from overheating.

[0043] Secondly, embodiments of this application provide a vehicle including a thermal management system as described in the first aspect or any possible implementation thereof.

[0044] It is understandable that the beneficial effects of the second aspect mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0045] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 is a schematic diagram of the structure of the first battery fluid thermal circuit of the vehicle thermal management system provided in an embodiment of this application;

[0048] Figure 2 is a schematic diagram of the structure of the second battery fluid thermal circuit of the vehicle thermal management system provided in an embodiment of this application;

[0049] Figure 3 is a schematic diagram of the structure of the third battery liquid thermal circuit of the vehicle thermal management system provided in an embodiment of this application;

[0050] Figure 4 is a schematic diagram of the battery liquid cooling circuit and battery temperature equalization circuit of the vehicle thermal management system provided in an embodiment of this application.

[0051] Figure 5 is a schematic diagram of the battery direct cooling circuit of a vehicle thermal management system provided in an embodiment of this application.

[0052] Explanation of reference numerals in the attached diagram: 1. First water pump; 2. Positive temperature coefficient heater; 3. Heater core; 4. Coolant flow channel; 5. Second water pump; 6. Third water pump; 7. Engine; 8. One-way valve; 9. OBC three-in-one unit; 10. Motor; 11. First temperature sensor; 12. Radiator; 13. First three-way valve; 14. Second three-way valve; 15. Battery module; 16. Refrigerant flow channel; 17. Compressor; 18. Condenser; 19. Second overflow tank; 20. First overflow tank; 21. Third three-way valve; 22. First valve; 23. Second valve; 24. High-temperature radiator; 25. Fan; 26. Third overflow tank; 27. Thermostat; 28. Evaporator. Detailed Implementation

[0053] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0054] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0055] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0056] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0057] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0058] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0059] A vehicle's thermal management system regulates the temperature of its battery modules to ensure efficient operation and extend their lifespan. Current technologies utilize only refrigerant from the vehicle's air conditioning system for battery module thermal management. However, this refrigerant typically only cools the battery modules, offering limited heating benefits. Battery modules require heating, for example, when charging in low ambient temperatures. If the battery module temperature is low, charging efficiency is low, necessitating heating. To address this, current technologies often involve installing a heating film over the battery module, which heats it when needed. However, this approach undoubtedly increases vehicle weight and cost, and also raises energy consumption.

[0060] In order to meet the heating requirements of the battery module without increasing the weight, cost and energy consumption of the vehicle, the relevant technologies use the coolant flowing from the vehicle's original air conditioning system to directly heat the battery module. However, the coolant flowing from the air conditioning system is often overheated. When the overheated coolant heats the battery module, it can easily damage the battery module and affect its performance and service life.

[0061] To address the aforementioned issues, this application provides a vehicle thermal management system. This system includes a first battery fluid thermal circuit. When the first battery fluid thermal circuit is operational, the coolant flowing from the air conditioning system is at a relatively high temperature. However, the coolant flowing from the air conditioning system merges with the coolant flowing from the second water pump before flowing into the coolant channel to heat the battery module. The coolant flowing from the second water pump is at a lower temperature than the coolant flowing from the air conditioning system. After the two merge, the temperature of the merged coolant is lower than that of the coolant flowing from the air conditioning system, thus preventing the temperature of the coolant flowing into the coolant channel from overheating and avoiding damage to the battery module, which could affect its performance and lifespan.

[0062] The following description refers to the structural schematic diagram of the vehicle thermal management system provided in Figure 1, and in conjunction with Figures 2 to 5, to describe the vehicle thermal management system provided according to an exemplary embodiment of this application. It should be noted that Figures 1 to 5 are shown only to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited in any way in this respect.

[0063] Referring to Figure 1, an embodiment of this application provides a thermal management system for a vehicle, which may include a first battery fluid thermal circuit;

[0064] The first battery fluid thermal circuit includes a first water pump 1, a positive temperature coefficient (PTC) heater 2, a heater core 3, a coolant flow channel 4, and a second water pump 5; the coolant flow channel 4 is located at the vehicle's battery module 15.

[0065] The outlet of the first water pump 1 is connected to the inlet of the positive temperature coefficient heater 2, the outlet of the positive temperature coefficient heater 2 is connected to the inlet of the heater core 3, the outlet of the heater core 3 is connected to the inlet of the coolant channel 4, and the outlet of the coolant channel 4 is connected to the inlet of the first water pump 1; the outlet of the second water pump 5 is connected to the inlet of the coolant channel 4, and the outlet of the coolant channel 4 is also connected to the inlet of the second water pump 5.

[0066] In this embodiment, the first battery fluid thermal circuit flows through a coolant. The coolant can be water, a mixture of ethylene glycol or propylene glycol, etc., or other types of coolant, and is not specifically limited herein.

[0067] When the first battery fluid thermal circuit is working, coolant flows through it. The first water pump 1 and the second water pump 5 can be used to drive the circulation of coolant in the circuit. In practical applications, the flow rate of coolant can be adjusted according to actual needs.

[0068] The dashed arrows in Figure 1 illustrate the coolant flow path during the operation of the first battery fluid thermal circuit. When the first battery fluid thermal circuit is operating, the coolant flowing from the first water pump 1 enters the positive temperature coefficient heater 2. After being heated by the positive temperature coefficient heater 2, it enters the heater core 3. The coolant flowing from the heater core 3 merges with the coolant flowing from the second water pump 5. The merged coolant then enters the coolant flow channel 4 to heat the battery module 15. The coolant flowing from the coolant flow channel 4 splits into two paths: one returns to the first water pump 1, and the other returns to the second water pump 5. The battery module 15 can be the vehicle's power battery module and may include multiple battery cells.

[0069] The coolant flowing from the heater core 3 has a higher temperature, while the coolant flowing from the second water pump 5 has a lower temperature. When the two are combined, the combined coolant temperature is moderate (for example, less than 50 degrees Celsius), which is suitable for heating the battery module 15 without damaging it. This can improve the performance and lifespan of the battery module 15.

[0070] In some possible implementations, the first water pump 1 can be the original air conditioning water pump in the vehicle's air conditioning system, and the second water pump 5 can be the original motor water pump in the vehicle's motor liquid cooling circuit. The aforementioned positive temperature coefficient heater 2 can be a water-heated positive temperature coefficient heater, abbreviated as WPTC, which can be the original heater in the vehicle's air conditioning system for heating the passenger compartment. This embodiment utilizes the vehicle's original air conditioning system and related equipment in the motor liquid cooling circuit to heat the battery module 15, eliminating the need for additional heating equipment, saving costs, and avoiding increased vehicle weight and energy consumption.

[0071] The first battery liquid thermal circuit is applicable when the battery module 15 is in a charging state and has a heating requirement. When the battery module 15 is in a charging state, if the minimum cell temperature of the battery module 15 is less than or equal to a first preset temperature, it is determined that the battery module 15 has a heating requirement. In other words, the first battery liquid thermal circuit is applicable when the battery module 15 is in a charging state and the minimum cell temperature of the battery module 15 is less than or equal to the first preset temperature. When the battery module 15 is in this condition, the first battery liquid thermal circuit can be controlled to operate and heat the battery module 15.

[0072] When the battery module 15 is charging, the vehicle is usually not started.

[0073] The minimum cell temperature of battery module 15 is the minimum temperature among all the cells in battery module 15. The first preset temperature is a small value, and its specific value can be set according to actual needs, for example, it can be 20 degrees Celsius.

[0074] In this embodiment, the vehicle's thermal management system includes a first battery fluid thermal circuit. When the battery temperature is low, the battery module 15 can be heated through the first battery fluid thermal circuit to prevent the battery module 15 from becoming too cold. For example, when the battery module 15 is charging and requires heating, the first battery fluid thermal circuit is controlled to heat the battery module 15. When the first battery fluid thermal circuit is working, the coolant flowing out of the first water pump 1 is heated by the positive temperature coefficient heater 2, and then flows out of the heater core 3 at a relatively high temperature. However, the coolant flowing out of the heater core 3 will merge with the coolant flowing out of the second water pump 5. The coolant then flows into the coolant channel 4 to heat the battery module 15. The coolant flowing out of the second water pump 5 is at a lower temperature than the coolant flowing out of the heater core 3. After the two are combined, the temperature of the combined coolant is lower than that of the coolant flowing out of the heater core 3, thus preventing the temperature of the coolant flowing into the coolant channel 4 from overheating and avoiding damage to the battery module 15, which would affect its performance and lifespan. In addition, the first battery liquid thermal circuit uses the vehicle's original air conditioning system to heat the battery module 15, eliminating the need for additional heating equipment at the battery module 15, which can save costs, reduce vehicle weight, and reduce energy consumption.

[0075] In addition to the aforementioned first battery fluid thermal circuit, the vehicle's thermal management system also has other battery fluid thermal circuits that can heat the battery module 15, which will be described in detail below.

[0076] In some embodiments, referring to FIG2, the vehicle's thermal management system further includes a second battery fluid thermal circuit;

[0077] The second battery fluid thermal circuit includes a third water pump 6, an engine 7, a first water pump 1, a positive temperature coefficient heater 2, a heater core 3, a coolant flow channel 4, and a second water pump 5.

[0078] The outlet of the third water pump 6 is connected to the inlet of the engine 7, and the outlet of the engine 7 is connected to the inlet of the first water pump 1; the outlet of the heater core 3 is also connected to the inlet of the third water pump 6. The connection relationships of other components are as described in the aforementioned embodiments and will not be repeated here.

[0079] Referring to Figure 2, coolant flows through the second battery fluid thermal circuit. When the second battery fluid thermal circuit is working, the first water pump 1, the second water pump 5, and the third water pump 6 can be used to drive the coolant to circulate in the circuit. In practical applications, the flow rate of the coolant can be adjusted according to actual needs.

[0080] The dashed arrows in Figure 2 show the flow path of the coolant when the second battery fluid thermal circuit is working. When the second battery fluid thermal circuit is working, the coolant flowing out of the third water pump 6 enters the engine 7. After being heated by the waste heat of the engine 7, it enters the first water pump 1. The coolant flowing out of the first water pump 1 flows through the positive temperature coefficient heater 2 and the heater core 3 in sequence and then splits into two paths. One path returns to the third water pump 6, and the other path merges with the coolant flowing out of the second water pump 5. The merged coolant enters the coolant flow channel 4 to heat the battery module 15. The coolant flowing out of the coolant flow channel 4 splits into two paths. One path merges with the coolant flowing out of the engine 7 and returns to the first water pump 1, and the other path returns to the second water pump 5.

[0081] When the second battery fluid thermal circuit is working, the engine 7 is in working condition. The engine 7 generates heat during operation. When the coolant flows through the engine 7, it absorbs the residual heat of the engine 7, causing its temperature to rise.

[0082] When the second battery fluid thermal circuit is operating, the positive temperature coefficient heater 2 can be either active or inactive. If the positive temperature coefficient heater 2 is active, the coolant, after absorbing waste heat from the engine 7, will also absorb heat generated by the positive temperature coefficient heater 2 as it flows through it. The combined effect of the waste heat from the engine 7 and the heat generated by the positive temperature coefficient heater 2 raises the coolant temperature. If the positive temperature coefficient heater 2 is inactive, the coolant only absorbs waste heat from the engine 7 to raise its own temperature. Preferably, the positive temperature coefficient heater 2 is inactive, utilizing only the waste heat from the engine 7 to heat the battery module 15, thus avoiding energy waste and reducing energy consumption.

[0083] When the second battery fluid thermal circuit is working, the temperature of the coolant at the outlet of the engine 7 is usually high, which makes the temperature of the coolant flowing out of the heater core 3 also high. Meanwhile, the temperature of the coolant flowing out of the second water pump 5 is low. When the two are combined, the combined coolant temperature can be moderate (for example, less than 50 degrees Celsius), which is suitable for heating the battery module 15 without damaging it. This can improve the performance and service life of the battery module 15.

[0084] In some possible implementations, the third water pump 6 can be the existing engine water pump in the vehicle's engine liquid cooling circuit. This embodiment utilizes the vehicle's existing air conditioning system, motor liquid cooling circuit, and related equipment in the engine liquid cooling circuit to heat the battery module 15, eliminating the need for additional heating equipment, thus saving costs and avoiding increased vehicle weight and energy consumption.

[0085] The second battery fluid thermal circuit is applicable under the following conditions: the battery module 15 is in a discharging state, the battery module 15 has a heating requirement, and the temperature of the coolant at the outlet of the engine 7 is greater than or equal to a second preset temperature. When the battery module 15 is in a discharging state, if the minimum cell temperature of the battery module 15 is less than or equal to a third preset temperature, it is determined that the battery module 15 has a heating requirement. In other words, the second battery fluid thermal circuit is applicable under the following conditions: the battery module 15 is in a discharging state, the minimum cell temperature of the battery module 15 is less than or equal to a third preset temperature, and the temperature of the coolant at the outlet of the engine 7 is greater than or equal to a second preset temperature. When the battery module 15 is under this condition, the second battery fluid thermal circuit can be controlled to operate to heat the battery module 15.

[0086] Considering the efficiency of engine 7, the waste heat generated by engine 7 can only be used to heat external equipment, such as battery module 15, when the temperature of the coolant at the outlet of engine 7 is greater than or equal to the second preset temperature. If the waste heat of engine 7 is used to heat external equipment when the temperature of the coolant at the outlet of engine 7 is less than the second preset temperature, the efficiency of engine 7 will be reduced. Therefore, the embodiments of this application limit the applicable operating conditions of the second battery fluid thermal circuit to include when the temperature of the coolant at the outlet of engine 7 is greater than or equal to the second preset temperature. However, when the temperature of the coolant at the outlet of engine 7 is greater than or equal to the second preset temperature, the temperature of the coolant is too high for battery module 15. Directly heating battery module 15 could easily damage it. Therefore, the second battery fluid thermal circuit also needs to combine the coolant flowing out of the second water pump 5 to avoid the temperature of the coolant used to heat battery module 15 being too high.

[0087] When the battery module 15 is discharging, the vehicle is typically in a running state, which can be either a running and stationary state or a running and moving state. When the vehicle is running, the engine 7 is operating. When the temperature of the coolant at the outlet of the engine 7 is greater than or equal to a second preset temperature, the waste heat of the engine 7 can be used to heat the battery module 15, i.e., the second battery fluid thermal circuit is used to heat the battery module 15, avoiding energy waste. However, when the battery module 15 is charging, the vehicle is not running, and both the engine 7 and the motor 10 (mentioned later) are not operating. Therefore, the waste heat from the engine 7 and motor 10 cannot be used for heating. In this case, only the positive temperature coefficient heater 2 can be used to heat the battery module 15, i.e., the first battery fluid thermal circuit is used to heat the battery module 15.

[0088] The third preset temperature is lower than the first preset temperature. This is because the power requirements of the battery module 15 differ when it is in a discharging and charging state. When the battery module 15 is discharging, the power requirement is low; however, when it is charging, the power requirement is higher because higher power results in shorter charging time. In other words, the power requirement of the battery module 15 when it is discharging is less than the power requirement when it is charging. Since the temperature of the battery module 15 affects the power, the maximum temperature corresponding to the heating requirement when the battery module 15 is charging is higher than the maximum temperature corresponding to the heating requirement when the battery module 15 is discharging. Therefore, the first preset temperature is higher than the third preset temperature.

[0089] The third preset temperature is a smaller value, and the second preset temperature is a larger value. The values ​​of the second and third preset temperatures can be set according to actual needs. For example, the second preset temperature can be 85 degrees Celsius, and the third preset temperature can be 10 degrees Celsius, etc.

[0090] In some possible implementations, referring to Figure 2, the second battery fluid thermal circuit may also include a first overflow tank 20; the outlet of the engine 7 is connected to the inlet of the first overflow tank 20, and the outlet of the first overflow tank 20 is connected to the inlet of the first water pump 1.

[0091] When the second battery fluid thermal circuit is working, the coolant flowing out of the engine 7 flows into the first water pump 1 after passing through the first overflow tank 20.

[0092] In this embodiment, the vehicle's thermal management system includes a second battery fluid thermal circuit. This circuit heats the battery module 15, preventing it from becoming too cold. When the second battery fluid thermal circuit is operating, it utilizes the waste heat from the engine 7, or combines this waste heat with the positive temperature coefficient heater 2 to heat the battery module 15. Simultaneously, it incorporates the coolant flowing from the second water pump 5, preventing the coolant from overheating and affecting the battery module 15's performance and lifespan. The second battery fluid thermal circuit utilizes the vehicle's existing engine liquid cooling circuit, or combines it with the air conditioning system (using the positive temperature coefficient heater 2) to heat the battery module 15. This eliminates the need for additional heating equipment at the battery module 15, saving costs, reducing vehicle weight, and lowering energy consumption. Furthermore, this embodiment provides both a first and a second battery fluid thermal circuit. Under different operating conditions, different circuits can be selected to heat the battery module 15, achieving multi-condition heating and meeting the heating requirements of the battery module 15 under various conditions.

[0093] The foregoing embodiments introduced multiple battery fluid thermal circuits in the vehicle's thermal management system. However, how to configure each battery fluid thermal circuit to achieve the maximum heating effect needs to be realized through valves, which will be described in detail below.

[0094] In some embodiments, referring to FIG1, the first battery liquid thermal circuit further includes a one-way valve 8;

[0095] The outlet of the coolant flow channel 4 is connected to the inlet of the check valve 8, and the outlet of the check valve 8 is connected to the inlet of the first water pump 1.

[0096] Referring to Figures 1 and 2, the outlet of the one-way valve 8 is also connected to the outlet of the engine 7, and the inlet of the one-way valve 8 is also connected to the inlet of the second water pump 5.

[0097] In this embodiment of the application, by adding a one-way valve 8, the coolant flowing out of the coolant channel 4 can flow to the first water pump 1 through the one-way valve 8, but cannot flow in the opposite direction. At the same time, the coolant flowing out of the engine 7 can only flow to the first water pump 1, and cannot flow to the coolant channel 4 through the one-way valve 8.

[0098] Referring to Figure 1, if the one-way valve 8 is not installed, the coolant in the first battery liquid thermal circuit may reverse and flow into the coolant channel 4 from the outlet of the coolant channel 4, affecting the heating effect of the battery module 15.

[0099] If the one-way valve 8 is not installed, there is actually a passage between the outlet of the engine 7 and the outlet of the coolant flow channel 4. When the second battery fluid thermal circuit is working, part of the coolant flowing out of the engine 7 may flow into the first water pump 1 and part may flow directly into the coolant flow channel 4, causing the temperature of the coolant used to heat the battery module 15 to be too high, affecting the performance and service life of the battery module 15.

[0100] Considering the above reasons, the embodiment of this application is provided with a one-way valve 8, which can prevent the coolant in the circuit from flowing in reverse and affecting the heating effect of the first battery fluid thermal circuit and the second battery fluid thermal circuit. At the same time, it can prevent overheated coolant from flowing into the coolant channel 4 and affecting the performance and service life of the battery module 15.

[0101] The foregoing embodiments described multiple battery fluid thermal circuits in the vehicle's thermal management system. However, the control of whether each battery fluid thermal circuit is working needs to be achieved through valves, which will be described in detail below.

[0102] In some embodiments, referring to Figures 1 and 2, both the first battery liquid thermal circuit and the second battery liquid thermal circuit further include a second three-way valve 14;

[0103] The first end of the second three-way valve 14 is connected to the outlet of the heater core 3, the second end of the second three-way valve 14 is connected to the inlet of the coolant flow channel 4, and the third end of the second three-way valve 14 is connected to the inlet of the third water pump 6.

[0104] Referring to Figure 1, when the first battery liquid thermal circuit is working, the first end of the second three-way valve 14 and the second end of the second three-way valve 14 are connected;

[0105] Referring to Figure 2, when the second battery liquid thermal circuit is working, the first end of the second three-way valve 14 and the second end of the second three-way valve 14 are connected, and the first end of the second three-way valve 14 and the third end of the second three-way valve 14 are connected.

[0106] Referring to Figure 1, when the first battery fluid thermal circuit is working, the coolant flowing out from the heater core 3 enters the first end of the second three-way valve 14 and flows out from the second end of the second three-way valve 14. After merging with the coolant flowing out from the second water pump 5, it flows into the coolant channel 4.

[0107] Referring to Figure 2, when the second battery fluid thermal circuit is working, the coolant flowing out from the heater core 3 enters the first end of the second three-way valve 14 and is divided into two paths. One path flows out from the third end of the second three-way valve 14 and returns to the third water pump 6. The other path flows out from the second end of the second three-way valve 14 and merges with the coolant flowing out from the second water pump 5 before flowing into the coolant channel 4.

[0108] This embodiment adds a second three-way valve 14, which controls the flow direction of the coolant, allowing different circuits to operate and meet the different needs of the battery module 15. In addition, when different circuits are operating, the opening degree of the second three-way valve 14 can be controlled to control the flow rate of the coolant in the pipe, so that the combined coolant can meet the temperature requirements of the battery module 15 when it is heated, and will not overheat.

[0109] In addition to the aforementioned first and second battery fluid thermal circuits, the vehicle's thermal management system also has other battery fluid thermal circuits that can heat the battery module 15, which will be described in detail below.

[0110] In some embodiments, referring to Figure 3, the vehicle's thermal management system further includes a third battery fluid thermal circuit;

[0111] The third battery liquid thermal circuit includes a second water pump 5, a motor system, and a coolant flow channel 4;

[0112] The outlet of the second water pump 5 is connected to the inlet of the motor system, and the outlet of the motor system is connected to the inlet of the coolant flow channel 4. Other connections can be found in the aforementioned embodiments and will not be repeated here.

[0113] Referring to Figure 3, the motor system may include an OBC (On-Board Charger) 3-in-1 9 and a motor 10 connected in series. The inlet of the OBC 3-in-1 9 serves as the inlet of the motor system, and the outlet of the OBC 3-in-1 9 is connected to the inlet of the motor 10. The outlet of the motor 10 serves as the outlet of the motor system. The OBC 3-in-1 9 may include an OBC (On-Board Charger), a PDU (Power Distribution Unit / High Voltage Distribution Box), and a DC-DC (Direct-to-Direct-to-Direct-Frequency) converter. Referring to Figure 3, a first temperature sensor 11 may be installed at the inlet of the motor 10 to collect the coolant temperature at the inlet of the motor 10.

[0114] Referring to Figure 3, coolant flows through the third battery fluid thermal circuit. When the third battery fluid thermal circuit is working, the second water pump 5 can be used to drive the coolant to circulate in the circuit. In practical applications, the flow rate of the coolant can be adjusted according to actual needs.

[0115] The dashed arrows in Figure 3 show the flow path of the coolant when the third battery fluid thermal circuit is working. When the third battery fluid thermal circuit is working, the coolant flowing out of the second water pump 5 enters the motor system, is heated by the motor system, and then enters the coolant flow channel 4 to heat the battery module 15. The coolant flowing out of the coolant flow channel 4 returns to the second water pump 5.

[0116] When the third battery liquid thermal circuit is working, the motor 10 is in operation. The motor 10 generates heat, and when the coolant flows through the motor 10, it absorbs the excess heat generated by the motor 10, causing its temperature to rise. In some possible implementations, if the motor 10 is not working under certain circumstances, but the third battery liquid thermal circuit still needs to work, the motor 10 can be controlled to actively stall and generate heat to heat the battery module 15.

[0117] The temperature of the coolant flowing out of the motor system is usually not too high, so it can flow directly into the coolant channel 4 to heat the battery module 15.

[0118] The third battery fluid thermal circuit is applicable to the following conditions: the battery module 15 is in a discharging state, the battery module 15 has a heating requirement, and the temperature of the coolant at the outlet of the engine 7 is lower than the second preset temperature.

[0119] In other words, when the battery module 15 is in a discharging state and has a heating requirement, the second battery liquid heating circuit has a higher priority than the third battery liquid heating circuit. This is because the rate of heating the battery module 15 using the waste heat of the engine 7 is higher than the rate of heating the battery module 15 using the waste heat of the motor 10. Specifically, when the battery module 15 is in a discharging state and has a heating requirement, it is first determined whether the waste heat of the engine 7 can be used to heat the battery module 15, that is, whether the temperature of the coolant at the outlet of the engine 7 is greater than or equal to the second preset temperature. If so, the second battery liquid heating circuit is used to heat the battery module 15. If the waste heat of the engine 7 cannot be used to heat the battery module 15, that is, the temperature of the coolant at the outlet of the engine 7 is less than the second preset temperature, the third battery liquid heating circuit can be used to heat the battery module 15.

[0120] Furthermore, the operating conditions applicable to the third battery liquid thermal circuit can be: the battery module 15 is in a discharging state, the battery module 15 has a heating requirement, the temperature of the coolant at the outlet of the engine 7 is lower than the second preset temperature, and the temperature of the coolant at the outlet of the motor system meets the preset heating conditions.

[0121] The preset heating conditions may include a coolant temperature at the outlet of the motor system that is less than or equal to a fourth preset temperature, and a difference between the coolant temperature at the outlet of the motor system and the minimum cell temperature of the battery module 15 that is greater than or equal to a first preset temperature difference. In other words, the coolant temperature at the outlet of the motor system will not damage the battery module 15, and the coolant temperature at the outlet of the motor system is greater than the minimum cell temperature of the battery module 15, thus enabling heating of the battery module 15.

[0122] The fourth preset temperature can be the highest coolant temperature that will not damage the battery module 15. Its value can be set according to actual needs, such as 55 degrees Celsius, etc. The first preset temperature difference is greater than 0. The value of the first preset temperature difference can be set according to actual needs, such as 5 degrees Celsius, etc.

[0123] In this embodiment, the vehicle's thermal management system also includes a third battery fluid thermal circuit. When the battery module 15 requires heating, this third circuit operates, utilizing waste heat from the motor system or actively generated heat to heat the battery module 15. This prevents the battery module 15 from becoming too cold and affecting its performance. Furthermore, the coolant flowing from the motor system is not too hot and can directly flow into the coolant channel 4 to heat the battery module 15 without needing to combine with other coolant of lower temperature. Simultaneously, the third battery fluid thermal circuit only connects the motor system and the coolant channel 4, without passing through other potential heat-absorbing devices, reducing heat loss and improving the heating efficiency of the battery module 15. In addition, the vehicle's thermal management system has multiple battery fluid thermal circuits, which can meet the heating needs of the battery module 15 under different operating conditions without requiring additional heating equipment, thus saving costs, reducing vehicle weight, and lowering energy consumption.

[0124] In some possible implementations, referring to Figure 3, the first and second battery liquid thermal circuits may also include a motor system.

[0125] When the first battery fluid thermal circuit is working, the coolant flowing out of the second water pump 5 passes through the motor system and then merges with the coolant flowing out of the heater core 3.

[0126] When the second battery fluid thermal circuit is working, the coolant flowing out of the second water pump 5 passes through the motor system and merges with one of the coolants flowing out of the heater core 3 into the coolant channel 4.

[0127] When either the first or second battery fluid thermal circuit is operating, the motor 10 may or may not operate. When the motor 10 is operating, the heat it generates may cause the temperature of the coolant flowing into the coolant channel 4 after the coolant from the motor system and the heater core 3 merges to be too high, potentially damaging the battery module 15. To address this issue, both the first and second battery fluid thermal circuits may include a radiator 12. This allows the radiator 12 to operate and dissipate heat to the outside when the temperature of the coolant flowing into the coolant channel 4 is too high, thereby lowering the temperature.

[0128] Specifically, in this embodiment of the application, referring to Figure 3, the first battery liquid thermal circuit may include a first water pump 1, a positive temperature coefficient heater 2, a heater core 3, a coolant channel 4, a second water pump 5, a motor system, and a radiator 12; the outlet of the first water pump 1 is connected to the inlet of the positive temperature coefficient heater 2, the outlet of the positive temperature coefficient heater 2 is connected to the inlet of the heater core 3, the outlet of the heater core 3 is connected to the inlet of the coolant channel 4, and the outlet of the coolant channel 4 is connected to the inlet of the first water pump 1; the outlet of the second water pump 5 is connected to the inlet of the motor system, the outlet of the motor system is connected to both the inlet of the coolant channel 4 and the inlet of the radiator 12, the outlet of the coolant channel 4 is also connected to the inlet of the second water pump 5, and the outlet of the radiator 12 is connected to the inlet of the second water pump 5.

[0129] The second battery fluid thermal circuit may include a third water pump 6, an engine 7, a first water pump 1, a positive temperature coefficient heater 2, a heater core 3, a coolant flow channel 4, a second water pump 5, a motor system, and a radiator 12. The outlet of the third water pump 6 is connected to the inlet of the engine 7, and the outlet of the engine 7 is connected to the inlet of the first water pump 1. The outlet of the heater core 3 is also connected to the inlet of the third water pump 6. The connection relationships of other components are the same as those described in the first battery fluid thermal circuit and will not be repeated here.

[0130] In addition to heating, battery module 15 also requires cooling. The previous embodiments mainly described how to heat battery module 15; the following describes how to cool battery module 15.

[0131] In some embodiments, referring to Figure 4, the vehicle's thermal management system further includes a battery liquid cooling circuit;

[0132] The battery liquid cooling circuit includes a second water pump 5, a motor system, a coolant flow channel 4, and a radiator 12;

[0133] The outlet of the motor system is also connected to the inlet of the radiator 12, and the outlet of the radiator 12 is connected to the inlet of the second water pump 5; when the battery liquid cooling circuit is working, the radiator 12 is in working condition.

[0134] Referring to Figure 4, coolant flows through the battery liquid cooling circuit. When the battery liquid cooling circuit is working, the second water pump 5 can be used to drive the coolant to circulate in the circuit. In practical applications, the flow rate of the coolant can be adjusted according to actual needs.

[0135] The dashed arrows in Figure 4 show the flow path of the coolant when the battery liquid cooling circuit is working. When the battery liquid cooling circuit is working, the coolant flowing out of the second water pump 5 enters the motor system. The coolant flowing out of the motor system is divided into two paths. One path passes through the radiator 12 to exchange heat with the external environment, thereby lowering the temperature of the coolant. The other path flows into the coolant channel 4 to cool the battery module 15. The coolant flowing out of the radiator 12 and the coolant flowing out of the coolant channel 4 merge and return to the second water pump 5.

[0136] The coolant flowing out of the coolant channel 4 absorbs heat from the battery module 15, thus increasing its temperature. However, the coolant flowing out of the radiator 12 has a lower temperature. Therefore, when the two flow together, the overall temperature of the coolant decreases. The radiator 12 can be a low-temperature radiator.

[0137] When the battery liquid cooling circuit is working, the radiator 12 is in working condition; the motor 10 can be in working condition or not working condition. When the motor 10 is not working condition, the coolant does not need to absorb the heat of the motor 10, which can reduce the heat loss and has higher cooling efficiency compared with the motor 10 being in working condition.

[0138] The battery liquid cooling circuit uses coolant to cool the battery module 15. The coolant uses the principle of heat exchange due to temperature difference and has a large specific heat capacity. Therefore, when the battery liquid cooling circuit cools the battery module 15, it will not cause the temperature difference between the cells of the battery module 15 to be too large. The temperature uniformity is good, which can improve the performance and service life of the battery module 15.

[0139] However, the cooling efficiency of the battery liquid cooling circuit is lower than that of the coolant in the subsequent battery direct cooling circuit. Therefore, the battery liquid cooling circuit can operate when the battery module 15 is in a normal or low temperature environment and the battery module 15 has a cooling requirement. Compared with the battery direct cooling circuit for cooling the battery module 15, it has lower energy consumption.

[0140] When the battery module 15 is in a thermal runaway state, the compressor 17 using high-voltage electricity is not allowed to work. Therefore, the direct cooling circuit of the battery cannot work. At this time, the liquid cooling circuit of the battery can be used to cool down the battery module 15.

[0141] The battery liquid cooling circuit is applicable to the following conditions: when the battery module 15 has cooling requirements and the temperature of the coolant at the outlet of the motor system meets the preset cooling conditions, or when the battery module 15 is in a state of thermal runaway.

[0142] When the maximum cell temperature of battery module 15 is greater than or equal to the fifth preset temperature, it is determined that battery module 15 has a cooling requirement. The preset cooling conditions include the coolant temperature at the motor system outlet being less than or equal to the target temperature. The target temperature is the difference between the sixth preset temperature and the first temperature difference, which is the difference between the maximum cell temperature of battery module 15 and the fifth preset temperature. The sixth preset temperature is less than the fifth preset temperature.

[0143] The maximum cell temperature of battery module 15 is the maximum value among the temperatures of all cells in battery module 15.

[0144] The fifth preset temperature can be the minimum temperature value corresponding to the cooling requirement of battery module 15. Its specific value can be determined according to actual needs, such as 38 degrees Celsius, etc. The sixth preset temperature is lower than the fifth preset temperature. The specific value of the sixth preset temperature can be determined according to actual needs, such as 30 degrees Celsius, etc.

[0145] In some possible implementations, referring to Figure 4, the battery liquid cooling circuit may also include a second overflow tank 19; the outlet of the radiator 12 is connected to the inlet of the second overflow tank 19, and the outlet of the second overflow tank 19 is connected to the inlet of the second water pump 5.

[0146] When the battery liquid cooling circuit is working, the coolant flowing out of the radiator 12 passes through the second overflow tank 19 and merges with the coolant flowing out of the coolant channel 4, and then returns to the second water pump 5.

[0147] In this embodiment, when the battery module 15 requires cooling, it can be cooled via a liquid cooling circuit to prevent overheating and performance degradation. Furthermore, cooling the battery module 15 with coolant, compared to using a refrigerant, avoids large temperature differences between the internal cells, thus improving its performance and lifespan. Additionally, in the event of thermal runaway in the battery module 15, the compressor 17 fails to operate, causing the direct cooling circuit to malfunction. In this case, the liquid cooling circuit can be used to cool the battery module 15, preventing performance degradation or failure.

[0148] In the vehicle's thermal management system, in addition to cooling the battery module 15 through the aforementioned battery liquid cooling circuit, the battery module 15 can also be cooled through the battery direct cooling circuit, which will be described in detail below.

[0149] In some embodiments, referring to Figure 5, the vehicle's thermal management system further includes a battery direct cooling circuit;

[0150] The battery direct cooling circuit includes a refrigerant flow channel 16, a compressor 17, and a condenser 18; the refrigerant flow channel 16 is located at the battery module 15; both the refrigerant flow channel 16 and the coolant flow channel 4 are located in the dual-medium cold plate.

[0151] The outlet of compressor 17 is connected to the inlet of condenser 18, the outlet of condenser 18 is connected to the inlet of refrigerant channel 16, and the outlet of refrigerant channel 16 is connected to the inlet of compressor 17.

[0152] A refrigerant flows through the battery's direct cooling circuit. The refrigerant can be a refrigerant, such as tetrafluoroethane R134a or 2,3,3,3-tetrafluoropropylene R1234yf, etc., or any other suitable refrigerant; no specific restrictions are made here.

[0153] The dashed arrows in Figure 5 show the refrigerant flow path when the battery direct cooling circuit is working. When the battery direct cooling circuit is working, the refrigerant flowing out of the compressor 17 enters the condenser 18 to exchange heat with the external environment. The refrigerant flowing out of the condenser 18 enters the refrigerant flow channel 16 to quickly cool down the battery module 15. The refrigerant flowing out of the refrigerant flow channel 16 returns to the compressor 17.

[0154] The direct cooling circuit uses a refrigerant to cool the battery module 15. The refrigerant utilizes the principle of phase change heat transfer, resulting in high cooling efficiency. Therefore, the direct cooling circuit can operate when the battery module 15 is in a high-temperature environment—that is, when the temperature of the battery module 15 is high and requires rapid cooling, but has not yet reached a state of thermal runaway. In a preferred embodiment, the direct cooling circuit and the battery temperature equalization circuit (described later) can be controlled to work together, or the direct cooling circuit and the battery liquid cooling circuit can be controlled to work together, thereby achieving rapid cooling and maintaining the temperature equalization of the battery module 15.

[0155] The dual-medium cold plate may include a refrigerant channel 16 and a coolant channel 4. In the dual-medium cold plate, the refrigerant channel 16 and the coolant channel 4 may be arranged alternately. The refrigerant channel 16 and the coolant channel 4 may both be labyrinthine channels, multiple U-shaped channels connected in sequence, wavy channels, or S-shaped curved channels, etc.

[0156] In one possible implementation, the refrigerant flow channel 16 may include a main refrigerant flow channel and multiple refrigerant branches; each refrigerant branch is connected to the main refrigerant flow channel. The coolant flow channel 4 may include a main coolant flow channel and multiple coolant branches, each coolant branch being connected to the main coolant flow channel. The multiple refrigerant branches and coolant branches are staggered to improve the heat exchange efficiency between the refrigerant branches and coolant branches.

[0157] One or at least two dual-medium cold plates can be provided at the battery module 15. When at least two dual-medium cold plates are provided, they are connected in parallel. For example, assuming that one dual-medium cold plate is provided at the battery module 15, the dual-medium cold plate can be provided at the top or bottom of the battery module 15; if two dual-medium cold plates are provided at the battery module 15, one dual-medium cold plate can be provided at the top and one at the bottom of the battery module 15.

[0158] The battery direct cooling circuit is applicable when the battery module 15 has cooling requirements and the temperature of the coolant at the outlet of the motor system does not meet the preset cooling conditions. In other words, when the battery module 15 has cooling requirements, the battery liquid cooling circuit has a higher priority than the battery direct cooling circuit. Specifically, if the battery liquid cooling circuit can meet the cooling requirements of the battery module 15, it will be controlled to operate first. If the battery liquid cooling circuit cannot meet the cooling requirements of the battery module 15, the battery direct cooling circuit will be controlled to achieve rapid cooling of the battery module 15.

[0159] When the battery module 15 is in a thermal runaway state, the direct cooling circuit of the battery is prohibited from working to avoid the thermal runaway situation from becoming more serious or even causing dangerous situations such as fire.

[0160] This embodiment of the application can rapidly cool the battery module 15 through a direct battery cooling circuit, achieving high cooling efficiency and making it suitable for operating conditions with high battery temperatures. Furthermore, by placing the refrigerant channel 16 and the coolant channel 4 in the same dual-medium cold plate, heat exchange can be achieved between the coolant in the coolant channel 4 and the refrigerant in the refrigerant channel 16, further preventing the coolant in the coolant channel 4 from becoming excessively hot.

[0161] In one possible implementation, referring to Figure 5, the battery direct cooling circuit may further include a first valve 22. The inlet of the refrigerant channel 16 is connected to the outlet of the condenser 18 via the first valve 22.

[0162] When the battery direct cooling circuit is working, the refrigerant flowing out of the condenser 18 enters the refrigerant flow channel 16 through the first valve 22.

[0163] The first valve 22 can be an electronic expansion valve.

[0164] Referring to Figures 3 to 5, the thermal management system of the vehicle may also include a passenger compartment cooling circuit; the passenger compartment cooling circuit includes a compressor 17, a condenser 18, a second valve 23, and an evaporator 28.

[0165] The outlet of compressor 17 is connected to the inlet of condenser 18. The outlet of condenser 18 is connected to the inlet of evaporator 28 through second valve 23. The outlet of evaporator 28 is connected to the inlet of compressor 17.

[0166] When the crew compartment cooling circuit is working, the refrigerant flowing out of the compressor 17 enters the condenser 18 to exchange heat with the external environment. The refrigerant flowing out of the condenser 18 enters the evaporator 28 through the second valve 23 to cool the crew compartment. The refrigerant flowing out of the evaporator 28 returns to the compressor 17.

[0167] The second valve 23 may include a thermal expansion valve and a shut-off valve.

[0168] The embodiments of this application can cool the passenger compartment through the passenger compartment cooling circuit to meet the passenger compartment's cooling requirements.

[0169] In addition to heating and cooling requirements, battery module 15 may also have temperature equalization requirements. For example, when there is a large temperature difference between the cells of battery module 15, temperature equalization management of battery module 15 is necessary. The following describes how the vehicle's thermal management system meets the temperature equalization requirements of battery module 15.

[0170] In some embodiments, referring to Figure 4, the vehicle's thermal management system further includes a battery temperature equalization circuit;

[0171] The battery temperature equalization circuit and the battery liquid cooling circuit are the same circuit;

[0172] When the battery temperature equalization circuit is working, the heat sink 12 is either in a working state or not in a working state.

[0173] In this embodiment, the battery temperature equalization circuit and the aforementioned battery liquid cooling circuit are the same circuit. Therefore, the dashed arrow in Figure 4 shows the flow circuit of the coolant when both the battery liquid cooling circuit and the battery temperature equalization circuit are working. When the battery temperature equalization circuit is working, it can achieve the function of equalizing the temperature of the battery module 15, and the second water pump 5 is in working state; the radiator 12 can be in working state or not in working state; the motor system can be in working state or not in working state.

[0174] When the battery temperature equalization circuit is working, if the coolant temperature of the circuit is lower than the minimum cell temperature of the battery module 15, the battery temperature equalization circuit can not only achieve the temperature equalization function, but also achieve the cooling function of the battery module 15.

[0175] When the battery temperature equalization circuit is working, if the radiator 12 is also in operation, it can reduce the temperature of the coolant in the circuit, thus achieving the aforementioned temperature equalization and cooling functions for the battery module 15. When the battery temperature equalization circuit is working, if the motor system is also in operation, the radiator 12 is also in operation to prevent the coolant in the circuit from becoming too hot.

[0176] In some possible implementations, the flow rate of the coolant during the operation of the battery temperature equalization circuit can be greater than that during the operation of the battery liquid cooling circuit, so as to achieve rapid temperature equalization.

[0177] In some possible implementations, the battery temperature equalization circuit and the battery direct cooling circuit can work simultaneously to achieve rapid cooling of the battery module 15 while maintaining the temperature equalization of the battery module 15.

[0178] The battery temperature equalization circuit is applicable to the following conditions: the battery module 15 is in a thermal runaway state; or, the battery direct cooling circuit is working, the difference between the maximum and minimum cell temperatures of the battery module 15 is greater than or equal to the second preset temperature difference (the temperature difference between the cells in the battery module 15 is large), and the difference between the minimum cell temperature of the battery module 15 and the temperature of the coolant at the outlet of the motor system is greater than or equal to the third preset temperature difference (the coolant will not heat the battery module 15).

[0179] When thermal runaway occurs in battery module 15, the temperature of battery module 15 is very high, and / or the temperature difference between the cells in battery module 15 is large. Since the battery equalization circuit can quickly cool down or quickly balance the temperature difference between the cells, the operation of the battery equalization circuit can be controlled to quickly reduce the temperature and temperature difference of battery module 15.

[0180] When the battery direct cooling circuit is working, it indicates that the battery module 15 needs to be cooled down. Therefore, when it is detected that the temperature difference between the cells in the battery module 15 is large and the coolant in the battery equalization circuit will not heat the battery module 15, the battery equalization circuit can be controlled to work, so as to reduce the temperature difference between the cells in the battery module 15 while cooling the battery module 15.

[0181] The second and third preset temperature differences are both greater than 0. The values ​​of the second and third preset temperature differences can be set according to actual needs. For example, both can be 10 degrees, etc.

[0182] In this embodiment, when the temperature difference between the cells in the battery module 15 is large, the battery temperature equalization circuit can be activated to reduce the temperature difference between the cells and avoid affecting the performance and lifespan of the battery module 15. Furthermore, when the battery module 15 experiences thermal runaway, the compressor 17 cannot operate, causing the battery direct cooling circuit to fail. The battery temperature equalization circuit can then be used to cool and equalize the battery module 15, preventing performance degradation or failure. When the battery direct cooling circuit is operating, the temperature difference between the cells in the battery module 15 is large, and the coolant in the battery temperature equalization circuit does not heat the battery module 15, the battery temperature equalization circuit can be controlled to operate simultaneously. This allows for rapid cooling of the battery module 15 while maintaining its temperature uniformity.

[0183] The foregoing embodiments introduced the third battery fluid heating circuit and battery fluid cooling circuit in the vehicle's thermal management system. However, how to control whether the third battery fluid heating circuit and battery fluid cooling circuit work needs to be achieved through valves, which will be described in detail below.

[0184] In some embodiments, referring to Figures 3 and 4, both the third battery liquid thermal circuit and the battery liquid cooling circuit further include a first three-way valve 13;

[0185] The first end of the first three-way valve 13 is connected to the outlet of the coolant flow channel 4, the second end of the first three-way valve 13 is connected to the outlet of the radiator 12, and the third end of the first three-way valve 13 is connected to the inlet of the second water pump 5.

[0186] Referring to Figure 3, when the third battery liquid thermal circuit is working, the first end of the first three-way valve 13 and the third end of the first three-way valve 13 are connected;

[0187] Referring to Figure 4, when the battery liquid cooling circuit is working, the first end of the first three-way valve 13 is connected to the third end of the first three-way valve 13, and the second end of the first three-way valve 13 is connected to the third end of the first three-way valve 13.

[0188] Referring to Figure 4, when the battery temperature equalization circuit is working, the first end of the first three-way valve 13 is connected to the third end of the first three-way valve 13, and the second end of the first three-way valve 13 is connected to the third end of the first three-way valve 13.

[0189] Referring to Figure 3, when the third battery fluid thermal circuit is working, the coolant flowing out from the coolant channel 4 enters the first end of the first three-way valve 13 and flows out from the third end of the first three-way valve 13, returning to the second water pump 5.

[0190] Referring to Figure 4, when the battery liquid cooling circuit is working, the coolant flowing out of the radiator 12 enters the second end of the first three-way valve 13, and the coolant flowing out of the coolant channel 4 enters the first end of the first three-way valve 13. After the two coolants merge in the first three-way valve 13, they flow out from the third end of the first three-way valve 13 and return to the second water pump 5.

[0191] Referring to Figure 4, when the battery temperature equalization circuit is working, the coolant flowing out of the radiator 12 enters the second end of the first three-way valve 13, and the coolant flowing out of the coolant channel 4 enters the first end of the first three-way valve 13. After the two coolants merge in the first three-way valve 13, they flow out from the third end of the first three-way valve 13 and return to the second water pump 5.

[0192] This embodiment adds a first three-way valve 13, which controls the flow direction of the coolant by adjusting the flow direction of the first three-way valve 13, allowing different circuits to operate and meet the different needs of the battery module 15. In addition, when different circuits are operating, the opening degree of the first three-way valve 13 can be controlled to control the flow rate of the coolant in the pipe, so that the combined coolant can meet the temperature requirements of the battery module 15 when it is heated.

[0193] In some possible implementations, referring to Figures 3 to 5, the thermal management system of the vehicle may also include a motor liquid cooling circuit; the motor liquid cooling circuit includes a second water pump 5, a motor system, a radiator 12, and a second overflow tank 19.

[0194] When the motor liquid cooling circuit is working, the coolant flowing out of the second water pump 5, after cooling the motor 10 through the motor system, enters the radiator 12, dissipates heat from the external environment, and then returns to the second water pump 5 through the second overflow tank 19.

[0195] Referring to Figures 3 to 5, the motor liquid cooling circuit may also include a first three-way valve 13; the coolant flowing out of the second overflow tank 19 returns to the second water pump 5 through the first three-way valve 13.

[0196] When the motor liquid cooling circuit is working, the second end of the first three-way valve 13 and the third end of the first three-way valve 13 are connected.

[0197] The embodiments of this application can meet the cooling requirements of the motor 10 through the motor liquid cooling circuit, which can prevent the motor 10 from overheating and affecting the performance of the motor 10.

[0198] In some possible implementations, as shown in Figures 3 to 5, the thermal management system of the vehicle may also include a first passenger compartment heating circuit.

[0199] The heating circuit for the first crew compartment includes a first water pump 1, a positive temperature coefficient heater 2, a warm air core 3, a third three-way valve 21, and a first overflow tank 20;

[0200] The outlet of the first water pump 1 is connected to the inlet of the positive temperature coefficient heater 2, the outlet of the positive temperature coefficient heater 2 is connected to the inlet of the warm air core 3, the outlet of the warm air core 3 is connected to the second end of the third three-way valve 21, the first end of the third three-way valve 21 is connected to the inlet of the first overflow tank 20, and the outlet of the first overflow tank 20 is connected to the second end of the first water pump 1.

[0201] When the heating circuit of the first crew compartment is working, the coolant flowing out of the first water pump 1 is heated by the positive temperature coefficient heater 2 and then flows into the heater core 3 to heat the crew compartment. After heating the crew compartment, it returns to the first water pump 1 through the third three-way valve 21 and the first overflow tank 20.

[0202] When the heating circuit of the first crew compartment is working, the first end of the third three-way valve 21 is connected to the second end of the third three-way valve 21.

[0203] Referring to Figures 3 to 5, the vehicle's thermal management system may also include a second passenger compartment heating circuit;

[0204] The second crew cabin heating circuit includes a third water pump 6, an engine 7, a first overflow tank 20, a first water pump 1, a positive temperature coefficient heater 2, a heater core 3, and a third three-way valve 21;

[0205] The outlet of the third water pump 6 is connected to the inlet of the engine 7, the outlet of the engine 7 is connected to the inlet of the first overflow tank 20, the outlet of the first overflow tank 20 is connected to the inlet of the first water pump 1, the outlet of the first water pump 1 is connected to the inlet of the positive temperature coefficient heater 2, the outlet of the positive temperature coefficient heater 2 is connected to the inlet of the heater core 3, the outlet of the heater core 3 is connected to the second end of the third three-way valve 21, and the third end of the third three-way valve 21 is connected to the inlet of the third water pump 6.

[0206] When the heating circuit of the second crew compartment is working, the coolant flowing out of the third water pump 6 is heated by the engine 7 and then flows sequentially through the first overflow tank 20, the first water pump 1 and the positive temperature coefficient heater 2 before entering the heater core 3 to heat the crew compartment. After heating, it returns to the third water pump 6 through the third three-way valve 21.

[0207] When the heating circuit of the second crew compartment is working, the second end of the third three-way valve 21 is connected to the third end of the third three-way valve 21.

[0208] When the second crew compartment heating circuit is operational, the positive temperature coefficient heater 2 may or may not operate. When the positive temperature coefficient heater 2 is operational, the coolant absorbs the waste heat from engine 7 and the heat generated by the positive temperature coefficient heater 2 to heat the crew compartment; when the positive temperature coefficient heater 2 is not operational, the coolant only absorbs the waste heat from engine 7 to heat the crew compartment.

[0209] Referring to Figures 3 to 5, both the first crew cabin heating circuit and the second crew cabin heating circuit may also include a second three-way valve 14.

[0210] The outlet of the warm air core 3 is connected to the first end of the second three-way valve 14, and the third end of the second three-way valve 14 is connected to the second end of the third three-way valve 21.

[0211] When the heating circuit of the first crew compartment or the heating circuit of the second crew compartment is working, the first end of the second three-way valve 14 and the third end of the second three-way valve 14 are connected.

[0212] When the heating circuit of the first crew cabin is activated, the coolant flowing out from the heater core 3 passes through the second three-way valve 14, the third three-way valve 21 and the first overflow tank 20, and returns to the first water pump 1.

[0213] When the heating circuit of the second crew cabin is working, the coolant flowing out of the heater core 3 passes through the second three-way valve 14 and the third three-way valve 21 and returns to the third water pump 6.

[0214] In some possible implementations, referring to Figures 3 to 5, the vehicle's thermal management system may also include a thermostat 27, a third overflow tank 26, a high-temperature radiator 24, and a fan 25. The connection relationships are shown in Figures 3 to 5 and will not be described again.

[0215] In this embodiment of the application, when there is a heating requirement in the crew cabin, the heating circuit of the first crew cabin or the heating circuit of the second crew cabin can be controlled to work to meet the heating requirements of the crew cabin.

[0216] It should be noted that the connection relationships of various components in a vehicle's thermal management system refer to the connections between pipes or containers that allow coolant or refrigerant to flow through each component. For example, the connection between motor 10 and OBC 3-in-1 9 means that the pipe located at motor 10 is connected to the pipe located at OBC 3-in-1 9, and so on.

[0217] This application provides a vehicle thermal management system that can realize functions such as battery refrigerant cooling (i.e., battery direct cooling circuit), coolant cooling (i.e., battery liquid cooling circuit), coolant temperature equalization (i.e., battery temperature equalization circuit), and coolant heating (i.e., first battery liquid thermal circuit, second battery liquid thermal circuit, and third battery liquid thermal circuit). It can achieve better battery thermal management performance with lower energy consumption under different ambient temperatures and component temperatures.

[0218] Corresponding to the thermal management system of the vehicle described above, one embodiment of this application also provides a vehicle including any of the above-described vehicle thermal management systems, which has the beneficial effects of any of the above-described vehicle thermal management systems.

[0219] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0220] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A thermal management system for a vehicle, characterized in that, The system includes a first battery fluid thermal circuit; the first battery fluid thermal circuit includes a first water pump, a positive temperature coefficient heater, a heater core, a coolant flow channel, and a second water pump; the coolant flow channel is located at the vehicle's battery module; the outlet of the first water pump is connected to the inlet of the positive temperature coefficient heater, the outlet of the positive temperature coefficient heater is connected to the inlet of the heater core, the outlet of the heater core is connected to the inlet of the coolant flow channel, and the outlet of the coolant flow channel is connected to the inlet of the first water pump; the outlet of the second water pump is connected to the inlet of the coolant flow channel, and the outlet of the coolant flow channel is also connected to the inlet of the second water pump.

2. The vehicle thermal management system according to claim 1, characterized in that, The vehicle's thermal management system further includes a second battery fluid thermal circuit; the second battery fluid thermal circuit includes a third water pump, an engine, a first water pump, a positive temperature coefficient heater, a heater core, a coolant flow channel, and the second water pump; the outlet of the third water pump is connected to the inlet of the engine, and the outlet of the engine is connected to the inlet of the first water pump; the outlet of the heater core is also connected to the inlet of the third water pump.

3. The vehicle thermal management system according to claim 1, characterized in that, The first battery liquid thermal circuit also includes a one-way valve; the outlet of the coolant flow channel is connected to the inlet of the one-way valve, and the outlet of the one-way valve is connected to the inlet of the first water pump.

4. The vehicle thermal management system according to claim 1, characterized in that, The vehicle's thermal management system further includes a third battery fluid thermal circuit; the third battery fluid thermal circuit includes a second water pump, a motor system, and the coolant flow channel; the outlet of the second water pump is connected to the inlet of the motor system, and the outlet of the motor system is connected to the inlet of the coolant flow channel.

5. The vehicle thermal management system according to claim 4, characterized in that, The vehicle's thermal management system further includes a battery liquid cooling circuit; the battery liquid cooling circuit includes a second water pump, the motor system, the coolant flow channel, and a radiator; the outlet of the motor system is also connected to the inlet of the radiator, and the outlet of the radiator is connected to the inlet of the second water pump; when the battery liquid cooling circuit is working, the radiator is in working condition.

6. The vehicle thermal management system according to claim 5, characterized in that, The vehicle's thermal management system also includes a battery temperature equalization circuit; the battery temperature equalization circuit and the battery liquid cooling circuit are the same circuit; when the battery temperature equalization circuit is working, the radiator is either in a working state or not in a working state.

7. The vehicle thermal management system according to claim 5, characterized in that, Both the third battery liquid thermal circuit and the battery liquid cooling circuit further include a first three-way valve; the first end of the first three-way valve is connected to the outlet of the coolant flow channel, the second end of the first three-way valve is connected to the outlet of the radiator, and the third end of the first three-way valve is connected to the inlet of the second water pump; when the third battery liquid thermal circuit is working, the first end and the third end of the first three-way valve are connected; when the battery liquid cooling circuit is working, the first end and the third end of the first three-way valve are connected, and the second end and the third end of the first three-way valve are also connected.

8. The vehicle thermal management system according to claim 2, characterized in that, Both the first battery fluid heating circuit and the second battery fluid heating circuit further include a second three-way valve; the first end of the second three-way valve is connected to the outlet of the heater core, the second end of the second three-way valve is connected to the inlet of the coolant flow channel, and the third end of the second three-way valve is connected to the inlet of the third water pump; when the first battery fluid heating circuit is working, the first end of the second three-way valve and the second end of the second three-way valve are connected; when the second battery fluid heating circuit is working, the first end of the second three-way valve and the second end of the second three-way valve are connected, and the first end of the second three-way valve and the third end of the second three-way valve are connected.

9. The vehicle thermal management system according to any one of claims 1 to 8, characterized in that, The vehicle's thermal management system also includes a battery direct cooling circuit; the battery direct cooling circuit includes a refrigerant channel, a compressor, and a condenser; the refrigerant channel is located at the battery module; both the refrigerant channel and the coolant channel are located in a dual-medium cold plate; the compressor outlet is connected to the condenser inlet, the condenser outlet is connected to the refrigerant channel inlet, and the refrigerant channel outlet is connected to the compressor inlet.

10. A vehicle, characterized in that, Including the vehicle thermal management system as described in any one of claims 1 to 9.

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