Thermal management system and vehicle

Abstract

Provided in the present application are a thermal management system and a vehicle. The thermal management system comprises: a heating loop, a waste heat recovery loop and a battery thermal management loop, the heating loop being provided with a first heat exchanger and a proportional valve; the waste heat recovery loop is in heat exchange connection with the first heat exchanger, the battery thermal management loop is connected to a heat exchange component of a battery, and the heating loop and the battery thermal management loop are connected by means of a first multi-way valve. The thermal management system further comprises a control device, and the control device is used for controlling heating of the battery, comprising: determining whether the battery needs to be heated; determining whether a heat source satisfies a heat exchange requirement; and if the battery needs to be heated and the heat source satisfies the heat exchange requirement, enabling the heating loop to exchange heat with the waste heat recovery loop, and enabling the heating loop to be communicated with the battery thermal management loop. In the solution of the present application, waste heat generated by the heat source is introduced to heat the battery, such that the heat utilization rate of the thermal management system is higher, thus reducing overall energy consumption.

Description

Thermal management system and vehicle

[0001] This application claims priority to Chinese patent application filed on April 17, 2025, with application number 2025104819763 and entitled "Thermal Management System and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle thermal management technology, specifically to thermal management systems and vehicles. Background Technology

[0003] The battery pack is a crucial component of new energy vehicles, and its operating temperature is a key indicator of performance. The battery pack's operating temperature must be neither too high nor too low, as excessively low temperatures can degrade battery performance. Especially in cold regions, it is necessary to heat the battery pack to maintain it within a suitable operating temperature range.

[0004] In related technologies, the battery pack is typically heated by a PTC electric heater. The PTC heats up and transfers the heat to the coolant, which then transfers the heat to the battery cells via a cooling plate. However, this heating method is energy-intensive and reduces the vehicle's driving range. Summary of the Invention

[0005] In view of this, this application provides a thermal management system and vehicle to solve or partially solve the problem of high energy consumption for heating battery packs in the thermal management systems of new energy vehicles in related technologies.

[0006] In a first aspect, this application provides a thermal management system, including: a heating circuit, a waste heat recovery circuit, and a battery thermal management circuit. The heating circuit is equipped with a first heat exchanger and a proportional valve, the proportional valve being used to control the flow rate of the heat exchange medium passing through the first heat exchanger. The waste heat recovery circuit is heat-exchange connected to the first heat exchanger and connected to a heat source. The battery thermal management circuit is connected to the heat exchange components of the battery. The heating circuit and the battery thermal management circuit are connected through a first multi-way valve, the first multi-way valve being used to control the on / off state of the heating circuit and the battery thermal management circuit. The thermal management system also includes a control device, which is connected to the heating circuit, the waste heat recovery circuit, the battery thermal management circuit, and the first multi-way valve. The control device is used to control the heating of the battery, including: determining whether the battery needs to be heated; determining whether the heat source meets the heat exchange requirements; if the battery needs to be heated and the heat source meets the heat exchange requirements, causing the heating circuit to exchange heat with the waste heat recovery circuit and connecting the heating circuit to the battery thermal management circuit.

[0007] In one embodiment, the control device is used to control the heating of the battery, and further includes: a proportional valve whose opening degree is controlled by feedforward control and feedback control.

[0008] In one embodiment, the proportional valve controls its opening degree through feedforward control and feedback control by: acquiring the target temperature of the heat exchange medium introduced into the battery and the actual temperature of the battery to obtain a temperature difference value; obtaining the heating load based on the temperature difference value; and obtaining the feedforward opening degree of the proportional valve based on the heating load.

[0009] In one embodiment, the proportional valve's opening degree is controlled by feedforward control and feedback control, including: after the proportional valve reaches a first preset time through feedforward control, feedback control intervenes, and the feedback control opening degree of the proportional valve is obtained by the following formula: U out =U curr +(Kp(e n -e n-1 )*α+Ki*e n *β; among them, U out The feedback opening of the proportional valve, expressed as a percentage; U curr This represents the current opening degree of the proportional valve, expressed as a percentage; e n e is the error value. n e represents the difference between the actual temperature of the heat exchange medium introduced into the battery and the target temperature of the heat exchange medium introduced into the battery, expressed in °C. n-1 The error value at the previous moment is expressed in °C; Kp, Ki, α, and β are all coefficients.

[0010] In one embodiment, the proportional valve's opening degree is controlled by feedforward control and feedback control, which further includes: when the actual temperature of the heat exchange medium introduced into the battery is within a preset range, the feedback control opening degree of the proportional valve remains unchanged; when the actual temperature of the heat exchange medium introduced into the battery is outside the preset range, the feedback opening degree of the proportional valve is calculated by a formula.

[0011] In one embodiment, the control device is used to control the heating of the battery, and further includes: after heating the battery, first keeping the proportional valve at the feedforward control opening for a first preset time, and then keeping the proportional valve at the feedback control opening.

[0012] In one embodiment, determining whether the battery needs to be heated after disconnection includes: obtaining the actual temperature of the battery; if the actual temperature of the battery is lower than a first preset temperature, then determining that the battery needs to be heated.

[0013] In one embodiment, determining whether a heat source meets the heat exchange requirements includes: if the heat source simultaneously meets the following conditions, then the heat source meets the heat exchange requirements: the heat source operating time is greater than a second preset duration; the difference between the coolant temperature of the heat source and the target temperature of the heat exchange medium introduced into the battery is greater than or equal to a second preset temperature.

[0014] In one embodiment, determining whether a heat source meets the heat exchange requirements includes: if the heat source simultaneously meets the following conditions, then the heat source does not meet the heat exchange requirements: the heat source stops operating for a longer period than a third preset duration; the difference between the coolant temperature of the heat source and the target temperature of the heat exchange medium introduced into the battery is less than a third preset temperature.

[0015] In one embodiment, the thermal management system includes a refrigerant circuit and a coolant circuit, which are heat exchanged together. The refrigerant circuit includes a compressor, a second heat exchanger, a first electronic expansion valve, a third heat exchanger, and a gas-liquid separator connected in sequence. The refrigerant circuit also includes a second electronic expansion valve and a first evaporator connected in parallel with the first electronic expansion valve and the second heat exchanger. The coolant circuit includes a heating circuit, a waste heat recovery circuit, a battery thermal management circuit, a first heat exchange circuit, and a second heat exchange circuit. The circuits are connected and switched through a first multi-way valve. The heating circuit is connected to the second heat exchanger, and the first heat exchange circuit is connected to the third heat exchanger. The second heat exchange circuit is used to exchange heat with the outside environment.

[0016] In one embodiment, the refrigerant circuit further includes a third electronic expansion valve and a second evaporator, which are connected in series and then in parallel with the second electronic expansion valve and the first evaporator.

[0017] In one embodiment, the heating circuit includes a first branch, a second branch, and a third branch connected in parallel. The first branch is connected to the refrigerant circuit for heat exchange through a second heat exchanger. The second branch is provided with a heating core and a first heat exchanger. The third branch is connected to a first multi-way valve. The proportional valve is a multi-way proportional valve used to connect at least two of the first, second, and third branches.

[0018] In one embodiment, an electric heating structure is provided on the first branch.

[0019] In one embodiment, the coolant circuit further includes an engine heat exchange circuit, which is connected to the engine cooling device, and a waste heat recovery circuit is connected to the engine cooling device, and the engine heat exchange circuit and the waste heat recovery circuit are connected in parallel.

[0020] In one embodiment, a first radiator is provided on the second heat exchange circuit, and a second radiator is provided on the engine heat exchange circuit. The first radiator and the second radiator share a common heat dissipation air source.

[0021] In one embodiment, a battery cooling device is provided on the battery thermal management circuit, and the battery thermal management circuit also includes a buffer branch and a second multi-way valve. The buffer branch is connected in parallel with the battery cooling device, and the second multi-way valve is used to open or close the buffer branch.

[0022] In one embodiment, the second heat exchange circuit includes a first radiator and a motor cooling device connected in series. The second heat exchange circuit also includes a fourth branch, with the first radiator and the motor cooling device connected to one end of the fourth branch and a first multi-way valve connected to the other end of the fourth branch.

[0023] In one embodiment, the coolant circuit further includes an intercooler waste heat recovery circuit, which is equipped with a fourth heat exchanger for heat exchange with the intercooler. The intercooler waste heat recovery circuit is connected in parallel with the motor cooling device. The thermal management system further includes a third multi-way valve, which is connected to the second heat exchange circuit and the intercooler waste heat recovery circuit. The third multi-way valve is used to selectively connect the motor cooling device and the fourth heat exchanger to the first multi-way valve.

[0024] Secondly, this application provides a vehicle including the aforementioned thermal management system.

[0025] The technical solution of this application has the following beneficial effects:

[0026] Using the technical solution of this application, the control device of the thermal management system determines whether the battery needs to be heated and whether the heat source meets the heat exchange requirements. When the battery needs to be heated and the heat source meets the heat exchange requirements, the control device connects the heating circuit and the waste heat recovery circuit for heat exchange and controls the valve core position of the first multi-way valve, so that the heating circuit and the battery thermal management circuit are connected. Therefore, the waste heat emitted after the heat source operates can be transferred to the heating circuit through the first heat exchanger and heat the heat exchange medium of the heating circuit. Then, the heat exchange medium of the heating circuit flows to the battery thermal management circuit through the first multi-way valve, thereby heating the battery. In the above solution, the waste heat generated by the heat source is introduced to heat the battery, so the thermal management system has a higher heat utilization rate and reduces the overall energy consumption. Therefore, the technical solution of this application solves the problem of high energy consumption for battery pack heating in the thermal management system of new energy vehicles in related technologies.

[0027] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0028] The above and other objects, features and advantages of this application will become more apparent from the more detailed description of exemplary embodiments thereof in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments thereof.

[0029] Figure 1 shows a schematic diagram of the thermal management system of this application;

[0030] Figure 2 shows a schematic flowchart of the control method for heating the battery by the thermal management system of this application;

[0031] Figure 3 shows a schematic diagram of the process for obtaining the feedforward opening in the control method shown in Figure 2;

[0032] Figure 4 shows a schematic diagram of the process for obtaining the feedback opening in the control method shown in Figure 2;

[0033] Figure 5 shows a flowchart illustrating the switching relationship between feedforward opening and feedback opening in the control method shown in Figure 2.

[0034] Figure 6 shows a schematic diagram of the process for determining whether the battery needs to be heated in the control method shown in Figure 2.

[0035] Explanation of reference numerals in the attached diagram: 1. Refrigerant circuit; 101. Compressor; 102. Second heat exchanger; 103. First electronic expansion valve; 104. Third heat exchanger; 105. Gas-liquid separator; 106. Second electronic expansion valve; 107. First evaporator; 108. Third electronic expansion valve; 109. Second evaporator; 2. Coolant circuit; 10. Heating circuit; 11. First heat exchanger; 12. Proportional valve; 13. First branch; 14. Second branch; 15. Third branch; 16. Heating core; 17. Electric heating structure; 20. Waste heat recovery circuit; 30. Battery thermal management circuit; 31. Battery cooling device; 32. Buffer branch; 33. Second multi-way valve; 40. First heat exchange circuit; 50. Second heat exchange circuit; 51. First radiator; 52. Motor cooling device; 53. Fourth branch; 60. Engine heat exchange circuit; 61. Second radiator; 70. Intercooler waste heat recovery circuit; 71. Fourth heat exchanger; 72. Third multi-way valve; 100. Heat source; 200. Battery; 300. First multi-way valve; 400. Engine cooling device. Detailed Implementation

[0036] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to make this application more thorough and complete, and to fully convey the scope of this application to those skilled in the art.

[0037] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0038] It should be understood that although the terms "first," "second," "third," etc., may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0039] As shown in Figure 1, an embodiment of the thermal management system according to this application includes a heating circuit 10, a waste heat recovery circuit 20, and a battery thermal management circuit 30. The heating circuit 10 is equipped with a first heat exchanger 11 and a proportional valve 12, which controls the flow rate of the heat exchange medium passing through the first heat exchanger 11. The waste heat recovery circuit 20 is connected to the first heat exchanger 11 for heat exchange and is also connected to a heat source 100. The battery thermal management circuit 30 is connected to the heat exchange components (e.g., cold plates) of the battery 200. The heating circuit 10 and the battery thermal management circuit 30 are connected by a first multi-way valve 300, which controls the on / off state of the heating circuit 10 and the battery thermal management circuit 30.

[0040] Furthermore, the thermal management system also includes a control device, which is connected to the heating circuit 10, the waste heat recovery circuit 20, the battery thermal management circuit 30, and the first multi-way valve 300. The control device is used to control the heating of the battery 200. As shown in Figure 2, the heating control method for the battery 200 includes:

[0041] S10: Determine whether battery 200 needs to be heated;

[0042] S20: Determine whether heat source 100 meets the heat exchange requirements;

[0043] S30: If the battery 200 needs to be heated and the heat source 100 meets the heat exchange requirements, the heating circuit 10 and the waste heat recovery circuit 20 exchange heat, and the heating circuit 10 is connected to the battery thermal management circuit 30.

[0044] Using the technical solution of this embodiment, the control device of the thermal management system determines whether the battery 200 needs to be heated and whether the heat source 100 meets the heat exchange requirements. When the battery 200 needs to be heated and the heat source 100 meets the heat exchange requirements, the control device connects the heating circuit 10 and the waste heat recovery circuit 20 for heat exchange and controls the valve core position of the first multi-way valve 300, so that the heating circuit 10 is connected to the battery thermal management circuit 30. Therefore, the waste heat emitted after the heat source 100 operates can be transferred to the heating circuit 10 through the first heat exchanger 11 and heat the heat exchange medium of the heating circuit 10. Then, the heat exchange medium of the heating circuit 10 flows to the battery thermal management circuit 30 through the first multi-way valve 300, thereby heating the battery 200. In the above solution, the waste heat generated by the heat source 100 is introduced to heat the battery 200, so the thermal management system has a higher heat utilization rate and reduces the overall energy consumption. Therefore, the technical solution of this embodiment solves the problem of high energy consumption for battery pack heating in the thermal management system of new energy vehicles in related technologies.

[0045] As shown in Figure 1, the heating circuit 10 is used to absorb heat from other circuits, and the absorbed heat can be used to heat components such as the crew compartment and battery 200, or the heat from the heating circuit 10 can be dissipated to the external environment.

[0046] Furthermore, a separate heating structure can also be installed in the heating circuit 10 to generate heat.

[0047] As shown in Figure 1, the waste heat recovery circuit 20 is used to recover the heat generated during the operation of the component. This component can be an engine, motor, battery 200 (since the battery 200 needs to be heated in this embodiment, the waste heat recovery circuit 20 does not recover the heat of the battery 200), etc.

[0048] In this embodiment, the waste heat recovery circuit 20 is connected to the heating circuit 10 through the first heat exchanger 11. Therefore, the waste heat collected by the waste heat recovery circuit 20 can be transferred to the heat exchange medium in the heating circuit 10 through the first heat exchanger 11.

[0049] In one embodiment, the first heat exchanger 11 is a plate heat exchanger.

[0050] As shown in Figure 1, the thermal management system also includes a battery thermal management circuit 30 and a first multi-way valve 300. The battery thermal management circuit 30 can heat or cool the battery 200. The first multi-way valve 300 includes a valve body and a valve core, with several ports on the valve body. Both the heating circuit 10 and the battery thermal management circuit 30 are connected to the valve body of the first multi-way valve 300. By moving the valve core, the connection or disconnection between the heating circuit 10 and the battery thermal management circuit 30 can be controlled.

[0051] Furthermore, when the heating circuit 10 is connected to the battery thermal management circuit 30 via the first multi-way valve 300, the first multi-way valve 300 on the heating circuit 10 can control the flow rate of the heat exchange medium flowing into the battery thermal management circuit 30. Those skilled in the art will understand that the larger the opening degree of the first multi-way valve 300, the larger the flow rate of the heat exchange medium flowing into the battery thermal management circuit 30, and therefore the higher the heating capacity of the battery; conversely, the smaller the opening degree of the first multi-way valve 300, the smaller the flow rate of the heat exchange medium flowing into the battery thermal management circuit 30, and therefore the relatively smaller the heating capacity of the battery.

[0052] Furthermore, the thermal management system also includes a control device, which is connected to the heating circuit 10, the waste heat recovery circuit 20, the battery thermal management circuit 30 and the first multi-way valve 300. The control device is used to execute the heating control method for the battery 200 described above.

[0053] In step S10, it is first determined whether the battery 200 needs to be heated, that is, whether the battery 200 is in a low temperature state. If the temperature of the battery 200 is low, it is determined that the battery 200 needs to be heated to ensure that the battery 200 operates within a reasonable temperature range.

[0054] Furthermore, in step S20, it is also necessary to determine whether the heat source 100 meets the heat exchange requirements. Here, whether the heat source 100 meets the heat exchange requirements refers to whether the residual heat after the heat source 100 has been running is sufficient to heat the battery 200 to the target temperature.

[0055] Specifically, the waste heat from heat source 100 first heats the heat exchange medium in waste heat recovery circuit 20. Then, the heat from the heat exchange medium in waste heat recovery circuit 20 is transferred to the heat exchange medium in heating circuit 10 through the first heat exchanger 11. Finally, the heat exchange medium in heating circuit 10 flows into battery thermal management circuit 30 through the first multi-way valve 300 to heat battery 200. During this process, the waste heat from heat source 100 is inevitably lost. Therefore, if the temperature of heat source 100 cannot reach a certain level, the temperature of the heat exchange medium that finally flows into battery thermal management circuit 30 may be lower than the temperature of battery 200, or the temperature of the heat exchange medium that finally flows into battery thermal management circuit 30 may be insufficient to heat battery 200 to the target temperature.

[0056] Further, in step S30, if it is determined that the battery 200 needs to be heated and the heat source 100 meets the heat exchange requirements, the control device causes the heating circuit 10 to exchange heat with the waste heat recovery circuit 20. That is, the heat of the heat exchange medium in the waste heat recovery circuit 20 can be transferred to the heat exchange medium in the heating circuit 10 through the first heat exchanger 11. At the same time, the control device controls the valve core of the first multi-way valve 300 to move and connects the heating circuit 10 with the battery thermal management circuit 30. That is, the heat exchange medium in the heating circuit 10 needs to flow into the battery thermal management circuit 30 through the first multi-way valve 300 to heat the battery 200.

[0057] As shown in Figure 2, the control device for controlling the heating of the battery 200 further includes:

[0058] S40: The proportional valve 12 controls the opening degree through feedforward control and feedback control.

[0059] In step S40, controlling the opening degree of the proportional valve 12 refers to controlling the opening degree of the interface of the proportional valve 12 leading to the battery thermal management circuit 30, that is, the lower interface of the proportional valve 12 in Figure 1.

[0060] Furthermore, in the initial stage of heating the battery 200, feedforward control is used to provide an initial opening for the proportional valve 12. Then, during the continuous heating of the battery 200, the temperature of the heat exchange medium in the battery thermal management circuit 30 will fluctuate. At this time, it is necessary to adjust the opening of the proportional valve 12 according to the temperature fluctuation of the heat exchange medium, so as to prevent the battery 200 from being overheated, resulting in an excessively high temperature, and to prevent the heating capacity of the heat exchange medium from being insufficient, resulting in an excessively low temperature.

[0061] Therefore, in this embodiment, by controlling the opening of the proportional valve 12 through feedforward control and feedback control, the temperature of the battery 200 can be precisely adjusted.

[0062] Further, as shown in Figure 3, in the technical solution of this embodiment, the proportional valve 12 controls the opening degree through feedforward control and feedback control, including:

[0063] S411: Obtain the target temperature of the heat exchange medium introduced into the battery 200 and the actual temperature of the battery 200 to obtain the temperature difference value;

[0064] S412: The heating load is obtained based on the temperature difference;

[0065] S413: The feedforward opening of proportional valve 12 is obtained based on the heating load.

[0066] Specifically, the feedforward opening of the proportional valve 12 is obtained by acquiring the target temperature of the heat exchange medium flowing into the battery 200 and the actual temperature of the battery 200. The actual temperature of the battery 200 can be measured by a temperature sensor. The target temperature of the heat exchange medium flowing into the battery 200 can be obtained by those skilled in the art through a limited number of experiments, based on the actual temperature of the battery 200 and its ideal operating temperature.

[0067] The following are examples.

[0068] For example, the current temperature of battery 200 is measured to be 10°C by a sensor, while its ideal operating temperature is 25°C based on the size and internal structure of battery 200.

[0069] Those skilled in the art will understand that to heat the battery 200 to 25°C, the target temperature of the heat exchange medium flowing into the battery 200 needs to be greater than 25°C. Based on a limited number of experiments, it can be evaluated that when the target temperature of the heat exchange medium flowing into the battery 200 is within the range of 30°C to 40°C, the battery 200 can be heated to 25°C without further heating it to an overheated state.

[0070] Furthermore, considering the heating efficiency of the battery 200, in this embodiment, the target temperature of the heat exchange medium introduced into the battery 200 can be set to 40°C.

[0071] Therefore, through the above step S411, we can obtain that the temperature difference is 40℃ minus 10℃, which is 30℃.

[0072] Further, after obtaining the temperature difference value, the heating load is obtained in step S412 according to Table 1 below.

[0073] Table 1

[0074] Based on the contents of Table 1, the heating load can be estimated to be 3500W.

[0075] Furthermore, after obtaining the heating load, the feedforward opening of the proportional valve 12 is obtained in step S413 according to Table 2 below.

[0076] Table 2

[0077] Based on the contents of Table 1, the feedforward opening of the proportional valve 12 can be estimated to be around 27%.

[0078] It should be noted that Tables 1 and 2 above can be obtained by those skilled in the art through a limited number of experiments, and the contents of Tables 1 and 2 can be pre-stored in the control device.

[0079] It should be further noted that the above calculation process for the feedforward opening of the proportional valve 12 is merely an example for better understanding of this embodiment and should not be construed as limiting steps S411, S412, and S413 in this embodiment. The parameters in Tables 1 and 2 above can be adjusted by those skilled in the art based on the actual structure of the battery 200 and a limited number of experiments.

[0080] As shown in Figure 4, in the technical solution of this embodiment, the proportional valve 12 controls the opening degree through feedforward control and feedback control, including:

[0081] S421: The feedback control opening of proportional valve 12 is obtained by the following formula: U out =U curr +(Kp(e n -e n-1 )*α+Ki*e n *β;

[0082] In the above formula, U out U represents the feedback opening degree of proportional valve 12, expressed as a percentage. curr The current opening degree of proportional valve 12, in percentage; e n Let e ​​be the error value. n The difference between the actual temperature of the heat exchange medium introduced into battery 200 and the target temperature of the heat exchange medium introduced into battery 200, expressed in °C; e n-1 The error value at the previous moment is expressed in °C; Kp, Ki, α, and β are all coefficients.

[0083] In the above formula, the actual temperature of the heat exchange medium introduced into the battery 200 can be obtained by measuring the temperature with a sensor.

[0084] For example, if the actual temperature of the heat exchange medium introduced into the battery 200 is measured to be 10°C by the sensor, and the target temperature of the heat exchange medium introduced into the battery 200 is set to 40°C as described above, then the value of en is 30°C.

[0085] Those skilled in the art will understand that the above formula can be used to determine the change in the difference between the actual temperature of the heat exchange medium flowing into the battery 200 and the target temperature of the heat exchange medium flowing into the battery 200 between the previous moment and the current moment (i.e., e). n (Including positive or negative values), and then determine whether the subsequent heating intensity of the battery 200 should be increased or decreased, thereby dynamically controlling the feedback opening of the proportional valve 12.

[0086] In one embodiment, among the coefficients mentioned above, α and β are both 1, Kp is 0.2, and Ki is 0.004.

[0087] Of course, those skilled in the art can adjust the specific values ​​of the four parameters α, β, Kp, and Ki as needed.

[0088] Furthermore, as shown in Figure 4, in the technical solution of this embodiment, the proportional valve controlling the opening degree through feedforward control and feedback control further includes:

[0089] S422: When the actual temperature of the heat exchange medium introduced into the battery 200 is within the preset range, the feedback control opening of the proportional valve 12 remains unchanged.

[0090] When the actual temperature of the heat exchange medium introduced into the battery 200 is outside the preset range, the feedback opening of the proportional valve 12 is calculated by a formula.

[0091] Specifically, those skilled in the art will understand that since it is difficult to maintain a constant temperature for the heat exchange medium introduced into the battery 200, if the above-mentioned feedback control is continuously operated, the valve core of the proportional valve 12 will easily actuate frequently. This increases the difficulty of control on the one hand, and is not conducive to the stable flow of the heat exchange medium on the other hand.

[0092] Therefore, in this embodiment, a preset temperature range is set for the heat exchange medium supplied to the battery 200. In step S422, when the actual temperature of the heat exchange medium supplied to the battery 200 is within the preset range, it is considered that the temperature of the heat exchange medium meets the heating requirements, and the opening degree of the feedback control of the proportional valve 12 remains unchanged. In step S423, when the actual temperature of the heat exchange medium supplied to the battery 200 is outside the preset range, it is considered that the temperature of the heat exchange medium does not meet the heating requirements (temperature too high or too low), and the opening degree of the feedback control of the proportional valve 12 is calculated and readjusted according to the above formula.

[0093] Furthermore, the preset range in this embodiment is obtained by taking the upper and lower limits based on the target temperature of the heat exchange medium introduced into the battery 200.

[0094] For example, in this embodiment, the target temperature of the heat exchange medium introduced into the battery 200 is set to 40°C, so the preset range is 2°C more or less than 40°C. That is, the preset range is 38°C to 42°C.

[0095] To further illustrate, when the actual temperature of the heat exchange medium flowing into the battery 200 is 41°C, it is considered that the temperature of the heat exchange medium meets the heating requirements, and the opening degree of the proportional valve 12 remains unchanged. Conversely, when the actual temperature of the heat exchange medium flowing into the battery 200 is 35°C, it is considered that the temperature of the heat exchange medium does not meet the heating requirements (temperature too low), and the opening degree of the proportional valve 12 is calculated and readjusted using the formula described above (increasing the feedback opening degree).

[0096] It should be further noted that the above-described control process of the feedforward opening of the proportional valve 12 is merely an example for better understanding of this embodiment and should not be construed as limiting steps S422 and S423 in this embodiment. Those skilled in the art can adjust the specific upper and lower limits of the preset range according to actual needs.

[0097] As shown in Figure 5, in the technical solution of this embodiment, the control device is used to control the heating of the battery 200, and further includes:

[0098] S43: After heating the battery 200, first keep the proportional valve 12 at the feedforward control opening for a first preset time, and then keep the proportional valve at the feedback control opening.

[0099] In step S43, during the initial stage of heating the battery 200, the proportional valve 12 is kept at the feedforward opening, which is the process of continuous heating of the battery 200. After the proportional valve 12 is kept at the feedforward opening for a first preset time, the temperature of the battery 200 is close to the ideal operating temperature. At this time, the proportional valve 12 is set to the feedback control opening to ensure precise control of the temperature of the battery 200.

[0100] In one embodiment, the first preset duration is in the range of 1 minute to 2 minutes. Of course, those skilled in the art can adjust the specific value of the first preset temperature according to actual needs.

[0101] As shown in Figure 6, in the technical solution of this embodiment, whether the disconnected battery 200 needs to be heated includes:

[0102] S11: Obtain the actual temperature of battery 200;

[0103] S12: If the actual temperature of the battery 200 is lower than the first preset temperature, it is determined that the battery 200 needs to be heated.

[0104] The first preset temperature can be adjusted by those skilled in the art according to actual needs. As mentioned above, the ideal operating temperature of the battery 200 in this embodiment is 25°C, so the first preset temperature can be set to 25°C. Alternatively, an ideal operating temperature range for the battery 200 can be set, for example, within the range of 20°C to 30°C. In this case, the first preset temperature can be set to the lower limit of the ideal operating temperature range, that is, the first preset temperature can be set to 20°C. This simplifies the control of the thermal management system.

[0105] Furthermore, in step S20 above, that is, determining whether the heat source 100 meets the heat exchange requirements, the following steps are included:

[0106] S21: If heat source 100 simultaneously meets the following conditions, then heat source 100 is deemed to meet the heat exchange requirements:

[0107] The operating time of heat source 100 is greater than the second preset duration;

[0108] The difference between the coolant temperature of the heat source 100 and the target temperature of the heat exchange medium introduced into the battery 200 is greater than or equal to the second preset temperature.

[0109] In step S21, it is necessary to determine whether the heat exchange requirements can be met based on the running time of the heat source 100 and the temperature of its internal coolant.

[0110] Specifically, the longer the heat source 100 operates, the more heat it generates, and the higher the temperature of its internal coolant. Conversely, the shorter the operating time of the heat source 100, the less heat it generates, and the lower the temperature of its internal coolant.

[0111] Furthermore, the specific value of the second preset duration can be obtained by those skilled in the art through a limited number of experiments, depending on the specific type of heat source 100.

[0112] For example, taking the heat source 100 as an engine, experiments show that when the engine runs for more than 30 seconds, the temperature of the coolant inside can meet the heating requirements. At this time, the second preset duration can be set to 30 seconds.

[0113] Furthermore, as described above, since the heat dissipated by the heat source 100 needs to undergo multiple heat exchanges during the process of transferring heat to the heat exchange medium flowing into the battery 200, heat loss is inevitable. Therefore, in this embodiment, the temperature of the coolant in the heat source 100 needs to be greater than the target temperature of the heat exchange medium flowing into the battery 200 by a certain value to ensure that the temperature of the heat exchange medium flowing into the battery 200 can reach the target temperature after multiple heat exchanges.

[0114] Specifically, the exact value of the aforementioned second preset temperature can be obtained by those skilled in the art through conventional methods, such as building a simulation model or physical model of the thermal management system, and measuring the actual temperature of the coolant in the heat source 100 and the actual temperature of the heat exchange medium flowing into the battery 200. The temperature of the coolant in the heat source 100 is gradually increased until the actual temperature of the heat exchange medium flowing into the battery 200 reaches the target temperature. At this point, the temperature of the coolant in the heat source 100 is recorded and subtracted from the target temperature of the heat exchange medium flowing into the battery 200 to obtain the second preset temperature.

[0115] In one embodiment, the second preset temperature in this embodiment is 30°C.

[0116] Based on the above description, when the target temperature of the heat exchange medium introduced into the battery 200 is 40°C, the temperature of the coolant in the heat source 100 must reach above 70°C to meet the heat exchange requirements.

[0117] Furthermore, in step S21, the heat source 100 is determined to meet the heat exchange requirements only if the running time of the heat source 100 and the temperature of the coolant of the heat source 100 simultaneously meet the requirements, thus ensuring the stability of heating the battery 200.

[0118] Furthermore, in step S20 above, that is, determining whether the heat source 100 meets the heat exchange requirements, the following is also included:

[0119] S22: If heat source 100 simultaneously meets the following conditions, then heat source 100 is determined not to meet the heat exchange requirements:

[0120] The shutdown time of heat source 100 is longer than the third preset duration;

[0121] The difference between the coolant temperature of the heat source 100 and the target temperature of the heat exchange medium introduced into the battery 200 is less than the third preset temperature.

[0122] As mentioned above, if the heat source 100 stops operating for an extended period, the heat it generates will dissipate, causing the temperature of the coolant in the heat source 100 to decrease accordingly, thus failing to meet the heat exchange requirements. Similarly, if the coolant temperature is low, after multiple heat exchanges, the actual temperature of the heat exchange medium flowing into the battery 200 will be even lower, causing the temperature of the heat exchange medium flowing into the battery 200 to fail to reach the target temperature.

[0123] The methods for obtaining the third preset duration and the third preset temperature are basically similar to those for obtaining the second preset duration and the second preset temperature.

[0124] For example, taking the engine as the heat source 100, experiments show that when the engine stops running for more than 30 seconds, the internal coolant temperature can no longer meet the heating requirements. Therefore, the third preset duration can be set to 30 seconds.

[0125] For example, by building a simulation model or physical model of the thermal management system, the coolant temperature of the heat source 100 and the actual temperature of the heat exchange medium flowing into the battery 200 are measured respectively. First, the coolant temperature of the heat source 100 is kept at a high level, and the actual temperature of the heat exchange medium flowing into the battery 200 is maintained at the target temperature. The coolant temperature of the heat source 100 is gradually decreased until the actual temperature of the heat exchange medium flowing into the battery 200 drops below the target temperature. At this point (the critical point where the actual temperature of the heat exchange medium flowing into the battery 200 drops below the target temperature), the coolant temperature of the heat source 100 is recorded and subtracted from the target temperature of the heat exchange medium flowing into the battery 200 to obtain the third preset temperature.

[0126] In one embodiment, the third preset temperature in this embodiment is 10°C.

[0127] The following description, in conjunction with Figure 1, further illustrates the structure of the thermal management system of this embodiment.

[0128] As shown in Figure 1, the thermal management system includes a refrigerant circuit 1 and a coolant circuit 2, which are connected by a heat exchange connection.

[0129] The refrigerant circuit 1 includes a compressor 101, a second heat exchanger 102, a first electronic expansion valve 103, a third heat exchanger 104, and a gas-liquid separator 105 connected in sequence. The refrigerant circuit also includes a second electronic expansion valve 106 and a first evaporator 107 connected in parallel with the first electronic expansion valve 103 and the second heat exchanger 102.

[0130] Furthermore, the coolant circuit 2 includes the heating circuit 10, the waste heat recovery circuit 20, the battery thermal management circuit 30, the first heat exchange circuit 40, and the second heat exchange circuit 50. The circuits are connected and switched through the first multi-way valve 300. The heating circuit 10 is connected to the second heat exchanger 102, the first heat exchange circuit 40 is connected to the third heat exchanger 104, and the second heat exchange circuit 50 is used to exchange heat with the outside.

[0131] Those skilled in the art will understand that refrigerant circuit 1 is actually a heat pump system. After compressor 101 performs its work, it compresses low-temperature, low-pressure vapor into high-temperature, high-pressure vapor. Then, the refrigerant condenses and releases heat at the second heat exchanger 102, condensing into a high-pressure, room-temperature liquid. The refrigerant then passes through the first electronic expansion valve 103 or the second electronic expansion valve 106, becoming a low-temperature, low-pressure liquid. The refrigerant then absorbs heat and evaporates in the third heat exchanger 104 or the first evaporator 107, vaporizing into low-temperature, low-pressure vapor. Finally, the low-temperature, low-pressure vapor enters compressor 101 for recompression, achieving a refrigerant state cycle (the refrigerant must pass through gas-liquid separator 105 before returning to compressor 101 to prevent liquid slugging). These various refrigerant state changes are the basic conditions for the normal operation of refrigerant circuit 1.

[0132] Therefore, in this embodiment, the second heat exchanger 102 actually functions as a condenser, where the refrigerant releases heat, and the third heat exchanger 104 actually functions as an evaporator, where the refrigerant absorbs heat.

[0133] Furthermore, the compressor 101, the second heat exchanger 102, and the third heat exchanger 104 described above are located in the front engine compartment of the vehicle to exchange heat with the refrigerant. The first evaporator 107 is located in the air conditioning unit (HVAC), which is used to cool the passenger compartment.

[0134] Meanwhile, based on the opening degree of the first electronic expansion valve 103 and the second electronic expansion valve 106, the following refrigerant flow patterns can be achieved:

[0135] 1. After passing through the second heat exchanger 102, the refrigerant passes through the first electronic expansion valve 103 and the third heat exchanger 104, but does not pass through the second electronic expansion valve 106 and the first evaporator 107.

[0136] 2. After passing through the second heat exchanger 102, the refrigerant passes through the second electronic expansion valve 106 and the first evaporator 107, but does not pass through the first electronic expansion valve 103 and the third heat exchanger 104.

[0137] 3. After passing through the second heat exchanger 102, the refrigerant passes through the first electronic expansion valve 103 and the third heat exchanger 104, as well as the second electronic expansion valve 106 and the first evaporator 107.

[0138] Those skilled in the art can determine the specific flow pattern of the refrigerant based on the actual cooling needs within the vehicle.

[0139] As shown in Figure 1, the heat exchange medium, such as water or other liquid or gaseous media, is introduced into the coolant circuit 2. In this embodiment, the heat exchange medium is coolant. The coolant circuit 2 further includes a heating circuit 10, a waste heat recovery circuit 20, a battery thermal management circuit 30, a first heat exchange circuit 40, and a second heat exchange circuit 50.

[0140] In this context, heating circuit 10 refers to circuits that can absorb the heat released by the refrigerant at the second heat exchanger 102, or absorb the heat from the heat exchange medium in waste heat recovery circuit 20. Specifically, heating circuit 10 and refrigerant circuit 1 are connected via the second heat exchanger 102, which is a plate heat exchanger. The heat released when the refrigerant condenses can be transferred to the heat exchange medium in heating circuit 10, thus raising the temperature of the heat exchange medium in heating circuit 10.

[0141] Furthermore, the function of the first heat exchange circuit 40 is to absorb the cold released by the refrigerant at the third heat exchanger 104 (or to transfer heat to the refrigerant to cause it to evaporate). Specifically, the first heat exchange circuit 40 and the refrigerant circuit 1 are connected for heat exchange through the third heat exchanger 104, which is a plate heat exchanger. When the refrigerant evaporates, it can absorb the heat of the heat exchange medium in the first heat exchange circuit 40, thus reducing the temperature of the heat exchange medium in the first heat exchange circuit 40.

[0142] Furthermore, as described above, the function of the battery thermal management circuit 30 is to exchange heat with the power battery, including heating or cooling. The battery thermal management circuit 30 is connected to the power battery's cooling plate, cooling pipes, and other structures.

[0143] In one embodiment, when performing the above-described heating control method for the battery 200, the battery thermal management circuit 30 is used to heat the battery 200.

[0144] Furthermore, the function of the second heat exchange loop 50 is to exchange heat with the external environment, including releasing heat to the external environment or absorbing heat from the external environment.

[0145] Furthermore, the waste heat recovery circuit 20 is used to connect to the engine cooling device 400, and the waste heat recovery circuit 20 is connected to the heating circuit 10 through the first heat exchanger 11 mentioned above.

[0146] That is, the heat source 100 mentioned above is the engine.

[0147] Specifically, the engine cooling device 400 is an engine water jacket. During engine operation, a large amount of heat is generated, and the engine water jacket can cool the engine. At the same time, the heat exchange medium in the engine water jacket will generate a large amount of waste heat.

[0148] In this embodiment, the main function of the waste heat recovery circuit 20 is to recover waste heat from the engine cooling device 400, or to absorb heat to warm up the engine. The first heat exchanger 11 can be a plate heat exchanger, so the heat of the heat exchange medium in the waste heat recovery circuit 20 can be transferred to the heat exchange medium in the heating circuit 10 through the first heat exchanger 11, thereby increasing the temperature of the heat exchange medium in the heating circuit 10. Alternatively, the heat of the heat exchange medium in the heating circuit 10 can be transferred to the heat exchange medium in the waste heat recovery circuit 20 through the first heat exchanger 11, thereby increasing the temperature of the heat exchange medium in the waste heat recovery circuit 20.

[0149] In one embodiment, the thermal management system also includes a kettle and water supply lines to supply and replenish water to each circuit in the coolant circuit 2.

[0150] As can be seen from Figure 1, the function of the first multi-way valve 300 is to switch and disconnect the above-mentioned multiple circuits, thereby realizing various thermal management functions.

[0151] In this embodiment, the first multi-way valve 300 is a nine-way valve. The movement of the valve core within the first multi-way valve 300 enables the switching or connection of the nine ports. As shown in Figure 1, each number in the first multi-way valve 300 represents a port. For ease of description, number 1 in Figure 1 is referred to as the first port, number 2 as the second port, and so on.

[0152] As shown in Figure 1, the first heat exchange circuit 40 is connected to the first and second ports of the first multi-way valve 300. The heating circuit 10 is connected to the third and fourth ports of the first multi-way valve 300. The battery thermal management circuit 30 is connected to the fifth and sixth ports of the first multi-way valve 300. The second heat exchange circuit 50 is connected to the seventh, eighth, and ninth ports of the first multi-way valve 300.

[0153] Those skilled in the art will understand that when performing the above-described heating method for the battery 200, the first multi-port valve 300 connects the fourth and fifth ports, and connects the third and sixth ports.

[0154] As shown in Figure 1, the refrigerant circuit 1 further includes a third electronic expansion valve 108 and a second evaporator 109. The third electronic expansion valve 108 and the second evaporator 109 are connected in series and then connected in parallel with the second electronic expansion valve 106 and the first evaporator 107.

[0155] Specifically, the first evaporator 107 and the second evaporator 109 are respectively installed in the front air conditioning unit (front HVAC) and the rear air conditioning unit (rear HVAC) to achieve cooling for the front and rear passenger compartments. The third electronic expansion valve 108 is a thermostatic expansion valve with a shut-off function.

[0156] Furthermore, after the first evaporator 107 and the second evaporator 109 are connected in parallel, a one-way valve is provided, which is located between the gas-liquid separator 105 and the first evaporator 107 and the second evaporator 109.

[0157] As shown in Figure 1, in the technical solution of this embodiment, the heating circuit 10 includes a first branch 13, a second branch 14, and a third branch 15 connected in parallel. The first branch 13 is connected to the refrigerant circuit 1 for heat exchange through a second heat exchanger 102. A heating core 16 is provided on the second branch 14, and a first heat exchanger 11 is provided on the second branch 14. The third branch 15 is connected to a first multi-way valve 300. The proportional valve 12 is a multi-way proportional valve, which is used to connect at least two branches of the first branch 13, the second branch 14, and the third branch 15.

[0158] Specifically, the first branch 13 is connected to the second heat exchanger 102 mentioned above, so the heat exchange medium in the first branch 13 can absorb the heat released when the refrigerant condenses. At the same time, a water pump is installed on the first branch 13.

[0159] Furthermore, a heating core 16 is installed on the second branch 14, which can provide heating to the passenger compartment. The heating core 16 is installed inside the air conditioning unit (HVAC).

[0160] As can be seen from Figure 1, the proportional valve 12 can be a proportional three-way valve. The third branch 15 includes two pipes: the first end of the first branch 13, the first end of the second branch 14, and the first end of the first pipe of the third branch 15 are respectively connected to the three ports of the proportional three-way valve. The second end of the first pipe of the third branch 15 is connected to the fourth port of the first multi-way valve 300. The second ends of the first branch 13 and the second ends of the second branch 14 are connected to the first end of the second pipe of the third branch 15. The second end of the second pipe of the third branch 15 is connected to the third port of the first multi-way valve 300.

[0161] Furthermore, the aforementioned first heat exchanger 11 is installed on the third branch 15.

[0162] As shown in Figure 1, in the technical solution of this embodiment, an electric heating structure 17 is provided on the first branch 13. The electric heating structure 17 is a PTC electric heater. When executing the heating control method of the battery 200 described above, if the heat source 100 cannot meet the heating requirements, the electric heating structure 17 can also be turned on for auxiliary heating.

[0163] As shown in Figure 1, in the technical solution of this embodiment, the coolant circuit 2 further includes an engine heat exchange circuit 60, which is used to connect to the engine cooling device 400. The waste heat recovery circuit 20 is used to connect to the engine cooling device 400, and the engine heat exchange circuit 60 and the waste heat recovery circuit 20 are connected in parallel.

[0164] Furthermore, a first radiator 51 is provided on the second heat exchange circuit 50, and a second radiator 61 is provided on the engine heat exchange circuit 60. The first radiator 51 and the second radiator 61 share a common heat dissipation air source.

[0165] Specifically, the function of the engine heat exchange circuit 60 is to dissipate heat from the engine cooling device 400, thereby preventing the engine from continuously heating up during operation. As can be seen from Figure 1, the engine heat exchange circuit 60 is set in parallel with the aforementioned waste heat recovery circuit 20.

[0166] Furthermore, a thermostat is also installed on the engine heat exchange circuit 60, which is used to monitor the engine's operating temperature.

[0167] Specifically, the second radiator 61 may be a finned radiator. The second radiator 61 is arranged adjacent to the first radiator 51 and both are located on the same side of the cooling fan, meaning that the first radiator 51 and the second radiator 61 share a common cooling air source. This arrangement makes the arrangement of the first radiator 51 and the second radiator 61 compact and saves space.

[0168] As shown in Figure 1, the battery thermal management circuit 30 is equipped with a battery cooling device 31, and the battery thermal management circuit 30 also includes a buffer branch 32 and a second multi-way valve 33. The buffer branch 32 is connected in parallel with the battery cooling device 31, and the second multi-way valve 33 is used to open or close the buffer branch 32.

[0169] Specifically, the battery cooling device 31, which is the heat exchange component of the aforementioned battery 200, can be a cold plate or cooling pipes. It is usually installed inside the power battery pack housing and its function is to exchange heat with the battery cells. A water pump is also installed on the battery thermal management circuit 30. As shown in Figure 1, the second multi-way valve 33 can be a proportional three-way valve. The buffer branch 32 is connected to the proportional three-way valve and is connected in parallel with the battery cooling device 31 and the water pump.

[0170] Specifically, in the initial stage of heat exchange in the battery cooling device 31, the second multi-way valve 33 opens the buffer branch 32, allowing the original cooling medium in the battery cooling device 31 to mix with the cooling medium discharged from the fifth port. This ensures that the temperature of the mixed cooling medium is controlled within a certain temperature difference from the temperature of the battery cells. This design prevents a large temperature difference between the cooling medium and the battery cells during the initial cooling or heating process, thus avoiding impact on the battery cells and improving their lifespan.

[0171] After the battery has been exchanging heat for a certain period of time, the cell temperature has approached the temperature of the cooling medium discharged from the fifth port. At this time, the buffer branch 32 can be closed by the second multi-way valve 33.

[0172] Furthermore, the second heat exchange circuit 50 includes a first radiator 51 and a motor cooling device 52 connected in series. The second heat exchange circuit 50 also includes a fourth branch 53, with the first radiator 51 and the motor cooling device 52 connected to one end of the fourth branch 53, and the first multi-way valve 300 connected to the other end of the fourth branch 53.

[0173] Specifically, the first radiator 51 works in conjunction with a fan to exchange heat with the external environment, including absorbing heat from or releasing heat to the external environment. The motor cooling device 52 is used to cool the motor and can be a motor water jacket.

[0174] In one embodiment, the first radiator 51 may be a finned radiator, which is disposed behind the grille in the front engine compartment of the vehicle.

[0175] As shown in Figure 1, the two ends of the second heat exchange circuit 50 are connected to the seventh and ninth ports of the first multi-way valve 300, respectively. One end of the fourth branch 53 is connected between the first radiator 51 and the motor cooling device 52, and the other end of the fourth branch 53 is connected to the eighth port of the first multi-way valve 300. Meanwhile, a water pump is installed between the connection point of the fourth branch 53 and the second heat exchange circuit 50 and the motor cooling device 52.

[0176] Furthermore, by switching the valve core of the first multi-way valve 300, it is possible to control whether the first radiator 51 participates in heat exchange.

[0177] When the seventh and ninth ports of the first multi-way valve 300 are opened, the first radiator 51 and the motor cooling device 52 are connected in series. When it is necessary to cool the heat exchange medium, on the one hand, the heat exchange medium flowing from the heating circuit 10 to the second heat exchange circuit 50 can be cooled by heat exchange through the first radiator 51; on the other hand, the cooling medium in the motor cooling device 52 can also be cooled by the first radiator 51, thereby ensuring that the motor operating temperature is within a reasonable temperature range. When it is necessary to heat the heat exchange medium, on the one hand, the heat exchange medium can absorb heat from the external environment through the first radiator 51; on the other hand, the waste heat from the motor cooling device 52 can assist in heating the heat exchange medium, further increasing the temperature of the heat exchange medium. Therefore, in the subsequent first heat exchange circuit 40, the high-temperature heat exchange medium can better heat the refrigerant, and the refrigerant can evaporate and vaporize more fully, ensuring the normal operation of the refrigerant circuit 1.

[0178] When the eighth and ninth ports of the first multi-way valve 300 are opened, it is equivalent to only the motor cooling device 52 being connected to the first multi-way valve 300. This connection method is mainly used in situations where the heat exchange medium needs to be heated. When there is a large amount of residual heat in the motor cooling device 52, the temperature of the heat exchange medium inside the motor cooling device 52 is sufficient to meet the evaporation requirements of the refrigerant. Therefore, there is no need to absorb heat from the outside through the first radiator 51, thereby reducing the overall energy consumption of the thermal management system.

[0179] Therefore, the structure of the second heat exchange circuit 50 described above has the following advantages:

[0180] 1. The first radiator 51 and the motor cooling device 52 are integrated into one circuit. The heat exchange medium in the heating circuit 10 and the heat exchange medium in the motor cooling device 52 are both dissipated through the first radiator 51, which simplifies the structural complexity of the thermal management system.

[0181] 2. Based on the residual heat of the motor cooling device 52 during motor operation, select whether the cooling medium absorbs heat from the external environment through the first radiator 51 to achieve the optimal energy consumption strategy of the thermal management system.

[0182] As shown in Figure 1, in the technical solution of this embodiment, the coolant circuit 2 further includes an intercooler waste heat recovery circuit 70. The intercooler waste heat recovery circuit 70 is provided with a fourth heat exchanger 71, which is used to exchange heat with the intercooler. The intercooler waste heat recovery circuit 70 is connected in parallel with the motor cooling device 52. The thermal management system also includes a third multi-way valve 72, which is connected to the second heat exchange circuit 50 and the intercooler waste heat recovery circuit 70. The third multi-way valve 72 is used to selectively connect the motor cooling device 52 and the fourth heat exchanger 71 to the first multi-way valve 300.

[0183] Specifically, during engine operation, the intercooler also generates a large amount of heat. This heat needs to be dissipated to prevent overheating during engine operation. On the other hand, the heat generated by the intercooler can also be recovered as waste heat. The fourth heat exchanger 71 can be a plate heat exchanger, which is connected to the intercooler. Therefore, the heat from the intercooler can be transferred to the heat exchange medium in the intercooler waste heat recovery circuit 70, and the heat exchange medium is heated.

[0184] As shown in Figure 1, the third multi-way valve 72 can be a three-way valve, which is connected to the second heat exchange circuit 50 and located between the water pump and the motor cooling device 52. One end of the intercooler waste heat recovery circuit 70 is connected to the interface of the third multi-way valve 72, and the other end of the intercooler waste heat recovery circuit 70 is connected to the second heat exchange circuit 50 and located between the ninth interface of the first multi-way valve 300 and the motor cooling device 52. Therefore, the fourth heat exchanger 71 is arranged in parallel with the motor cooling device 52.

[0185] Therefore, by switching the valve core of the third multi-way valve 72, the following can be achieved:

[0186] 1. Only the motor cooling device 52 is connected to the second heat exchange circuit 50;

[0187] 2. Only the fourth heat exchanger 71 is connected to the second heat exchange circuit 50;

[0188] 3. Connect the motor cooling device 52 and the fourth heat exchanger 71 in parallel, and then connect them together to the second heat exchange circuit 50.

[0189] The thermal management system of this embodiment further has the following technical advantages:

[0190] In refrigerant circuit 1, after the refrigerant flows out of compressor 101, it condenses and releases heat in the second heat exchanger 102. The heat is transferred to the heating circuit 10 through the second heat exchanger 102, where the heating circuit 10 can use this heat to heat the components to be heated or the environment. Then, the refrigerant continues to flow to the first electronic expansion valve 103 for throttling, and then flows to the third heat exchanger 104 for evaporation. The released cooling capacity is transferred to the first heat exchange circuit 40 through the third heat exchanger 104, where the first heat exchange circuit 40 can cool the components to be cooled. Alternatively, when cooling is required in the passenger compartment, the refrigerant continues to flow to the second electronic expansion valve 106 for throttling, and then flows to the first evaporator 107 for evaporation to release cooling capacity. Meanwhile, the first multi-way valve 300 enables the connection and switching of each circuit. When there is no heating demand, the first multi-way valve 300 connects the heating circuit 10 to the second heat exchange circuit 50, allowing the heat of the coolant in the heating circuit 10 to dissipate to the outside, while simultaneously lowering the temperature of the refrigerant in the second heat exchanger 102, ensuring the condensation effect of the refrigerant and preventing the temperature of the refrigerant circuit 1 from continuously rising. When there is no cooling demand, the first multi-way valve 300 connects the first heat exchange circuit 40 and the second heat exchange circuit 50. The coolant in the first heat exchange circuit 40 absorbs heat from the outside to raise its temperature, and the heat is transferred to the temperature of the refrigerant in the third heat exchanger 104, ensuring smooth evaporation of the refrigerant and realizing the refrigerant state cycle. Therefore, the above-mentioned thermal management system can meet the condensation and evaporation of the refrigerant through a single second heat exchange circuit 50, ensuring the normal operation of the refrigerant circuit, eliminating the need for an outdoor heat exchanger, simplifying the structure of the refrigerant circuit, and making the refrigerant circuit layout easier.

[0191] This application also provides a vehicle, an embodiment of which includes the thermal management system described above.

[0192] In one implementation, the vehicle is a new energy vehicle.

[0193] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or improvement of the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A thermal management system, characterized in that, include: The system comprises a heating circuit (10), a waste heat recovery circuit (20), and a battery thermal management circuit (30). The heating circuit (10) is equipped with a first heat exchanger (11) and a proportional valve (12). The proportional valve (12) controls the flow rate of the heat exchange medium passing through the first heat exchanger (11). The waste heat recovery circuit (20) is connected to the first heat exchanger (11) for heat exchange and is also connected to a heat source (100). The battery thermal management circuit (30) is connected to the heat exchange components of the battery (200). The heating circuit (10) and the battery thermal management circuit (30) are connected by a first multi-way valve (300), which controls the on / off state of the heating circuit (10) and the battery thermal management circuit (30). The thermal management system further includes a control device, which is connected to the heating circuit (10), the waste heat recovery circuit (20), the battery thermal management circuit (30), and the first multi-way valve (300). The control device is used to control the heating of the battery (200), including: Determine whether the battery (200) needs to be heated; Determine whether the heat source (100) meets the heat exchange requirements; If the battery (200) needs to be heated and the heat source (100) meets the heat exchange requirements, the heating circuit (10) exchanges heat with the waste heat recovery circuit (20) and connects the heating circuit (10) with the battery thermal management circuit (30).

2. The thermal management system according to claim 1, characterized in that, The control device is used to control the heating of the battery (200), and further includes: The proportional valve (12) controls the opening degree through feedforward control and feedback control.

3. The thermal management system according to claim 2, characterized in that, The proportional valve (12) controls its opening degree through feedforward control and feedback control, including: The target temperature of the heat exchange medium introduced into the battery (200) and the actual temperature of the battery (200) are obtained to obtain the temperature difference value; The heating load is obtained based on the temperature difference. The feedforward opening of the proportional valve (12) is obtained based on the heating load.

4. The thermal management system according to claim 2, characterized in that, The proportional valve (12) controls its opening degree through feedforward control and feedback control, including: After the proportional valve (12) reaches a first preset time through the feedforward control, the feedback control intervenes, and the feedback control opening of the proportional valve (12) is obtained by the following formula: U out =U curr +(Kp(e n -that n-1 )*α+K*e n *β: Wherein, the U out The feedback opening degree of the proportional valve (12), in percentage; the U cur r is the current opening degree of the proportional valve (12), in percentage; e n The error value is e. n The difference between the actual temperature of the heat exchange medium introduced into the battery (200) and the target temperature of the heat exchange medium introduced into the battery (200), expressed in °C; the e n-1 This represents the error value from the previous moment, in degrees Celsius (°C). Kp, Ki, α, and β are all coefficients.

5. The thermal management system according to claim 4, characterized in that, The proportional valve (12) controls its opening degree through feedforward control and feedback control, and also includes: When the actual temperature of the heat exchange medium introduced into the battery (200) is within a preset range, the feedback control opening of the proportional valve (12) remains unchanged. When the actual temperature of the heat exchange medium introduced into the battery (200) is outside the preset range, the feedback opening of the proportional valve (12) is calculated using the formula.

6. The thermal management system according to claim 2, characterized in that, The control device is used to control the heating of the battery (200), and further includes: After heating the battery (200), the proportional valve (12) is first kept at the feedforward control opening for a first preset time, and then the proportional valve is made to be at the feedback control opening.

7. The thermal management system according to claim 1, characterized in that, Whether the battery (200) needs to be heated includes: Obtain the actual temperature of the battery (200); If the actual temperature of the battery (200) is lower than the first preset temperature, it is determined that the battery (200) needs to be heated.

8. The thermal management system according to claim 1, characterized in that, Determining whether the heat source (100) meets the heat exchange requirements includes: If the heat source (100) simultaneously meets the following conditions, then the heat source (100) is determined to meet the heat exchange requirements: The heat source (100) operates for a duration longer than the second preset duration; The difference between the coolant temperature of the heat source (100) and the target temperature of the heat exchange medium introduced into the battery (200) is greater than or equal to the second preset temperature.

9. The thermal management system according to claim 1, characterized in that, Determining whether the heat source (100) meets the heat exchange requirements includes: If the heat source (100) simultaneously meets the following conditions, then it is determined that the heat source (100) does not meet the heat exchange requirements: The heat source (100) stops operating for a period of time longer than the third preset duration; The difference between the temperature of the coolant in the heat source (100) and the target temperature of the heat exchange medium introduced into the battery (200) is less than the third preset temperature.

10. The thermal management system according to any one of claims 1 to 9, characterized in that, The thermal management system includes a refrigerant circuit (1) and a coolant circuit (2), wherein the refrigerant circuit (1) and the coolant circuit (2) are connected for heat exchange. The refrigerant circuit (1) includes a compressor (101), a second heat exchanger (102), a first electronic expansion valve (103), a third heat exchanger (104), and a gas-liquid separator (105) connected in sequence. The refrigerant circuit also includes a second electronic expansion valve (106) and a first evaporator (107) connected in parallel with the first electronic expansion valve (103) and the second heat exchanger (102). The coolant circuit (2) includes the heating circuit (10), the waste heat recovery circuit (20), the battery thermal management circuit (30), the first heat exchange circuit (40), and the second heat exchange circuit (50). The circuits are connected and switched through the first multi-way valve (300). The heating circuit (10) is connected to the second heat exchanger (102), the first heat exchange circuit (40) is connected to the third heat exchanger (104), and the second heat exchange circuit (50) is used to exchange heat with the outside.

11. The thermal management system according to claim 10, characterized in that, The refrigerant circuit (1) also includes a third electronic expansion valve (108) and a second evaporator (109). The third electronic expansion valve (108) and the second evaporator (109) are connected in series and then connected in parallel with the second electronic expansion valve (106) and the first evaporator (107).

12. The thermal management system according to claim 10, characterized in that, The heating circuit (10) includes a first branch (13), a second branch (14), and a third branch (15) connected in parallel. The first branch (13) is connected to the refrigerant circuit (1) through the second heat exchanger (102). The second branch (14) is equipped with a heating core (16) and the first heat exchanger (11) is also installed on the second branch (14). The third branch (15) is connected to the first multi-way valve (300). The proportional valve (12) is a multi-port proportional valve, which is used to connect at least two branches of the first branch (13), the second branch (14) and the third branch (15).

13. The thermal management system according to claim 12, characterized in that, An electric heating structure (17) is provided on the first branch (13).

14. The thermal management system according to claim 10, characterized in that, The coolant circuit (2) further includes an engine heat exchange circuit (60), which is used to connect to the engine cooling device (400). The waste heat recovery circuit (20) is used to connect to the engine cooling device (400), and the engine heat exchange circuit (60) and the waste heat recovery circuit (20) are connected in parallel.

15. The thermal management system according to claim 14, characterized in that, The second heat exchange circuit (50) is provided with a first radiator (51), and the engine heat exchange circuit (60) is provided with a second radiator (61). The first radiator (51) and the second radiator (61) share a heat dissipation air source.

16. The thermal management system according to claim 10, characterized in that, The battery thermal management circuit (30) is provided with a battery cooling device (31), and the battery thermal management circuit (30) also includes a buffer branch (32) and a second multi-way valve (33). The buffer branch (32) is connected in parallel with the battery cooling device (31), and the second multi-way valve (33) is used to open or close the buffer branch (32).

17. The thermal management system according to claim 10, characterized in that, The second heat exchange circuit (50) includes a first radiator (51) and a motor cooling device (52) connected in series. The second heat exchange circuit (50) also includes a fourth branch (53). The first radiator (51) and the motor cooling device (52) are connected to one end of the fourth branch (53), and the first multi-way valve (300) is connected to the other end of the fourth branch (53).

18. The thermal management system according to claim 17, characterized in that, The coolant circuit (2) further includes an intercooler waste heat recovery circuit (70), which is equipped with a fourth heat exchanger (71). The fourth heat exchanger (71) is used to connect with the intercooler for heat exchange. The intercooler waste heat recovery circuit (70) is connected in parallel with the motor cooling device (52). The thermal management system further includes a third multi-way valve (72), which is connected to the second heat exchange circuit (50) and the intercooler waste heat recovery circuit (70). The third multi-way valve (72) is used to selectively connect the motor cooling device (52) and the fourth heat exchanger (71) to the first multi-way valve (300).

19. A vehicle, characterized in that, The thermal management system includes any one of claims 1 to 18.

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