Thermal management system and method and hybrid electric vehicle

文档序号：59771 发布日期：2021-10-01 浏览：21次中文

阅读说明：本技术 一种热管理系统、方法及混合动力汽车 (Thermal management system and method and hybrid electric vehicle ) 是由张伟王强于 2021-07-30 设计创作，主要内容包括：本发明提供了一种混合动力汽车的热管理系统,包括：第一回路,其作为使制冷剂循环的路径；第二回路,其作为使第一水泵泵出的冷却液循环的路径；第三回路,其作为使第二水泵泵出的冷却液循环的路径；第四回路,其作为使第三水泵泵出的冷却液循环的路径；第一回路和第三回路通过电池冷却器chiller形成耦合,第二回路和第三回路通过换热板形成耦合,第四回路独立于第一回路至第三回路设置；设置于客舱的第一温度传感器、设置于电机芯体和/或电机驱动器的第二温度传感器、设置于电池内的第三温度传感器；控制单元,控制单元通过第一温度传感器、第二温度传感器和第三温度传感器的输出信号控制各回路开启或关闭。(The invention provides a thermal management system of a hybrid electric vehicle, which comprises: a first circuit serving as a path through which a refrigerant circulates; a second circuit as a path for circulating the coolant pumped out by the first water pump; a third circuit as a path for circulating the coolant pumped out by the second water pump; a fourth circuit as a path for circulating the coolant pumped out by the third water pump; the first loop and the third loop are coupled through a battery cooler, the second loop and the third loop are coupled through a heat exchange plate, and the fourth loop is arranged independently from the first loop to the third loop; the temperature control device comprises a first temperature sensor arranged in a passenger cabin, a second temperature sensor arranged in a motor core body and/or a motor driver, and a third temperature sensor arranged in a battery; and the control unit controls the opening or closing of each loop through output signals of the first temperature sensor, the second temperature sensor and the third temperature sensor.)

1. A thermal management system for a hybrid vehicle, comprising:

a first circuit serving as a path through which a refrigerant circulates; a second circuit as a path for circulating the coolant pumped out by the first water pump; a third circuit as a path for circulating the coolant pumped out by the second water pump; a fourth circuit as a path for circulating the coolant pumped out by the third water pump; the first circuit and the third circuit are coupled through a battery cooler, the second circuit and the third circuit are coupled through a heat exchange plate, and the fourth circuit is arranged independently from the first circuit to the third circuit;

the temperature control device comprises a first temperature sensor arranged in a passenger cabin, a second temperature sensor arranged in a motor core body and/or a motor driver, and a third temperature sensor arranged in a battery;

the control unit is respectively connected with output signals of the first temperature sensor, the second temperature sensor and the third temperature sensor to control the opening or closing of each loop;

the control unit controls the opening or closing of each loop through output signals of the first temperature sensor, the second temperature sensor and the third temperature sensor, further through the first loop, the passenger cabin and/or the battery are/is refrigerated, through the second loop, the passenger cabin and/or the battery are/is heated, through the first loop and the third loop, the battery is refrigerated, and through the fourth loop, the motor is refrigerated.

2. The thermal management system of claim 1, wherein the first loop comprises:

the condenser is connected with the compressor, the condenser is connected with the evaporator, and the output end of the evaporator is connected with the input end of the compressor;

the output end of the second expansion valve is communicated with the input end of a refrigerant part of the battery cooler, and the output end of the refrigerant part of the battery cooler is communicated with the input end of the compressor;

the compressor, the condenser, the first stop valve, the first expansion valve and the evaporator form a cabin refrigeration loop;

the refrigerant parts of the compressor, the condenser, the second expansion valve and the battery cooler form a first battery refrigerating sub-loop;

the cabin refrigeration circuit and the battery first refrigeration sub-circuit share the compressor and the condenser.

3. The thermal management system of claim 1 or 2, wherein the second loop comprises:

the first water pump, the water passing PTC and the first three-way valve are sequentially communicated;

the warm air core body is communicated with the first output end of the first three-way valve;

the output end of the first expansion water tank is communicated with the input end of the first water pump;

the heat exchange plate is communicated with the second output end of the first three-way valve, and the output end of the heat exchange plate is communicated with the input end of the first expansion water tank;

the first expansion water tank, the first water pump, the water passing PTC, the first three-way valve and the warm air core form a cabin heating loop;

the first expansion water tank, the first water pump, the water passing PTC, the first three-way valve and the hot side part of the heat exchange plate form a battery heating loop;

the cabin heating loop and the battery heating loop share the path from the first expansion tank to the first three-way valve.

4. The thermal management system of any of claims 1 to 3, wherein said third circuit comprises:

the second water pump, the battery heat dissipation flow channel, the charger heat dissipation flow channel and the second expansion water tank are sequentially communicated; the output end of the second expansion water tank is communicated with the input end of the second water pump;

the cold side part of the heat exchange plate is communicated with the output end of the heat dissipation flow passage of the charger, the hot water part input end of the battery cooler is communicated with the cold side plate output end of the heat exchange plate, and the hot water part output end of the battery cooler is communicated with the input end of the second water pump;

the second water pump, the battery heat dissipation flow channel, the charger heat dissipation flow channel, the cold side part of the heat exchange plate, the hot water part of the battery cooler and the second expansion water tank jointly form a second battery refrigeration sub-loop.

5. The thermal management system of any of claims 1 to 4, wherein said fourth circuit comprises:

the motor driver heat dissipation flow channel is communicated with the input end of the first water pump;

the output end of the third expansion water tank is communicated with the input end of the third water pump;

and the third water pump, the motor driver heat dissipation flow channel, the motor heat dissipation flow channel, the third radiator and the third expansion water tank jointly form a motor cooling loop.

6. The thermal management system of claim 5,

the battery heat dissipation flow channel is covered on the whole or part of the outer surface of the battery in a spiral winding, zigzag winding or reciprocating back and forth winding mode;

the heat dissipation flow channel of the charger is covered on the whole or part of the outer surface of the charger in a spiral winding, zigzag winding or reciprocating back and forth winding mode;

the heat dissipation flow channel of the motor driver is covered on the whole or part of the outer surface of the motor driver in a spiral winding, zigzag winding or reciprocating back and forth winding mode; the motor heat dissipation flow channel is covered on the whole or part of the outer surface of the motor in a spiral winding, zigzag winding or reciprocating back and forth winding mode;

the third radiator is an aluminum profile radiator with at least one flow channel arranged inside.

7. The thermal management system of claim 1, further comprising:

a fifth circuit for cooling the battery and a sixth circuit for cooling the motor, the fifth circuit comprising:

the first circulating pump, the battery cooling cavity, the charger cooling cavity, the first radiator and the first liquid storage tank are sequentially arranged;

the first electromagnetic valves are connected to two ends of the first radiator in parallel;

the fourth temperature sensor is arranged at an inlet of the battery cooling cavity and/or the charger cooling cavity;

the first air pressure sensor is arranged in the battery cooling cavity and/or the charger cooling cavity;

the first circulating pump, the battery cooling cavity and/or the charger cooling cavity, the first radiator and the first liquid storage tank, and the first electromagnetic valves connected to two ends of the first radiator in parallel form a battery refrigeration third sub-loop for refrigerating the battery;

the control unit is connected with the first air pressure sensor and the fourth temperature sensor, and the control unit enables cooling fluid to reach a supercritical state when the cooling fluid is sprayed into the battery cooling cavity and/or the charger cooling cavity by adjusting the rotating speed of the first circulating pump and the opening degree of the first electromagnetic valve;

the sixth loop includes:

the second circulating pump, the motor driver cooler, the motor cooling cavity, the second radiator and the second liquid storage tank are sequentially arranged;

the second electromagnetic valve is connected to two ends of the second radiator in parallel;

a fifth temperature sensor disposed at an inlet of the motor driver cooling cavity and/or the motor cooling cavity;

the second air pressure sensor is arranged in the cooling cavity of the motor drive and/or the motor cooling cavity;

the second circulating pump, the motor driver cooling cavity, the motor cooling cavity, the second radiator, the second liquid storage tank and the second electromagnetic valve together form a motor refrigeration second sub-loop for refrigerating the motor;

the control unit is connected with the second air pressure sensor and the fifth temperature sensor, and the control unit enables cooling fluid to reach a supercritical state when the cooling fluid is sprayed into the motor driver cooling cavity and/or the motor cooling cavity by adjusting the rotating speed of the second circulating pump and the opening degree of the second electromagnetic valve.

8. The thermal management system of claim 7, wherein the cooling fluid in the fifth circuit and the sixth circuit is C0₂；

Part of cavity wall of the battery cooling cavity is shared with the outer surface of the battery, or the part of cavity wall of the battery cooling cavity is in close contact with the outer surface of the battery;

partial cavity walls of the charger cooling cavity are shared with the outer surface of the charger, or the partial cavity walls of the charger cooling cavity are in close contact with the outer surface of the charger;

part of cavity wall of the motor driver cooling cavity is shared with the outer surface of the motor driver, or the part of cavity wall of the motor driver cooling cavity is in close contact with the outer surface of the motor driver;

and part of the cavity wall of the motor cooling cavity is shared with the outer surface of the motor, or the part of the cavity wall of the motor cooling cavity is in close contact with the outer surface of the motor.

9. The thermal management system of claim 8,

the battery cooling cavity is provided with at least one first spray rod, and the inner wall of the first spray rod facing the battery cooling cavity is the outer surface of the battery or is in close surface contact with the outer surface of the battery;

the inner wall of the second spray rod facing the cooling cavity of the charger is the outer surface of the charger or is in close surface contact with the outer surface of the charger;

the motor driver cooling cavity is provided with at least one third spray rod, and the inner wall of the third spray rod facing the motor driver cooling cavity is the outer surface of the motor driver or is in close surface contact with the outer surface of the motor driver;

the motor driver cooling cavity is provided with at least one fourth spray rod, and the inner wall of the fourth spray rod facing the motor cooling cavity is the outer surface of the motor or is in close surface contact with the outer surface of the motor.

10. The thermal management system of claim 1, further comprising:

a seventh circuit and an eighth circuit, the seventh circuit comprising:

the input end of the second three-way valve is communicated with the output end of the hot water part of the battery cooler and the output end of the second expansion water tank, and the first output end of the second three-way valve is communicated with the input end of the second water pump;

the first liquid storage tank is communicated with the second output end of the second three-way valve;

the input end of the third three-way valve is communicated with a heat dissipation flow channel of the charger, and the first output end of the third three-way valve is communicated with the input end of the cold side part of the heat exchange plate and the input end of the second expansion water tank;

the first radiator is connected between the second output end of the third three-way valve and the input end of the first liquid storage tank;

the first electromagnetic valve is connected to two ends of the first radiator in parallel;

the fourth temperature sensor and the first air pressure sensor are arranged on the battery heat dissipation flow channel and/or the charger heat dissipation flow channel;

the second three-way valve, the second water pump, the battery heat dissipation flow channel, the charger heat dissipation flow channel, the third three-way valve, the first electromagnetic valve and the first liquid storage tank form a battery third refrigeration sub-loop for refrigerating the battery;

the control unit is respectively connected with the fourth temperature sensor and the first air pressure sensor, and the control unit enables cooling fluid to reach a supercritical state when the cooling fluid is sprayed into the battery heat dissipation flow channel and/or the charger heat dissipation flow channel by adjusting the rotating speed of the second water pump and the opening degree of the first electromagnetic valve;

the eighth loop includes:

the input end of the second liquid storage tank is connected with the output end of the third expansion water tank and the output end of the third radiator, and the output end of the second liquid storage tank is connected with the input end of the third water pump;

the second electromagnetic valve is connected to two ends of the third radiator in parallel;

a fifth temperature sensor and a second air pressure sensor are arranged on the motor driver heat dissipation flow channel and/or the motor heat dissipation flow channel;

the third water pump, the motor driver heat dissipation flow channel, the motor heat dissipation flow channel, the third radiator, the second electromagnetic valve and the second liquid storage tank together form a motor second refrigeration sub-loop for refrigerating the motor;

the control unit is respectively connected with the fifth temperature sensor and the second air pressure sensor, and the control unit enables the cooling fluid to reach a supercritical state when the cooling fluid is sprayed into the motor driver heat dissipation flow channel and/or the motor heat dissipation flow channel by adjusting the rotating speed of the third water pump and the opening degree of the second electromagnetic valve.

11. The thermal management system of claim 10, further comprising:

a ninth circuit for cooling an electric motor, the ninth circuit comprising:

at least one fan blowing air towards the motor and/or the motor drive;

a first control circuit and a second control circuit for controlling the rotation speed of the fan;

the input end of the first control circuit is connected with the first fan control end of the control unit, and the output end of the first control circuit is connected with the high-speed starting end of the fan;

the input end of the second control circuit is connected with the second fan control end of the control unit, and the output end of the second control circuit is connected with the low-speed starting end of the fan;

the fan, the first control circuit and the second control circuit jointly form a motor refrigeration third sub-loop for refrigerating the motor.

12. The thermal management system of claim 5,

the control unit controls the third relay to start and close the first water pump and adjust the rotating speed of the first water pump;

the control unit controls the first relay to start and close the second water pump and adjust the rotating speed of the second water pump;

and the control unit controls the second relay to start and close the third water pump and adjust the rotating speed.

13. The thermal management system according to claim 10, wherein the first control circuit comprises a fourth relay, contacts of the fourth relay are connected in series in a high-speed starting end loop of the fan, the second control circuit comprises a fifth relay, contacts of the fifth relay are connected in series in a low-speed starting end loop of the fan, and coil on-off control ends of the fourth relay and the fifth relay are respectively connected with two control pins of the control unit.

14. The thermal management system of claim 1, further comprising:

and the output end of the input unit is connected with the requirement input end of the control unit.

15. A thermal management control method for a hybrid vehicle, which is applied to the thermal management system according to any one of claims 1 to 13, characterized by comprising:

step S1, the control unit respectively obtains the actual temperature of the passenger cabin, the actual temperature of the motor and the actual temperature of the battery through the first temperature sensor, the second temperature sensor and the third temperature sensor, and respectively compares the actual temperature of the passenger cabin, the actual temperature of the motor and the actual temperature of the battery with a target temperature range of the passenger cabin, a preset target temperature range of the motor and a preset target temperature range of the battery; the target cabin temperature is input through an input unit or preset in a control unit;

and step S2, the control unit starts or closes one or more loops of a cabin refrigeration loop, a cabin heating loop, a battery refrigeration first sub-loop, a battery refrigeration second sub-loop, a battery refrigeration third sub-loop, a battery heating loop, a motor refrigeration first sub-loop, a motor refrigeration second sub-loop and a motor refrigeration third sub-loop according to the comparison result and/or the output signal of the input unit.

16. The thermal management control method according to claim 15, wherein step S2 includes:

step S21, when the actual temperature of the motor is within the target temperature range of the motor, the actual temperature of the battery is within the target temperature range of the battery, and the actual temperature of the passenger cabin is lower than the target temperature of the passenger cabin, the control unit opens the passenger cabin heating loop and closes other loops;

step S22, when the actual temperature of the motor is within the target temperature range of the motor, the actual temperature of the battery is within the target temperature range of the battery, and the actual temperature of the passenger cabin is higher than the target temperature of the passenger cabin, the control unit opens the passenger cabin refrigeration loop and closes other loops;

step S23, when the actual cabin temperature is the target cabin temperature, the actual motor temperature is in the target motor temperature range, and the actual battery temperature is lower than the target battery temperature range, the control unit opens the battery heating loop and closes other loops;

step S24, when the actual cabin temperature is the target cabin temperature, the actual motor temperature is in the target motor temperature range, and the actual battery temperature is higher than the target battery temperature range, the control unit opens part or all of the first battery refrigeration loop, the second battery refrigeration sub-loop and the third battery refrigeration sub-loop, and closes other loops;

step S25, when the actual cabin temperature is the target cabin temperature, the actual battery temperature is in the target battery temperature range, and the actual motor temperature is higher than the target motor temperature range, the control unit starts part or all of the first motor refrigeration sub-loop, the second motor refrigeration sub-loop and the second motor refrigeration sub-loop, and closes other loops;

step S26, when the actual temperature of the motor is in the motor target temperature range, the actual cabin temperature is lower than the cabin target temperature, and the actual battery temperature is lower than the battery target temperature range, the control unit opens the cabin heating loop and the battery heating loop, and closes other loops;

step S27, when the actual temperature of the motor is in the motor target temperature range, the actual cabin temperature is higher than the cabin target temperature, and the actual battery temperature is higher than the battery target temperature range, the control unit opens part or all of the first sub-loop, the second sub-loop and the third sub-loop for battery refrigeration, opens the cabin refrigeration loop, and closes other loops; or

In step S28, the control unit starts the defrosting or defogging mode when the defrosting or defogging request input by the input unit is received.

17. The thermal management control method according to claim 16, wherein step S21 includes:

step S211, acquiring a water inlet target temperature of the water passing PTC, an allowed maximum discharge power of the air conditioning system and an allowed starting flag bit of the thermal management control mode, if the allowed maximum discharge power of the air conditioning system is greater than 0.5kW and the allowed starting flag bit of the thermal management control mode is 1, entering step S212, otherwise, not starting a cabin heating loop;

step S212, judging whether the water-passing PTC has working faults or not; if yes, the cabin heating loop is not started; if the water temperature sensor does not exist, the control unit opens the first output end of the first three-way valve, closes the second output end of the first three-way valve M1 and starts the water passing PTC;

step S213, the control unit controls the water passing PTC to be in a working state until the actual temperature of the passenger cabin reaches the target temperature of the passenger cabin;

step S22 includes:

step S221, acquiring a target temperature of the evaporator, an allowed maximum discharge power of the air conditioning system and an allowed starting flag bit of the thermal management control mode, if the allowed maximum discharge power of the air conditioning system is greater than 0.5kW and the allowed starting flag bit of the thermal management control mode is 1, entering step S222, otherwise, not starting a cabin refrigeration loop;

step S222, judging whether the compressor control unit has working faults or not; if so, not starting the cabin refrigeration loop; if the first stop valve is not arranged, the control unit opens the first stop valve, closes the second expansion valve, and starts the first water pump, the evaporator, the compressor and the condenser;

step S223, the control unit controls the first water pump, the evaporator, the compressor and the condenser to be in working states until the actual temperature of the passenger cabin is reduced to the target temperature of the passenger cabin;

step S23 includes:

step S231, acquiring a target temperature of a water inlet of a battery heat dissipation flow channel, an allowed maximum discharge power of an air conditioning system, a PWM (pulse width modulation) of a battery water pump work and an allowed starting flag bit of a thermal management control mode, if the allowed maximum discharge power of the air conditioning system is more than 0.5kW and the allowed starting flag bit of the thermal management control mode is 1, entering step S232, otherwise, not starting a battery heating loop;

step S232, judging whether the water passing PTC has working faults or not; if the current battery voltage exists, the battery heating loop is not started; if the water temperature sensor does not exist, the control unit opens the second output end of the first three-way valve, closes the first output end of the first three-way valve M1, and starts the first water pump and the water passing PTC;

in step S233, the control unit controls the first water pump and the water passing PTC to be in the operating state until the actual temperature of the battery reaches the target temperature range of the battery.

18. The thermal management control method according to claim 17, wherein step S26 includes:

step 261, acquiring a water inlet target temperature of the water passing PTC, an allowed maximum discharge power of the air conditioning system, and an allowed start flag bit of the thermal management control mode, and if the allowed maximum discharge power of the air conditioning system is greater than 0.5kW and the allowed start flag bit of the thermal management control mode is 1, entering step 262, otherwise, not starting the cabin heating loop and the battery heating loop;

step S262, judging whether the water passing PTC has working failure; if the battery heating loop exists, the cabin heating loop and the battery heating loop are not started; if the water tank does not exist, the control unit opens a first output end and a second output end of the first three-way valve, and starts the first water pump and the water passing PTC;

step S263, when the actual temperature of the battery reaches the target temperature range of the battery, the control unit closes the second output end of the first three-way valve; when the actual temperature of the passenger cabin reaches the target temperature of the passenger cabin, the control unit closes the first output end of the first three-way valve, and closes the first water pump and the water passing PTC;

step S28 includes:

step S281, when a defrosting request is obtained, if the actual temperature of the passenger cabin is lower than the standard temperature of the passenger cabin, the automobile heat management system is not started, and if the actual temperature of the passenger cabin is higher than the standard temperature of the passenger cabin, a passenger cabin refrigeration loop is started for defrosting; the process advances to step S283;

step S282, when a defogging request is acquired, if the actual temperature of the passenger cabin is lower than the passenger cabin standard temperature, starting a passenger cabin heating loop for defogging, and if the actual temperature of the passenger cabin is higher than the passenger cabin standard temperature, controlling the automobile thermal management system not to be started; the process advances to step S283;

in step S283, the control unit controls the cabin cooling circuit or the cabin heating circuit to continuously operate until the input unit inputs an instruction to close defrosting or defogging.

19. A hybrid vehicle, characterized by comprising the thermal management system of the hybrid vehicle according to any one of claims 1 to 14.

Technical Field

The invention relates to the field of thermal management, in particular to a thermal management system and method of a hybrid electric vehicle and the hybrid electric vehicle.

Background

The shortage of energy, the petroleum crisis and the environmental pollution are getting more and more severe, which brings great influence to the life of people and is directly related to the sustainable development of national economy and society. New energy technologies are actively developed in all countries of the world. An electric vehicle is considered as an important approach to solve energy crisis and environmental deterioration as a new energy vehicle with reduced oil consumption, low pollution and low noise. The hybrid electric vehicle has the advantages of both a pure electric vehicle and a traditional internal combustion engine vehicle, effectively improves fuel economy and reduces emission on the premise of meeting the requirements of vehicle dynamic property and driving range, and is considered to be one of the effective paths of energy conservation and emission reduction at present.

For the hybrid vehicle, a unit requiring cooling is added, there is cross control, and control of cooling and heating becomes more complicated. In the prior art, the motor cooling unit usually uses the temperature of the water inlet and/or the water outlet as temperature feedback information to manage the temperature of the motor, and actually, the temperature of a motor core, a motor controller, a battery body and a charger is higher than the temperature, so that the problem of untimely high-temperature control exists.

Disclosure of Invention

The invention aims to solve the technical problem that the high temperature control of a motor and a battery is not timely in the prior art, and particularly provides an automobile thermal management system and method.

In order to achieve the above purpose of the present invention, the technical solution of the present invention is:

the invention provides a thermal management system of a hybrid electric vehicle, which comprises:

Preferably, the first circuit comprises:

the condenser, the first stop valve Q1, the first expansion valve E1 and the evaporator are communicated in sequence, and the output end of the evaporator is communicated with the input end of the compressor;

a second expansion valve E2 connected between the condenser and the first stop valve Q1, wherein an output end of the second expansion valve E2 is communicated with an input end of a refrigerant part of the battery cooler, and an output end of the refrigerant part of the battery cooler is communicated with an input end of the compressor;

the compressor, the condenser, the first stop valve Q1, the first expansion valve E1 and the evaporator form a cabin refrigeration loop;

the refrigerant parts of the compressor, the condenser, the second expansion valve E2 and the battery cooler comprise a first battery refrigerating sub-loop;

the cabin refrigeration circuit and the battery first refrigeration sub-circuit share the compressor and the condenser.

Preferably, the second circuit comprises:

the first water pump, the water passing PTC and the first three-way valve M1 are sequentially communicated;

a heater core communicating with a first output end of the first three-way valve M1;

the output end of the first expansion water tank is communicated with the input end of the first water pump;

the hot side output end of the heat exchange plate is communicated with the input end of the first expansion water tank;

the first expansion water tank, the first water pump, the water passing PTC, the first three-way valve M1 and the warm air core form a cabin heating loop;

the first expansion water tank, the first water pump, the water passing PTC, the first three-way valve M1 and the hot side part of the heat exchange plate form a battery heating loop;

the cabin heating circuit and the battery heating circuit share the path between the first expansion tank to the first three-way valve M1.

Preferably, the third circuit comprises:

Preferably, the fourth circuit comprises:

the motor driver heat dissipation flow channel is communicated with the input end of the first water pump;

the output end of the third expansion water tank is communicated with the input end of the third water pump;

Preferably, the battery heat dissipation flow channel covers the whole or part of the outer surface of the battery in a spiral winding, zigzag winding or reciprocating back and forth winding mode;

the heat dissipation flow channel of the charger is covered on the whole or part of the outer surface of the charger in a spiral winding, zigzag winding or reciprocating back and forth winding mode;

the third radiator is an aluminum profile radiator with at least one flow channel arranged inside.

Preferably, the system further comprises:

a fifth circuit for cooling the battery and a sixth circuit for cooling the motor, the fifth circuit comprising:

the first circulating pump, the battery cooling cavity, the charger cooling cavity, the first radiator and the first liquid storage tank are sequentially arranged;

the first electromagnetic valves are connected to two ends of the first radiator in parallel;

the fourth temperature sensor is arranged at an inlet of the battery cooling cavity and/or the charger cooling cavity;

the first air pressure sensor is arranged in the battery cooling cavity and/or the charger cooling cavity;

the sixth loop includes:

the second circulating pump, the motor driver cooler, the motor cooling cavity, the second radiator and the second liquid storage tank are sequentially arranged;

the second electromagnetic valve is connected to two ends of the second radiator in parallel;

a fifth temperature sensor disposed at an inlet of the motor driver cooling cavity and/or the motor cooling cavity;

the second air pressure sensor is arranged in the cooling cavity of the motor drive and/or the motor cooling cavity;

Preferably, the cooling fluid in the fifth and sixth circuits is C02;

part of cavity wall of the battery cooling cavity is shared with the outer surface of the battery, or the part of cavity wall of the battery cooling cavity is in close contact with the outer surface of the battery;

Preferably, at least one first spray rod is arranged on the battery cooling cavity, and the inner wall of the first spray rod facing the battery cooling cavity is the outer surface of the battery or is in close surface contact with the outer surface of the battery;

the inner wall of the second spray rod facing the cooling cavity of the charger is the outer surface of the charger or is in close surface contact with the outer surface of the charger;

Preferably, the thermal management system further comprises:

a seventh circuit and an eighth circuit, the seventh circuit comprising:

the input end of the second three-way valve M2 is communicated with the output end of the hot water part of the battery cooler giller and the output end of the second expansion water tank, and the first output end of the second three-way valve M2 is communicated with the input end of the second water pump;

a first reservoir tank communicating with a second output terminal of the second three-way valve M2;

the input end of the third three-way valve M3 is communicated with a heat dissipation flow channel of the charger, and the first output end of the third three-way valve M3 is communicated with the input end of the cold side part of the heat exchange plate and the input end of the second expansion water tank;

a first radiator connected between the second output terminal of the third three-way valve M3 and the input terminal of the first reservoir;

the first electromagnetic valve is connected to two ends of the first radiator in parallel;

the fourth temperature sensor and the first air pressure sensor are arranged on the battery heat dissipation flow channel and/or the charger heat dissipation flow channel;

the second three-way valve M2, the second water pump, the battery heat dissipation flow channel, the charger heat dissipation flow channel, the third three-way valve M3, the first electromagnetic valve and the first liquid storage tank form a battery third refrigeration sub-loop for refrigerating the battery;

the eighth loop includes:

the second electromagnetic valve is connected to two ends of the third radiator in parallel;

a fifth temperature sensor and a second air pressure sensor are arranged on the motor driver heat dissipation flow channel and/or the motor heat dissipation flow channel;

Preferably, the system further comprises:

a ninth circuit for cooling an electric motor, the ninth circuit comprising:

at least one fan blowing air towards the motor and/or the motor drive;

a first control circuit and a second control circuit for controlling the rotation speed of the fan;

the fan, the first control circuit and the second control circuit jointly form a motor refrigeration third sub-loop for refrigerating the motor.

Preferably, the control unit performs the turning on, turning off and rotating speed adjustment of the first water pump by controlling the third relay J3;

the control unit controls the first relay J1 to start, close and adjust the rotating speed of the second water pump;

the control unit performs the on, off and speed adjustment of the third water pump by controlling the second relay J2.

Preferably, the first control circuit comprises a fourth relay J4, contacts of the fourth relay J4 are connected in series in a high-speed starting end loop of the fan, the second control circuit comprises a fifth relay J5, contacts of the fifth relay J5 are connected in series in a low-speed starting end loop of the fan, and coil on-off control ends of the fourth relay J4 and the fifth relay J5 are respectively connected with two control pins of the control unit.

Preferably, the thermal management system further comprises:

and the output end of the input unit is connected with the requirement input end of the control unit.

The invention also provides a thermal management control method of the hybrid electric vehicle, which is applied to the thermal management system and comprises the following steps:

Preferably, step S2 includes:

In step S28, the control unit starts the defrosting or defogging mode when the defrosting or defogging request input by the input unit is received.

Preferably, step S21 includes:

step S212, judging whether the water-passing PTC has working faults or not; if yes, the cabin heating loop is not started; if the water temperature sensor does not exist, the control unit opens the first output end of the first three-way valve M1, closes the second output end of the first three-way valve M1 and starts the water passing PTC;

step S213, the control unit controls the water passing PTC to be in a working state until the actual temperature of the passenger cabin reaches the target temperature of the passenger cabin;

step S22 includes:

step S222, judging whether the compressor control unit has working faults or not; if so, not starting the cabin refrigeration loop; if not, the control unit opens the first stop valve Q1, closes the second expansion valve E2, and starts the first water pump, the evaporator, the compressor and the condenser;

step S23 includes:

step S232, judging whether the water passing PTC has working faults or not; if the current battery voltage exists, the battery heating loop is not started; if the water tank does not exist, the control unit opens the second output end of the first three-way valve M1, closes the first output end of the first three-way valve M1, and starts the first water pump and the water passing PTC;

Preferably, step S26 includes:

step S262, judging whether the water passing PTC has working failure; if the battery heating loop exists, the cabin heating loop and the battery heating loop are not started; if the water tank does not exist, the control unit opens a first output end and a second output end of the first three-way valve M1, and starts the first water pump and the water passing PTC;

step S263, when the actual temperature of the battery reaches the target temperature range of the battery, the control unit closes the second output end of the first three-way valve M1; when the actual temperature of the passenger cabin reaches the target temperature of the passenger cabin, the control unit closes the first output end of the first three-way valve M1, and closes the first water pump and the water passing PTC;

step S28 includes:

in step S283, the control unit controls the cabin cooling circuit or the cabin heating circuit to continuously operate until the input unit inputs an instruction to close defrosting or defogging.

The embodiment of the invention also provides a hybrid electric vehicle which comprises the thermal management system of the hybrid electric vehicle.

The beneficial effects of the above technical scheme are:

the first temperature sensor is used for directly detecting the actual temperature of the passenger cabin to judge whether a passenger cabin refrigerating circuit or a passenger cabin heating circuit is started or not, so that the user experience is good; the actual temperature of the motor core body and/or the motor driver is directly detected through the second temperature sensor, and when the motor core body and the motor driver of the main heating component of the motor are high in temperature, the control unit can timely start a motor refrigeration loop, so that the motor refrigeration has a quick response characteristic; the temperature in the battery is detected through the third temperature sensor, and the battery refrigeration loop or the battery heating loop is directly controlled according to the temperature, so that the quick response characteristic is realized.

The temperature detection of the motor core and the motor drive is brought into a thermal management control strategy, so that the motor core and/or the motor drive can be effectively radiated, the output efficiency of the motor is ensured, and the service life of the motor is prolonged; the detection of the internal temperature of the battery is brought into a thermal management control strategy, so that the battery can be effectively cooled/heated, and the output stability and the use safety of the battery are improved.

The battery refrigeration third sub-loop and the motor refrigeration second sub-loop based on the supercritical fluid heat exchange principle have the effect of rapid temperature reduction; because the battery works at high temperature, the potential safety hazard is great, the battery refrigeration third sub-loop can be matched with the battery refrigeration first sub-loop and the battery refrigeration second sub-loop for use, or can be used independently, the battery body and the charger can be cooled rapidly, and the use safety of the battery is improved; because the motor is very easy to break down under the high temperature state, the motor refrigeration second sub-loop can be used with the motor refrigeration first sub-loop and the motor refrigeration third sub-loop in a matched mode, or can be used independently, the motor core and the motor driver can be cooled rapidly, and the service life of the motor is prolonged.

Drawings

FIG. 1 is a first system block diagram of an automotive thermal management system in an embodiment of the present invention;

FIG. 2 is a block diagram of a third sub-circuit for battery cooling in an embodiment of the present invention;

FIG. 3 is a block diagram of a second sub-circuit for cooling by a motor in an embodiment of the present invention;

FIG. 4 is a block diagram of a fan module in an embodiment of the invention;

FIG. 5 is a second system block diagram of an automotive thermal management system in an embodiment of the present invention;

FIG. 6 is a schematic diagram of the electrical connections of the control unit of the thermal management system of the vehicle in an embodiment of the present invention;

FIG. 7 is a schematic view illustrating a cooling process of a passenger compartment in the thermal management control method of the automobile according to the embodiment of the invention;

FIG. 8 is a schematic view illustrating a passenger compartment heating process in the thermal management control method for an automobile according to the embodiment of the present invention;

FIG. 9 is a schematic diagram illustrating a battery cooling process in the thermal management control method for a vehicle according to an embodiment of the present invention;

FIG. 10 is a schematic diagram illustrating a battery heating process in the thermal management control method for a vehicle according to an embodiment of the present invention;

FIG. 11 is a schematic diagram illustrating a cooling process of a motor in the thermal management control method of the vehicle according to the embodiment of the present invention;

FIG. 12 is a schematic diagram illustrating a flow of cooling of a battery and a passenger compartment in a thermal management control method for a vehicle according to an embodiment of the present invention;

FIG. 13 is a schematic diagram illustrating a battery and cabin heating process in the thermal management control method for an automobile according to an embodiment of the present invention;

FIG. 14 is a schematic diagram illustrating a defrosting and defogging process in the thermal management control method of the vehicle according to the embodiment of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

In the description of the present invention, it is to be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.

In the description of the present invention, unless otherwise specified and limited, it is to be noted that the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, mechanically or electrically connected, or may be a unit of two elements connected together, directly or indirectly through an intermediate medium, and specific meanings of the terms may be understood by those skilled in the art according to specific situations.

In a first embodiment of the present invention, an automotive thermal management system is disclosed, and as shown in fig. 1, the system includes a cabin cooling circuit, a cabin heating circuit, a battery cooling circuit, a battery heating circuit, a motor cooling circuit, a first temperature sensor disposed in a cabin, a second temperature sensor disposed in a motor core and/or a motor driver, a third temperature sensor disposed in a battery, and a control unit for controlling the circuits to be turned on or off according to output signals of the first temperature sensor, the second temperature sensor, and the third temperature sensor.

In the first embodiment of the present invention, the cabin heating circuit and the battery heating circuit together form the second circuit in the first embodiment of the present invention, and the cabin heating circuit and the battery heating circuit share a part of the path.

The battery cooling circuit comprises a battery cooling first sub-circuit and/or a battery cooling second sub-circuit. The battery first refrigeration sub-circuit and the cabin refrigeration circuit together form the first circuit in the first embodiment of the present invention, and the battery first refrigeration sub-circuit and the cabin refrigeration circuit share a portion of the path.

The motor refrigeration circuit comprises a motor refrigeration first sub-circuit which constitutes the fourth circuit in this embodiment.

Specifically, as shown in fig. 1, the cabin refrigeration circuit comprises: a first cut-off valve Q1, a first expansion valve E1, an evaporator, a compressor and a condenser which are arranged in sequence;

the cabin heating loop comprises a warm air core body, a first expansion water tank, a first water pump and a water passing PTC which are sequentially arranged.

The battery refrigeration first sub-circuit is connected in parallel with the first stop valve Q1, the first expansion valve E1 and the evaporator connecting passage, and comprises a second expansion valve E2 and a Chiller refrigerant part which are sequentially connected.

The battery refrigeration second sub-loop comprises a second water pump, a battery heat dissipation flow channel, a charger heat dissipation flow channel, a heat exchange plate cold side part and a Chiller hot water part which are sequentially arranged, and further comprises a second expansion water tank connected with a connecting passage of the heat exchange plate cold side part and the Chiller hot water part in parallel.

Wherein, at the first three-way valve M1 that sets up between water PTC and the warm braw core, the battery heats the return circuit and includes: the hot side portion of heat transfer board, the input of first three-way valve M1 and the output of crossing water PTC are connected, and the first output of first three-way valve M1 is connected with the input of warm braw core, and the second output of first three-way valve M1 is connected with the hot side portion input of heat transfer board, and the hot side portion output of heat transfer board is connected with the output of warm braw core and first expansion tank's input respectively.

The motor refrigeration first sub-loop comprises: the third water pump, the motor driver heat dissipation runner, the motor heat dissipation runner and the third radiator are arranged in sequence, and the third expansion water tank is connected to two ends of the third radiator in parallel.

In the first embodiment, a Chiller (battery cooler) is a key component of the thermal management of the battery of the hybrid electric vehicle, and is used for introducing a refrigerant of an air conditioning system, absorbing heat of a coolant in a refrigeration loop of the battery, and taking away the heat of the coolant through heat exchange of the refrigerant, so as to cool the battery. Furthermore, a Chiller is typically used with a heat exchanger plate that includes a cold side including heat exchanging fins stacked on top of each other and a hot side including heat exchanging fins stacked on top of each other, which may be arranged on the cell surface. The Chiller hot water part mainly absorbs heat of cooling liquid in the battery cooling loop and exchanges heat with the cold side part of the heat exchange plate to take away the heat of the cooling liquid. The coolant part of the Chiller mainly receives the coolant to cool the battery and is applied to a first sub-loop of the battery refrigeration.

In the first embodiment, the water passing PTC, i.e. the PTC heater, heats the water (coolant) therein, and the hot water is passed to the place to be heated (the hot water part of the heater core and/or the chiller) to be heated.

In the first embodiment, the battery heat dissipation flow channel and the charger heat dissipation flow channel in the second sub-circuit for battery cooling respectively cover all or part of the outer surfaces of the battery and the charger, preferably, the covering mode can be spiral winding or zigzag or reciprocating and the like.

In the first embodiment, the motor driver heat dissipation flow channel and the motor heat dissipation flow channel in the motor refrigeration first sub-loop respectively cover all or part of the outer surfaces of the motor driver and the motor, preferably, the covering mode can be spiral winding or zigzag or reciprocating and the like. The third radiator helps the motor to refrigerate the cooling liquid in the first sub-loop to be rapidly cooled, and the cooling speed of the motor is accelerated. The third heat sink is preferably, but not limited to, an aluminum heat sink with at least one flow channel formed therein.

In a preferred embodiment, as shown in fig. 6, the thermal management system further comprises an input unit for receiving a user's request, an output of the input unit being connected to a request input of the control unit.

The input unit is preferably, but not limited to, a mobile terminal such as a mobile phone and a remote controller connected and communicated with the control unit, and may also be various control buttons connected with the control unit, such as a cabin cooling button, a cabin heating button, a motor cooling button, a battery heating button, a defogging button or a defrosting button.

In the second embodiment of the present invention, a third battery cooling sub-loop (i.e., a fifth loop in this embodiment) for cooling the battery is added on the basis of the first embodiment, and as shown in fig. 2, the third battery cooling sub-loop includes a first circulation pump, a battery cooling cavity and/or a charger cooling cavity, a first radiator and a first liquid storage tank, which are sequentially disposed, and further includes a first electromagnetic valve connected in parallel to two ends of the first radiator.

The control unit enables cooling fluid to reach a supercritical state when the cooling fluid is sprayed into the battery cooling cavity and/or the charger cooling cavity by adjusting the rotating speed of the first circulating pump and the opening degree of the first electromagnetic valve.

As shown in fig. 3, in the second embodiment of the present invention, a motor refrigeration second sub-loop (the current loop in the embodiment of the present invention) for refrigerating the motor is further added, and the motor refrigeration second sub-loop includes a second circulation pump, a motor driver cooling cavity, a motor cooling cavity, a second radiator, a second liquid storage tank, and a second electromagnetic valve connected in parallel to two ends of the second radiator.

And the control unit enables the cooling fluid to reach a supercritical state when being sprayed into the motor driver cooling cavity and/or the motor cooling cavity by adjusting the rotating speed of the second circulating pump and the opening degree of the second electromagnetic valve.

In the second embodiment of the present invention, the cooling fluid in the battery cooling third sub-loop and the motor cooling second sub-loop may be CO₂The two circuits can be used with other battery refrigeration sub-circuits and other motor refrigeration sub-circuits, respectively. And part of the cavity wall of the battery cooling cavity is shared with the outer surface of the battery, or part of the cavity wall is in close contact with the outer surface of the battery. Partial cavity walls of the charger cooling cavity are shared with the outer surface of the charger, or the partial cavity walls are in close contact with the outer surface of the charger. And part of the cavity wall of the motor driver cooling cavity is shared with the outer surface of the motor driver, or the part of the cavity wall is in close contact with the outer surface of the motor driver, and part of the cavity wall of the motor cooling cavity is shared with the outer surface of the motor, or the part of the cavity wall is in close contact with the outer surface of the motor.

In the second embodiment of the invention, further, at least one first spray rod is arranged on the battery cooling cavity, and the inner wall of the battery cooling cavity, which is faced by the first spray rod, is the outer surface of the battery or is in close surface contact with the outer surface of the battery; the inner wall of the charger cooling cavity, which faces the second spray rod, is the outer surface of the charger or is in close surface contact with the outer surface of the charger; at least one third spray rod is arranged on the motor driver cooling cavity, and the inner wall of the motor driver cooling cavity, which faces the third spray rod, is the outer surface of the motor driver or is in close surface contact with the outer surface of the motor driver; at least one fourth spray rod is arranged on the motor driver cooling cavity, and the inner wall of the motor cooling cavity facing the fourth spray rod is the outer surface of the motor or is in close surface contact with the outer surface of the motor.

In a second embodiment of the invention, the control unit controls the rotation speed of the first circulating pump according to an air pressure signal fed back by the first air pressure sensor, if the air pressure value is smaller than the critical air pressure of the fluid, the rotation speed of the first circulating pump is increased until the air pressure value of the battery cooling cavity and/or the charger cooling cavity reaches the supercritical air pressure, and meanwhile, the control unit controls the opening degree of the first electromagnetic valve according to a fluid temperature value fed back by the fourth temperature sensor, so that the temperature of the cooling fluid is lower than the quasi-critical temperature corresponding to the supercritical air pressure, and when the temperature of the cooling fluid is too high, the opening degree of the first electromagnetic valve is decreased, and otherwise, the opening degree of the first electromagnetic valve is increased. In this way, the fluid injected into the battery cooling chamber and/or the charger cooling chamber reaches a supercritical state, which has a very high specific heat capacity and excellent heat exchange properties, rapidly reducing the temperature of the battery and/or the charger.

In the second embodiment of the present invention, similarly, the control unit controls the rotation speed of the second circulation pump according to the air pressure signal fed back by the second air pressure sensor, and if the air pressure value is smaller than the critical air pressure of the cooling fluid, the rotation speed of the second circulation pump is increased until the air pressure value of the cooling cavity of the motor driver and/or the cooling cavity of the motor reaches the supercritical air pressure, and at the same time, the control unit controls the opening degree of the second electromagnetic valve according to the fluid temperature value fed back by the fifth temperature sensor, so that the temperature of the cooling fluid is lower than the quasi-critical temperature corresponding to the supercritical air pressure, and when the fluid temperature is too high, the opening degree of the second electromagnetic valve is decreased, and otherwise, the opening degree of the second electromagnetic valve is increased. In this way, the fluid injected into the motor drive cooling cavity and/or the motor cooling cavity reaches a supercritical state, which has a very high specific heat capacity and excellent heat exchange performance, rapidly reducing the temperature of the motor drive and/or the motor.

In a third embodiment of the present invention, the present invention provides additional structure of the battery cooling third sub-loop and the motor cooling second sub-loop that is different from the second embodiment. As shown in fig. 5, the third sub-loop (the seventh sub-loop) for cooling the battery includes a first liquid storage tank, a second three-way valve M2, a second water pump, a battery heat dissipation flow channel, a charger heat dissipation flow channel, a third three-way valve M3, and a first electromagnetic valve connected in parallel to two ends of the first heat sink.

The input end of a second three-way valve M2 is connected with the output end of the Chiller hot water part, the first output end of a second three-way valve M2 is connected with the input end of a second water pump, and the second output end of a second three-way valve M2 is connected with the output end of the first liquid storage tank; the input end of a third three-way valve M3 is connected with the output end of a heat dissipation flow channel of the charger, the first output end of the third three-way valve M3 is connected with the input end of the cold side part of the heat exchange plate, and the second output end of the third three-way valve M3 is respectively connected with the input end of the first radiator and the input end of the first electromagnetic valve;

and the control unit adjusts the rotating speed of the second water pump and the opening degree of the first electromagnetic valve so that the cooling fluid reaches a supercritical state when being sprayed into the battery heat dissipation flow channel and/or the charger heat dissipation flow channel.

The motor refrigeration second sub-loop (eighth loop) comprises a second liquid storage tank, a third water pump, a motor driver heat dissipation flow channel, a motor heat dissipation flow channel, a third radiator and a second electromagnetic valve, wherein the third water pump, the motor driver heat dissipation flow channel, the motor heat dissipation flow channel and the third radiator are sequentially connected in series, and the second electromagnetic valve is connected to two ends of the third radiator in parallel;

the output end of the second liquid storage tank is connected with the input end of the third water pump, and the input end of the fifth three-way valve is respectively connected with the output end of the third radiator and the output end of the second electromagnetic valve;

and a fifth temperature sensor and a second air pressure sensor are arranged on the motor driver heat dissipation flow channel and/or the motor heat dissipation flow channel, and the control unit adjusts the rotating speed of the third water pump and the opening degree of the second electromagnetic valve so that the fluid reaches a supercritical state when being sprayed into the motor driver heat dissipation flow channel and/or the motor heat dissipation flow channel.

In the third embodiment, although the battery cooling third sub-loop and the motor cooling second sub-loop can only be used independently, the components in other sub-loops are reused, and the cost and the space are saved. The cooling principle can refer to the refrigeration principle of the battery refrigeration third sub-loop and the motor refrigeration second sub-loop of the independent channel, and is not repeated herein.

In a fourth embodiment of the present invention, another implementation of the motor cooling the third sub-loop is also provided. As shown in fig. 4, the motor cooling third sub-loop (ninth loop) includes at least one fan blowing air towards the motor and/or the motor driver, a first control circuit and a second control circuit for controlling the rotation speed of the fan;

the input end of the first control circuit is connected with the first fan control end of the control unit, the output end of the first control circuit is connected with the high-speed starting end of the fan, the input end of the second control circuit is connected with the second fan control end of the control unit, and the output end of the second control circuit is connected with the low-speed starting end of the fan.

As shown in fig. 6, which is a schematic diagram of a connection circuit of the control unit, the control unit controls the on/off and the rotation speed adjustment of the first water pump through a third relay J3; the control unit controls the opening and closing of the second water pump and the rotation speed adjustment through a first relay J1; the control unit performs opening, closing and rotating speed adjustment of the third water pump through a second relay J2; the first control circuit comprises a fourth relay J4, contacts of a fourth relay J4 are connected in series in a high-speed starting end loop of the fan, the second control circuit comprises a fifth relay J5, contacts of a fifth relay J5 are connected in series in a low-speed starting end loop of the fan, and coil on-off control ends of the fourth relay J4 and a fifth relay J5 are respectively connected with two control pins of the control unit.

In the first to fourth embodiments of the present invention, the control unit is preferably, but not limited to, HMC.

The fifth embodiment of the invention also discloses a method for carrying out automobile thermal management control based on the automobile thermal management system, which comprises the following steps:

step S1, the control unit obtains the actual cabin temperature, the actual motor temperature and the actual battery temperature through the first temperature sensor, the second temperature sensor and the third temperature sensor, and compares the actual cabin temperature, the actual motor temperature and the actual battery temperature with a target cabin temperature, a preset target motor temperature range and a preset target battery temperature range respectively; the target cabin temperature is input through an input unit or preset in a control unit;

Fig. 7 to fig. 14 are respectively flow diagrams of 7 application scenarios of the thermal management control method in the fifth embodiment of the present invention.

In a preferred embodiment, step S2 includes:

referring to fig. 8, in step S21, when the actual temperature of the motor is within the target temperature range of the motor, the actual temperature of the battery is within the target temperature range of the battery, and the actual temperature of the passenger compartment is lower than the target temperature of the passenger compartment, the control unit opens the passenger compartment heating circuit and closes the other circuits. The specific steps of step S21 include:

and step S211, acquiring a water inlet target temperature of the water passing PTC, an allowed maximum discharge power and a starting flag bit, and if the allowed maximum discharge power is greater than 0.5kW and the VCU allows the starting flag bit of the thermal management control mode to be 1, entering step S212, otherwise, not starting the cabin heating loop.

The target temperature of the water inlet of the water passing PTC is obtained and compared with the actual temperature of the water inlet, and the control valves on the loop are opened proportionally through the existing PID algorithm, so that the energy consumption is reduced.

Step S212, judging whether the water-passing PTC has working faults or not; if yes, the cabin heating loop is not started; if the water tank does not exist, the control unit opens the first output end of the first three-way valve M1, closes the second output end of the first three-way valve M1, and starts the first water pump and the water passing PTC.

And step S213, the water-passing PTC is in a working state until the actual temperature of the passenger cabin reaches the target temperature of the passenger cabin.

Referring to fig. 7, in step S22, when the actual temperature of the motor is within the target temperature range of the motor, the actual temperature of the battery is within the target temperature range of the battery, and the actual temperature of the cabin is higher than the target temperature of the cabin, the control unit turns on the cabin cooling circuit and turns off the other circuits. The step S22 specifically includes:

step S221, acquiring the target temperature of the evaporator, the allowed maximum discharge power of the air conditioning system and a starting flag, if the allowed maximum discharge power is greater than 0.5kW and the VCU allows the starting flag of the thermal management control mode to be 1, entering step S222, otherwise, not starting the cabin refrigeration loop.

And acquiring the target temperature of the evaporator, comparing the target temperature with the actual temperature of the evaporator, and proportionally opening the first stop valve Q1, the first expansion valve E1 and the like through the conventional PID algorithm to reduce energy consumption. The maximum allowable discharge power is set to mainly play a role in energy distribution, low electric quantity guarantee and safe running of the whole vehicle.

Step S222, judging whether the compressor control unit CCU has working faults or not; if so, not starting the cabin refrigeration loop; if not, the first cut-off valve Q1 is opened, the second expansion valve E2 is closed, and the first water pump, evaporator, compressor, and condenser are started.

In step S223, the control unit controls the first water pump, the evaporator, the compressor, and the condenser to be in an operating state until the actual temperature of the cabin is reduced to the target temperature of the cabin.

Referring to fig. 10, in step S23, when the cabin actual temperature is the cabin target temperature, the motor actual temperature is within the motor target temperature range, and the battery actual temperature is lower than the battery target temperature range, the control unit opens the battery heating circuit and closes the other circuits. Step S23 specifically includes:

and S231, acquiring the target temperature of a water inlet of the battery pack, the allowed maximum discharge power of the air conditioning system, the working PWM of the battery water pump and a starting flag bit, and if the allowed maximum discharge power is more than 0.5kW and the VCU allows the starting flag bit of the thermal management control mode to be 1, entering the step S232, otherwise, not starting the battery heating loop.

And acquiring the target temperature of the water inlet of the battery pack, comparing the target temperature with the actual temperature of the water inlet, and proportionally opening each valve of the loop through the conventional PID algorithm to reduce energy consumption.

Step S232, judging whether the water passing PTC has working faults or not; if the current battery voltage exists, the battery heating loop is not started; if the water tank does not exist, the control unit opens the second output end of the first three-way valve M1, closes the first output end of the first three-way valve M1, and starts the first water pump and the water passing PTC.

In step S233, the control unit controls the first water pump and the water passing PTC to be in the operating state until the actual temperature of the battery reaches the target temperature range of the battery.

Referring to fig. 9, in step S24, when the cabin actual temperature is the cabin target temperature, the motor actual temperature is within the motor target temperature range, and the battery actual temperature is higher than the battery target temperature range, the control unit turns on the battery cooling circuit and turns off the other circuits. Step S24 specifically includes:

and starting part or all of the first battery refrigeration sub-loop, the second battery refrigeration sub-loop and the third battery refrigeration sub-loop according to the size that the actual temperature of the battery exceeds the target temperature range of the battery.

Referring to fig. 11, in step S25, when the cabin actual temperature is the cabin target temperature, the battery actual temperature is within the battery target temperature range, and the motor actual temperature is higher than the motor target temperature range, the control unit turns on the motor refrigeration circuit and turns off the other circuits. Step S25 specifically includes:

and starting part or all of the motor refrigeration first sub-loop, the motor refrigeration second sub-loop and the motor refrigeration third sub-loop according to the size that the actual temperature of the motor exceeds the target temperature range of the motor.

Referring to fig. 13, in step S26, when the actual temperature of the motor is within the target temperature range of the motor, the actual temperature of the passenger compartment is lower than the target temperature of the passenger compartment, and the actual temperature of the battery is lower than the target temperature range of the battery, the control unit opens the passenger compartment heating circuit and the battery heating circuit, and closes the other circuits. Step S26 specifically includes:

and step S261, acquiring a water inlet target temperature of the water passing PTC, an allowed maximum discharge power and a starting flag bit, and if the allowed maximum discharge power is greater than 0.5kW and the starting flag bit is 1, entering step S262, otherwise, not starting the cabin heating loop and the battery heating loop.

Step S262, judging whether the water passing PTC has working failure; if the battery heating loop exists, the cabin heating loop and the battery heating loop are not started; if not, the control unit opens a first output end and a second output end of the first three-way valve M1, and starts the first water pump and the water passing PTC.

Step S263, when the actual temperature of the battery reaches the target temperature range of the battery, the control unit closes the second output end of the first three-way valve M1; when the actual temperature of the passenger cabin reaches the target temperature of the passenger cabin, the control unit closes the first output end of the first three-way valve M1, closes the first water pump and the water passing PTC.

Referring to fig. 12, in step S27, when the actual temperature of the motor is within the target temperature range of the motor, the actual temperature of the passenger compartment is higher than the target temperature of the passenger compartment, and the actual temperature of the battery is higher than the target temperature range of the battery, the passenger compartment refrigeration circuit and the battery refrigeration circuit are turned on, and the other circuits are turned off. Step S27 specifically includes:

and starting the cabin refrigeration loop, and starting part or all of the battery refrigeration first sub-loop, the battery refrigeration second sub-loop and the battery refrigeration third sub-loop according to the actual temperature of the battery exceeding the target temperature range of the battery.

Referring to fig. 14, the input unit inputs a defrosting or defogging request and starts a defrosting or defogging mode in step S28. Step S28 specifically includes:

step S282, when a defogging request is acquired, if the actual temperature of the passenger cabin is lower than the passenger cabin standard temperature, starting a passenger cabin heating loop for defogging, and if the actual temperature of the passenger cabin is higher than the passenger cabin standard temperature, not starting the automobile thermal management system; the process advances to step S283;

and step S283, the cabin cooling circuit or the cabin heating circuit continues to operate until the input unit inputs an instruction to turn off defrosting or defogging.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

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