Thermal management system and vehicle

Abstract

The application relates to a heat management system and a vehicle, and belongs to the technical field of vehicle heat management, which comprises a parking heater, a power battery, an engine and a warm air core body; the heat management system comprises at least one of the following circulating paths; a first circulating path, the parking heater is connected with the power battery, and the temperature of the parking heater is transmitted to the power battery through a heat conducting medium. A second circulating path, the parking heater is connected with the engine, and the temperature of the parking heater is transmitted to the engine through a heat conducting medium. A third circulating path, the parking heater is connected with the warm air core body, and the temperature of the parking heater is transmitted to the warm air core body through a heat conducting medium. The power battery is heated under the first circulating path. The engine is heated under the second circulating path, so as to ensure cold start and rapid warm-up of a low-temperature engine without a starter or with a starter. The warm air core body of the air conditioner is heated under the third circulating path.

Description

Technical Field

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

[0002] The automotive industry is currently focused on researching ways to reduce vehicle energy consumption to address the increasingly severe energy crisis, leading to a growing number of hybrid models dominating the market. However, the reduced driving range of hybrid vehicles in winter has been a persistent concern for OEMs. Low-temperature battery insulation, battery heating, passenger compartment heating, and cold engine starting all contribute to increased vehicle energy consumption.

[0003] In existing technologies, heating the battery and passenger compartment when the vehicle is stationary requires starting the engine to utilize its operating temperature. However, starting the engine at low temperatures necessitates increasing throttle and engine speed to overcome the resistance of moving parts, leading to increased fuel consumption. This results in poor fuel atomization and incomplete combustion, with some fuel being expelled with the exhaust, causing waste. Simultaneously, the cooling system consumes engine heat to maintain a suitable temperature, reducing thermal efficiency and further increasing energy consumption. Therefore, a low-energy-consumption solution is needed to raise the temperature of the battery and passenger compartment without starting the engine. Utility Model Content

[0004] This application addresses, to at least some extent, one of the technical problems in the related art.

[0005] Therefore, this application aims to provide a thermal management system and vehicle that can heat the power battery and passenger compartment when the temperature is too low using a parking heater, eliminating the need to start the engine and saving energy. When the engine temperature is too low, the parking heater can be used to heat the engine, ensuring its proper operation.

[0006] To achieve the above objectives, in a first aspect, this application provides a thermal management system, comprising: Parking heater, power battery, engine and heater core; The thermal management system includes at least one of the following circulation paths; In the first circulation path, the parking heater is connected to the power battery, and the temperature of the parking heater is transferred to the power battery through a heat transfer medium to heat the power battery. In the second circulation path, the parking heater is connected to the engine, and the temperature of the parking heater is transferred to the engine through a heat transfer medium to heat the engine; In the third circulation path, the parking heater is connected to the heater core, and the temperature of the parking heater is transferred to the heater core through a heat transfer medium to heat the heater core.

[0007] In the technical solution, the power battery can be directly heated through the parking heater in the first cycle path, so that the power battery of the hybrid vehicle can be kept warm in winter in cold environments and in scenarios without plugging in the heater, without the need to frequently monitor the battery temperature and start the engine to keep it warm; it can also ensure cold start and rapid warm-up of the engine in low temperatures with or without a starter, and ensure rapid warm-up of the passenger compartment when the car heater is removed.

[0008] In the second cycle path, the engine can be heated by the parking heater to ensure cold start and rapid warm-up of the engine in low temperatures, whether there is a starter or not.

[0009] In the third circulation path, the air conditioning heating core can be heated by the parking heater, which can achieve rapid heating and insulation of the passenger compartment when the vehicle heater is turned off.

[0010] In some embodiments of this application, a battery water pump and a battery cooler are also included; In the first circulation path, the battery water pump, the power battery, the parking heater, and the battery cooler are connected in series.

[0011] In this technical solution, a battery water pump facilitates the flow of the heat transfer medium. The medium enters the parking heater and is heated. The heated medium then flows to the power battery, further warming it. Finally, the medium returns to the battery water pump, completing the circulation process. This ensures the power battery maintains its temperature during winter.

[0012] In some embodiments of this application, an engine water pump and a thermostat are also included; In the second circulation path, the parking heater, the engine water pump, and the engine are connected in series.

[0013] In the technical solution, the heat transfer medium flows through the engine water pump. After entering the parking heater, the heat transfer medium is heated by the parking heater. The heated heat transfer medium flows to the engine and raises the engine temperature. Then the heat transfer medium flows back to the engine water pump to achieve circulation.

[0014] In some embodiments of this application, in the second circulation path, the parking heater, the engine water pump, the engine, and the heater core are connected in series.

[0015] In this technical solution, the heat transfer medium flows through the engine water pump. After entering the parking heater, the heat transfer medium is heated. The heated medium then flows to the engine, further warming it. Finally, the heat transfer medium enters the heater core, heating it as well. This simultaneous warming of both the engine and the heater core ensures the proper temperature control for both the engine and the passenger compartment.

[0016] It is worth noting that the heat transfer medium can also enter the heater core first and then enter the engine.

[0017] In some embodiments of this application, a warm air water pump is also included; In the third circulation path, the parking heater, the warm air pump, and the warm air core are connected in series.

[0018] In this technical solution, a heater pump is used to circulate the heat transfer medium. The medium enters the parking heater and is heated. The heated medium then flows to the heater core to heat it further. Finally, the medium returns to the heater pump for circulation. This allows for rapid heating and insulation of the passenger compartment.

[0019] In some embodiments of this application, a fourth circulation path is also included, in which the engine water pump, the engine, the heater water pump, and the heater core are connected in series.

[0020] In this technical solution, the engine generates heat when it starts. The engine water pump and heater water pump drive the flow of a heat transfer medium. This medium passes through the engine and absorbs heat, then flows to the heater core, causing it to heat up. By heating the passenger compartment directly from the engine, a parking heater is unnecessary, saving energy.

[0021] In some embodiments of this application, a fifth circulation path is also included, in which the heater pump, the heater core, the battery cooler, the battery water pump, the power battery, the parking heater, the engine water pump, the engine, the thermostat, and the heater pump are connected in series.

[0022] In the technical solution, the heater water pump, battery water pump and engine water pump drive the flow of heat transfer medium. After being heated by the parking heater, the heat transfer medium flows to the power battery, engine and heater core, thereby simultaneously raising the temperature of the power battery, engine and passenger compartment.

[0023] In some embodiments of this application, it further includes: a power module and a motor-driven water pump; The power module includes an on-board charger, a high-voltage power distribution unit, a converter, and a motor controller; In the sixth circulation path, the motor water pump, the vehicle charger, the high-voltage power distribution unit, the converter, the motor controller, the heater water pump, the heater core, the battery cooler, and the motor water pump are connected in series.

[0024] In the technical solution, when the vehicle's air conditioning is used for a long time in summer, the air conditioning unit is prone to odors and mold. When the parking heater is not working, and it is necessary to remove the mold in the air conditioning unit, the waste heat of the motor can be used to heat the coolant. The coolant heats the heater core, and the blower runs. The high-temperature air passing through the heater core can quickly dry the evaporator and air conditioning unit. The high-temperature heat removes the mold in the air conditioning unit and avoids the generation of odors and mold.

[0025] In some embodiments of this application, a carbon canister is also included; the parking heater is connected to the carbon canister, and the parking heater generates negative pressure when it is working to desorb the oil and gas in the carbon canister.

[0026] In the technical solution, the parking heater is connected to the fuel system. Fuel is supplied to the parking heater from the fuel tank via a fuel pump. When the parking heater is working, it desorbs the fuel vapors in the carbon canister. When the vehicle is driven on pure electric power for extended periods or parked for long periods, the fuel vapors in the fuel tank will be absorbed by the carbon canister. When the carbon canister becomes saturated with fuel vapors, it can no longer absorb them, causing the fuel tank pressure to increase. When the pressure reaches a certain level, desorption is required regardless of whether the fuel tank is high-pressure or atmospheric-pressure. The fuel vapors in the carbon canister are desorbed by the negative pressure generated by the operation of the parking heater.

[0027] In addition, this application also provides a vehicle that uses the thermal management system described above.

[0028] The technical solution enables the vehicle to possess more advanced, efficient, and energy-saving thermal management capabilities. It can rationally utilize various heat sources to meet the heating needs of key components such as the power battery, engine, and passenger compartment under different seasons and operating conditions.

[0029] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the overall structure of the thermal management system according to an embodiment of this application; Figure 2 This is a schematic diagram of the first circulation path of the thermal management system according to an embodiment of this application; Figure 3 This is a schematic diagram of the second circulation path of the thermal management system according to an embodiment of this application; Figure 4This is a schematic diagram of the third circulation path of the thermal management system according to an embodiment of this application; Figure 5 This is a schematic diagram of the fourth circulation path of the thermal management system according to an embodiment of this application; Figure 6 This is a schematic diagram of the fifth circulation path of the thermal management system according to an embodiment of this application; Figure 7 This is a schematic diagram of the sixth circulation path of the thermal management system according to an embodiment of this application.

[0031] In the above diagrams: 100, Parking heater; 200, Power battery; 300, Battery water pump; 400, Three-way valve E; 500, Three-way solenoid valve B; 600, Battery cooler; 700, Four-way solenoid valve; 701, First interface; 702, Second interface; 703, Third interface; 704, Fourth interface; 800, Motor water pump; 900, On-board charger; 110, High-voltage power distribution unit; 120, Converter; 130, First motor; 140, Motor controller; 150, Second motor; 160, Electric compressor; 170 180. Gas-liquid separator; 290. Outdoor heat exchanger; 210. Electronic expansion valve A; 220. Electronic expansion valve B; 230. Evaporator; 240. Heater water pump; 250. Heater core; 260. Three-way proportional valve; 270. Three-way valve A; 280. Three-way valve B; 290. Shut-off valve; 310. Three-way valve C; 320. Three-way solenoid valve A; 330. Engine water pump; 340. Engine; 350. Thermostat; 360. Three-way valve D; 370. Fuel tank; 380. Carbon canister; 390. Air filter; 301. Exhaust system. Detailed Implementation

[0032] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0033] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It should be noted that in the automotive industry, the current focus is on researching ways to reduce vehicle energy consumption in order to adapt to the increasingly severe energy crisis, and more and more hybrid models are beginning to occupy the market.

[0034] When the vehicle is stationary, heating the battery and passenger compartment requires starting the engine to utilize its operating heat. This cold engine start increases vehicle energy consumption.

[0035] In addition, when driving hybrid vehicles in the summer, most customers only use pure electric power. In order to meet emission requirements, a high-pressure fuel tank is used. When the fuel gas accumulates to a certain pressure, the engine needs to be started passively to absorb the fuel gas. At present, there is no solution to use an atmospheric pressure fuel tank or to absorb the fuel gas in the carbon canister without starting the engine.

[0036] In addition, during the summer air conditioning cooling process, the evaporator surface will be lower than the ambient temperature during the evaporation and heat absorption process, thus producing a large amount of condensate. The condensate needs to be drained in time. If it is not drained in time, it will mold on the evaporator and the inner wall of the air conditioning unit, breed bacteria, and cause an odor when the vehicle air conditioning is turned on, which is harmful to people.

[0037] Based on this, this application proposes a thermal management system and vehicle that achieves the heating effect of the passenger compartment, power battery and engine through various circulation paths, and solves at least one of the above-mentioned technical problems.

[0038] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0039] Referring to all the accompanying drawings, in an illustrative embodiment of the thermal management system and vehicle of this application, the thermal management system includes a parking heater 100. The parking heater 100 is a heating device installed on a vehicle. After the vehicle is turned off, it utilizes the vehicle's fuel or natural gas as an energy source to generate heat through its own combustion system, thereby heating the air or coolant inside the vehicle to preheat or maintain warmth within the passenger compartment.

[0040] In some embodiments, the thermal management system further includes a power battery 200, which is a core component providing electric power for the hybrid vehicle and is typically installed at the bottom of the vehicle. Its working principle is to convert stored chemical energy into electrical energy through a chemical reaction, powering the vehicle's electric motor to drive the vehicle.

[0041] In some embodiments, the thermal management system includes a first circulation path in which the parking heater 100 is connected to the power battery 200, and the temperature of the parking heater 100 is transferred to the power battery 200 through a heat transfer medium to heat the power battery 200.

[0042] Through the above scheme, the power battery 200 can be directly heated by the parking heater 100 in the first cycle path, so that the power battery 200 of the hybrid vehicle can be kept cold in winter when there is no plug-in insulation in cold environment, without the need to frequently monitor the battery temperature and start the engine 330; it can ensure cold start and rapid warm-up of the engine 330 in low temperature conditions with or without a starter, and ensure rapid temperature rise of the vehicle passenger compartment when the car heater is removed.

[0043] In some embodiments, the thermal management system further includes a battery-powered water pump 300. The battery-powered water pump 300 is a water pump device powered by a battery. It utilizes the electrical energy provided by the battery to drive an internal motor, which in turn rotates the pump impeller, thereby achieving functions such as liquid transport, circulation, or pressurization.

[0044] In some embodiments, the thermal management system further includes a battery cooler 600, the primary function of which is to control the battery temperature. It dissipates excess heat generated by the battery through coolant circulation and external cooling, thereby effectively reducing the battery temperature. Furthermore, in winter, it can transfer the temperature of the high-temperature coolant to the battery, ensuring that the battery temperature does not drop too low.

[0045] In some embodiments, in the first circulation path, the battery water pump 300, the power battery 200, the parking heater 100, and the battery cooler 600 are connected in series. The battery water pump 300 facilitates the flow of the heat transfer medium. After entering the parking heater 100, the heat transfer medium is heated. The heated heat transfer medium then flows to the power battery 200, further warming it. Finally, the heat transfer medium flows back to the battery water pump 300, completing the circulation. This ensures the temperature of the power battery 200 during winter.

[0046] Furthermore, one end of the battery water pump 300 is connected to the power battery 200, and the other end of the power battery 200 is connected to the parking heater 100. The parking heater 100 is connected to the battery cooler 600, and the end of the battery cooler 600 furthest from the parking heater 100 is connected to the end of the battery water pump 300 furthest from the power battery 200. When the first circulation path begins, the heat transfer medium is driven by the battery water pump 300, first passing through the power battery 200, then heated by the parking heater 100, and then flowing back to the current pump through the battery cooler 600, thus completing a full cycle.

[0047] Furthermore, the thermal management system also includes a three-way valve E400, a three-way solenoid valve B500, a four-way solenoid valve 700, a three-way valve A260, a three-way valve B270, and a shut-off valve 280. The four-way solenoid valve 700 has a first interface 701, a second interface 702, a third interface 703, and a fourth interface 704. The three-way valve E400 is located between the battery water pump 300 and the battery cooler 600. The three-way solenoid valve B500 is located at the end of the power battery 200 furthest from the battery water pump 300. The first interface 701 of the four-way solenoid valve 700 is connected to the battery cooler 600; the third interface 703 is connected to the three-way solenoid valve B500; and the second interface 702 is connected to the input terminal of the parking heater 100. The output of the parking heater 100 is connected to a three-way valve B270, which in turn is connected to a three-way valve A260. The three-way valve A260 is then connected back to the fourth port 704 of the four-way solenoid valve 700 to form a complete circuit. A shut-off valve 280 is located between the three-way valves B270 and A260.

[0048] In the first circulation path, the heat transfer medium is driven by the battery water pump 300. After passing through the power battery 200, the heat transfer medium enters the three-way solenoid valve B500, and then enters the parking heater 100 through the third port 703 and the second port 702 of the four-way solenoid valve 700. After passing through the parking heater 100, the heat transfer medium passes sequentially through the three-way valve B270, the shut-off valve 280, and the three-way valve A260, and then enters the battery cooler 600 through the fourth port 704 and the first port 701 of the four-way solenoid valve 700. Finally, it flows back to the battery water pump 300 through the three-way valve E400 to complete the circulation.

[0049] Understandably, during the first circulation path, three-way valve E400 connects the battery water pump 300 and the battery cooler 600. Three-way solenoid valve B500 connects the power battery 200 and the third interface 703. Four-way solenoid valve 700 connects the third interface 703 and the second interface 702, as well as the first interface 701 and the fourth interface 704. Three-way valve B270 connects the parking heater 100 and the shut-off valve 280. Shut-off valve 280 is in the connected state. Three-way valve A260 connects the shut-off valve 280 and the fourth interface 704 of the four-way solenoid valve 700. This achieves effective circulation of the first circulation path.

[0050] It is worth noting that in the first cycle path, the battery cooler 600 is connected in parallel to the air conditioning system. Please refer to the following text and the appendix to the instruction manual for details. Figure 1 As shown. If the air conditioning system is turned on for recirculation, some of the heat from the high-temperature refrigerant entering the battery cooler 600 will be distributed to the air conditioning system and warm the passenger compartment. If the air conditioning system is turned off, the high-temperature refrigerant passes through the battery cooler 600 and directly warms the power battery 200.

[0051] Specifically, to improve heat utilization efficiency, the battery cooler 600 does not exchange heat during the first cycle path, meaning the air conditioning system will not be turned on. If it is necessary to heat up both the power battery 200 and the passenger compartment simultaneously, the fifth cycle path described below will be executed.

[0052] In some embodiments, the thermal management system further includes an engine 330. The automotive engine 330 is the core power unit that converts some form of energy into mechanical energy to drive the vehicle. It primarily generates heat energy by burning fuel (such as gasoline, diesel, etc.), then uses this heat energy to drive pistons, converting the heat energy into mechanical energy, which is transmitted through the transmission system to drive the wheels, enabling the vehicle to move. The performance of the engine 330 directly affects key indicators such as the vehicle's power, economy, and emissions, and is a crucial core component of automotive technology.

[0053] In some embodiments, the thermal management system further includes a second circulation path in which the parking heater 100 is connected to the engine 330, and the temperature of the parking heater 100 is transferred to the engine 330 through a heat transfer medium to heat the engine 330. In the second circulation path, the parking heater 100 can heat the engine 330, ensuring cold starts and rapid warm-up of the engine 330 in low-temperature conditions, whether the starter is off or in use.

[0054] In some embodiments, the thermal management system also includes an engine water pump 320, which is an important component of the vehicle's cooling system. The engine water pump 320 is typically mounted on the engine 330 and connected to the crankshaft or camshaft, operating via belt drive or direct drive. Its main function is to provide circulation power for the coolant, ensuring continuous flow of coolant between the engine 330, the radiator, and related pipes.

[0055] In some embodiments, the parking heater 100, engine water pump 320, and engine 330 are connected in series. The engine water pump 320 facilitates the flow of the heat transfer medium. After entering the parking heater 100, the heat transfer medium is heated by the parking heater 100. The heated heat transfer medium then flows to the engine 330 and raises the temperature of the engine 330. Afterward, the heat transfer medium flows back to the engine water pump 320 to achieve circulation.

[0056] In some embodiments, the thermal management system further includes a thermostat 340. The thermostat 340 is a key component of the cooling system of the automotive engine 330 and is installed in the coolant outlet pipe of the engine block or cylinder head. It senses changes in coolant temperature and automatically adjusts the circulation path and flow rate of coolant in the cooling system, ensuring that the engine 330 remains within its optimal operating temperature range under different operating conditions.

[0057] In some embodiments, the thermal management system further includes a heater pump 230, which drives coolant to circulate in the heating system.

[0058] In some embodiments, the parking heater 100, engine water pump 320, engine 330, and thermostat 340 are connected in series. The engine 330 is heated and then the temperature of the engine 330 is adjusted by the thermostat 340 to keep the engine 330 within the optimal temperature range.

[0059] In other embodiments, in the second circulation path, the parking heater 100, engine water pump 320, engine 330, and heater core 240 are connected in series. The engine water pump 320 facilitates the flow of the heat transfer medium. After entering the parking heater 100, the heat transfer medium is heated. The heated medium then flows to the engine 330, further heating it. Finally, the heat transfer medium enters the heater core 240, heating it as well. This simultaneous heating of the engine 330 and the heater core 240 ensures the proper temperature of both the engine 330 and the passenger compartment.

[0060] Furthermore, in the second circulation path, the parking heater 100, engine water pump 320, engine 330, thermostat 340 and heater core 240 are connected in series.

[0061] Furthermore, in some embodiments, in the second circulation path, the parking heater 100, engine water pump 320, engine 330, heater core 240 and heater water pump 230 are connected in series.

[0062] Furthermore, the thermal management system also includes a three-way proportional valve 250, a three-way valve C290, a three-way solenoid valve A310, and a three-way valve D350. The three-way proportional valve 250 is connected to both the heater core 240 and the three-way valve A260. The three-way valve C290 is connected to both the three-way valve B270 and the three-way proportional valve 250. The heater core 240 is positioned between the heater pump 230 and the three-way proportional valve 250. The three-way solenoid valve A310 is connected to both the three-way valve C290 and the engine water pump 320. The three-way valve D350 is connected to the heater pump 230, the three-way solenoid valve A310, and the thermostat 340.

[0063] In the second circulation path, the heater pump 230 drives the flow of the heat transfer medium. After passing through the heater core 240, the heat transfer medium enters the three-way valve A260 through the three-way proportional valve 250. Then, through the three-way valve A260, the heat transfer medium passes through the fourth port 704 and the second port 702 of the four-way solenoid valve 700 and enters the parking heater 100. After being heated by the parking heater 100, the heat transfer medium passes sequentially through the three-way valve B270, the three-way valve C290, and the three-way solenoid valve A310 before entering the engine water pump 320. After passing through the engine water pump 320, the heat transfer medium is pushed again. The heat transfer medium passes sequentially through the engine 330, the thermostat 340, and the three-way valve D350 before flowing back to the heater pump 230 to complete the circulation. The temperature of the parking heater 100 first increases the temperature of the engine 330 and then increases the temperature of the heater core 240.

[0064] It is worth noting that the above process can be reversed: the temperature of the parking heater 100 first raises the temperature of the heater core 240 and then raises the temperature of the engine 330.

[0065] Understandably, during the second circulation path, the three-way proportional valve 250 connects to the heater core 240 and the three-way valve A260. The fourth port 704 and the second port 702 of the four-way solenoid valve 700 are connected. Three-way valve B270 connects to three-way valve C290. Three-way valve C290 connects to three-way valve B270 and three-way solenoid valve A310. Three-way solenoid valve A310 connects to three-way valve C290 and the engine water pump 320. Three-way valve D350 connects to the heater water pump 230 and the thermostat 340. This achieves the flow in the second circulation path.

[0066] In some embodiments, the thermal management system further includes a third circulation path in which the crew compartment can be heated independently without starting the engine 330.

[0067] Specifically, in the third circulation path, the parking heater 100 is connected to the heater core 240, and the temperature of the parking heater 100 is transferred to the heater core 240 through a heat transfer medium to heat the heater core 240. In the third circulation path, the parking heater 100 can heat the air conditioning heater core 240, enabling rapid heating and insulation of the passenger compartment when the vehicle heater is turned off.

[0068] In some embodiments, in the third circulation path, the parking heater 100, the heater pump 230, and the heater core 240 are connected in series. The heater pump 230 facilitates the flow of the heat transfer medium. After entering the parking heater 100, the heat transfer medium is heated. The heated medium then flows to the heater core 240 to heat the core, and finally flows back to the heater pump 230 to complete the circulation. This achieves rapid heating and insulation of the passenger compartment independently.

[0069] Specifically, in the third circulation path, the heater pump 230 drives the flow of the heat transfer medium. The heat transfer medium passes sequentially through the heater core 240, the three-way proportional valve 250, and the three-way valve A260 before entering the four-way solenoid valve 700. The heat transfer medium then enters the parking heater 100 through the fourth port 704 and the second port 702. After being heated by the parking heater 100, the heat transfer medium passes through the three-way valve B270, the three-way valve C290, the three-way solenoid valve A310, and the three-way valve D350 before flowing back to the heater pump 230 to complete the circulation. At this time, the heat from the parking heater 100 is only transferred to the heater core 240, that is, only the passenger compartment is heated.

[0070] Understandably, during the third circulation path, the three-way proportional valve 250 connects to the three-way valve A260 and the four-way solenoid valve 700. The fourth port 704 and the second port 702 of the four-way solenoid valve 700 are connected. The three-way valve B270 connects the parking heater 100 and the three-way valve C290. The three-way valve C290 connects the three-way valve B270 and the three-way solenoid valve A310. The three-way solenoid valve A connects the three-way valve C290 and the three-way valve D350. The three-way valve D350 connects the three-way solenoid valve A310 and the heater pump 230. This completes the third circulation path.

[0071] It's worth noting that the third circulation path can be activated not only when it's necessary to raise the temperature of the passenger compartment. When the vehicle's air conditioning is on for extended periods in summer, condensation inside the air conditioning unit may not drain completely, leading to mold growth and bacteria on the evaporator 220 and the inner walls of the air conditioning unit, causing unpleasant odors when the air conditioning is on. Alternatively, even after the air conditioning is off, in summer, when the outside temperature is high and the evaporator 220 temperature is low (a temperature difference greater than 10 degrees Celsius), the humidity inside the air conditioning unit is high, and condensation will also form on the surface of the evaporator 220, causing mold growth. Therefore, the third circulation path can also be activated to raise the temperature of the heater core 240, quickly drying the evaporator 220 and the air conditioning unit. The high-temperature heat removes mold from inside the air conditioning unit, preventing odors and mold growth.

[0072] In some embodiments, a fourth circulation path is also included, in which the crew compartment can be heated solely by the operation of the engine 330.

[0073] Specifically, in the fourth circulation path, the engine water pump 320, engine 330, heater water pump 230, and heater core 240 are connected in series. When the engine 330 starts, it generates heat. The engine water pump 320 and heater water pump 230 drive the flow of heat transfer medium. The heat transfer medium passes through the engine 330 and absorbs heat, then flows to the heater core 240, causing it to heat up. By using the engine 330 to heat the passenger compartment, the parking heater 100 is not needed, saving energy.

[0074] Furthermore, the fourth circulation path is primarily used when the parking heater 100 is not operating and the engine 330 is running. In this case, the engine water pump 320 carries the heat transfer medium through the engine 330. After being heated at the engine 330, the heat transfer medium passes through the thermostat 340 and the three-way valve D350 before entering the heater pump 230. The heater pump 230 carries the heat transfer medium through the heater core 240 and the three-way proportional valve A250, and then the heat transfer medium flows back to the engine water pump 320 through the three-way valve C290 and the three-way solenoid valve A310 to complete the circulation.

[0075] In some embodiments, a fifth circulation path is also included, in which the heater pump 230, heater core 240, battery cooler 600, battery water pump 300, power battery 200, parking heater 100, engine water pump 320, engine 330, thermostat 340, and heater pump 230 are connected in series. The heater pump 230, battery water pump 300, and engine water pump 320 respectively drive the flow of heat transfer medium. After being heated by the parking heater 100, the heat transfer medium flows to the power battery 200, engine 330, and heater core 240, thereby simultaneously raising the temperature of the power battery 200, engine 330, and passenger compartment.

[0076] Understandably, the fifth circulation path is used to simultaneously heat the passenger compartment, engine 330, and power battery 200. At this time, the heater pump 230 drives the flow of the heat transfer medium. After entering the heater core 240, the heat transfer medium passes through the three-way proportional valve 250 and enters the three-way valve A260. Then, it passes through the fourth port 704 and the first port 701 of the four-way solenoid valve 700 and enters the battery cooler 600. The heat transfer medium then enters the three-way valve E400, the battery water pump 300, and the power battery 200 before entering the three-way solenoid valve B500. The heat transfer medium passes through the third port 703 and the second port 702 of the four-way solenoid valve 700 and enters the parking heater 100. After being heated by the parking heater 100, the heat transfer medium passes sequentially through the three-way valve B270, the three-way valve C290, and the three-way solenoid valve A310 before entering the engine water pump 320. The heat transfer medium is then pushed by the engine water pump 320 through the engine 330 and thermostat 340, and then enters the heater water pump 230 through the three-way valve D350 to achieve circulation.

[0077] In the fifth cycle path above, the heat from the parking heater 100 is sequentially transferred to the engine 330, the heater core 240, and the power battery 200 through the heat transfer medium.

[0078] In some embodiments, the thermal management system further includes a power module for supplying power or charging the vehicle.

[0079] In some embodiments, the power module includes an on-board charger 900, which is a key device connecting an external power source to the vehicle's high-voltage battery. Its main function is to convert external AC power (such as household electricity or power from public AC charging stations) into DC power suitable for charging the vehicle's high-voltage battery, thereby replenishing the battery's energy.

[0080] In some embodiments, the power module includes a high-voltage distribution unit 110, which is the core component of the vehicle's high-voltage system and is equivalent to the "distribution center" of the vehicle's high-voltage electrical energy.

[0081] In some embodiments, the power module also includes a converter 120, which (often referred to as a DC / DC converter 120) in a hybrid vehicle primarily functions to convert the high-voltage DC power from the high-voltage battery into low-voltage DC power to meet the needs of the vehicle's low-voltage electrical system.

[0082] In some embodiments, the thermal management system further includes a motor controller 140, which is a key control unit of the vehicle's high-voltage system. Its main function is to control the operating state of the motor and realize functions such as starting, stopping, accelerating, and decelerating the motor. It receives instructions from the vehicle control unit (VCU) and adjusts parameters such as the motor's voltage, current, and frequency to precisely control the motor's speed and torque output.

[0083] In some embodiments, the thermal management system further includes a motor-driven water pump 800, which provides power for the circulation of the heat transfer medium, ensuring efficient flow of the heat transfer medium between the motor, the motor controller 140, and related cooling components.

[0084] In some embodiments, the thermal management system further includes a first motor 130 and a second motor 150, which are used to provide power to the vehicle.

[0085] In some embodiments, when the vehicle's air conditioning is used for extended periods during summer, the air conditioning unit is prone to developing odors and mold. Therefore, the thermal management system also includes a sixth circulation path, in which the motor water pump 800, on-board charger 900, high-voltage power distribution unit 110, converter 120, motor controller 140, heater water pump 230, heater core 240, battery cooler 600, and motor water pump 800 are connected in series. Even when the parking heater 100 is not operating, if mold removal is still required, waste heat from the motor can be used to heat the coolant. The coolant then heats the heater core 240, and the blower operates. The high-temperature air passing through the heater core 240 quickly dries the evaporator 220 and the air conditioning unit, removing mold from the air conditioning unit and preventing odors and mold growth.

[0086] Furthermore, in the thermal management system, the motor water pump 800 is connected to the three-way valve E400, and then the on-board charger 900, the high-voltage power distribution unit 110, the converter 120, the first motor 130, the motor controller 140 and the second motor 150 are connected in series, and the second motor 150 is connected to the three-way solenoid valve B500.

[0087] Furthermore, in the sixth circulation path, the motor-driven water pump 800 drives the heat transfer medium to flow. The heat transfer medium sequentially passes through the on-board charger 900, the high-voltage power distribution unit 110, the converter 120, the first motor 130, the motor controller 140, and the second motor 150. At this time, the heat transfer medium is heated by the temperature of the first motor 130 and the second motor 150. The heated heat transfer medium flows through the three-way solenoid valve B500 into the third port 703 of the four-way solenoid valve 700 and enters the parking heater 100 through the second port 702. At this time, the heat transfer medium only flows through the parking heater 100 and is not heated by the parking heater 100. The heat transfer medium sequentially passes through the three-way valve B270, the three-way valve C290, the three-way solenoid valve A310, and the three-way valve D350 before entering the heater pump 230. Then, the heat transfer medium passes through the heater core 240 to heat the heater core 240. The heat transfer medium enters the battery cooler 600 through the three-way proportional valve 250, the three-way valve A260, and the fourth port 704 and the first port 701 of the four-way solenoid valve 700. Then, the heat transfer medium flows back to the motor water pump 800 through the three-way valve E400 to complete the circulation.

[0088] Understandably, during the sixth cycle, three-way valve E400 connects the battery cooler 600 and the motor water pump 800. Three-way solenoid valve B500 connects the second motor 150 and the third port 703 of four-way solenoid valve 700. The third port 703 and the second port 702 of four-way solenoid valve 700 are connected, as are the first port 701 and the fourth port 704. Three-way valve B270 connects three-way valve C290 and the parking heater 100. Three-way valve C290 connects three-way valve B270 and three-way solenoid valve A310. Three-way solenoid valve A310 connects three-way valve C290 and three-way valve D350. Three-way valve D350 connects three-way solenoid valve A310 and the heater water pump 230. The three-way proportional valve 250 connects the heater core 240 and the three-way valve A260, and the three-way valve A260 connects the three-way proportional valve 250 to the fourth port 704 of the four-way solenoid valve 700.

[0089] In some embodiments, the thermal management system further includes a seventh circulation path for de-mildew removal of the evaporator 220 when the power battery 200 and engine 330 are not running and the evaporator 220 requires de-mildew removal. The evaporator 220 can be de-mildew removed via the parking heater 100.

[0090] Specifically, the heater core 240, heater pump 230, and parking heater 100 are connected in series. The heater pump 230 provides power to the heat transfer medium, which is then heated by the parking heater 100 and delivered to the heater core 240, raising its temperature. When the blower operates, the high-temperature air passing through the heater core 240 quickly dries the evaporator 220 and the air conditioning unit. The high-temperature heat removes mold from the air conditioning unit, preventing odors and mold growth.

[0091] In some embodiments, a carbon canister 370 is also included; a parking heater 100 is connected to the carbon canister 370. The parking heater 100 is connected to the fuel system, and fuel is supplied from the fuel tank 360 to the parking heater 100 via a fuel pump. When the parking heater 100 is working, it can desorb the oil vapors inside the carbon canister 370. When the vehicle is driven on pure electric power for a long time or parked for an extended period, the oil vapors in the fuel tank 360 will evaporate and be absorbed by the carbon canister 370. When the carbon canister 370 is saturated with oil vapors to a certain extent, it will be unable to absorb any more, and the pressure in the fuel tank 360 will increase. When the pressure reaches a certain level, desorption is required in both high-pressure and low-pressure fuel tanks 360. The oil vapors inside the carbon canister 370 are desorbed by the negative pressure generated by the operation of the parking heater 100. It is worth noting that the negative pressure of the parking heater 100 is due to its inherent characteristics, which is prior art and will not be described in detail here.

[0092] Furthermore, the thermal management system also includes an air filter 380, which is used to filter impurities entering the vehicle. It is understood that the parking heater 100 operates by burning fuel, requiring both fuel and air; therefore, an air-side path is provided for air to enter the parking heater 100 to supply it with oxygen. The air-side path is as follows: ambient air enters the air filter 380 through its inlet and then enters the parking heater 100.

[0093] The exhaust gas produced by the parking heater 100 needs to be discharged, so an exhaust gas side path is provided. The exhaust gas produced by the combustion of the parking heater 100 is directly discharged through the vehicle's own exhaust system 390.

[0094] In some embodiments, the parking heater 100 is connected to the fuel system, and fuel is supplied to the parking heater 100 from the fuel tank 360 via a fuel pump. When the parking heater 100 is working, it can desorb the oil vapor in the carbon canister 370 through the negative pressure generated during its operation. When the vehicle is driven on pure electric power for a long time or parked for a long time, especially in summer, the oil vapor in the fuel tank 360 will be absorbed by the carbon canister 370. When the carbon canister 370 is saturated with oil vapor to a certain extent, it will be unable to absorb any more. At this time, the pressure in the fuel tank 360 will increase. When the pressure reaches a certain level... At this time, both the high-pressure fuel tank 360 and the atmospheric fuel tank 360 require desorption treatment. When the desorption conditions of the carbon canister 370 are met, there is no need to start the engine 330 (in order to meet emission requirements, for vehicles without a parking heater 100, the starting frequency of the atmospheric fuel tank 360 is much higher than that of the high-pressure fuel tank 360, in order to desorb the volatile oil vapors). When the parking heater 100 is started, the solenoid valve of the carbon canister 370 is also started. The oil vapors in the carbon canister 370 can be desorbed by generating negative pressure through the operation of the parking heater 100. Using the atmospheric fuel tank 360 can still meet the emission requirements while reducing customer complaints.

[0095] The oil path at this point is as follows: Fuel side: It passes through the fuel tank 360, fuel pump, and fuel supply line in sequence to enter the parking heater 100; Desorbed oil and gas side: sequentially passes through oil tank 360, carbon canister 370, and carbon canister 370 solenoid valve to enter parking heater 100; When the desorption stop condition is met, the parking heater 100 stops working. The oil and gas remain stored in the air passage of the parking heater 100. This oil and gas will be released to the carbon filter element of the intake system, where the carbon filter adsorbs the oil and gas to meet the vehicle's emission requirements. The desorbed oil and gas is discharged through the air filter 380 via the air passage of the parking heater 100.

[0096] In some embodiments, the heat-conducting medium includes, but is not limited to, water, refrigerant, etc.

[0097] In some embodiments, the thermal management system further includes an outdoor heat exchanger 180, an evaporator 220, electronic expansion valves A190 and B210, an electric compressor 160, and a gas-liquid separator 170. It forms an air conditioning cycle with the heater core 240. The electric compressor 160 outputs refrigerant, which is cooled by the outdoor heat exchanger 180, and then the refrigerant is split into a first branch and a second branch.

[0098] The first branch first passes through the electronic expansion valve A190 to be depressurized and transformed into low-temperature refrigerant, and then enters the battery cooler 600. When the power battery 200 is too hot, the low-temperature refrigerant can be used to cool the power battery 200. Then the refrigerant enters the gas-liquid separator 170, which separates the gas and liquid and returns it to the electric compressor 160.

[0099] In the second branch, if the air conditioning needs to enter cooling mode, the electric compressor 160 compresses and outputs refrigerant. The refrigerant enters the electronic expansion valve B210, where it is depressurized and cooled to become low-temperature refrigerant. Then, the refrigerant enters the evaporator 220, where a blower blows air towards it. After heat exchange with the evaporator 220, the air enters the passenger compartment to cool the room. The refrigerant then enters the gas-liquid separator 170, where it separates the gas and liquid and returns to the electric compressor 160.

[0100] Understandably, if the air conditioning needs to enter heating mode, the aforementioned sixth circulation path can be used. Alternatively, the heat generated by the engine 330 is transferred to the refrigerant. The high-temperature refrigerant passes through the thermostat 340, three-way valve D350, and heater core 230 into the heater core 240, which heats the passenger compartment. The refrigerant then flows back to the engine 330 through three-way valve C290, three-way solenoid valve A310, and engine water pump 320 to complete the circulation. Throughout this process, the refrigerant flow is powered by the heater core 230.

[0101] In this application, when it is necessary to heat up the power battery 200, the first circulation path can be used.

[0102] When it is necessary to warm up the engine 330, the second circulation path can be used.

[0103] If the crew compartment needs to be warmed up when the engine 300 is not running, the third circulation path can be used.

[0104] When the parking heater 100 is not activated, and the passenger compartment needs to be heated via the engine 300, the fourth circulation path can be used.

[0105] When the crew compartment, engine 330, and power battery 200 need to be heated simultaneously, the fifth cycle path can be used.

[0106] When the evaporator 220 is moldy and the parking heater is not working, the sixth circulation path can be used to remove the mold.

[0107] When the evaporator 200 is moldy and the power battery 200 is not working, the seventh circulation path can be used to remove the mold.

[0108] Furthermore, this application also provides a vehicle that utilizes the aforementioned thermal management system. This enables the vehicle to possess more advanced, efficient, and energy-saving thermal management capabilities. It can rationally utilize various heat sources under different seasons and operating conditions to meet the heating, insulation, and heat dissipation needs of key components such as the power battery 200, engine 330, and passenger compartment.

[0109] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A thermal management system, characterized in that, It includes: Parking heater (100), power battery (200), engine (330) and heater core (240); The thermal management system includes at least one of the following circulation paths; In the first circulation path, the parking heater (100) is connected to the power battery (200), and the temperature of the parking heater (100) is transferred to the power battery (200) through a heat transfer medium to heat the power battery (200); In the second circulation path, the parking heater (100) is connected to the engine (330), and the temperature of the parking heater (100) is transferred to the engine (330) through a heat transfer medium to heat the engine (330); In the third circulation path, the parking heater (100) is connected to the heater core (240), and the temperature of the parking heater (100) is transferred to the heater core (240) through the heat transfer medium to heat the heater core (240).

2. The thermal management system according to claim 1, characterized in that, It also includes a battery water pump (300) and a battery cooler (600); In the first circulation path, the battery water pump (300), the power battery (200), the parking heater (100) and the battery cooler (600) are connected in series.

3. The thermal management system according to claim 2, characterized in that, It also includes the engine water pump (320); In the second circulation path, the parking heater (100), the engine water pump (320), and the engine (330) are connected in series.

4. The thermal management system according to claim 3, characterized in that, In the second circulation path, the parking heater (100), the engine water pump (320), the engine (330) and the heater core (240) are connected in series.

5. The thermal management system according to claim 4, characterized in that, It also includes a warm air pump (230); In the third circulation path, the parking heater (100), the warm air pump (230), and the warm air core (240) are connected in series.

6. The thermal management system according to claim 5, characterized in that, It also includes a fourth circulation path, in which the engine water pump (320), the engine (330), the heater water pump (230) and the heater core (240) are connected in series.

7. The thermal management system according to claim 5, characterized in that, It also includes a thermostat (340) and a fifth circulation path; In the fifth circulation path, the heater water pump (230), the heater core (240), the battery cooler (600), the battery water pump (300), the power battery (200), the parking heater (100), the engine water pump (320), the engine (330), the thermostat (340), and the heater water pump (230) are connected in series.

8. The thermal management system according to claim 5, characterized in that, Also includes: Power module and motor water pump (800); In the sixth circulation path, the motor water pump (800), the power module, the heater water pump (230), the heater core (240), the battery cooler (600) and the motor water pump (800) are connected in series.

9. The thermal management system according to claim 1, characterized in that, It also includes a carbon canister (370); the parking heater (100) is connected to the carbon canister (370); the parking heater (100) generates negative pressure when it is working to desorb the oil and gas in the carbon canister (370).

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

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