A thermal management system and vehicle

Abstract

The embodiment of the utility model provides a kind of thermal management system and vehicle, it is related to whole vehicle thermal management technical field.The thermal management system includes engine high temperature circuit, motor low temperature circuit, battery low temperature circuit, first three-way proportional valve and first flow control valve, motor low temperature circuit is communicated with engine, battery low temperature circuit is communicated with engine;First three-way proportional valve has first interface, second interface and third interface, second interface, high temperature radiator, engine and first interface are sequentially communicated, third interface, motor low temperature circuit and engine are sequentially communicated;First flow control valve is connected between engine and battery low temperature circuit.By setting first three-way proportional valve and first flow control valve, cooling liquid in engine circuit can be respectively entered into motor low temperature circuit and battery low temperature circuit to cool, to optimize the problem that engine cooling liquid temperature is too high, improve the overall performance of vehicle.

Description

Technical Field

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

[0002] Hybrid electric vehicles (HEVs) are vehicles that use two or more independent drive systems that can operate simultaneously as their power source. The most common type is the gasoline-electric hybrid system, which combines a traditional internal combustion engine (gasoline or diesel engine) with an electric motor. Compared to traditional gasoline vehicles, hybrid vehicles have a more complex thermal management system, requiring comprehensive management of multiple heat sources, including the engine, battery, and drive motor.

[0003] However, under certain operating conditions, these vehicles are prone to excessively high engine coolant temperatures. Existing thermal management systems have shortcomings in engine coolant temperature control, a problem that could adversely affect the overall performance of the vehicle. Utility Model Content

[0004] The purpose of this invention is to provide a thermal management system and vehicle that can optimize the problem of excessively high engine coolant temperature and improve the overall performance of the vehicle.

[0005] The embodiments of this utility model are implemented as follows: In a first aspect, this utility model provides a thermal management system, comprising: The engine high-temperature circuit includes a connected engine and a high-temperature radiator; A cryogenic circuit for the motor, which is connected to the engine; A battery cryogenic circuit, which is connected to the engine; A first three-way proportional valve has a first port, a second port, and a third port. The second port, the high-temperature radiator, the engine, and the first port are sequentially connected. The third port, the low-temperature circuit of the motor, and the engine are sequentially connected. A first flow control valve is connected between the engine and the battery cryogenic circuit.

[0006] In an optional embodiment, the engine high-temperature circuit further includes a first temperature sensor disposed between the first interface and the engine.

[0007] In an optional embodiment, the motor cryogenic circuit includes a drive motor, a cryogenic radiator, and a first coolant pump, wherein the drive motor, the cryogenic radiator, and the first coolant pump are connected end-to-end in sequence; the third interface, the cryogenic radiator, the first coolant pump, and the engine are connected in sequence.

[0008] In an optional embodiment, the motor cryogenic circuit further includes a second temperature sensor, which is disposed between the drive motor and the first coolant pump; and / or, The motor low-temperature circuit also includes a third temperature sensor, which is disposed between the drive motor and the low-temperature heat sink.

[0009] In an optional embodiment, the battery cryogenic circuit includes a power battery, a battery cooler, and a second coolant pump, wherein the power battery, the battery cooler, and the second coolant pump are connected in sequence from beginning to end; the engine, the first flow control valve, and the battery cooler are connected in sequence from beginning to end.

[0010] In an optional embodiment, the battery cryogenic circuit further includes a fourth temperature sensor, which is disposed between the power battery and the battery cooler; and / or, The battery cryogenic circuit also includes a fifth temperature sensor, which is located between the power battery and the second coolant pump.

[0011] In an optional embodiment, the thermal management system further includes an air conditioning refrigeration circuit, which includes a condenser, an expansion valve, an evaporator, and a compressor, wherein the condenser, the battery cooler, the expansion valve, the evaporator, and the compressor are connected sequentially from end to end.

[0012] In an optional embodiment, the thermal management system further includes a second flow control valve connected between the condenser and the battery cooler.

[0013] In an optional embodiment, the air conditioning refrigeration circuit further includes a sixth temperature sensor, which is disposed between the evaporator and the compressor.

[0014] Secondly, this utility model provides a vehicle including the thermal management system described in any of the foregoing embodiments.

[0015] The beneficial effects of this utility model embodiment include: In this thermal management system, the engine high-temperature circuit is simultaneously connected to the motor low-temperature circuit and the battery low-temperature circuit. These circuits no longer operate independently. When the engine coolant temperature is too high, the coolant in the engine high-temperature circuit can be cooled through the motor and battery low-temperature circuits, thus optimizing the problem of excessive engine coolant temperature and improving the overall vehicle performance. Furthermore, based on the heat dissipation of the motor and battery low-temperature circuits, the opening of the first three-way proportional valve and the first flow control valve can be adjusted to rationally distribute the coolant flow into these circuits, thereby further optimizing the temperature in each circuit and further improving the overall vehicle performance.

[0016] The vehicle includes a thermal management system, which has all the beneficial effects of such a thermal management system. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the structure of the thermal management system provided in an embodiment of this utility model.

[0019] Icons: 100-Thermal Management System; 10-Engine High-Temperature Circuit; 11-Engine; 12-High-Temperature Radiator; 13-First Temperature Sensor; 20-Motor Low-Temperature Circuit; 21-Drive Motor; 22-Low-Temperature Radiator; 23-First Coolant Pump; 24-Second Temperature Sensor; 25-Third Temperature Sensor; 30-Battery Low-Temperature Circuit; 31-Power Battery; 32-Battery Cooler; 33-Second Coolant Pump; 34-Fourth Temperature Sensor; 35-Fifth Temperature Sensor; 4 0-First three-way proportional valve; 41-First interface; 42-Second interface; 43-Third interface; 51-First flow control valve; 52-Second flow control valve; 60-Air conditioning refrigeration circuit; 61-Condenser; 62-Expansion valve; 63-Evaporator; 64-Compressor; 65-Sixth temperature sensor; 70-Second three-way proportional valve; 71-Fourth interface; 72-Fifth interface; 73-Sixth interface; 80-Air conditioning heating circuit; 81-Air conditioning heat exchange module; 82-Seventh temperature sensor. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0021] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0022] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0023] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are only for the convenience of describing this utility model 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. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0024] Furthermore, terms such as "horizontal" and "vertical" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0025] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0026] As described in the background section, the thermal management system of hybrid electric vehicles is more complex than that of traditional gasoline-powered vehicles, requiring comprehensive management of multiple heat sources, including the engine, battery, and drive motor. However, under certain operating conditions, these vehicles are prone to excessively high engine coolant temperatures. Existing thermal management systems have shortcomings in engine coolant temperature control, which may adversely affect the overall performance of the vehicle.

[0027] Based on this, please refer to Figure 1 The present invention provides a thermal management system 100 and a vehicle, which can effectively improve the aforementioned technical problems, namely, it can optimize the problem of excessively high engine coolant temperature and improve the overall performance of the vehicle. The thermal management system 100 and the vehicle will be described in detail below.

[0028] This embodiment provides a vehicle, which includes a thermal management system 100 and a vehicle body. The thermal management system 100 is installed on the vehicle body and can regulate and manage the temperature of various components on the vehicle body, such as the engine 11, the power battery 31 and the drive motor 21, to ensure that each component operates efficiently and safely within the optimal temperature range, thereby improving the driving safety and comfort of the vehicle.

[0029] For details, please refer to Figure 1 , Figure 1 This is a schematic diagram of the structure of the thermal management system 100 provided in this embodiment, combined with... Figure 1 The thermal management system 100 includes an engine high-temperature circuit 10, a motor low-temperature circuit 20, a battery low-temperature circuit 30, a first three-way proportional valve 40, and a first flow control valve 51. The motor low-temperature circuit 20 is connected to the engine 11, and the battery low-temperature circuit 30 is also connected to the engine 11. The first three-way proportional valve 40 has a first interface 41, a second interface 42, and a third interface 43. The second interface 42, the high-temperature radiator 12, the engine 11, and the first interface 41 are connected in sequence, and the third interface 43, the motor low-temperature circuit 20, and the engine 11 are connected in sequence. The first flow control valve 51 is connected between the engine 11 and the battery low-temperature circuit 30.

[0030] As is easily understood, a loop is formed between the second interface 42, the high-temperature radiator 12, the engine 11, and the first interface 41, allowing engine coolant to flow within this loop. By connecting the third interface 43 of the first three-way proportional valve 40 to the motor low-temperature circuit 20, engine coolant can flow and cool within the motor low-temperature circuit 20. Similarly, the engine 11 and the battery low-temperature circuit 30 can be connected via pipes to form a loop, allowing engine coolant to flow within this loop as well, thus enabling engine coolant to flow and cool within the battery low-temperature circuit 30.

[0031] In other words, the engine high-temperature circuit 10 in the thermal management system 100 is simultaneously connected to the motor low-temperature circuit 20 and the battery low-temperature circuit 30. The circuits no longer operate independently. When the engine coolant temperature is too high, the coolant in the engine high-temperature circuit 10 can be cooled through the motor low-temperature circuit 20 and the battery low-temperature circuit 30, thereby optimizing the problem of excessively high engine coolant temperature and improving the overall performance of the vehicle. Simultaneously, based on the heat dissipation of the motor low-temperature circuit 20 and the battery low-temperature circuit 30, the opening of the first three-way proportional valve 40 and the first flow control valve 51 can be adjusted to rationally distribute the coolant flow into the motor low-temperature circuit 20 and the battery low-temperature circuit 30, thereby better optimizing the temperature in each circuit and further improving the overall performance of the vehicle.

[0032] In order to monitor the coolant temperature in the engine high-temperature circuit 10 in real time and better adjust the opening of the first three-way proportional valve 40, the engine high-temperature circuit 10 also includes a first temperature sensor 13, which is located between the first interface 41 and the engine 11.

[0033] Please continue to combine Figure 1 Specifically, the motor cryogenic circuit 20 includes a drive motor 21, a cryogenic radiator 22, and a first coolant pump 23, which are connected end to end in sequence; the third interface 43, the cryogenic radiator 22, the first coolant pump 23, and the engine 11 are connected in sequence.

[0034] It is easy to understand that the motor coolant flows in the loop formed between the drive motor 21, the low-temperature radiator 22 and the first coolant pump 23; by connecting the third interface 43 to the low-temperature radiator 22, a loop can be formed between the third interface 43, the low-temperature radiator 22, the first coolant pump 23 and the engine 11, so that the engine coolant can flow in the loop and the low-temperature radiator 22 can be used to cool the engine coolant.

[0035] In order to monitor the coolant temperature in the motor cryogenic circuit 20 in real time, the motor cryogenic circuit 20 also includes a second temperature sensor 24, which is located between the drive motor 21 and the first coolant pump 23.

[0036] Furthermore, in order to improve the accuracy of motor coolant temperature monitoring and better regulate the temperature in the motor circuit, the motor low-temperature circuit 20 also includes a third temperature sensor 25, which is located between the drive motor 21 and the low-temperature radiator 22.

[0037] Please continue to combine Figure 1Specifically, the battery low-temperature circuit 30 includes a power battery 31, a battery cooler 32, and a second coolant pump 33, which are connected end to end in sequence; the engine 11, the first flow control valve 51, and the battery cooler 32 are connected end to end in sequence.

[0038] As is easily understood, the battery coolant flows in the circuit formed between the power battery 31, the battery cooler 32, and the second coolant pump 33. By connecting the engine 11, the first flow control valve 51, and the battery cooler 32 end to end in sequence to form a circuit, the engine coolant can flow in this circuit, and the battery cooler 32 can be used to cool the engine coolant.

[0039] Similarly, in order to monitor the coolant temperature in the battery cryogenic circuit 30 in real time, the battery cryogenic circuit 30 also includes a fourth temperature sensor 34, which is located between the power battery 31 and the battery cooler 32.

[0040] In order to improve the accuracy of battery coolant temperature monitoring and better regulate the temperature in the battery circuit, the battery low temperature circuit 30 also includes a fifth temperature sensor 35, which is located between the power battery 31 and the second coolant pump 33.

[0041] Furthermore, in this embodiment, the thermal management system 100 also includes an air conditioning refrigeration circuit 60, which includes a condenser 61, an expansion valve 62, an evaporator 63, and a compressor 64. The condenser 61, the battery cooler 32, the expansion valve 62, the evaporator 63, and the compressor 64 are connected end to end in sequence.

[0042] In other words, the refrigerant flows in the circuit formed between the condenser 61, the battery cooler 32, the expansion valve 62, the evaporator 63, and the compressor 64, which can cool the battery cooler 32 and further improve the cooling effect.

[0043] In order to better control the refrigerant flow into the battery cooler 32, in this embodiment, the thermal management system 100 further includes a second flow control valve 52, which is connected between the condenser 61 and the battery cooler 32.

[0044] Of course, in order to monitor the refrigerant temperature in the air conditioning refrigeration circuit 60, the air conditioning refrigeration circuit 60 also includes a sixth temperature sensor 65, which is located between the evaporator 63 and the compressor 64.

[0045] Furthermore, in this embodiment, the thermal management system 100 also includes a second three-way proportional valve 70. The second three-way proportional valve 70 has a fourth interface 71, a fifth interface 72, and a sixth interface 73. The fourth interface 71 is connected between the condenser 61 and the battery cooler 32, the fifth interface 72 is connected between the evaporator 63 and the compressor 64, and the sixth interface 73 is connected between the battery cooler 32 and the evaporator 63. By setting the second three-way proportional valve 70, the air temperature inside the vehicle can be better controlled.

[0046] In addition, the thermal management system 100 also includes an air conditioning heating circuit 80, which includes an air conditioning heat exchange module 81. The air conditioning heat exchange module 81 and the engine 11 are connected by a pipe to form a circuit, thereby delivering warm air to the vehicle interior.

[0047] Of course, in order to better monitor and adjust the temperature of the heating air, the air conditioning heating circuit 80 also includes a seventh temperature sensor 82, which is located between the engine 11 and the air conditioning heat exchange module 81.

[0048] It should be noted that, in order to achieve automated temperature control between the various circuits of the thermal management system 100 and ensure that the temperature between the circuits is within a suitable range, the thermal management system 100 also includes a thermal management controller. The thermal management controller is electrically or wirelessly connected to the engine high-temperature circuit 10, the motor low-temperature circuit 20, the battery low-temperature circuit 30, the air conditioning cooling circuit 60, the air conditioning heating circuit 80, the first three-way proportional valve 40, the second three-way proportional valve 70, the first flow control valve 51, and the second flow control valve 52.

[0049] In summary, the embodiments of this utility model provide a thermal management system 100 and a vehicle. The thermal management system 100 includes an engine high-temperature circuit 10, a motor low-temperature circuit 20, a battery low-temperature circuit 30, a first three-way proportional valve 40, and a first flow control valve 51. The motor low-temperature circuit 20 is connected to the engine 11, and the battery low-temperature circuit 30 is also connected to the engine 11. The first three-way proportional valve 40 has a first interface 41, a second interface 42, and a third interface 43. The second interface 42, the high-temperature radiator 12, the engine 11, and the first interface 41 are sequentially connected, and the third interface 43, the motor low-temperature circuit 20, and the engine 11 are sequentially connected. The first flow control valve 51 is connected between the engine 11 and the battery low-temperature circuit 30. By simultaneously connecting the engine high-temperature circuit 10 to both the motor low-temperature circuit 20 and the battery low-temperature circuit 30, the circuits no longer operate independently. When the engine coolant temperature is too high, the coolant in the engine high-temperature circuit 10 can be cooled through the motor low-temperature circuit 20 and the battery low-temperature circuit 30, thereby optimizing the problem of excessively high engine coolant temperature and improving the overall performance of the vehicle. Meanwhile, the opening of the first three-way proportional valve 40 and the first flow control valve 51 can be adjusted according to the heat dissipation of the motor low-temperature circuit 20 and the battery low-temperature circuit 30, so as to reasonably distribute the coolant flow into the motor low-temperature circuit 20 and the battery low-temperature circuit 30, thereby better optimizing the temperature in each circuit and further improving the overall performance of the vehicle.

[0050] The vehicle includes a thermal management system 100, which has all the functions and benefits of the thermal management system 100.

[0051] The above description is merely a specific embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A thermal management system, characterized in that, include: Engine high temperature circuit (10), the engine high temperature circuit (10) includes a connected engine (11) and a high temperature radiator (12). The motor cryogenic circuit (20) is connected to the engine (11); A battery cryogenic circuit (30) is connected to the engine (11); A first three-way proportional valve (40) has a first port (41), a second port (42), and a third port (43). The second port (42), the high-temperature radiator (12), the engine (11), and the first port (41) are connected in sequence. The third port (43), the low-temperature circuit of the motor (20), and the engine (11) are connected in sequence. A first flow control valve (51) is connected between the engine (11) and the battery cryogenic circuit (30).

2. The thermal management system according to claim 1, characterized in that, The engine high-temperature circuit (10) also includes a first temperature sensor (13), which is located between the first interface (41) and the engine (11).

3. The thermal management system according to claim 1, characterized in that, The motor cryogenic circuit (20) includes a drive motor (21), a cryogenic radiator (22), and a first coolant pump (23). The drive motor (21), the cryogenic radiator (22), and the first coolant pump (23) are connected end to end in sequence. The third interface (43), the cryogenic radiator (22), the first coolant pump (23), and the engine (11) are connected in sequence.

4. The thermal management system according to claim 3, characterized in that, The motor cryogenic circuit (20) further includes a second temperature sensor (24), which is disposed between the drive motor (21) and the first coolant pump (23); and / or, The motor low-temperature circuit (20) also includes a third temperature sensor (25), which is located between the drive motor (21) and the low-temperature heat sink (22).

5. The thermal management system according to claim 1, characterized in that, The battery cryogenic circuit (30) includes a power battery (31), a battery cooler (32), and a second coolant pump (33), wherein the power battery (31), the battery cooler (32), and the second coolant pump (33) are connected end to end in sequence; the engine (11), the first flow control valve (51), and the battery cooler (32) are connected end to end in sequence.

6. The thermal management system according to claim 5, characterized in that, The battery low-temperature circuit (30) further includes a fourth temperature sensor (34), which is disposed between the power battery (31) and the battery cooler (32); and / or, The battery low-temperature circuit (30) also includes a fifth temperature sensor (35), which is located between the power battery (31) and the second coolant pump (33).

7. The thermal management system according to claim 5, characterized in that, The thermal management system (100) also includes an air conditioning refrigeration circuit (60), which includes a condenser (61), an expansion valve (62), an evaporator (63), and a compressor (64). The condenser (61), the battery cooler (32), the expansion valve (62), the evaporator (63), and the compressor (64) are connected end to end in sequence.

8. The thermal management system according to claim 7, characterized in that, The thermal management system (100) further includes a second flow control valve (52) connected between the condenser (61) and the battery cooler (32).

9. The thermal management system according to claim 7, characterized in that, The air conditioning refrigeration circuit (60) also includes a sixth temperature sensor (65), which is located between the evaporator (63) and the compressor (64).

10. A vehicle, characterized in that, Includes the thermal management system (100) as described in any one of claims 1-9.

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