Vehicle thermal management system and vehicle

Abstract

This application relates to the field of vehicle thermal management technology, and discloses a vehicle thermal management system and a vehicle, including: a battery pack circuit, in which a battery pack is disposed; an electric drive circuit, connected to the battery pack circuit via a first heat exchanger, the first heat exchanger being used to realize heat exchange between the coolant in the electric drive circuit and the battery pack circuit; and an engine circuit, connected to the battery pack circuit via a second heat exchanger, the second heat exchanger being used to realize heat exchange between the coolant in the engine circuit and the battery pack circuit. In the coolant flow direction of the battery pack circuit, the first heat exchanger is located before the second heat exchanger, so that the coolant flowing out of the battery pack flows sequentially through the first heat exchanger and the second heat exchanger and flows into the battery pack. Therefore, through the arrangement of the first and second heat exchangers, the heat of the electric drive circuit and the engine circuit is fully utilized, which is particularly suitable for heating the battery pack in low-temperature environments, and the placement of the two heat exchangers ensures that the heat is fully utilized.

Description

Technical Field

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

[0002] In cold winter regions, the capacity and performance of power batteries decrease drastically, significantly reducing the driving range of electric vehicles. Simultaneously, the charging speed of batteries is limited in low-temperature environments, severely impacting the user experience. The optimal operating temperature for power batteries is typically around 20°C; therefore, in low-temperature environments, additional insulation and heating measures are needed for power batteries to improve the adaptability of electric vehicles to extremely cold conditions.

[0003] Currently, during the operation of the electric drive system and the battery pulse heating process, the electric drive system generates heat, which is often not utilized effectively, resulting in energy waste. Furthermore, for hybrid vehicles, the engine generates a significant amount of heat during operation, a large portion of which is dissipated into the external environment through the high-temperature radiator, failing to achieve full utilization. Utility Model Content

[0004] In view of the above problems, this application provides a vehicle thermal management system and a vehicle, which realizes the full utilization of heat from the electric drive circuit and the engine circuit through the arrangement of the first heat exchanger and the second heat exchanger. It is especially suitable for heating the battery pack in low-temperature environments, and the arrangement of the two heat exchangers allows the heat to be fully utilized.

[0005] The first aspect of this application provides a vehicle thermal management system, including: a battery pack circuit with a battery pack disposed thereon; an electric drive circuit connected to the battery pack circuit via a first heat exchanger, the first heat exchanger being used to realize heat exchange between the coolant in the electric drive circuit and the battery pack circuit; and an engine circuit connected to the battery pack circuit via a second heat exchanger, the second heat exchanger being used to realize heat exchange between the coolant in the engine circuit and the battery pack circuit; wherein, in the coolant flow direction of the battery pack circuit, the first heat exchanger is located before the second heat exchanger, so that the coolant flowing out of the battery pack flows sequentially through the first heat exchanger and the second heat exchanger and flows into the battery pack.

[0006] In some specific embodiments, a heater is provided in the battery pack circuit. The heater is located between the outlet end of the second heat exchanger and the inlet end of the battery pack. The heater is used to heat the coolant so that the temperature of the coolant entering the inlet end of the battery pack reaches the target temperature.

[0007] In some specific embodiments, the battery pack circuit is provided with a first temperature sensor on the inlet side of the first heat exchanger to obtain a first temperature, and the electric drive circuit is provided with a second temperature sensor on the inlet side of the first heat exchanger to obtain a second temperature; wherein, the first heat exchanger is used to realize heat exchange between the electric drive circuit and the coolant in the battery pack circuit when the first temperature is lower than the second temperature.

[0008] In some specific embodiments, the electric drive circuit is provided with a first three-way valve and a first bypass branch. The first bypass branch is connected in parallel with the first heat exchanger. The first three-way valve is connected to both the first bypass branch and the first heat exchanger. The first three-way valve is used to control the introduction of coolant into the first bypass branch or the first heat exchanger.

[0009] In some specific embodiments, the battery pack circuit is provided with a third temperature sensor on the inlet side of the second heat exchanger to obtain a third temperature, and the engine circuit is provided with a fourth temperature sensor on the inlet side of the second heat exchanger to obtain a fourth temperature; wherein, the second heat exchanger is used to realize heat exchange between the coolant in the engine circuit and the battery pack circuit when the third temperature is lower than the fourth temperature.

[0010] In some specific embodiments, the engine circuit is provided with a second three-way valve and a second bypass branch. The second bypass branch is connected in parallel with the second heat exchanger. The second three-way valve is connected to both the second bypass branch and the second heat exchanger. The second three-way valve is used to control the introduction of coolant into the second bypass branch or the second heat exchanger.

[0011] In some specific embodiments, the battery pack circuit is provided with a fifth temperature sensor, which is located on the inlet side of the battery pack. The heater is used to operate when the fifth temperature sensor detects that the coolant temperature at the inlet end of the battery pack has not reached the target temperature.

[0012] In some specific embodiments, the vehicle thermal management system further includes an air conditioning circuit and a third heat exchanger, wherein the air conditioning circuit is connected to the battery pack circuit via the third heat exchanger; wherein, in the direction of coolant flow in the battery pack circuit, the third heat exchanger is located before the first heat exchanger.

[0013] In some specific embodiments, a water pump is provided in the battery pack circuit, which is located between the second heat exchanger and the battery pack. The operation of the water pump causes the coolant in the battery pack circuit to circulate.

[0014] A second aspect of this application provides a vehicle including a vehicle thermal management system as described in any of the above claims.

[0015] This application has at least the following beneficial effects: Based on the vehicle thermal management system and vehicle provided by this application, the vehicle thermal management system includes: a battery pack circuit, in which a battery pack is disposed; an electric drive circuit, connected to the battery pack circuit via a first heat exchanger, the first heat exchanger being used to realize heat exchange between the coolant in the electric drive circuit and the battery pack circuit; and an engine circuit, connected to the battery pack circuit via a second heat exchanger, the second heat exchanger being used to realize heat exchange between the coolant in the engine circuit and the battery pack circuit. In the coolant flow direction of the battery pack circuit, the first heat exchanger is located before the second heat exchanger, so that the coolant flowing out of the battery pack flows sequentially through the first heat exchanger and the second heat exchanger and flows into the battery pack. Therefore, through the arrangement of the first and second heat exchangers, the heat of the electric drive circuit and the engine circuit is fully utilized, which is particularly suitable for heating the battery pack in low-temperature environments, and the arrangement of the two heat exchangers ensures that the heat can be fully utilized.

[0016] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, 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 the structures shown in these drawings without creative effort.

[0018] Figure 1 This is a piping diagram of an embodiment of the vehicle thermal management system provided in this application.

[0019] Explanation of reference numerals in the attached drawings: Vehicle thermal management system 100, battery pack circuit 30, battery pack 7, electric drive circuit 40, first bypass branch 41, engine circuit 50, second bypass branch 51, first heat exchanger 20, second heat exchanger 22, first temperature sensor 8, second temperature sensor 18, first three-way valve 19, third temperature sensor 21, fourth temperature sensor 3, second three-way valve 4, fifth temperature sensor 6, water pump 5, first electric drive system 11, second electric drive system 12, third three-way valve 10, fourth three-way valve 14, second radiator 15, engine 25, fifth three-way valve 26, first radiator 1.

[0020] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0022] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0023] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, if the word "and / or" appears throughout the text, it means including three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0024] The first aspect of this application provides a vehicle thermal management system 100. Figure 1 This is a piping diagram of an embodiment of the vehicle thermal management system 100 provided in this application.

[0025] Combination Figure 1 The vehicle thermal management system 100 includes a battery pack circuit 30, an electric drive circuit 40, and an engine circuit 50. The battery pack circuit 30 houses a battery pack 7, while the electric drive circuit 40 and the engine circuit 50 house a drive motor and an engine 25, respectively. Coolant flows through each circuit to achieve heat exchange, thereby dissipating or heating the battery pack 7, the drive motor, and the engine 25, respectively.

[0026] The electric drive circuit 40 and the battery pack circuit 30 are connected via a first heat exchanger 20, which facilitates heat exchange between the coolant in the electric drive circuit 40 and the battery pack circuit 30. One side of the first heat exchanger 20 is connected to the electric drive circuit 40, and the other side is connected to the battery pack circuit 30, allowing the coolant in both circuits to flow into the first heat exchanger 20, thus enabling heat exchange between the coolant in the electric drive circuit 40 and the battery pack circuit 30.

[0027] The engine circuit 50 and the battery pack circuit 30 are connected via a second heat exchanger 22, which facilitates heat exchange between the coolants in the engine circuit 50 and the battery pack circuit 30. Similarly, the two sides of the second heat exchanger 22 are connected to the engine circuit 50 and the battery pack circuit 30 respectively, enabling heat exchange between the coolants in the engine circuit 50 and the battery pack circuit 30 within the second heat exchanger 22.

[0028] Regarding the specific placement of the first heat exchanger 20 and the second heat exchanger 22, in the direction of coolant flow in the battery pack circuit 30, the first heat exchanger 20 is located before the second heat exchanger 22, so that the coolant flowing out of the battery pack 7 flows through the first heat exchanger 20 and the second heat exchanger 22 in sequence and flows into the battery pack 7.

[0029] It should be understood that the temperature of the coolant in the electric drive circuit 40 is generally lower than the temperature of the coolant in the engine 25. In low-temperature environments, the coolant in the battery pack circuit 30 first flows through the first heat exchanger 20 and is heated by the coolant in the electric drive circuit 40, and then is heated by the coolant in the engine circuit 50 at a higher temperature in the second heat exchanger 22. This achieves gradient heating of the coolant in the battery pack 7, thereby making full use of the heat in the electric drive circuit 40 and the engine circuit 50.

[0030] In some specific embodiments, the battery pack circuit 30 is provided with a heater (not shown). The heater is located between the outlet end of the second heat exchanger 22 and the inlet end of the battery pack 7. The heater is used to heat the coolant so that the temperature of the coolant entering the inlet end of the battery pack 7 reaches the target temperature.

[0031] Specifically, the heater can be an electric heater, such as a PTC heater (Positive Temperature Coefficient Heater), an electric heating device based on a material with a positive temperature coefficient. During the heating process of the battery pack 7, if the coolant temperature still does not meet the target temperature after passing through the first heat exchanger 20 and the second heat exchanger 22, it indicates that the coolant temperature flowing out of the second heat exchanger 22 is too low. To raise the coolant temperature to the target temperature to meet the heating requirements of the battery pack 7, the heater is used to heat the coolant so that the coolant temperature entering the inlet of the battery pack 7 reaches the target temperature.

[0032] Based on the above description of heat exchange between the battery pack circuit 30 and the electric drive circuit 40, in some specific embodiments, the battery pack circuit 30 is provided with a first temperature sensor 8 at the inlet side of the first heat exchanger 20 to obtain a first temperature, and the electric drive circuit 40 is provided with a second temperature sensor 18 at the inlet side of the first heat exchanger 20 to obtain a second temperature. The first temperature sensor 8 and the second temperature sensor 18 can be the same type of temperature sensor, and the temperature sensors involved in subsequent embodiments can all be of the same type. The first heat exchanger 20 is used to achieve heat exchange between the coolant in the electric drive circuit 40 and the battery pack circuit 30 when the first temperature is lower than the second temperature. When the first temperature is lower than the second temperature, it indicates that the coolant in the electric drive circuit 40 can achieve a good heating effect on the coolant in the battery pack circuit 30 through the first heat exchanger 20. At this time, heat exchange between the coolant in the electric drive circuit 40 and the battery pack circuit 30 is achieved through the operation of the first heat exchanger 20.

[0033] Regarding the specific configuration of the electric drive circuit 40, in some specific embodiments, the electric drive circuit 40 is provided with a first three-way valve 19 and a first bypass branch 41. The first bypass branch 41 is connected in parallel with the first heat exchanger 20. The first three-way valve 19 is connected to the first bypass branch 41 and the first heat exchanger 20 respectively. The first three-way valve 19 is used to control the introduction of coolant into the first bypass branch 41 or the first heat exchanger 20.

[0034] Specifically, the first bypass branch 41 is connected in parallel with the first heat exchanger 20, that is, the portion of the first bypass branch 41 and the first heat exchanger 20 located in the electric drive circuit 40 are connected in parallel. At this time, two ports of the first three-way valve 19 are connected to the first bypass branch 41 and the first heat exchanger 20 respectively, and the other port is connected to the main circuit of the electric drive circuit 40. Figure 1At this time, the connecting ports B and C of the first three-way valve 19 are connected to the first bypass branch 41 and the first heat exchanger 20, respectively, and the connecting port A of the first three-way valve 19 is connected to the main circuit in the electric drive circuit 40. In this state, the first three-way valve 19 can control the conduction state between the connecting ports, thereby allowing the coolant in the electric drive circuit 40 to be selectively introduced into the first bypass branch 41 or the first heat exchanger 20.

[0035] In some specific embodiments, the battery pack circuit 30 is provided with a third temperature sensor 21 at the inlet side of the second heat exchanger 22 to obtain a third temperature, and the engine circuit 50 is provided with a fourth temperature sensor 3 at the inlet side of the second heat exchanger 22 to obtain a fourth temperature, so as to measure the coolant temperature near the outlet of the second heat exchanger 22 in the battery pack circuit 30 and the engine circuit 50, respectively. The second heat exchanger 22 is used to achieve heat exchange between the coolant in the engine circuit 50 and the battery pack circuit 30 when the third temperature is lower than the fourth temperature. Similarly, when the third temperature is lower than the fourth temperature, the coolant in the engine circuit 50 can transfer heat to the coolant in the battery pack circuit 30 through the second heat exchanger 22.

[0036] Regarding the specific configuration of the engine circuit 50, in some specific embodiments, the engine circuit 50 is equipped with a second three-way valve 4 and a second bypass branch 51. The second bypass branch 51 is connected in parallel with the second heat exchanger 22. The second three-way valve 4 is connected to both the second bypass branch 51 and the second heat exchanger 22. The second three-way valve 4 is used to control the introduction of coolant into the second bypass branch 51 or the second heat exchanger 22. Combined with... Figure 1 The connecting ports B and C of the second three-way valve 4 are connected to the second bypass branch 51 and the second heat exchanger 22, respectively, and the connecting port A of the second three-way valve 4 is connected to the main circuit in the engine circuit 50. At this time, by controlling the opening and closing of each connecting port, the second three-way valve 4 can control the selective introduction of coolant into the second bypass branch 51 or the second heat exchanger 22.

[0037] Continue to combine Figure 1 In some specific embodiments, the battery pack circuit 30 is equipped with a fifth temperature sensor 6, which is located at the inlet side of the battery pack 7. The heater is used to operate when the fifth temperature sensor 6 detects that the coolant temperature at the inlet of the battery pack 7 has not reached the target temperature. Specifically, the fifth temperature sensor 6 is used to detect the coolant temperature at the inlet of the battery pack 7. Combined with the above-described heater configuration, when the fifth temperature sensor 6 detects that the coolant temperature at the inlet of the battery pack 7 has not reached the target temperature, the heater can operate to heat the coolant.

[0038] In some specific embodiments, the vehicle thermal management system 100 further includes an air conditioning circuit (not shown) and a third heat exchanger (not shown), the air conditioning circuit being connected to the battery pack circuit 30 via the third heat exchanger. The connection method of the air conditioning circuit to the battery pack circuit 30 via the third heat exchanger can be referenced to the connection method of the electric drive circuit 40 to the battery pack circuit 30 via the first heat exchanger 20.

[0039] At this point, in the coolant flow direction of battery pack circuit 30, the third heat exchanger is located before the first heat exchanger 20. With this arrangement, the coolant flowing out of battery pack 7 first passes through the first heat exchanger 20. The air conditioning circuit can then heat the coolant in battery pack 7 via the third heat exchanger, and then further heat it through the first heat exchanger 20 and the second heat exchanger 22. It should be understood that in the scenario of heating battery pack 7, since the temperature of the coolant in the air conditioning circuit is generally lower than the temperature of the coolant in the electric drive circuit 40, placing the third heat exchanger before the first heat exchanger 20 can effectively utilize the heat in each circuit to achieve a good heating effect on battery pack 7.

[0040] Continue to combine Figure 1 In some specific embodiments, the battery pack circuit 30 is equipped with a water pump 5, which is located between the second heat exchanger 22 and the battery pack 7. The operation of the water pump 5 causes the coolant in the battery pack circuit 30 to circulate. It should be understood that when the water pump 5 is working, the coolant circulates in the battery pack circuit 30, thereby enabling the coolant to achieve heat exchange through circulation.

[0041] In addition, the electric drive circuit 40 may also include a first electric drive system 11, a second electric drive system 12, and a third three-way valve 10. The first electric drive system 11 and the second electric drive system 12 are each equipped with a drive motor. The third three-way valve 10 is connected to both the first electric drive system 11 and the second electric drive system 12, and is used to control the selective entry of coolant into either the first electric drive system 11 or the second electric drive system 12. The electric drive circuit 40 also includes a fourth three-way valve 14 and a second radiator 15. The fourth three-way valve 14 is used to control the selective entry of coolant into the second radiator 15.

[0042] In summary, when the coolant in the battery pack circuit 30 is heated by the electric drive circuit 40, the coolant can pass through the first electric drive system 11 and / or the second electric drive system 12, thereby fully utilizing the heat of the first electric drive system 11 and / or the second electric drive system 12. In this case, the coolant can be selectively allowed to pass through or not pass through the second radiator 15. For example, when heating the coolant in the battery pack circuit 30 by the electric drive circuit 40, the coolant can be allowed to bypass the second radiator 15.

[0043] The engine circuit 50 includes an engine 25, a fifth three-way valve 26, and a first radiator 1. The fifth three-way valve 26 can selectively control the flow of coolant into the first radiator 1. Similarly, in scenarios where the coolant in the battery pack circuit 30 is heated by the waste heat of the engine 25, the coolant can bypass the first radiator 1.

[0044] A second aspect of this application provides a vehicle including a vehicle thermal management system 100 as described in any of the above embodiments. For a detailed description of the vehicle thermal management system 100, please refer to the relevant content of the above embodiments, which will not be repeated here.

[0045] In summary, based on the vehicle thermal management system 100 and vehicle provided in this application, the vehicle thermal management system 100 includes: a battery pack circuit 30, in which a battery pack 7 is disposed; an electric drive circuit 40, connected to the battery pack circuit 30 via a first heat exchanger 20, the first heat exchanger 20 being used to realize heat exchange between the coolant in the electric drive circuit 40 and the battery pack circuit 30; and an engine circuit 50, connected to the battery pack circuit 30 via a second heat exchanger 22, the second heat exchanger 22 being used to realize heat exchange between the coolant in the engine circuit 50 and the battery pack circuit 30; wherein, in the coolant flow direction of the battery pack circuit 30, the first heat exchanger 20 is located before the second heat exchanger 22, so that the coolant flowing out of the battery pack 7 flows sequentially through the first heat exchanger 20 and the second heat exchanger 22 and flows into the battery pack 7. Therefore, by setting up the first heat exchanger 20 and the second heat exchanger 22, the heat of the electric drive circuit 40 and the engine circuit 50 is fully utilized, which is especially suitable for heating the battery pack 7 in low-temperature environments, and the position of the two allows the heat to be fully utilized.

[0046] The above description is merely an optional embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A vehicle thermal management system, characterized by, include: The battery pack circuit is equipped with a battery pack. The electric drive circuit is connected to the battery pack circuit via a first heat exchanger, which is used to realize heat exchange between the electric drive circuit and the coolant in the battery pack circuit. The engine circuit is connected to the battery pack circuit via a second heat exchanger, which is used to realize heat exchange between the engine circuit and the coolant in the battery pack circuit. In the battery pack circuit, the first heat exchanger is located before the second heat exchanger in the upward flow of the coolant, so that the coolant flowing out of the battery pack flows through the first heat exchanger and the second heat exchanger in sequence and flows into the battery pack.

2. The vehicle thermal management system according to claim 1, characterized in that, The battery pack circuit is equipped with a heater, which is located between the outlet end of the second heat exchanger and the inlet end of the battery pack. The heater is used to heat the coolant so that the temperature of the coolant entering the inlet end of the battery pack reaches the target temperature.

3. The vehicle thermal management system according to claim 1, characterized in that, The battery pack circuit is provided with a first temperature sensor on the inlet side of the first heat exchanger to obtain a first temperature, and the electric drive circuit is provided with a second temperature sensor on the inlet side of the first heat exchanger to obtain a second temperature. The first heat exchanger is used to achieve heat exchange between the electric drive circuit and the coolant in the battery pack circuit when the first temperature is lower than the second temperature.

4. The vehicle thermal management system according to claim 1, characterized in that, The electric drive circuit is provided with a first three-way valve and a first bypass branch. The first bypass branch is connected in parallel with the first heat exchanger. The first three-way valve is connected to both the first bypass branch and the first heat exchanger. The first three-way valve is used to control the introduction of coolant into the first bypass branch or the first heat exchanger.

5. The vehicle thermal management system according to claim 1, characterized in that, The battery pack circuit is provided with a third temperature sensor on the inlet side of the second heat exchanger to obtain a third temperature, and the engine circuit is provided with a fourth temperature sensor on the inlet side of the second heat exchanger to obtain a fourth temperature. The second heat exchanger is used to achieve heat exchange between the engine circuit and the battery pack circuit when the third temperature is lower than the fourth temperature.

6. The vehicle thermal management system according to claim 1, characterized in that, The engine circuit is provided with a second three-way valve and a second bypass branch. The second bypass branch is connected in parallel with the second heat exchanger. The second three-way valve is connected to both the second bypass branch and the second heat exchanger. The second three-way valve is used to control the flow of coolant into the second bypass branch or the second heat exchanger.

7. The vehicle thermal management system according to claim 2, characterized in that, The battery pack circuit is equipped with a fifth temperature sensor, which is located at the inlet side of the battery pack. The heater is used to operate when the fifth temperature sensor detects that the coolant temperature at the inlet of the battery pack has not reached the target temperature.

8. The vehicle thermal management system according to claim 2, characterized in that, The vehicle thermal management system also includes an air conditioning circuit and a third heat exchanger, wherein the air conditioning circuit is connected to the battery pack circuit through the third heat exchanger; In the battery pack circuit, the coolant flows upwards, and the third heat exchanger is located before the first heat exchanger.

9. The vehicle thermal management system according to claim 2, characterized in that, The battery pack circuit is equipped with a water pump, which is located between the second heat exchanger and the battery pack. The operation of the water pump causes the coolant in the battery pack circuit to circulate.

10. A vehicle characterized by comprising: The vehicle thermal management system includes any one of claims 1-9.

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