Thermal management system for vehicle and vehicle

Abstract

A vehicle (200) having a thermal management system (100). The thermal management system (100) of the vehicle (200) includes an engine cooling system (10), an air conditioning system (30), and a low-temperature cooling system (20). The engine cooling system (10) includes an engine (11), an intercooler (12), a first radiator (15), and a first fan (13). An air outlet end (121) of the intercooler 12 communicates with an intake manifold (111), and an air inlet end (122) of the intercooler (12) communicates with a supercharger (112). The first fan (13) is used to dissipate heat from the intercooler (12) and the first radiator (15). The low-temperature cooling system (20) includes a second radiator (22) and a second fan (24). The second fan (24) is used to dissipate heat from the second radiator (22) and the condenser (33).

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent No. "202210606463.7" entitled "THERMAL MANAGEMENT SYSTEM OF VEHICLE, AND VEHICLE" filed by BYD Co., Ltd. on May 31, 2022, which is incorporated by reference in its entirety herein.

[0002] The present disclosure relates to the technical field of vehicle thermal management systems, and in particular to vehicle thermal management systems and vehicles. [Background technology]

[0003] Radiators in hybrid vehicles typically include an intercooler to cool the engine's intake air, a high-temperature radiator to cool the coolant in the engine, a low-temperature radiator to cool the motor's electrical control distribution box, and a condenser to cool the air conditioning system.

[0004] In the prior art, there is only one electronic fan in the hybrid vehicle, and the control of the rotation speed of the electronic fan needs to simultaneously meet the cooling requirements of the intercooler, the high-temperature radiator, the low-temperature radiator, and the condenser. In order to avoid overheating of the components, the rotation speed of the electronic fan meets the maximum rotation speed requirements of the intercooler, the high-temperature radiator, the low-temperature radiator, and the condenser. Therefore, the electronic fan has the technical problems of high energy consumption and low heat dissipation effect. Summary of the Invention [Means for solving the problem]

[0005] The present disclosure is intended to solve at least one of the technical problems existing in the prior art. Therefore, the present disclosure provides a thermal management system for a vehicle. During driving, the temperatures of the first radiator and the intercooler are close, and the temperatures of the second radiator and the condenser are close. Therefore, the first fan and the second fan are used to dissipate heat, and the rotation speeds of the first fan and the second fan are more accurately controlled.

[0006] The present disclosure further provides a vehicle.

[0007] According to an embodiment of a first aspect of the present disclosure, a thermal management system for a vehicle is provided, the thermal management system including an engine with an intake manifold and a supercharger, an engine cooling system including an intercooler, an intercooler with an air outlet end in communication with the intake manifold and an air inlet end in communication with the supercharger, a first radiator connected to the engine, and a first fan configured to dissipate heat from the intercooler and the first radiator, an air conditioning system including a condenser, and a low temperature cooling system including a second radiator and a second fan configured to dissipate heat from the second radiator and the condenser.

[0008] According to the vehicle thermal management system in this embodiment of the present disclosure, during operation, the temperature of the first radiator and the intercooler are close to each other. Therefore, when the first fan is used to perform the heat dissipation operation, the rotation speed of the first fan is more accurately controlled. In addition, during operation, the temperature of the second radiator and the condenser are close to each other. Therefore, when the second fan is used to perform the heat dissipation operation, the rotation speed of the second fan is more accurately controlled.

[0009] In some embodiments of the present disclosure, the thermal management system further includes a controller configured to control operation of the engine cooling system in response to a temperature of the engine coolant.

[0010] In some embodiments of the present disclosure, the engine cooling system further includes an electronic thermostat disposed between the first end of the engine and the third end of the first radiator, and a first water pump disposed between the second end of the engine and the fourth end of the first radiator, and the controller is configured to adjust the speed of the first water pump and the opening of the electronic thermostat in response to a temperature of the engine coolant.

[0011] In some embodiments of the present disclosure, the engine cooling system further includes a first temperature sensor disposed between the first radiator and the engine and configured to detect a temperature of the engine coolant, and the controller is configured to adjust a speed of the first fan in response to the temperature of the engine coolant.

[0012] In some embodiments of the present disclosure, the controller is configured to first adjust the speed of the first water pump and the opening of the electronic thermostat in response to the coolant temperature, and then adjust the speed of the first fan in response to the coolant temperature.

[0013] In some embodiments of the present disclosure, the thermal management system further includes a controller configured to control operation of the low-temperature cooling system responsive to a temperature of the coolant.

[0014] In some embodiments of the present disclosure, a low-temperature cooling system is formed with a first branch and a second branch arranged in parallel. The low-temperature cooling system further includes a second water pump, a second temperature sensor connected in series with the second water pump and the second radiator, a drive motor connected to the first branch, and a motor controller electrically connected to the drive motor and connected to the second branch. The motor controller is configured to adjust the rotation speed of the second water pump and the rotation speed of the second fan according to the temperature of the coolant.

[0015] In some embodiments of the present disclosure, the low-temperature cooling system further includes a generator electrically connected to the motor controller and connected in series with the motor controller on the second branch, and a DC splitter electrically connected to the motor controller and connected in series with the drive motor on the first branch.

[0016] In some embodiments of the present disclosure, the thermal management system further includes an expansion kettle having a water inlet and a water outlet, the water outlet being connected to the liquid inlet of the second water pump and the water inlet being in communication with the second radiator.

[0017] In some embodiments of the present disclosure, an air conditioning system includes a compressor, an evaporator, and a first control valve. The first control valve is connected in series with the compressor, the evaporator, and the condenser.

[0018] In some embodiments of the present disclosure, the air conditioning system further includes a second control valve and a heat exchanger, the heat exchanger and the second control valve are arranged in series, the heat exchanger and the second control valve are arranged in parallel with the evaporator, and the heat exchanger is adapted to exchange heat with the battery pack.

[0019] In some embodiments of the present disclosure, the thermal management system further includes a controller configured to control switching of the first control valve and the second control valve in response to a temperature of the battery pack and a temperature of the vehicle cabin, and to adjust a rotation speed of the compressor and a rotation speed of the second fan.

[0020] According to an embodiment of a second aspect of the present disclosure, there is provided a vehicle including a vehicle thermal management system.

[0021] Additional aspects and advantages of the disclosure will be set forth in the description which follows, and in some cases will be obvious from the description, or may be learned by practice of the disclosure.

[0022] The foregoing and / or additional aspects and advantages of the present disclosure will become apparent and understandable in the following description of embodiments, which proceeds with reference to the accompanying drawings. [Brief description of the drawings]

[0023] [Figure 1] 1 is a schematic structural diagram of an engine cooling system according to an embodiment of the present disclosure; [Diagram 2] FIG. 1 is a schematic structural diagram of a low-temperature cooling system and an air conditioning system according to an embodiment of the present disclosure. [Diagram 3] FIG. 2 illustrates a control policy for an engine cooling system according to one embodiment of the present disclosure. [Figure 4] FIG. 2 illustrates a control policy for a low-temperature cooling system according to an embodiment of the present disclosure. [Diagram 5] FIG. 2 is a diagram illustrating a control policy of an air conditioning system according to an embodiment of the present disclosure. [Figure 6] 1 is a schematic diagram of a vehicle according to one embodiment of the present disclosure. [Figure 7] FIG. 2 is a schematic diagram of a detailed structure of an engine cooling system according to one embodiment of the present disclosure. [Figure 8] FIG. 2 is a schematic diagram of a detailed configuration of a low-temperature cooling system and an air conditioning system according to one embodiment of the present disclosure. [Explanation of symbols]

[0024] 100 Thermal Management System 200 vehicles 201 Battery Pack 10 Engine Cooling System 11 Engine 111 Intake manifold 112 Supercharger 113 First end 114 Second End 12 Intercooler 121 Air outlet end 122 Air inlet end 13 The First Fan 14 First Water Pump 15 First Radiator 151 Third End 152 Fourth End 16 First Temperature Sensor 17 Electronic Thermostat 20 Low-temperature cooling system 21 Drive motor 22 Second Radiator 23 Second Water Pump 231 Liquid inlet 24 The Second Fan 25 Motor Controller 26 Generator 27 DC distributor 28 Second Temperature Sensor 30 Air Conditioning System 31 Compressor 32 Evaporator 33 Condenser 34 First control valve 35 Second control valve 36 Inflatable Kettle 361 Water inlet 362 water outlet 37 Pressure Sensor 38 Heat exchanger 40 Controller DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0025] Hereinafter, an embodiment of the present disclosure will be described in detail, but the embodiment described with reference to the attached drawings is just an example.

[0026] A thermal management system 100 of a vehicle 200 according to an embodiment of the present disclosure will now be described with reference to Figures 1 to 5, 7 and 8. The present disclosure further provides a vehicle 200 having the thermal management system 100 as described above.

[0027] As shown in FIGS. 1, 2 and 7, the thermal management system 100 of a vehicle 200 in this embodiment of the disclosure includes an engine cooling system 10, a low-temperature cooling system 20, and an air conditioning system 30.

[0028] Specifically, the engine cooling system 10 includes an engine 11, an intercooler 12, a first radiator 15, and a first fan 13. The engine includes an intake manifold 111 and a supercharger 112. An air outlet end 121 of the intercooler 12 communicates with the intake manifold 111, and an air inlet end 122 of the intercooler 12 communicates with the supercharger 112. The engine 11 and the first radiator 15 are connected in series. The first fan 13 is configured to dissipate heat from the intercooler 12 and the first radiator 15. The engine 11 and the first radiator 15 are arranged in series, such that heat generated during operation of the engine 11 can be carried away by the coolant and dissipated to the outside world via the first radiator 15. Moreover, the first fan 13 and the first radiator 15 are disposed opposite to each other, and the first fan 13 faces the first radiator 15. Therefore, the first fan 13 sends air to the first radiator 15 to lower the temperature of the coolant in the first radiator 15, thereby lowering the temperature of the engine cooling system 10. Furthermore, when the engine 11 is operating, the intercooler 12 lowers the temperature of high-temperature gas, thereby lowering the intake temperature of the engine 11.

[0029] Referring to FIG. 1, the intercooler 12 and the first radiator 15 are arranged opposite to each other, and the first fan 13 and the first radiator 15 are arranged opposite to each other. In this arrangement, the first fan 13 can dissipate heat from both the first radiator 15 and the intercooler 12, which can improve the integration degree of the thermal management system 100. In addition, the place where the air-cooled condenser 33 was originally arranged can be opened, which leads to optimizing the space of the engine 11 compartment. In addition, the temperature of the intercooler 12 is close to the temperature of the first radiator 15, and the influence of each other is small, which leads to extending the life of the intercooler 12 and the first radiator 15.

[0030] In addition, the low-temperature cooling system 20 includes a second radiator 22 and a second fan 24. The second fan 24 is disposed on a side of the second radiator 22. The air conditioning system 30 includes a condenser 33. The second radiator 22 and the condenser 33 are disposed opposite each other. The second fan 24 is configured to dissipate heat from the second radiator 22 and the condenser 33. In other words, the second radiator 22 of the low-temperature cooling system 20 and the condenser 33 of the air conditioning system 30 are disposed opposite each other, and the second fan 24 and the second radiator 22 are disposed opposite each other. Therefore, the first fan 13 can dissipate heat from both the second radiator 22 and the condenser 33, thereby improving the integration degree of the thermal management system 100. In addition, since the temperature of the condenser 33 is close to the temperature of the second radiator 22 and they have little influence on each other, this leads to an extended life of the intercooler 12 and the first radiator 15.

[0031] Therefore, the thermal management system 100 has a first fan 13 and a second fan 24. The first fan 13 and the second fan 24 are controlled independently. The rotation speed of the first fan 13 only needs to meet the cooling requirements of the intercooler 12 and the first radiator 15, and the rotation speed of the second fan 24 only needs to meet the cooling requirements of the second radiator 22 and the condenser 33, which leads to accurate control of the thermal management of the entire vehicle. Furthermore, the intercooler 12 and the first radiator 15 share the first fan 13, and the second radiator 22 and the condenser 33 share the second fan 24. Therefore, the temperature interference between the intercooler 12 and the first radiator 15 is small, and the temperature interference between the second radiator 22 and the condenser 33 is also small.

[0032] 6, the thermal management system 100 further includes a controller 40. The controller 40 is configured to control the operation of the engine cooling system 10 according to the temperature of the coolant of the engine 11. Thus, the normal use of the engine cooling system 10 is facilitated.

[0033] As shown in FIG. 1 and FIG. 7, the engine cooling system 10 further includes a first water pump 14 and an electronic thermostat 17. The electronic thermostat 17 is disposed between a first end 113 of the engine 11 and a third end 151 of the first radiator 15. The first water pump 14 is disposed between a second end 114 of the engine 11 and a fourth end 152 of the first radiator 15. The first water pump 14 can circulate the coolant between the engine 11, the first water pump 14, and the first radiator 15. When the coolant flows through the engine 11, the coolant can reduce the temperature of the engine 11. When the coolant flows through the first radiator 15, the first radiator 15 can dissipate heat from the coolant. In addition, the electronic thermostat 17 can automatically adjust the amount of water flowing into the first radiator 15 according to the temperature of the coolant, thereby changing the water circulation range to adjust the heat dissipation capacity of the first radiator 15 and ensure that the engine 11 operates in a suitable temperature range. The electronic thermostat 17 needs to be kept in good technical condition; otherwise, the normal operation of the engine 11 will be seriously affected. For example, if the opening time of the main valve of the electronic thermostat 17 is too late, the engine 11 will overheat. If the opening time of the main valve is too early, the warm-up time of the engine 11 will be long and the temperature of the engine 11 will be too low.

[0034] The controller 40 is configured to adjust the rotation speed of the first water pump 14 and the opening degree of the electronic thermostat 17 according to the temperature of the coolant. Specifically, the electronic thermostat 17 can control the flow of the coolant flowing through the electronic thermostat 17, and the first water pump 14 can control the flow rate of the coolant. That is, by controlling the temperature of the coolant and the flow of the coolant, the engine 11 can be cooled quickly.

[0035] As shown in FIG. 1, the engine cooling system 10 further includes a first temperature sensor 16. The first temperature sensor 16 is disposed between the first radiator 15 and the engine 11. The first temperature sensor 16 is configured to detect the temperature of the coolant of the engine 11. The controller 40 is configured to adjust the rotation speed of the first fan 13 according to the temperature of the coolant. Thus, during operation of the engine cooling system 10, the controller 40 can adjust the rotation speed of the first fan 13 according to the temperature of the coolant detected by the first temperature sensor 16. That is, by appropriately controlling the rotation speed of the first fan 13, the temperature of the coolant in the engine cooling system 10 can be controlled, and as a result, the rotation speed of the first fan 13 can be controlled according to the operating state of the engine 11. For example, when the rotation speed of the engine 11 increases, the engine 11 radiates more heat to the outside world, and the temperature of the coolant also increases accordingly. In this case, the rotation speed of the first fan 13 can be controlled by the controller 40 to control the temperature of the coolant, so that the temperature of the engine 11 is made uniform or the temperature of the engine 11 is quickly reduced.

[0036] The controller 40 is configured to first adjust the rotation speed of the first water pump 14 and the opening degree of the electronic thermostat 17 according to the temperature of the coolant, and then adjust the rotation speed of the first fan 13 according to the temperature of the coolant. Specifically, the controller 40 may first control the opening degree of the electronic thermostat 17, and then the controller 40 may control the flow rate of the first water pump 14. The controller 40 also controls the rotation speed of the first fan 13. That is, the controller 40 preferentially controls the low-power actuator. Only when the low-power actuator does not meet the cooling requirements, the controller 40 adjusts the high-power actuator. Therefore, the energy consumption of the thermal management system 100 can be effectively reduced.

[0037] 2 and 6, the thermal management system 100 further includes a controller 40. The controller 40 is configured to control the operation of the low-temperature cooling system 20 depending on the temperature of the coolant. Thus, normal operation of the engine cooling system 10 and the low-temperature cooling system 20 may be regulated and controlled by the controller 40.

[0038] As shown in FIG. 2, the low-temperature cooling system 20 further includes a second water pump 23, a second temperature sensor 28, a drive motor, and a motor controller 25. The low-temperature cooling system 20 is formed with a first branch and a second branch arranged in parallel. The second water pump 23, the second temperature sensor 28, and the second radiator 22 are connected in series with each other. The motor controller 25 is electrically connected to the drive motor 21. The drive motor 21 is connected to the first branch. The motor controller 25 is connected to the second branch. In other words, the second water pump 23 may circulate the coolant between the drive motor 21, the motor controller 25, and the second radiator 22. When the coolant flows through the drive motor 21 and the motor controller 25, the coolant can reduce the temperature of the drive motor 21 and the temperature of the motor controller 25. As the coolant flows through the second radiator 22, the second radiator 22 may dissipate heat from the coolant.

[0039] The motor controller 25 is configured to control the operating parameters of the drive motor 21. The low-temperature cooling system 20 is configured with a first branch and a second branch, and the second branch and the first branch are arranged in parallel with each other. Therefore, the motor controller 25, the drive motor 21, and the second radiator 22 are connected in parallel with each other, and as a result, the interference between the motor controller 25, the drive motor 21, and the second radiator 22 is reduced.

[0040] In addition, the thermal management system 100 further includes a controller 40. The controller 40 is configured to adjust the rotation speed of the second water pump 23 and the rotation speed of the second fan 24 according to the temperature of the coolant. In other words, during operation of the low-temperature cooling system 20, the controller 40 may adjust the rotation speeds of the second water pump 23 and the second fan 24 according to the temperature of the coolant detected by the second temperature sensor 28. That is, the controller 40 preferentially controls the low-power actuator. When the low-power actuator does not meet the cooling requirements, the controller 40 adjusts the high-power actuator, so that the energy consumption of the thermal management system 100 can be effectively reduced.

[0041] As shown in FIG. 2, the low temperature cooling system 20 further includes a generator 26 and a DC distributor 27. The generator 26 and the DC distributor 27 are both electrically connected to the motor controller 25. The DC distributor 27 is connected in series with the drive motor 21 on the first branch. The generator 26 is connected in series with the motor controller 25 on the second branch. The generator 26 and the DC distributor 27 are not in a normally open state. By connecting the engine 11 and the motor controller 25 in series and connecting the DC distributor 27 and the drive motor 21 in series, both the second branch and the first branch can be turned on continuously, thereby avoiding a situation where coolant still flows through a branch when no heat is being generated in that branch. For example, when the engine 11 is used to operate the vehicle 200, some energy can be recovered. When the vehicle 200 is charged, the DC distributor 27 can convert the AC to DC for the vehicle 200 to facilitate charging the vehicle 200.

[0042] As shown in Figures 2 and 8, the low-temperature cooling system 20 further includes an expansion kettle 36. The expansion kettle 36 is provided with a water inlet 361 and a water outlet 362, the water outlet 362 is connected to the liquid inlet 231 of the second water pump 23, and the water inlet 361 is connected to the second radiator 22. In other words, when the flow rate of the second water pump 23 increases, the coolant in the low-temperature cooling system 20 is insufficient. The coolant is injected into the low-temperature cooling system 20 through the expansion kettle 36, so as to meet the heat exchange requirements of the low-temperature cooling system 20.

[0043] As shown in FIG. 1, the air conditioning system 30 includes a compressor 31, an evaporator 32, a condenser 33, and a first control valve 34. The compressor 31, the evaporator 32, the condenser 33, and the first control valve 34 are connected in series with each other. The condenser 33 and the second radiator 22 are arranged opposite to each other. In the air conditioning system 30, the high-temperature, high-pressure cooling medium compressed by the compressor 21 flows into the condenser 22 and is condensed to become a medium-temperature, medium-pressure liquid cooling medium. Secondly, the medium-temperature, medium-pressure liquid cooling medium is throttled through a throttle element and reduced in pressure to become a low-temperature, low-pressure liquid cooling medium. The low-temperature, low-pressure liquid refrigerant then flows into the evaporator 24 to cool the air in the vehicle cabin.

[0044] 2, the air conditioning system 30 further includes a second control valve 35 and a heat exchanger 38. The heat exchanger 38 and the second control valve 35 are arranged in series, the heat exchanger 38 and the second control valve 35 are arranged in parallel with the evaporator 32, and the heat exchanger 38 is adapted to exchange heat with the battery pack 201. In other words, the air conditioning system 30 may further exchange heat with the battery pack 201 through the heat exchanger 38. Thus, the air conditioning system 30 can reduce the temperature of the battery pack 201.

[0045] Additionally, the air conditioning system 30 further includes a pressure sensor 37. The pressure sensor 37 is disposed between the compressor 31 and the condenser 33. The pressure sensor 37 may be configured to detect the pressure of the coolant.

[0046] The thermal management system 100 further includes a controller 40. The controller 40 is configured to control the switching of the first control valve 34 and the second control valve 35 according to the temperature of the battery pack 201 and the temperature of the vehicle interior, and the controller 40 is configured to adjust the rotation speed of the compressor 31 and the rotation speed of the second fan 24. Specifically, the heat exchanger 38 and the evaporator 32 are arranged in parallel, the evaporator 32 and the first control valve 34 are arranged in series, and the heat exchanger 38 and the second control valve 35 are arranged in series. Thus, when it is necessary to lower the temperature in the vehicle interior and the battery pack 201, the switching of the first control valve 34 and the second control valve 35 can be selectively controlled. For example, when the evaporator 32 is operating, the first control valve 34 is opened, and the coolant exchanges heat in the evaporator 32 after passing through the first control valve 34, thereby lowering the temperature in the vehicle interior. When it is necessary to lower the temperature of the battery pack 201, the second control valve 35 may be opened, and the coolant may pass through the second control valve 35 and then exchange heat with the battery pack 201 in the heat exchanger 38 to lower the temperature of the battery pack 201.

[0047] The controller 40 may further control the rotation speed of the compressor 31 and the rotation speed of the second fan 24 according to the temperature of the battery pack 201 and the temperature of the vehicle interior. In other words, when the difference between the actual temperature of the battery pack 201 and the set temperature of the battery pack 201 is large, the controller 40 may execute control to increase the rotation speed of the compressor 31 and the rotation speed of the second fan 24. Therefore, the temperature of the coolant output by the compressor 31 is lowered, the temperature drop of the battery pack 201 is accelerated, and the second fan 24 can quickly radiate heat from the condenser 33. When the driver inputs a new set temperature, the controller 40 may execute control to increase the rotation speed of the compressor 31 and the rotation speed of the second fan 24, and as a result, the temperature of the coolant output by the compressor 31 is lowered, the temperature drop of the battery pack 201 is accelerated, and the second fan 24 can quickly radiate heat from the condenser 33.

[0048] A control policy of the thermal management system 100 according to an embodiment of the present disclosure will be described with reference to FIGS.

[0049] 1 and 3, in the first embodiment of the present disclosure, the control method of the thermal management system 100 includes the following steps.

[0050] The engine 11 is started. The coolant temperature of the engine 11 is T, the rotation speed of the first water pump 14 is C, and the rotation speed of the first fan 13 is B. The relationship between the coolant temperature T and the predetermined value T1 is determined as follows.

[0051] When T>T1, the rotation speed of the first water pump 14 is C1, the rotation speed of the first fan 13 is B1, and the opening of the electronic thermostat 17 is increased. In other words, when the cooling water temperature T is greater than the predetermined value T1, the rotation speed of the first water pump 14 is fixed at C1, and the rotation speed of the first fan 13 is fixed at B1. Therefore, by increasing the opening of the electronic thermostat 17, the flow of the coolant passing through the engine 11 can be increased, and as a result, the temperature of the engine 11 can be effectively reduced.

[0052] When the coolant temperature T is in equilibrium at T1, the first fan 13 maintains the rotation speed B1 and the first water pump 14 maintains the rotation speed C1. In other words, when the coolant temperature T is in equilibrium at T1 after increasing the opening of the electronic thermostat 17, there is no need to adjust the rotation speed of the first fan 13, the rotation speed of the first water pump 14, and the opening of the electronic thermostat 17, and the engine cooling system 10 is in a state of thermal equilibrium. Alternatively, when the coolant temperature T is still greater than T1 when the electronic thermostat 17 is adjusted to the maximum opening, the rotation speed of the first water pump 14 is increased to C2. In other words, when the coolant temperature T is still greater than T1 when the electronic thermostat 17 is adjusted to the maximum opening, the method for controlling the coolant temperature by adjusting the electronic thermostat 17 cannot be implemented. Therefore, it is necessary to increase the rotation speed of the first water pump 14 to C2. By increasing the rotation speed of the first water pump 14, the flow rate of the coolant in the engine cooling system 10 can be increased, thereby effectively lowering the temperature of the engine 11.

[0053] In addition, if the coolant temperature T is still greater than T1 when the electronic thermostat 17 is adjusted to the maximum opening, the step of increasing the rotation speed of the first water pump 14 to C2 further includes:

[0054] When the coolant temperature T is in equilibrium at T1, the first fan 13 maintains the rotation speed B1, and the first water pump 14 maintains the rotation speed C2. In other words, when the coolant temperature T is in equilibrium at T1 after the rotation speed of the first water pump 14 is increased, there is no need to adjust the rotation speed of the first water pump 14 again, and the engine cooling system 10 is in a state of thermal equilibrium. Alternatively, when the rotation speed of the first water pump 14 is increased to the maximum rotation speed C3, if the coolant temperature T is still greater than T1, the rotation speed of the first fan 13 is increased to B2. In other words, when the rotation speed of the first water pump 14 is increased to the maximum rotation speed C3, if the coolant temperature T is still greater than T1, the method for controlling the coolant temperature by adjusting the rotation speed of the first water pump 14 cannot be implemented. Therefore, it is necessary to increase the rotation speed of the first fan 13 to B2. By increasing the rotation speed of the first fan 13 , the temperature of the coolant in the engine cooling system 10 is reduced, thereby effectively reducing the temperature of the engine 11 .

[0055] The step of starting the engine 11 further includes:

[0056] When the intake air temperature of the intercooler 12 is greater than the target value, the rotation speed of the first fan 13 is A. As the actual rotation speed of the first fan 13, the maximum value is selected from the rotation speed A of the first fan 13 and the rotation speed B of the first fan 13. In other words, when both the intercooler 12 and the first radiator 15 need to dissipate heat, the first fan 13 corresponds to two heat sources. Therefore, as the actual rotation speed of the first fan 13, the maximum value is selected from the rotation speed A and the rotation speed B, and as a result, the temperature of the intercooler 12 and the temperature of the first fan 13 can be effectively reduced.

[0057] 2 and 4, in the second embodiment of the present disclosure, the control method of the thermal management system 100 includes the following steps.

[0058] The drive motor 21 and the motor controller 25 are started. The temperature of the second temperature sensor 28 is denoted as t. The relationship between the temperature t of the second temperature sensor 28 and the predetermined value t1 is determined as follows.

[0059] When t>t1, the rotation speed of the second fan 24 is E1, and the rotation speed of the second water pump 23 is increased to D1. In other words, when the cooling water temperature t is greater than the predetermined value t1, the rotation speed of the second fan 24 is fixed at E1. Therefore, by increasing the rotation speed of the second water pump 23 to D1, the flow rate of the cooling liquid flowing through the engine 11 is increased, and as a result, the temperature of the engine 11 can be effectively reduced.

[0060] When the temperature t is in equilibrium at t1, the second fan 24 maintains the rotation speed E1, and the second water pump 23 maintains the rotation speed D1. In other words, when the coolant temperature t is in equilibrium at t1 after the rotation speed of the second water pump 23 is increased, there is no need to adjust the rotation speed of the second water pump 23 again, and the low-temperature cooling system 20 is in a state of thermal equilibrium. Alternatively, when the temperature t is still greater than t1 when the rotation speed of the second water pump 23 is increased to the maximum rotation speed D2, the rotation speed of the second fan 24 is increased to E2. In other words, when the coolant temperature t is still greater than t1 when the rotation speed of the second water pump 23 is increased to the maximum rotation speed D2, the method for controlling the coolant temperature by adjusting the rotation speed of the second water pump 23 cannot be implemented. Therefore, it is necessary to increase the rotation speed of the second fan 24 to E2. By increasing the rotation speed of the second fan 24, the temperature of the coolant in the low-temperature cooling system 20 can be lowered, and as a result, the temperature of the drive motor 21 and the temperature of the motor controller 25 can be effectively lowered.

[0061] 2 and 4, in the third embodiment of the present disclosure, a control method for the thermal management system 100 includes the following steps.

[0062] The compressor 31 is started and the coolant flows through the evaporator 32, in which case the actual temperature in the passenger compartment is h and the speed of the second fan 24 is G1. The relationship between the temperature h and the first predetermined value h1 is determined as follows:

[0063] When h≦h1, the rotation speed of the compressor 31 is F1-1, and the rotation speed of the second fan 24 is G1-1. In other words, if the cooling water temperature h is in equilibrium at h1 when the rotation speed of the compressor 31 is fixed at F1-1 and the rotation speed of the second fan 24 is fixed at G1-1, there is no need to adjust the rotation speeds of the compressor 31 and the second fan 24, and the air conditioning system 30 is in a state of thermal equilibrium.

[0064] When h>h1, the rotation speed of the compressor 31 becomes F1-1, and the rotation speed of the second fan 24 is increased to G1-2. In other words, when the cooling water temperature h is greater than a predetermined value h1, the rotation speed of the compressor 31 is fixed at F1-1. Next, the rotation speed of the second fan 24 is increased to G1-2, i.e., by increasing the rotation speed of the second fan 24, the temperature of the cooling liquid in the air conditioning system 30 is lowered.

[0065] When the temperature h is in equilibrium at h1, the second fan 24 maintains the rotation speed G1-2. In other words, when the coolant temperature h is in equilibrium at h1 after the rotation speed of the second fan 24 is increased, there is no need to adjust the rotation speed of the second fan 24 again, and the air conditioning system 30 is in a state of thermal equilibrium. Alternatively, when the temperature h is still greater than h1 when the rotation speed of the second fan 24 is increased to the maximum rotation speed G1-3, the rotation speed of the compressor 31 is increased to F1-2. In other words, when the coolant temperature h is still greater than h1 when the rotation speed of the second fan 24 is increased to the maximum rotation speed G1-3, the method for controlling the coolant temperature by adjusting the rotation speed of the second fan 24 cannot be implemented. Therefore, it is necessary to increase the rotation speed of the compressor 31 to F1-2. By increasing the rotation speed of the compressor 31, the flow of the coolant in the air conditioning system 30 can be increased, thereby effectively lowering the temperature of the passenger compartment.

[0066] In addition, the above step in which the compressor 31 is started and the coolant flows through the evaporator 32, and the actual temperature of the passenger compartment is h, further includes:

[0067] The second control valve 35 is opened, in this case the actual temperature of the battery pack 201 is i, the rotation speed of the second fan 24 is G2, and the relationship between the temperature i and the first predetermined value i1 is determined. In other words, when the second control valve 35 is opened when it is necessary to reduce the temperature of the battery pack 201, the control policy of the rotation speed of the second fan 24 and the rotation speed of the compressor 31 is as follows:

[0068] When i≦i1, the rotation speed of the compressor 31 is F2-1, and the rotation speed of the second fan 24 is G2-1. In other words, if the cooling water temperature i is in equilibrium at i1 when the rotation speed of the compressor 31 is fixed at F2-1 and the rotation speed of the second fan 24 is fixed at G2-1, there is no need to adjust the rotation speeds of the compressor 31 and the second fan 24, and the air conditioning system 30 is in a state of thermal equilibrium.

[0069] When i>i1, the rotation speed of the compressor 31 is F2-1, and the rotation speed of the second fan 24 is increased to G2-2. In other words, when the cooling water temperature i is greater than the predetermined value i1, the rotation speed of the compressor 31 is fixed at F2-1. Therefore, by increasing the rotation speed of the second fan 24 to G2-2, that is, by increasing the rotation speed of the second fan 24, the temperature of the cooling liquid in the air conditioning system 30 is lowered.

[0070] When the temperature i is in equilibrium at i1, the second fan 24 maintains the rotation speed G2-2. In other words, when the cooling water temperature i is in equilibrium at i1 after increasing the rotation speed of the second fan 24, there is no need to adjust the rotation speed of the second fan 24 again, and the air conditioning system 30 is in a state of thermal equilibrium. Alternatively, when the temperature i is still greater than i1 when the rotation speed of the second fan 24 is increased to the maximum rotation speed G2-3, the rotation speed of the compressor 31 is increased to F2-2. In other words, when the cooling water temperature i is still greater than i1 when the rotation speed of the second fan 24 is increased to the maximum rotation speed G2-3, the method for controlling the cooling water temperature by adjusting the rotation speed of the second fan 24 cannot be implemented. Therefore, it is necessary to increase the rotation speed of the compressor 31 to F2-2. By increasing the rotation speed of the compressor 31, the flow of the cooling liquid in the air conditioning system 30 can be increased, thereby effectively lowering the temperature of the battery pack 201.

[0071] When there is a need for cooling in both the vehicle interior and the battery pack 201, the maximum value of the rotation speed G1 and the rotation speed G2 is the actual rotation speed of the second fan 24. In other words, when there is a need to dissipate heat from both the vehicle interior and the battery pack 201, the temperature of the coolant becomes relatively high. Therefore, the maximum value from the rotation speed G1 and the rotation speed G2 is selected as the actual rotation speed of the second fan 24, and as a result, the temperature of the vehicle interior and the temperature of the battery pack 201 can be effectively reduced.

[0072] A vehicle 200 according to an embodiment of the second aspect of the present disclosure, with reference to FIG. 6, includes the thermal management system 100 described above.

[0073] In describing the present disclosure, it will be understood that orientations or positions indicated by terms such as "center," "longitudinal," "transverse," "length," "width," "thickness," "up," "down," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" are based on the orientations or positions shown in the accompanying drawings and are used solely for ease and brevity of illustration and description, and do not indicate or imply that the devices or components referred to need to have a particular orientation or be constructed and operated in a particular orientation.

[0074] In the description herein, the description of a reference term such as "embodiments," "some embodiments," "exemplary embodiments," "examples," "specific examples," or "some examples" means that the particular feature, structure, material, or characteristic described with reference to the embodiment or example is included in at least one embodiment or example of the present disclosure. In the description herein, general descriptions of the aforementioned terms do not necessarily refer to the same embodiment or example.

[0075] Although embodiments of the present disclosure have been shown and described, it should be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principle and spirit of the present disclosure, and the scope of the present disclosure is defined by the appended claims and their equivalents.

Claims

1. A thermal management system (100) for a vehicle (200), comprising: An engine cooling system (10), comprising: An engine (11) having an intake manifold (111) and a supercharger (112); an intercooler (12), an air outlet end (121) of the intercooler (12) communicating with the intake manifold (111) and an air inlet end (122) of the intercooler (12) communicating with the supercharger (112); a first radiator (15) connected to the engine (11); a first fan (13) configured to dissipate heat from the intercooler (12) and the first radiator (15); An engine cooling system (10), an air conditioning system (30) including a condenser (33); A cryogenic cooling system (20), comprising: A second radiator (22); a second fan (24) configured to dissipate heat from the second radiator (22) and the condenser (33); a cryogenic cooling system (20) including: A thermal management system (100) for a vehicle (200).

2. The thermal management system (100) comprises: The thermal management system (100) of a vehicle (200) according to claim 1, further comprising a controller (40) configured to control operation of the engine cooling system (10) in response to a temperature of a coolant of the engine (11).

3. The engine cooling system (10), an electronic thermostat (17) disposed between the first end (113) of the engine (11) and the third end (151) of the first radiator (15); a first water pump (14) disposed between a second end (114) of the engine (11) and a fourth end (152) of the first radiator (15); Further equipped with 3. The thermal management system (100) of a vehicle (200) according to claim 2, wherein the controller (40) is configured to adjust the rotation speed of the first water pump (14) and the opening degree of the electronic thermostat (17) depending on the temperature of the coolant of the engine (11).

4. the engine cooling system (10) further comprising a first temperature sensor (16) disposed between the first radiator (15) and the engine (11) and configured to detect the temperature of the coolant of the engine (11); The thermal management system (100) of a vehicle (200) according to claim 2, wherein the controller (40) is configured to adjust the rotation speed of the first fan (13) depending on the temperature of the coolant of the engine (11).

5. The controller (40), 5. The thermal management system (100) of a vehicle (200) of claim 4, configured to first adjust the rotation speed of the first water pump (14) and the opening of the electronic thermostat (17) in response to the temperature of the coolant, and then adjust the rotation speed of the first fan (13) in response to the temperature of the coolant.

6. The thermal management system (100) comprises: The thermal management system (100) of a vehicle (200) of claim 1, further comprising a controller (40) configured to control operation of the low-temperature cooling system (20) in response to a coolant temperature.

7. The cryogenic cooling system (20) is formed with a first branch and a second branch arranged in parallel, and the cryogenic cooling system (20) comprises: A second water pump (23); a second temperature sensor (28) connected in series with the second water pump (23) and the second radiator (22); a drive motor (21) connected to the first branch; a motor controller (25) electrically connected to the drive motor (21) and connected to the second branch; Further equipped with 7. The thermal management system (100) of a vehicle (200) according to claim 6, wherein the controller (40) is configured to adjust the rotation speed of the second water pump (23) and the rotation speed of the second fan (24) depending on the temperature of the coolant.

8. The low-temperature cooling system (20) a generator (26) electrically connected to the motor controller (25) and connected in series with the motor controller (25) on the second branch; a DC distributor (27) electrically connected to the motor controller (25) and connected in series with the drive motor (21) on the first branch; The thermal management system (100) of claim 7, further comprising:

9. 9. The thermal management system (100) of a vehicle (200) according to claim 7 or 8, further comprising an expansion kettle (36), the expansion kettle (36) being provided with a water inlet (361) and a water outlet (362), the water outlet (362) being connected to a liquid inlet (231) of the second water pump (23), and the water inlet (361) being in communication with the second radiator (22).

10. The air conditioning system (30), A compressor (31); An evaporator (32); a first control valve (34) connected in series to the compressor (31), the evaporator (32), and the condenser (33); The thermal management system (100) of a vehicle (200) according to any one of claims 1 to 9, comprising:

11. The air conditioning system (30), A second control valve (35); a heat exchanger (38), 11. The thermal management system (100) of a vehicle (200) according to claim 10, wherein the heat exchanger (38) and the second control valve (35) are arranged in series, the heat exchanger (38) and the second control valve (35) are arranged in parallel with the evaporator (32), and the heat exchanger (38) is adapted to exchange heat with a battery pack (201).

12. The thermal management system (100) further comprises a controller (40); 12. The thermal management system (100) of a vehicle (200) as described in claim 11, wherein the controller (40) is configured to control switching of the first control valve (34) and the second control valve (35) in response to the temperature of the battery pack (201) and the temperature of the vehicle compartment, and is configured to adjust the rotation speed of the compressor (31) and the rotation speed of the second fan (24).

13. A vehicle (200) comprising a thermal management system (100) for a vehicle (200) according to any one of claims 1 to 12.

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