A whole vehicle thermal management system and vehicle

Abstract

The application provides a whole vehicle thermal management system and a vehicle. The system comprises an electric drive heat exchange circuit, a battery pack heat exchange circuit and an engine heat exchange circuit. The first heat dissipation module is arranged in the electric drive heat exchange circuit. The battery pack heat exchange circuit is selectively connected with the electric drive heat exchange circuit through the first control valve. The engine heat exchange circuit is connected with the battery pack heat exchange circuit through the heat exchange module. The system integrates the electric drive heat exchange circuit, the battery pack heat exchange circuit and the engine heat exchange circuit in a whole vehicle thermal management system, and uniformly plans and cooperatively controls the electric drive heat exchange circuit, the battery pack heat exchange circuit and the engine heat exchange circuit through the first control valve and the heat exchange module, so that the functional coupling and the dynamic distribution of thermal energy among the three are realized, the utilization efficiency of the thermal energy in the vehicle is improved, and the additional heating energy consumption is reduced.

Description

Technical Field

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

[0002] In a vehicle's thermal management system, the electric drive system, engine system, and other systems generate a large amount of heat during operation, and related technologies typically recover and utilize this heat.

[0003] However, the heat exchange loops between the various systems in the thermal management system are independent of each other, and the relevant technologies cannot plan and control multiple systems in a unified manner, resulting in low energy utilization and high overall vehicle energy consumption. Utility Model Content

[0004] This application provides a vehicle thermal management system and vehicle, which aims to solve the problem that related technologies cannot uniformly plan and coordinate the control of multiple systems, resulting in low energy utilization and high vehicle energy consumption.

[0005] In a first aspect, a vehicle thermal management system is provided, including an electric drive heat exchange circuit, a battery pack heat exchange circuit, and an engine heat exchange circuit. The electric drive heat exchange circuit is provided with a first heat dissipation module. The battery pack heat exchange circuit is selectively connected to the electric drive heat exchange circuit through a first control valve. The engine heat exchange circuit is connected to the battery pack heat exchange circuit through a heat exchange module.

[0006] Based on the above approach, the vehicle thermal management system provided in this application integrates the electric drive heat exchange circuit, battery pack heat exchange circuit, and engine heat exchange circuit into a single vehicle thermal management system. A first control valve and a heat exchange module are included to uniformly plan and coordinate the control of these three circuits, achieving functional coupling and dynamic heat distribution. Specifically, this system achieves efficient heat distribution and comprehensive utilization through multi-heat exchange circuit collaboration, intelligent switching, and waste heat reuse mechanisms, significantly improving the efficiency of heat energy utilization within the vehicle and reducing additional heating energy consumption. Furthermore, the integrated design reduces the number of pipes and components, which helps lower manufacturing costs and maintenance complexity, meeting the development needs of new energy commercial vehicles for high-performance, highly integrated thermal management technologies.

[0007] In one possible design, the electric drive heat exchange circuit is further provided with a heat storage pipeline and an electric drive module. The heat storage pipeline is connected in parallel with the first heat dissipation module, and the electric drive module is selectively connected to one of the heat storage pipeline and the first heat dissipation module through a second control valve.

[0008] Based on the above approach, this application sets up a heat storage pipeline connected in parallel with the first heat dissipation module, and uses a second control valve to control the connection and disconnection between the electric drive module and both (i.e., the heat storage pipeline and the first heat dissipation module). This allows the system to choose to direct the heat generated by the electric drive module to the first heat dissipation module for discharge or to be stored in the heat storage pipeline, achieving "on-demand distribution" of heat, improving the flexibility of thermal energy management, and enhancing the integration and coordination capabilities of the vehicle's thermal management system.

[0009] In one possible design, the electric drive heat exchange circuit also includes a first pump module; one end of the electric drive module is connected to one end of the first pump module, the other end of the electric drive module is connected to the first end of the second control valve, the other end of the first pump module is connected to the first end of the first control valve, one end of the heat storage pipeline is connected to the second end of the second control valve, one end of the first heat dissipation module is connected to the third end of the second control valve, and the other ends of the heat storage pipeline and the first heat dissipation module are both connected to the second end of the first control valve.

[0010] Based on the above approach, the first pump module provided in this application, acting as a power source, can drive the cooling medium in the circuit to circulate in a forced manner between the electric drive module, the heat storage pipeline, and the first heat dissipation module. This overcomes the heat dissipation lag problem caused by natural convection or passive circulation, significantly improving the heat exchange response speed and overall heat dissipation capacity. In other words, the first pump module can provide a stable fluid driving force to ensure sufficient coolant flow even during low-speed driving or stationary operation, preventing localized overheating. Simultaneously, its speed is adjustable, allowing it to work in conjunction with the first heat dissipation module and the second control valve to achieve optimal matching of flow rate, temperature, and power consumption, thereby enhancing the system's dynamic adjustment capability.

[0011] In one possible design, the battery pack heat exchange circuit includes a battery module, a second pump module, and a liquid storage module; one end of the second pump module is connected to the third end of the first control valve, the other end of the second pump module is connected to the first end of the heat exchange module, the second end of the heat exchange module is connected to one end of the battery module, the other end of the battery module is connected to one end of the liquid storage module, and the other end of the liquid storage module is connected to the fourth end of the first control valve.

[0012] Based on the above method, the flow direction of the cooling medium can be controlled by adjusting the opening of the first control valve. Combined with the flow regulation capability of the second pump module, precise control of the cooling intensity of the battery module can be achieved to adapt to the thermal management requirements under different operating conditions, ensuring that the battery module operates within the optimal temperature range and extending its service life. Secondly, the second pump module and the liquid storage module are connected to the electric drive heat exchange circuit via the same first control valve, resulting in a compact overall circuit layout, reducing redundant piping and improving the space utilization of the integrated system. Furthermore, since each module is connected to the electric drive heat exchange circuit via a first control valve, the corresponding branch can be disconnected when necessary, enabling independent maintenance or replacement of the second pump module, battery module, or liquid storage module, reducing maintenance difficulty and improving system maintainability.

[0013] In one possible design, the engine heat exchange circuit includes a battery module and a second pump module. The engine heat exchange circuit includes an engine module and a second heat dissipation module. The second heat dissipation module includes a radiator, a cooling fan, and a fan motor. The radiator is connected in series with the engine module and in parallel with the heat exchange module. The cooling fan is configured to correspond to the radiator, and the cooling fan can be selectively connected to either the engine module or the fan motor via a clutch assembly. The power supply terminal of the fan motor is electrically connected to the battery module, and / or the fan motor is connected to the first heat dissipation module via a third control valve.

[0014] Based on the above approach, the second heat dissipation module supports both mechanical and electric drive, allowing for switching between these two modes as needed to adapt to different electronic control and heat dissipation requirements under varying vehicle conditions, offering high flexibility. The fan motor is electrically driven, meaning it can be powered by the battery in the battery module or the power battery, achieving fully electronic drive and heat dissipation. Even when the engine module is off, cooling capacity is maintained, improving heat dissipation reliability. Furthermore, integrating the fan motor's heat dissipation into the electric drive heat exchange circuit further enhances the efficient distribution and comprehensive utilization of heat, significantly improving the efficiency of heat energy utilization within the vehicle. Simultaneously, the electric drive module and fan motor share the first pump module and the first heat dissipation module, eliminating the need for a separate pump body and radiator for the fan motor. This reduces the number of components, improves the integration level of the vehicle's thermal management system, and lowers manufacturing costs and assembly complexity.

[0015] In one possible design, the engine heat exchange circuit also includes a hydraulic retarder module and a fourth control valve; the hydraulic retarder module is connected in series or in parallel with the second heat dissipation module; one end of the fourth control valve is connected to one end of the hydraulic retarder module, and the other end of the hydraulic retarder module and the other end of the fourth control valve are both connected between the engine module and the second heat dissipation module.

[0016] Based on the above method, the second heat dissipation module can not only dissipate heat from the engine module, but also from the hydraulic retarder module, thereby improving the utilization rate of the second heat dissipation module.

[0017] In one possible design, the engine heat exchange circuit includes an engine module, a third pump module, and a fifth control valve; one end of the fifth control valve is connected to the third end of the heat exchange module, the other end of the fifth control valve is connected to one end of the third pump module, the other end of the third pump module is connected to one end of the engine module, and the other end of the engine module is connected to the fourth end of the heat exchange module.

[0018] Based on the above approach, the opening and closing of the fifth control valve can be flexibly controlled according to the heating requirements of the engine module. This allows for an intelligent management mode of "connection when needed, isolation when not needed," achieving efficient heat transfer or physical isolation while balancing safety and heat exchange performance. Secondly, as the thermal coupling node between the engine heat exchange circuit and the battery pack heat exchange circuit, the heat exchange module employs a high-efficiency heat exchange structure (such as a plate heat exchanger or a shell-and-tube heat exchanger) to ensure efficient heat transfer between the two circuits.

[0019] In one possible design, the engine heat exchange circuit also includes a sixth control valve and a heater module; the heater module is connected in parallel with the heat exchange module, one end of the sixth control valve is connected between the fifth control valve and the third pump module, the other end of the sixth control valve is connected to one end of the heater module, and the other end of the heater module is connected between the engine module and the heat exchange module.

[0020] Based on the above approach, the heating module and the heat exchange module are connected in parallel, so that the cabin heating function and the heat exchange function between the engine module / battery module do not interfere with each other. Each branch can be opened and closed independently through the corresponding control valve (such as the fifth control valve and the sixth control valve) to realize the distribution of coolant flow on demand, avoiding the problem of the entire circuit being interrupted due to the blockage or closure of a branch in the traditional series structure.

[0021] In one possible design, several temperature sensors are provided in the electric drive heat exchange circuit, the battery pack heat exchange circuit, and the engine heat exchange circuit. The electric drive heat exchange circuit is also equipped with a second control valve. The first control valve, the second control valve, the fifth control valve, the sixth control valve, and all temperature sensors are connected to a controller.

[0022] Based on the above method, the opening of the first control valve, the second control valve, the fifth control valve, and the sixth control valve are flexibly controlled based on the different temperatures collected by multiple thermometers to adapt to the different heat exchange requirements of different heat exchange circuits, so as to reasonably control the water temperature, thereby reducing the waste of vehicle energy and improving energy utilization.

[0023] In a second aspect, a vehicle is provided, the vehicle including the vehicle thermal management system described in any alternative manner of the first aspect. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of a vehicle thermal management system provided in an embodiment of this application; Figure 2 This is a schematic diagram of another vehicle thermal management system provided in an embodiment of this application; Figure 3 This is a schematic diagram of another vehicle thermal management system provided in the embodiments of this application; Figure 4 This is a schematic diagram of another vehicle thermal management system provided in the embodiments of this application; Figure 5 This is a schematic diagram of another vehicle thermal management system provided in the embodiments of this application.

[0025] In the attached figures, the following labels are used: 1. Electric drive heat exchange circuit; 11. First heat dissipation module; 12. Heat storage pipeline; 13. Electric drive module; 14. First pump module; 2. Battery pack heat exchange circuit; 21. Battery module; 22. Second pump module; 23. Liquid storage module; 3. Engine heat exchange circuit; 31. Second heat dissipation module; 311. Radiator; 312. Cooling fan; 32. Engine module; 33. Third pump module; 34. Fifth control valve; 35. Sixth control valve; 36. Heating module; 4. First control valve; 5. Heat exchange module; 6. Second control valve. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0027] Where the following description relates to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended embodiments.

[0028] In the description of this application, it should be understood that the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, in the description of this application, unless otherwise stated, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0030] In the field of new energy vehicles, thermal management systems have a crucial impact on the performance, safety, and operational reliability of the entire vehicle. Electric drive systems (including drive motors and motor controllers) and traditional or range-extended engines generate significant heat during high-load operation. If this heat cannot be dissipated effectively and promptly, it can lead to overheating of critical components, decreased efficiency, or even malfunctions. However, current thermal management systems generally suffer from low waste heat utilization rates and poor inter-system coordination, resulting in energy waste, increased vehicle energy consumption, and shortened driving range.

[0031] Currently, in mainstream heavy-duty truck thermal management systems, the electric drive cooling circuit, engine cooling circuit, power battery thermal management system, and cab air conditioning system typically operate independently, lacking a unified thermal management architecture and coordinated control mechanism. This decentralized design results in inefficient heat transfer and reuse between the systems. For example, during vehicle operation, especially under continuous braking or long downhill conditions, the electric drive system and engine generate a large amount of waste heat, but this heat is often directly discharged into the environment through independent radiators, failing to achieve effective energy recovery and utilization.

[0032] Furthermore, due to the lack of heat storage and scheduling mechanisms, the system struggles to achieve timely thermal energy allocation across different operating conditions. Especially in low-temperature environments, although the electric drive system and engine generate considerable waste heat, this heat cannot be used to preheat the power battery due to system decoupling, leading to difficulties in battery startup at low temperatures and reduced charging efficiency. Simultaneously, limited by the compressor's startup characteristics in low-temperature environments, traditional heat pump air conditioning systems often fail to operate normally in winter, making it difficult to effectively cool the battery pack at high temperatures, further exacerbating the challenges of battery thermal management.

[0033] In summary, the thermal management systems in related technologies cannot perform unified planning and coordinated control of multiple systems. Problems such as insufficient waste heat utilization, weak control linkage, and lack of thermal energy storage and dynamic distribution capabilities make it difficult to meet the needs of new energy commercial vehicles for high efficiency, energy saving, all-condition adaptability, and intelligent thermal management.

[0034] Therefore, this application provides a vehicle thermal management system and vehicle. The system integrates the electric drive, battery pack and engine heat exchange circuit into a vehicle thermal management system, and performs unified planning and coordinated control of the electric drive, battery pack and engine heat exchange circuit through a first control valve and heat exchange module, realizing functional coupling and dynamic distribution of heat energy among the three, improving the utilization efficiency of heat energy in the vehicle and reducing additional heating energy consumption.

[0035] The vehicle thermal management system and vehicle provided in this application are described below with reference to the accompanying drawings.

[0036] In one example, this application embodiment provides a vehicle equipped with a vehicle thermal management system. This system ensures that different components of the vehicle (such as the motor, battery, and electronic control system) operate within their respective suitable temperature ranges through functions such as heat dissipation, heating, and insulation, thereby guaranteeing the vehicle's functional safety and service life. For example, the battery is a core component of the vehicle, and its operating temperature directly affects its performance and lifespan. For instance, high temperatures accelerate battery aging, while low temperatures reduce the battery's charging and discharging efficiency. The thermal management system ensures that the battery is always within its optimal operating temperature range, thereby improving the vehicle's power performance and range.

[0037] Optionally, the vehicle provided in this application may be a new energy commercial vehicle, such as a pure electric light truck, a hydrogen fuel cell refrigerated truck, a hybrid light commercial vehicle, a new energy freight vehicle, or a plug-in hybrid electric vehicle (PHEV), or other new energy vehicles. This application does not impose specific restrictions on these.

[0038] To enable the vehicle thermal management system provided in this application to achieve efficient waste heat recovery, in one example, such as Figure 1 As shown, the vehicle thermal management system may include an electric drive heat exchange circuit 1, a battery pack heat exchange circuit 2, and an engine heat exchange circuit 3. The electric drive heat exchange circuit 1 is equipped with a first heat dissipation module 11. The battery pack heat exchange circuit 2 can be selectively connected to the electric drive heat exchange circuit 1 through a first control valve 4. The engine heat exchange circuit 3 is connected to the battery pack heat exchange circuit 2 through a heat exchange module 5.

[0039] In this example, the electric drive heat exchange circuit 1, the battery pack heat exchange circuit 2, and the engine heat exchange circuit 3 are coupled and integrated into a vehicle thermal management system to achieve heat transfer among the three. For instance, heat transfer between the battery pack heat exchange circuit 2 and the engine heat exchange circuit 3 is achieved through the heat exchange module 5. For example, in winter or low-temperature conditions, the battery pack in the battery pack heat exchange circuit 2 may experience a decrease in charging and discharging capacity due to low temperature. The engine heat exchange circuit 3 in this application can heat the battery pack in the battery pack heat exchange circuit 2 via the heat exchange module 5, thereby improving the vehicle's range and starting performance in low-temperature environments.

[0040] For example, heat transfer between the battery pack heat exchange circuit 2 and the electric drive heat exchange circuit 1 is achieved through the first control valve 4. For instance, when the electric drive heat exchange circuit 1 is operating, the first control valve 4 can open the heat exchange path between the electric drive heat exchange circuit 1 and the battery pack heat exchange circuit 2, utilizing the waste heat of the electric drive heat exchange circuit 1 to heat the battery pack in the battery pack heat exchange circuit 2, effectively shortening the battery pack's heating time and improving low-temperature start-up performance and actual driving range. In other words, the first control valve 4 allows the battery pack heat exchange circuit 2 to selectively connect to the electric drive heat exchange circuit 1 according to actual needs, achieving the purpose of "heat extraction on demand."

[0041] Optionally, the vehicle thermal management system can intelligently adjust the first control valve 4 based on temperature sensor signals and vehicle operating conditions, such as driving status, ambient temperature, and battery state of charge (SOC), to dynamically switch between heat dissipation, heating, or heat recovery modes, thereby improving the adaptability and control accuracy of the thermal management strategy.

[0042] Secondly, the electric drive heat exchange circuit 1 includes a first heat dissipation module 11, an electric drive mode 12, a heat storage pipeline 12, an electric drive module 13, and a first pump module 14. The first heat dissipation module 11 effectively dissipates heat from high-voltage components (such as motors and electronic controls) in the electric drive heat exchange circuit 1, reducing the risk of overheating damage. Simultaneously, the first heat dissipation module 11 can also direct excess heat to the battery pack heat exchange circuit 2, avoiding the energy waste problem caused by traditional independent cooling systems.

[0043] Thus, this application integrates the electric drive heat exchange circuit 1, the battery pack heat exchange circuit 2, and the engine heat exchange circuit 3 into a single vehicle thermal management system. A first control valve 4 and a heat exchange module 5 are included to uniformly plan and coordinate the control of these three circuits, achieving functional coupling and dynamic heat distribution. Specifically, this system, through multi-heat exchange circuit collaboration, intelligent switching, and waste heat reuse mechanisms, achieves efficient heat distribution and comprehensive utilization, significantly improving the efficiency of in-vehicle heat energy utilization and reducing additional heating energy consumption. Furthermore, the integrated design reduces the number of pipes and components, which helps lower manufacturing costs and maintenance difficulty, meeting the development needs of new energy commercial vehicles for high-performance, highly integrated thermal management technologies.

[0044] In one example, such as Figure 1 As shown, the electric drive heat exchange circuit 1 is also provided with a heat storage pipeline 12 and an electric drive module 13. The heat storage pipeline 12 is connected in parallel with the first heat dissipation module 11, and the electric drive module 13 is selectively connected to one of the heat storage pipeline 12 and the first heat dissipation module 11 through the second control valve 6.

[0045] In this example, the heat storage pipeline 12 is connected in parallel with the first heat dissipation module 11, and the second control valve 6 controls the connection between the electric drive module 13 and both (representing the heat storage pipeline 12 and the first heat dissipation module 11). This allows the system to choose to direct the heat generated by the electric drive module 13 to the first heat dissipation module 11 for discharge, or to store it in the heat storage pipeline 12, depending on the actual operating conditions. This selective connection mechanism achieves "on-demand" heat distribution, improving the flexibility of thermal energy management. Specifically, the heat storage strategy of the electric drive heat exchange circuit 1 can be based on the change in water temperature in the circuit, controlling the opening of the second control valve 6 accordingly to maintain the temperature of the circuit within the target temperature range. At the same time, responding to the heating demand in the circuit in a timely manner according to the waste heat utilization activation conditions, and reasonably controlling the water temperature can reduce the waste of vehicle energy.

[0046] It is understood that the electric drive module 13 includes a heat sink, and the electric drive module 13 is connected to the heat storage pipe 12, the first heat dissipation module 11, etc. through the heat sink and corresponding pipes.

[0047] The second control valve 6 selectively connects the electric drive module 13 to either the heat storage pipe 12 or the first heat dissipation module 11, and then the flow returns to the electric drive module 13 via the first control valve 4, forming a complete closed-loop circuit. This dual-valve linkage design enables multiple operating modes. For example, during vehicle cold starts or in low-temperature environments, the water temperature in the circuit is low, while the electric drive module 13 requires a certain temperature to achieve optimal operating efficiency. In this case, the second control valve 6 can connect the electric drive module 13 to the heat storage pipe 12, and the first heat dissipation module 11 is short-circuited.

[0048] For example, when the electric drive module 13 operates for a period of time and its temperature becomes high, the electric drive module 13 can be connected to the first heat dissipation module 11 through the second control valve 6, and the heat storage pipeline 12 can be closed. At this time, the first heat dissipation module 11 can effectively dissipate the heat of the high-voltage components (such as motors, electronic controls, etc.) in the electric drive module 13, reduce the risk of overheating and damage, and improve the service life of each high-voltage component in the electric drive module 13.

[0049] Thus, by setting the heat storage pipeline 12 in parallel with the first heat dissipation module 11, and controlling the connection between the electric drive module 13 and both via the second control valve 6, the system can choose to direct the heat generated by the electric drive module 13 to the first heat dissipation module 11 for discharge, or to introduce it into the heat storage pipeline 12 for storage, according to actual operating conditions. This achieves "on-demand distribution" of heat, improves the flexibility of thermal energy management, and enhances the integration and coordination capabilities of the vehicle's thermal management system.

[0050] Optionally, the first heat dissipation module 11 in this application can be a low-temperature radiator, such as an electric fan. The speed of the electric fan can be precisely adjusted by an electronic controller to achieve stepless speed regulation or stepped control based on real-time feedback of parameters such as temperature and load. Compared to mechanical fans (such as fans that rely on engine speed), electric fans are more sensitive to start-stop and speed regulation. When the first heat dissipation module 11 uses an electric fan, it can quickly respond to changes in the system's heat dissipation requirements, improving thermal management efficiency. Other radiators can also be used for the first heat dissipation module 11; this application does not impose specific limitations on this.

[0051] Optionally, the second control valve 6 can be a three-way proportional valve. The three valve ports of the three-way proportional valve are respectively connected to the first heat dissipation module 11, the heat storage pipeline 12, and the electric drive module 13. By controlling the opening degree of each valve port of the three-way proportional valve, different heat exchange requirements can be achieved, and the adjustment flexibility is high. The second control valve 6 can also be selected from other valve bodies that can achieve the above functions. This application does not impose specific restrictions on this.

[0052] In one example, such as Figure 2 As shown, the electric drive heat exchange circuit 1 also includes a first pump module 14. One end of the electric drive module 13 is connected to one end of the first pump module 14, and the other end of the electric drive module 13 is connected to the first end of the second control valve 6. The other end of the first pump module 14 is connected to the first end of the first control valve 4. One end of the heat storage pipe 12 is connected to the second end of the second control valve 6. One end of the first heat dissipation module 11 is connected to the third end of the second control valve 6. The other ends of the heat storage pipe 12 and the first heat dissipation module 11 are both connected to the second end of the first control valve 4.

[0053] In this example, the first pump module 14, acting as a power source, drives the cooling medium in the circuit to circulate forcefully between the electric drive module 13, the heat storage pipeline 12, and the first heat dissipation module 11. This overcomes the heat dissipation lag problem caused by natural convection or passive circulation, significantly improving the heat exchange response speed and overall heat dissipation capacity. In other words, the first pump module 14 provides a stable fluid driving force to ensure sufficient coolant flow even at low speeds or when stationary, preventing localized overheating. Simultaneously, its speed is adjustable, allowing it to work in conjunction with the first heat dissipation module 11 and the second control valve 6 to achieve optimal flow-temperature-power consumption matching, thereby enhancing the system's dynamic adjustment capabilities.

[0054] In one example, such as Figure 2 As shown, the battery pack heat exchange circuit 2 includes a battery module 21, a second pump module 22, and a liquid storage module 23. One end of the second pump module 22 is connected to the third end of the first control valve 4, and the other end of the second pump module 22 is connected to the first end of the heat exchange module 5. The second end of the heat exchange module 5 is connected to one end of the battery module 21, and the other end of the battery module 21 is connected to one end of the liquid storage module 23. The other end of the liquid storage module 23 is connected to the fourth end of the first control valve 4.

[0055] It is understood that the battery module 21 includes a liquid cooling radiator, and the battery module 21 is connected to the second pump module 22, the liquid storage module 23, etc. through the liquid cooling radiator and corresponding pipelines.

[0056] The liquid storage module 23 not only serves as a storage unit for the cooling medium but also compensates for the expansion or contraction of liquid volume caused by temperature changes, maintaining stable system pressure, preventing cavitation or leakage, and improving the reliability and safety of the battery pack heat exchange circuit 2. The second pump module 22 drives the cooling medium to circulate in the circuit, allowing it to pass sequentially through the heat exchange module 5, battery module 21, and liquid storage module 23, forming a closed loop. This active circulation cooling method can continuously and effectively remove the heat generated during the operation of the battery module 21, significantly improving heat dissipation efficiency, preventing localized overheating, and enhancing the thermal management performance of the battery system.

[0057] In this example, the flow direction of the cooling medium can be controlled by adjusting the opening of the first control valve 4. Combined with the flow regulation capability of the second pump module 22, precise control of the cooling intensity of the battery module 21 can be achieved to adapt to the thermal management requirements under different operating conditions, ensuring that the battery module 21 can operate within the optimal temperature range and extending its service life. Secondly, the second pump module 22 and the liquid storage module 23 are connected to the electric drive heat exchange circuit 1 via the same first control valve 4, resulting in a compact overall circuit layout, reducing redundant piping and improving the space utilization of the integrated system. Furthermore, since each module is connected to the electric drive heat exchange circuit 1 via the first control valve 4, the corresponding branch can be disconnected when necessary, enabling independent maintenance or replacement of the second pump module 22, battery module 21, or liquid storage module 23, reducing maintenance difficulty and improving system maintainability.

[0058] In the above architecture, the power battery in the battery module 21 can be heated or cooled by the coolant in the engine heat exchange circuit 3 through the heat exchange module 5, and the power battery in the battery module 21 can be heated by connecting the electric drive heat exchange circuit 1 through the first control valve 4. Alternatively, the battery module 21 can be cooled by the cold water coming out of the first heat dissipation module 11 (i.e., the low-temperature radiator).

[0059] Optionally, the first control valve 4 can be a four-way directional valve, with its four ports connected to the first pump module 14, the first heat dissipation module 11, the second pump module 22, and the liquid storage module 23, respectively. By controlling the opening degree of each port of the four-way directional valve, different heat exchange requirements can be met, offering high adjustment flexibility. The first control valve 4 can also be selected from other valve bodies capable of achieving the above functions; this application does not impose specific limitations on this.

[0060] Optionally, the liquid storage module 23 can be an expansion tank.

[0061] In one example, such as Figure 3 As shown, the engine heat exchange circuit 3 includes a second heat dissipation module 31 and an engine module 32. Specifically, the second heat dissipation module 31 includes a radiator 311, a cooling fan 312, and a fan motor (not shown in the figure). The radiator 311 is connected in series with the engine module 32 and in parallel with the heat exchange module 5. The cooling fan 312 is positioned corresponding to the radiator 311. The cooling fan 312 can be selectively connected to either the engine module 32 or the fan motor via a clutch assembly. The power supply terminal of the fan motor is electrically connected to the battery module 21.

[0062] The clutch assembly includes a first electromagnetic clutch and a second electromagnetic clutch. The output shaft of engine 15 is connected to one end of the first electromagnetic clutch, and the other end of the first electromagnetic clutch is connected to a common shaft. The common shaft drives the fan via a belt drive mechanism. The output shaft of the fan motor is connected to one end of the second electromagnetic clutch, and the other end of the second electromagnetic clutch drives the common shaft via a belt drive mechanism. When the fan's power source is the engine, the first electromagnetic clutch is engaged, and the second electromagnetic clutch is disengaged, driving the common shaft and thus the fan to rotate. When the fan's power source is the fan motor, the second electromagnetic clutch is engaged, and the first electromagnetic clutch is disengaged, driving the common shaft and thus the fan to rotate. Battery module 21 can be connected to the fan motor via an inverter to supply power to the fan motor.

[0063] Understandably, the second heat dissipation module 31 supports both engine-driven and electric motor-driven modes, allowing for switching between these modes to adapt to different electronic control and heat dissipation requirements under varying vehicle conditions, offering high flexibility. Secondly, the fan motor is used for electric motor drive, meaning it can be powered by the battery in battery module 21 or the power battery, enabling fully electronic drive and heat dissipation. Even when the engine module 32 is shut down, cooling capacity is maintained, improving heat dissipation reliability.

[0064] In this example, the radiator 311 includes heat dissipation pipes and heat dissipation fins, with the heat dissipation pipes connected in series with the engine module 32. In one example, the fan motor is connected to the first heat dissipation module 11 via a third control valve. Specifically, one end of the fan motor is connected to one end of the first heat dissipation module 11 via the third control valve, and the other end of the fan motor is connected to the other end of the first heat dissipation module 11, thus connecting the fan motor in parallel with the electric drive module 13. The fan motor is connected in series with the first heat dissipation module 11 via the third control valve. That is, the fan motor and the electric drive module 13 share the first pump module 14 and the first heat dissipation module 11. Thus, the first pump module 14 serves both the electric drive module 13 and the fan motor simultaneously. When one circuit of the electric drive module 13 and the fan motor does not require cooling, the first pump module 14 can continue to operate to maintain the circulation of the other circuit, preventing airlock or sedimentation. The first heat dissipation module 11 also serves both the electric drive module 13 and the fan motor simultaneously to dissipate heat from both. During maintenance, only the first pump module 14 and the first heat dissipation module 11 need to be inspected, simplifying the maintenance process.

[0065] It is understandable that the fan motor includes a heat sink, and the fan motor is connected to the third control valve, the first heat dissipation module 11, etc. through the heat sink and corresponding pipes.

[0066] In this way, by incorporating the cooling of the fan motor into the electric drive heat exchange circuit 1, the efficient distribution and comprehensive utilization of heat are further improved, significantly enhancing the utilization efficiency of thermal energy within the vehicle. Secondly, the electric drive module 13 and the fan motor share the first pump module 14 and the first cooling module 11, eliminating the need for a separate pump body and radiator for the fan motor. This reduces the number of parts, improves the integration level of the vehicle's thermal management system, and lowers manufacturing costs and assembly complexity.

[0067] In one example, the engine heat exchange circuit 3 also includes a hydraulic retarder module and a fourth control valve. The hydraulic retarder module is connected in series or in parallel with the second heat dissipation module 31. One end of the fourth control valve is connected to one end of the hydraulic retarder module, and the other end of both the hydraulic retarder module and the fourth control valve are connected between the engine module 32 and the second heat dissipation module 31.

[0068] When the hydraulic retarder module is connected in series with the second cooling module 31, the fourth control valve is a mechanical valve inside the engine module 32. This mechanical valve is normally kept open to ensure that the engine module 32 can dissipate heat through the second cooling module 31. When the hydraulic retarder module is connected in parallel with the second cooling module 31, the fourth control valve is an external electronically controlled valve. When the hydraulic retarder does not require cooling, this electronically controlled valve can disconnect the connection between the hydraulic retarder and the second cooling module 31.

[0069] In this example, the second heat dissipation module 31 can dissipate heat not only from the engine module 32 but also from the hydraulic retarder module, thus improving its utilization rate. Specifically, the hydraulic retarder module generates a large amount of heat during operation. This heat is absorbed by the working fluid and then enters the second heat dissipation module 31 with the coolant for heat dissipation, preventing the hydraulic retarder module from overheating and failing. It is worth noting that when the engine module 32 is stopped, the hydraulic retarder can be cooled by the cooling fan 312 driven by the fan motor.

[0070] In one example, such as Figure 4 As shown, the engine heat exchange circuit 3 includes an engine module 32, a third pump module 33, and a fifth control valve 34. One end of the fifth control valve 34 is connected to the third end of the heat exchange module 5, the other end of the fifth control valve 34 is connected to one end of the third pump module 33, the other end of the third pump module 33 is connected to one end of the engine module 32, and the other end of the engine module 32 is connected to the fourth end of the heat exchange module 5.

[0071] It is understandable that the engine module 32 includes an engine water jacket, and the engine module 32 is connected to the heat exchange module 5, the third pump module 33, the second heat dissipation module 31, etc. through the engine water jacket and corresponding pipelines.

[0072] In this example, during low-temperature start-up or cold-running phases, the engine module 32 needs to heat up rapidly to reach its optimal operating temperature. When the engine module 32 requires heating, the fifth control valve 34 can be opened to connect the engine heat exchange circuit 3 and the battery pack heat exchange circuit 2. The battery pack heat exchange circuit 2 heats the cooling medium in the engine heat exchange circuit 3 through the heat exchange module 5, thus utilizing the waste heat from the battery module 21 to preheat the engine module 32. When the engine module 32 does not require heating, the fifth control valve 34 can be closed to isolate the engine heat exchange circuit 3 and the battery pack heat exchange circuit 2, avoiding heat interference and preventing the engine heat exchange circuit 3 from having a reverse effect on the temperature of the battery module 21 (e.g., the high-temperature engine module 32 heating the battery module 21), ensuring that the battery module 21 remains within its suitable operating temperature range.

[0073] Optionally, the heat exchange module 5 can be a plate heat exchanger or other heat exchangers that can achieve the above functions. This application does not impose specific restrictions on this.

[0074] Optionally, the fifth control valve 34 can be a two-way proportional valve or other valve body capable of performing the above functions. This application does not impose specific limitations on this.

[0075] In this way, the opening and closing of the fifth control valve 34 can be flexibly controlled according to the heating requirements of the engine module 32. The fifth control valve 34 realizes an intelligent management mode of "connection when needed, isolation when not needed" to achieve efficient heat transfer or physical isolation, while taking into account both safety and heat exchange performance. Secondly, the heat exchange module 5, as the thermal coupling node between the engine heat exchange circuit 3 and the battery pack heat exchange circuit 2, ensures efficient heat transfer between the two circuits by adopting a high-efficiency heat exchange structure (such as a plate heat exchanger or a shell-and-tube heat exchanger).

[0076] The heat can also be reused within the vehicle's cabin, in one example, such as... Figure 5 As shown, the engine heat exchange circuit 3 also includes a sixth control valve 35 and a heater module 36. The heater module 36 is connected in parallel with the heat exchange module 5. One end of the sixth control valve 35 is connected between the fifth control valve 34 and the third pump module 33, and the other end of the sixth control valve 35 is connected to one end of the heater module 36. The other end of the heater module 36 is connected between the engine module 32 and the heat exchange module 5.

[0077] In this example, when there is a need for cabin heating, the sixth control valve 35 can be opened to connect the sixth control valve 35 to the heat exchange circuit where the third pump module 33 is located. The battery pack heat exchange circuit 2 heats the cooling medium in the engine heat exchange circuit 3 through the heat exchange module 5, thereby utilizing the waste heat of the battery module 21 to preheat the heater module 36 and transfer heat to the air inside the vehicle. When there is no need for cabin heating, the sixth control valve 35 can be closed to short-circuit the heater module 36 and maintain the circulation efficiency of the main heat exchange circuit.

[0078] In this way, the heating module 36 and the heat exchange module 5 are connected in parallel, so that the cabin heating function and the heat exchange function between the engine module 32 / battery module 21 do not interfere with each other. Each branch can be opened and closed independently through the corresponding control valve (such as the fifth control valve 34 and the sixth control valve 35) to realize the distribution of coolant flow as needed, avoiding the problem of the entire circuit being interrupted due to the blockage or closure of a certain branch in the traditional series structure.

[0079] In order to achieve flexible control of the opening degree of the first control valve 4, the second control valve 6, the fifth control valve 34, and the sixth control valve 35 based on temperature, in one example, several temperature sensors are provided in the electric drive heat exchange circuit 1, the battery pack heat exchange circuit 2, and the engine heat exchange circuit 3. The first control valve 4, the second control valve 6, the fifth control valve 34, the sixth control valve 35, and all temperature sensors are connected to the controller.

[0080] It is worth noting that this application also includes a temperature sensor to detect the ambient temperature of the vehicle, in order to determine whether the vehicle is in a high-temperature or low-temperature environment.

[0081] In this example, the opening degrees of the first control valve 4, the second control valve 6, the fifth control valve 34, and the sixth control valve 35 can be flexibly controlled based on different temperatures collected by multiple thermometers to adapt to the different heat exchange requirements of different heat exchange circuits. The following provides an exemplary description of the different heat exchange requirements of different heat exchange circuits in this application.

[0082] When the temperature of the electric drive heat exchange circuit 1 is low and heat storage in the electric drive heat exchange circuit 1 is required: the controller controls the first control valve 4 to isolate the electric drive heat exchange circuit 1 from the battery pack heat exchange circuit 2, and the controller controls the second control valve 6 to connect the heat storage pipeline 12 to the electric drive module 13, so as to store as much heat generated by the electric drive module 13 as possible in the coolant. When the temperature of the electric drive heat exchange circuit 1 is high, the controller can adjust the opening of the second control valve 6 according to the water temperature at the outlet of the electric drive module 13, so that the first heat dissipation module 11 is connected to the electric drive module 13. In this way, some of the heat of the coolant can be dissipated through the first heat dissipation module 11, thus ensuring the heat dissipation requirements of the electric drive module 13 while storing as much heat generated by the electric drive module 13 as possible in the coolant. When the temperature of the electric drive heat exchange circuit 1 is very high and heat storage in the electric drive heat exchange circuit 1 is not required, the controller controls the second control valve 6 to disconnect the heat storage pipeline 12 from the electric drive module 13.

[0083] When the battery module 21 is at a low temperature and needs to be heated: the controller controls the first control valve 4 to connect the electric drive module 13 to the battery module 21, and the controller controls the second control valve 6 to connect the heat storage pipe 12 to the electric drive module 13, so as to use the heat from the electric drive module 13 to heat the battery module 21. The controller can adjust the opening of the second control valve 6 according to the outlet water temperature of the electric drive module 13 and the inlet water temperature of the battery module 21 to ensure that the water temperature of the electric drive heat exchange circuit 1 does not become too high and cause the electric drive module 13 to overheat. When the battery module 21 is at a high temperature and heating by the electric drive module 13 is not required, the controller controls the first control valve 4 to disconnect the electric drive module 13 from the battery module 21.

[0084] The waste heat from engine module 32 can be used to heat a single battery module 21, a single passenger compartment, or both battery module 21 and the passenger compartment simultaneously. When battery module 21 is cold and requires heating, the controller closes the sixth control valve 35 and adjusts the fifth control valve 34 based on the difference between the actual inlet water temperature and the target water temperature of battery module 21. This allows heat exchange between the battery pack heat exchange circuit 2 and the engine heat exchange circuit 3 via heat exchange module 5, thus heating battery module 21. When passenger compartment is cold and requires heating, the controller closes the fifth control valve 34 and opens the sixth control valve 35, heating the passenger compartment via heater module 36. When both battery module 21 and passenger compartment are cold and require heating, the controller opens both the fifth control valve 34 and the sixth control valve 35 simultaneously to meet the heat requirements of both sides.

[0085] When the vehicle is operating in pure electric mode in low-temperature environments, and the battery module 21 is at a low temperature and requires heating: the controller controls the first control valve 4 to switch the series-parallel connection between the electric drive heat exchange circuit 1 and the battery pack heat exchange circuit 2. The hot water from the electric drive heat exchange circuit 1 flows through the battery pack heat exchange circuit 2 and then through the heat exchange module 5. At this time, the controller controls the fifth control valve 34 and the sixth control valve 35 to open, using the heat exchange module 5 to preheat the engine module 32. Furthermore, before starting the engine module 32, the controller can effectively improve preheating efficiency by controlling the fifth control valve 34 and the sixth control valve 35 to heat the engine module 32. When the engine module 32 does not require preheating, the waste heat from the electric drive heat exchange circuit 1 can be used in other circuits, further saving energy.

[0086] When the engine module 32 has a low temperature and requires heating, while the battery module 21 has a high temperature and does not require heating, the controller controls the first control valve 4 in series and controls the second control valve 6 to disconnect the heat storage pipe 12 from the electric drive module 13, connecting the first cooling module 11 to the electric drive module 13. The controller dynamically adjusts the opening of the second control valve 6 according to the outlet water temperature of the electric drive module 13. Simultaneously, the controller opens the fifth control valve 34 and the sixth control valve 35 to preheat the engine module 32. When the engine module 32 has a high temperature, the controller closes the fifth control valve 34 and the sixth control valve 35, and simultaneously adjusts the first control valve 4 to a parallel state.

[0087] In addition, the controller controls the first control valve 4 in series to utilize the heat exchange module 5 to realize the waste heat utilization of the electric drive module 13. This keeps the water temperature of the engine module 32 within the target temperature range, effectively reducing the negative impact of cold start on the engine module 32 when it needs to be engaged, and helping to extend the service life of the engine module 32.

[0088] Cooling of battery module 21 in low-temperature environments: When the ambient temperature is low, the compressor cannot start due to excessively low pressure. Therefore, if battery module 21 requires cooling, it cannot be cooled. Thus, the following two methods exist for heat dissipation of battery module 21: When the vehicle is running in pure electric mode (EV mode), when the temperature of the battery module 21 is high and cooling is required, the controller controls the fifth control valve 34 and the sixth control valve 35 to open according to the inlet water temperature of the battery module 21 and the outlet water temperature of the engine module 32. The battery module 21 is then cooled by the cold water from the engine module 32 side through the heat exchange module 5.

[0089] When the vehicle is operating in hybrid mode, and the battery module 21 is at a high temperature and requires cooling, the controller bypasses the heat storage pipe 12 via the second control valve 6. The electric drive module 13 is connected only to the first cooling module 11 via the second control valve 6, ensuring that the water circuit on the electric drive module 13 is completely cooled by the first cooling module 11. The controller activates the first pump module 14 and the fan, and controls the first control valve 4 in series according to the outlet water temperature of the first cooling module 11, so as to use the cold water from the first cooling module 11 to cool the battery module 21.

[0090] Optionally, the number and location of temperature sensors can be set according to actual needs, and this application does not impose specific restrictions on this.

[0091] Thus, this application can flexibly control the opening of the first control valve 4, the second control valve 6, the fifth control valve 34, and the sixth control valve 35 based on different temperatures collected by multiple thermometers, in order to adapt to the different heat exchange requirements of different heat exchange circuits, and to reasonably control the water temperature, thereby reducing the waste of vehicle energy and improving energy utilization.

[0092] In summary, this application integrates the electric drive heat exchange circuit 1, the battery pack heat exchange circuit 2, and the engine heat exchange circuit 3 into a single vehicle thermal management system. A first control valve 4 and a heat exchange module 5 are included to uniformly plan and coordinate the control of these three circuits, achieving functional coupling and dynamic heat distribution. Specifically, this system, through multi-heat exchange circuit collaboration, intelligent switching, and waste heat reuse mechanisms, achieves efficient heat distribution and comprehensive utilization, significantly improving the efficiency of in-vehicle heat energy utilization and reducing additional heating energy consumption. Furthermore, the integrated design reduces the number of pipes and components, which helps lower manufacturing costs and maintenance complexity, meeting the development needs of new energy commercial vehicles for high-performance, highly integrated thermal management technologies.

[0093] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered to be within the scope of this specification.

[0094] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A vehicle thermal management system, characterized in that, include: An electric drive heat exchange circuit, wherein the electric drive heat exchange circuit is provided with a first heat dissipation module; A battery pack heat exchange circuit, wherein the battery pack heat exchange circuit is selectively connected to the electric drive heat exchange circuit via a first control valve; and, An engine heat exchange circuit is connected to the battery pack heat exchange circuit via a heat exchange module.

2. The vehicle thermal management system according to claim 1, characterized in that, The electric drive heat exchange circuit is further provided with a heat storage pipeline and an electric drive module. The heat storage pipeline is connected in parallel with the first heat dissipation module. The electric drive module is selectively connected to one of the heat storage pipeline and the first heat dissipation module through a second control valve.

3. The vehicle thermal management system according to claim 2, characterized in that, The electric drive heat exchange circuit is also equipped with a first pump module; One end of the electric drive module is connected to one end of the first pump module, the other end of the electric drive module is connected to the first end of the second control valve, the other end of the first pump module is connected to the first end of the first control valve, one end of the heat storage pipeline is connected to the second end of the second control valve, one end of the first heat dissipation module is connected to the third end of the second control valve, and the other ends of the heat storage pipeline and the other ends of the first heat dissipation module are both connected to the second end of the first control valve.

4. The vehicle thermal management system according to claim 1, characterized in that, The battery pack heat exchange circuit includes a battery module, a second pump module, and a liquid storage module; One end of the second pump module is connected to the third end of the first control valve, the other end of the second pump module is connected to the first end of the heat exchange module, the second end of the heat exchange module is connected to one end of the battery module, the other end of the battery module is connected to one end of the liquid storage module, and the other end of the liquid storage module is connected to the fourth end of the first control valve.

5. The vehicle thermal management system according to claim 1, characterized in that, The battery pack heat exchange circuit includes a battery module and a second pump module, and the engine heat exchange circuit includes: Engine module; and, The second heat dissipation module includes a radiator, a cooling fan, and a fan motor. The radiator is connected in series with the engine module and in parallel with the heat exchange module. The cooling fan is configured corresponding to the radiator and can be selectively connected to either the engine module or the fan motor via a clutch assembly. The power supply terminal of the fan motor is electrically connected to the battery module, and / or the fan motor is connected to the first heat dissipation module via a third control valve.

6. The vehicle thermal management system according to claim 5, characterized in that, The engine heat exchange circuit also includes: A hydraulic retarder module, wherein the hydraulic retarder module is connected in series or parallel with the second heat dissipation module; and, A fourth control valve, one end of which is connected to one end of the hydraulic retarder module, and the other end of both the hydraulic retarder module and the fourth control valve are connected between the engine module and the second cooling module.

7. The vehicle thermal management system according to claim 1, characterized in that, The engine heat exchange circuit includes an engine module, a third pump module, and a fifth control valve; One end of the fifth control valve is connected to the third end of the heat exchange module, the other end of the fifth control valve is connected to one end of the third pump module, the other end of the third pump module is connected to one end of the engine module, and the other end of the engine module is connected to the fourth end of the heat exchange module.

8. The vehicle thermal management system according to claim 7, characterized in that, The engine heat exchange circuit also includes a sixth control valve and a heating module; The heating module is connected in parallel with the heat exchange module. One end of the sixth control valve is connected between the fifth control valve and the third pump module, and the other end of the sixth control valve is connected to one end of the heating module. The other end of the heating module is connected between the engine module and the heat exchange module.

9. The vehicle thermal management system according to claim 8, characterized in that, The electric drive heat exchange circuit, the battery pack heat exchange circuit, and the engine heat exchange circuit are all equipped with several temperature sensors. The electric drive heat exchange circuit is also equipped with a second control valve. The first control valve, the second control valve, the fifth control valve, the sixth control valve, and all the temperature sensors are connected to a controller.

10. A vehicle, characterized in that, The vehicles include: The vehicle thermal management system as described in any one of claims 1-9.

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