WO2021143125A1 - 一种热管理系统及电动汽车 - Google Patents

一种热管理系统及电动汽车 Download PDF

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Publication number
WO2021143125A1
WO2021143125A1 PCT/CN2020/109075 CN2020109075W WO2021143125A1 WO 2021143125 A1 WO2021143125 A1 WO 2021143125A1 CN 2020109075 W CN2020109075 W CN 2020109075W WO 2021143125 A1 WO2021143125 A1 WO 2021143125A1
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Prior art keywords
valve port
open state
way reversing
reversing valve
closed state
Prior art date
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Ceased
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PCT/CN2020/109075
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English (en)
French (fr)
Inventor
陈君
刘超鹏
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Huawei Technologies Co Ltd
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Huawei Technologies Co Ltd
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Application filed by Huawei Technologies Co Ltd filed Critical Huawei Technologies Co Ltd
Priority to EP20913314.9A priority Critical patent/EP4086094B1/en
Publication of WO2021143125A1 publication Critical patent/WO2021143125A1/zh
Priority to US17/868,122 priority patent/US12576686B2/en
Anticipated expiration legal-status Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
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    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60H1/2215—Heating, cooling or ventilating devices the heat source being other than the propulsion plant the heat being derived from electric heaters
    • B60H1/2221—Heating, cooling or ventilating devices the heat source being other than the propulsion plant the heat being derived from electric heaters arrangements of electric heaters for heating an intermediate liquid
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    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561—Gases
    • H01M10/6563—Gases with forced flow, e.g. by blowers
    • H—ELECTRICITY
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    • H—ELECTRICITY
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Definitions

  • This application relates to the technical field of thermal management, and in particular to a thermal management system and an electric vehicle.
  • power system also called powertrain
  • other management objects perform thermal management, so that the temperature of these management objects is maintained within the working temperature range that can be operated normally, for example, the thermal management includes cooling management and heating management ,
  • the power system can include but is not limited to oil coolers, motors, and power devices (such as inverters).
  • the traditional electric vehicle thermal management architecture scheme is shown in Figure 1.
  • the traditional thermal management scheme is divided into three cycles according to the endurance temperature of the battery pack, passenger compartment, and powertrain system: cycle 1 is The heat dissipation cycle of the battery pack (the front-end battery low-temperature heat exchanger inlet air is about 30°C), cycle 2 is the passenger compartment refrigeration cycle (the condenser inlet temperature is about 40°C), and cycle 3 is the power assembly (front-end power assembly radiator) Inlet air temperature 45°C) loop heat dissipation cycle.
  • the battery pack and the powertrain are split into two different coolant cycles.
  • cycle 1 and cycle 3 require two sets of heat exchange systems, and the two sets of heat exchange systems
  • the heat management method is single.
  • the embodiments of the present application provide a thermal management system and an electric vehicle, which are used to provide a targeted coolant circulation mode (ie thermal management mode) for different thermal management requirements, thereby reducing the system's heating of the powertrain and battery pack. Energy consumption and costs generated during management.
  • a targeted coolant circulation mode ie thermal management mode
  • a thermal management system (hereinafter referred to as a system for short).
  • the system specifically includes: a vapor compression cycle subsystem and a cooling liquid subsystem; wherein, the vapor compression cycle subsystem includes The compressor, condenser, throttling device and evaporator are connected in sequence to form a closed loop, which is used to circulate and provide a preset temperature of coolant to the coolant subsystem; the coolant subsystem includes battery packs, powertrains, and heat exchange
  • the device, the first water pump, the second water pump, the third water pump, the first water tank, and the second water tank are connected by a multi-way reversing valve assembly, so that the system can be adjusted by adjusting the opening or closing of each valve port in the multi-way reversing valve assembly. Choose different circulation methods of the coolant.
  • the coolant subsystem connects the battery pack, the powertrain, the heat exchanger, the first water pump, the second water pump, the third water pump, the first water tank, and the second water tank through the multi-way reversing valve assembly.
  • the connection allows the system to select different circulation modes of the coolant by adjusting the opening or closing of each valve port in the multi-way reversing valve assembly. This method of providing targeted thermal management for different thermal management requirements reduces the energy consumption and costs generated when the system thermally manages the powertrain and battery pack.
  • the system may further include: a control subsystem for controlling the multi-way reversing valve assembly to achieve cooling
  • the liquid circulates between the condenser, evaporator, battery pack, power assembly, heat exchanger, first water pump, second water pump, third water pump, first water tank, and second water tank.
  • the system can also include more sub-systems, such as a control sub-system.
  • the control sub-system controls the multi-way reversing valve assembly to realize different circulation modes of the coolant, which is targeted .
  • the control subsystem is specifically used to: control the multi-way reversing valve assembly to achieve cooling liquid
  • Three-way circulation among them, the first cooling liquid in the three-way circulation is output by the condenser, flows through the first water pump, the heat exchanger, and the second water tank in turn, and then enters the condenser.
  • the second in the three-way circulation is The cooling liquid is output by the condenser, flows through the first water pump, the heat exchanger, the second water pump and the power assembly in turn, and then enters the condenser.
  • the third cooling liquid in the three-way circulation is output by the evaporator and flows through in turn After the third water pump, the battery pack and the first water tank are input into the evaporator.
  • control subsystem is specifically further used for: controlling the multi-way reversing valve assembly to achieve cooling liquid It is output from the condenser, and then flows through the first water pump, battery pack, first water tank, evaporator, third water pump, power assembly, heat exchanger and second water tank in sequence, and then enters the condenser.
  • control subsystem is specifically further used to: control the multi-way reversing valve assembly to achieve coolant
  • the first cooling liquid in the two circulating circulations is output by the condenser, and flows through the first water pump, the battery pack and the second water tank in turn, and then is input into the condenser.
  • the second circulating circulation of the two The cooling liquid is output by the evaporator, flows through the third water pump, the heat exchanger, the second water pump, the power assembly and the first water tank in sequence, and then enters the evaporator.
  • control subsystem is specifically further used for: controlling the multi-way reversing valve assembly to achieve cooling liquid
  • the first cooling liquid in the two circulating circulations is output by the condenser, and flows through the first water pump, the battery pack and the second water tank in turn, and then is input into the condenser.
  • the second circulating circulation of the two The cooling liquid is output from the evaporator, flows through the third water pump, the power assembly and the first water tank in sequence, and then enters the evaporator.
  • control subsystem is also specifically used to: control the multi-way reversing valve assembly to achieve coolant
  • the first cooling liquid in the two circulating circulations is output by the condenser, and flows through the first water pump, the battery pack and the second water tank in turn, and then is input into the condenser.
  • the second circulating circulation of the two The cooling liquid is output from the evaporator, flows through the third water pump, the power assembly, the heat exchanger, and the first water tank in sequence, and then enters the evaporator.
  • control subsystem is specifically further used to: control the multi-way reversing valve assembly to achieve cooling liquid
  • the first cooling liquid in the two circulating circulations is output by the condenser, and flows through the first water pump, the battery pack and the second water tank in turn, and then is input into the condenser.
  • the second circulating circulation of the two The cooling liquid is output from the evaporator, flows through the third water pump, the heat exchanger and the first water tank in sequence, and then enters the evaporator.
  • control subsystem realizes the selection of different circulation modes of the cooling liquid by controlling the opening or closing of each valve port, which is flexible.
  • the cooling liquid subsystem includes a battery pack,
  • the powertrain, heat exchanger, first water pump, second water pump, third water pump, first water tank, and second water tank can be connected by a multi-way reversing valve assembly in specific ways: first water tank, second water tank, battery
  • the package is respectively connected to the left valve port, lower valve port and right valve port of the first multi-way reversing valve of the multi-way reversing valve assembly; the first water pump and the fifth multi-way reversing valve of the multi-way reversing valve assembly
  • the system may further include a sensing subsystem, which is used to obtain The thermal parameters (such as temperature, heat value, etc.) of the target object (such as one or more of the battery pack, powertrain, and system environment).
  • the control subsystem can also be used to receive sensor components.
  • the heat parameters sent by the system are used to control the opening or closing of the valve ports of each multi-way reversing valve in the multi-way reversing valve assembly according to the heat parameters.
  • the system may also include more subsystems, such as a sensor subsystem, which is used to obtain thermal parameters, so that the control subsystem determines the current corresponding thermal management requirements based on the thermal parameters. , So as to control the opening or closing of each valve port in the multi-way reversing valve to select the corresponding cooling liquid circulation mode.
  • a sensor subsystem which is used to obtain thermal parameters
  • the control subsystem determines the current corresponding thermal management requirements based on the thermal parameters.
  • the sensing subsystem is specifically used to obtain the first temperature of the battery pack and the location where the system is located.
  • the second temperature of the environment is specifically used to obtain the first temperature of the battery pack and the location where the system is located.
  • the control subsystem is specifically further used for: when the control subsystem determines the received first aspect If a temperature is greater than the first preset temperature and the second temperature is greater than the second preset temperature, the left valve port, right valve port, and lower valve port of the first multi-way reversing valve are controlled to be in a closed state, an open state, and an open state, respectively ; Control the left valve port, right valve port and lower valve port of the second multi-way reversing valve in the open state, open state, and closed state respectively; control the left valve port, right valve port, and lower valve port of the third multi-way reversing valve The valve ports are in the closed state, the open state, and the open state; the left valve port, the right valve port, and the lower valve port of the fourth multi-way reversing valve are respectively in the open state, open state, and closed state; control the
  • control subsystem specifically controls the opening or closing of the valve ports of each multi-way reversing valve in the multi-way reversing valve assembly when the obtained heat parameters are different.
  • the realization method is flexible.
  • the control subsystem is specifically used to: when the control subsystem determines the received first aspect If a temperature is greater than the first preset temperature and the second temperature is less than the second preset temperature, the left valve port, right valve port, and lower valve port of the first multi-way reversing valve are controlled to be in the closed state, the open state, and the open state, respectively ; Control the left valve port, right valve port and lower valve port of the second multi-way reversing valve in the open state, open state, and closed state respectively; control the left valve port, right valve port, and lower valve port of the third multi-way reversing valve The valve ports are in the open state, the open state, and the closed state respectively; the left valve port, the right valve port, and the lower valve port of the fourth multi-way directional valve are respectively in the open state, open state, and closed state; control the
  • control subsystem specifically controls the opening or closing of the valve ports of each multi-way reversing valve in the multi-way reversing valve assembly when the obtained heat parameters are different. This kind of realization is flexible.
  • the sensing subsystem is specifically used to: obtain power The calorific value of the assembly.
  • control subsystem determines that the received first temperature is less than the third preset temperature, the second temperature is greater than the second preset temperature, and the calorific value is less than the first preset value, then it controls the left valve port and the right port of the first multi-way reversing valve.
  • valve port and the lower valve port are in the open state, the open state, and the closed state respectively;
  • the left valve port, the right valve port and the lower valve port of the second multi-way directional valve are respectively in the open state, the open state, and the closed state;
  • the left valve port, right valve port, and lower valve port of the three-way reversing valve are in the open state, open state, and closed state respectively;
  • control the first The left valve port, upper valve port, right valve port, and lower valve port of the six-way reversing valve are in the closed state, closed state, open state, and open state respectively; controlling the left valve port and upper valve port of the seventh multi-way re
  • control subsystem specifically controls the opening or closing of the valve ports of each multi-way reversing valve in the multi-way reversing valve assembly when the obtained heat parameters are different. This kind of realization is flexible.
  • the control subsystem is also specifically used to: The subsystem determines that the received first temperature is less than the third preset temperature, the second temperature is less than the second preset temperature, and the calorific value is greater than the first preset value and less than the second preset value, and then controls the first multi-way commutation
  • the left valve port, right valve port, and lower valve port of the valve are in the open state, open state, and closed state respectively;
  • the left valve port, right valve port, and lower valve port of the second multi-way directional valve are respectively in the open state and open state State, closed state; control the left valve port, right valve port, and lower valve port of the third multi-way directional valve to be in the open state, open state, and closed state respectively; control the left valve port and right of the fourth multi-way directional valve
  • the valve port and the lower valve port are in the closed state, the
  • control subsystem specifically controls the opening or closing of the valve ports of each multi-way reversing valve in the multi-way reversing valve assembly when the obtained heat parameters are different. This kind of realization is flexible.
  • the control subsystem is also specifically used to: The subsystem determines that the received first temperature is less than the third preset temperature and the heat value is greater than the second preset value, and then controls the left valve port, right valve port, and lower valve port of the first multi-way directional valve to be in the open state respectively , Open state, closed state; control the left valve port, right valve port, and lower valve port of the second multi-way directional valve to be in the open state, open state, and closed state respectively; control the left valve port of the third multi-way directional valve , The right valve port and the lower valve port are in the open state, the open state, and the closed state respectively; the left valve port, the right valve port, and the lower valve port of the fourth multi-way reversing valve are respectively in the open state, the open state, and the closed state; Control the left valve port, upper valve port
  • control subsystem specifically controls the opening or closing of the valve ports of each multi-way reversing valve in the multi-way reversing valve assembly when the obtained heat parameters are different. This kind of realization is flexible.
  • control subsystem determines that the received first temperature is less than the fourth preset temperature and the heat value is less than the working threshold.
  • the working threshold is used to indicate the minimum heat value that needs to be reached when the powertrain is working, and then it controls the left side of the first multi-way reversing valve.
  • valve port, the right valve port and the lower valve port are in the open state, the open state, and the closed state respectively; the left valve port, the right valve port and the lower valve port of the second multi-way reversing valve are respectively in the open state, open state, and closed state Status; control the left valve port, right valve port, and lower valve port of the third multi-way reversing valve in the open state, open state, and closed state respectively; control the left valve port, upper valve port, and upper valve port of the fifth multi-way reversing valve
  • the right valve port and the lower valve port are in the open state, the closed state, the closed state, and the open state respectively; the left valve port, the upper valve port, the right valve port, and the lower valve port of the sixth multi-way reversing valve are respectively in the open state, Closed state, open state, closed state; control the left valve port, upper valve port, and right valve port of the ninth multi-way reversing valve to be in the open state, open state, and closed state respectively.
  • control subsystem specifically controls the opening or closing of the valve ports of each multi-way reversing valve in the multi-way reversing valve assembly when the obtained heat parameters are different. This kind of realization is flexible.
  • the sensing subsystem specifically further includes: a first sensor , The second sensor and the third sensor; wherein the first sensor is used to obtain the first temperature of the battery pack, the second sensor is used to obtain the calorific value of the powertrain, and the third sensor is used to obtain the second temperature of the environment where the system is located. temperature.
  • the second aspect of the embodiments of the present application also provides an electric vehicle.
  • the electric vehicle is equipped with a thermal management system as in the first aspect or the first aspect of the above-mentioned embodiments.
  • the electric vehicle equipped with the thermal management system is used for Different thermal management requirements provide targeted cooling liquid circulation methods (ie thermal management methods), thereby reducing the energy consumption and costs generated when the system performs thermal management on the powertrain and battery packs.
  • Figure 1 is a schematic diagram of a traditional electric vehicle thermal management architecture
  • Figure 2 is a schematic diagram of a framework structure of the thermal management system of the application.
  • Figure 3 is a schematic diagram of another frame structure of the thermal management system of the application.
  • Figure 4 is a schematic diagram of another frame structure of the thermal management system of the application.
  • FIG. 5 is a schematic diagram of a cooling liquid circulation method provided by this application.
  • FIG. 6 is a schematic diagram of another cooling liquid circulation method provided by this application.
  • FIG. 7 is a schematic diagram of another cooling liquid circulation method provided by this application.
  • FIG. 8 is a schematic diagram of another cooling liquid circulation method provided by this application.
  • FIG. 9 is a schematic diagram of another cooling liquid circulation method provided by this application.
  • FIG. 10 is a schematic diagram of another cooling liquid circulation method provided by this application.
  • the embodiments of the present application provide a thermal management system and an electric vehicle, which are used to provide a targeted coolant circulation mode (ie thermal management mode) for different thermal management requirements, thereby reducing the system's heating of the powertrain and battery pack. Energy consumption and costs generated during management.
  • a targeted coolant circulation mode ie thermal management mode
  • this application provides a thermal management system (hereinafter referred to as a system for short).
  • a system for short The system includes a vapor compression cycle subsystem and a cooling liquid subsystem.
  • the dashed line in Figure 2 is connected to the vapor compression cycle subsystem, which includes but is not limited to the following components: compressor 101, condenser 102 (eg, water-cooled condenser), throttling device 103 (eg, regulating valve ), the evaporator 104 (for example, a water-cooled evaporator), the compressor 101, the condenser 102, the throttling device 103, and the evaporator 104 are connected in sequence to form a closed loop as shown by the dashed line in FIG.
  • compressor 101 condenser 102
  • throttling device 103 eg, regulating valve
  • the evaporator 104 for example, a water-cooled evaporator
  • the cooling liquid of a preset temperature is then provided to the cooling liquid subsystem.
  • the refrigerant circulates in the closed loop shown by the dashed line in FIG. 2, so that the evaporator 104 outputs low-temperature coolant (also called frozen water), and the condenser 102 outputs high-temperature coolant.
  • the throttling device 103 is used to control the flow rate of the refrigerant circulating on the closed loop shown by the dashed line in Fig. 2; the solid line in Fig.
  • the system includes but is not limited to the following components: the first water pump 201 (That is, the condenser branch water pump), the battery pack 202, the powertrain 203, the second water pump 204 (that is, the powertrain branch water pump), the heat exchanger 205, the third water pump 206 (that is, the evaporator branch water pump), the first A water tank 207 (e.g., evaporator expansion water tank), a second water tank 208 (e.g., condenser expansion water tank), multi-way reversing valve assembly (e.g., multi-way reversing valve 301-309 in FIG.
  • the first water pump 201 That is, the condenser branch water pump
  • the battery pack 202 that is, the powertrain 203
  • the second water pump 204 that is, the powertrain branch water pump
  • the heat exchanger 205 the third water pump 206 (that is, the evaporator branch water pump)
  • the third water pump 206 that is, the evaporator branch water pump
  • the first The water pump 201, the battery pack 202, the power assembly 203, the second water pump 204, the heat exchanger 205, the third water pump 206, the first water tank 207, and the second water tank 208 are connected by a multi-way reversing valve assembly to allow the system to pass adjustment
  • the opening or closing of each valve port in the multi-way reversing valve assembly selects different circulation modes of the cooling liquid. As shown in FIG. 2, one of the connection relationships is shown.
  • the package 202 is respectively connected to the left valve port, the lower valve port, and the right valve port of the multi-way reversing valve 301 of the multi-way reversing valve assembly; the first water pump 201 and the multi-way reversing valve 305 of the multi-way reversing valve assembly
  • the upper valve port and the left valve port of the multi-way reversing valve 303 of the multi-way reversing valve assembly are respectively connected to the left valve port, the lower valve port, and the right valve port of the multi-way reversing valve 302 of the multi-way reversing valve assembly;
  • the upper valve port of the battery pack 202 and the multi-way reversing valve 308 of the multi-way reversing valve assembly are respectively connected to the right valve port and the lower valve port of the multi-way reversing valve 303; the second water tank 208, the power assembly 203, and more The right valve port of the two-way reversing valve 303
  • the multi-way reversing valve assembly in the system may include fewer or more multi-way reversing valves, or several multi-way reversing valves (or other Type regulating valve) instead of one of the multi-way reversing valves, or the function of one multi-way reversing valve can be replaced by several multi-way reversing valves (or other types of regulating valves).
  • the type and number of multi-way reversing valves included in the multi-way reversing valve assembly are not limited.
  • the multi-way reversing valve 301-309 in FIG. 2 Just for illustration.
  • the cooling liquid subsystem connects the battery pack 202, the powertrain 203, the heat exchanger 205, the first water pump 201, the second water pump 204, the third water pump 206, and the second water pump 206 through the multi-way reversing valve assembly.
  • a water tank 207 and a second water tank 208 are connected, so that the system can select different circulation modes of the coolant by adjusting the opening or closing of each valve port in the multi-way reversing valve assembly.
  • the system may also include a control subsystem.
  • the control subsystem controls the multi-way reversing valve assembly to realize the cooling liquid in the condenser 102 and evaporate. Circulation between the electric device 104, the battery pack 202, the power assembly 203, the heat exchanger 205, the first water pump 201, the second water pump 204, the third water pump 206, the first water tank 207, and the second water tank 208.
  • the multi-way reversing valve assembly includes multiple multi-way reversing valves
  • the multi-way reversing valve can be two-way reversing valve, three-way reversing valve, four-way reversing valve and other different types.
  • the multi-way reversing valve has different valve ports. Therefore, the control subsystem can select different cooling liquid circulation modes by controlling the opening or closing of each valve port, including but not limited to the following:
  • the multi-way reversing valve assembly to realize the three-way circulation of the cooling liquid.
  • the first cooling liquid in the three-way circulation is output by the condenser and flows through the first water pump, the heat exchanger and the second water tank in sequence It is then input into the condenser, the second cooling liquid in the three-way circulation is output from the condenser, and flows through the first water pump, heat exchanger, second water pump and power assembly in turn, and then is input into the condenser.
  • the third cooling liquid is output from the evaporator, flows through the third water pump, the battery pack, and the first water tank in sequence, and then enters the evaporator.
  • the multi-way reversing valve assembly Control the multi-way reversing valve assembly to realize the two-way circulation of the cooling liquid.
  • the first cooling liquid in the two-way circulation is output by the condenser and flows through the first water pump, the battery pack and the second water tank in sequence.
  • the second cooling liquid in the two-way circulation is output from the evaporator, and then flows through the third water pump, heat exchanger, second water pump, power assembly, and first water tank in turn, and then enters the evaporator.
  • the multi-way reversing valve assembly Control the multi-way reversing valve assembly to realize the two-way circulation of the cooling liquid.
  • the first cooling liquid in the two-way circulation is output by the condenser and flows through the first water pump, the battery pack and the second water tank in sequence.
  • the second cooling liquid in the two-way circulation is output from the evaporator, and then flows through the third water pump, the power assembly and the first water tank in turn, and then enters the evaporator.
  • the multi-way reversing valve assembly to realize the two-way circulation of the cooling liquid.
  • the first cooling liquid in the two-way circulation is output by the condenser and flows through the first water pump, the battery pack and the second water tank in sequence.
  • the second cooling liquid in the two-way circulation is output from the evaporator, and then flows through the third water pump, the heat exchanger and the first water tank in turn, and then enters the evaporator.
  • the system further includes a sensing subsystem for acquiring thermal parameters of a target object, the target object including one or more of the environment in which the system is located, the battery pack, and the powertrain
  • the control subsystem is also specifically used to receive the heat parameters sent by the sensing subsystem, and control the opening or closing of the valve ports of each multi-way reversing valve in the multi-way reversing valve assembly according to the heat parameters.
  • the sensing subsystem includes but is not limited to the following components (please refer to FIG. 4): a first sensor 401 (for example, a temperature sensor, used to sense the second part of the battery pack 202) A temperature), the second sensor 402 (e.g., a heat sensor, used to sense the value of heat generated by the powertrain 203 in different working conditions), the third sensor 403 (e.g., a temperature sensor, used to sense the environment of the system The second temperature), the sensor subsystem is used to obtain the thermal parameters (such as temperature, heat value, etc.) of the target object (such as the battery pack 202, the powertrain 203, the environment where the system is located); Yes, the control subsystem can also be used to obtain the current operating conditions of the electric vehicle equipped with the system (such as normal driving, fast charging request, start, etc.), and control the above-mentioned coolant based on the obtained thermal parameters of the target object
  • the system implements the corresponding thermal management method of the electric vehicle under
  • the current operating condition is driving, and the sensor subsystem is used to obtain the thermal parameters of the target object, including obtaining the first temperature of the battery pack and the second temperature of the environment where the electric vehicle is located.
  • the system if the system obtains that the current operating condition of the electric vehicle is driving (for example, normal driving state) through the control subsystem, the system will further obtain the first temperature of the battery pack 202 through the first sensor 401 (which can be denoted as T 401 ), and the second temperature of the environment where the system is located is acquired through the third sensor 403 (may be recorded as T 403 ). After the system obtains T 401 and T 403 , it will respectively set T 401 and T 403 with the first preset temperature (which can be recorded as T a ) and the second preset temperature (which can be recorded as T 0 ) in the system. Compare.
  • T 401 > T a and T 403 > T 0 the system controls the multi-way reversing valve assembly to realize the cooling liquid circulation mode of battery pack air conditioning cooling and natural heat dissipation of the powertrain.
  • the system determines that the battery pack 202 needs to be cooled, and the temperature of the environment in which the electric vehicle is currently located is too high (for example, the ambient temperature is high in summer) ) Cannot meet the natural heat dissipation requirements of the battery pack 202, so the battery pack 202 adopts the air-conditioning cooling method, and because the current working condition of the electric vehicle is in the normal driving state at this time, the heat value generated by the powertrain 203 will not be very high, so The powertrain 203 can use natural heat dissipation.
  • T 401 > T a and T 403 > T 0 the system controls the multi-way reversing valve assembly to achieve battery pack air conditioning cooling and powertrain natural heat dissipation.
  • the cooling liquid circulation method when T 401 > T a and T 403 > T 0 , the system controls the multi-way reversing valve assembly to achieve battery pack air conditioning cooling and powertrain natural heat dissipation.
  • the cooling liquid circulation method is the multi-way reversing
  • the system adjusts the opening and closing of each valve port in the multi-way reversing valve assembly according to the logic in Table 1 to form the cooling liquid circulation mode indicated by the arrow in FIG. 5.
  • the compressor 101 works, and the compressor 101 in the working state causes the evaporator 104 to output low-temperature cooling liquid, that is, under the action of the compressor 101,
  • the evaporator 104 cools the cooling liquid, and then pumps the low-temperature (below ambient temperature) cooling liquid to the battery pack 202 under the action of the third water pump 206 to realize the air-conditioning cooling mode of the battery pack 202.
  • the condenser 102 releases the heat generated by the vapor compression cycle subsystem to the coolant.
  • the high-temperature (higher than ambient temperature) coolant under the action of the first water pump 201 releases the heat in the heat exchanger 205 to the incoming flow. in the air.
  • the heat generated by the powertrain 203 during driving will also be released into the coolant.
  • the heat is carried out to the heat exchanger 205 through the circulation of the high-temperature coolant and released to the incoming air. In order to realize the natural heat dissipation mode of the powertrain through the environment.
  • the battery pack 202 realizes the active cooling of the evaporator 104 of the vapor compression cycle subsystem (that is, air conditioning cooling), and the heat generated by the powertrain 203 and the heat of the condenser 102 are exchanged
  • the heat exchanger 205 performs low-energy thermal management in a natural heat dissipation manner.
  • T 401 > T a and T 403 ⁇ T 0 the system controls the multi-way reversing valve assembly to realize the cooling liquid circulation mode of natural heat dissipation after the battery pack and the powertrain are connected in series.
  • the system controls the multi-way reversing valve assembly to realize the natural heat dissipation after the battery pack and the power assembly are connected in series.
  • the cooling liquid circulation method when T 401 > T a and T 403 ⁇ T 0 , the system controls the multi-way reversing valve assembly to realize the natural heat dissipation after the battery pack and the power assembly are connected in series.
  • the cooling liquid circulation method when T 401 > T a and T 403 ⁇ T 0 , the system controls the multi-way reversing valve assembly to realize the natural heat dissipation after the battery pack and the power assembly are connected in series.
  • the system adjusts the opening and closing of each valve port in the multi-way reversing valve assembly according to the logic in Table 2 to form the cooling liquid circulation mode indicated by the arrow in FIG. 6.
  • the cooling liquid circulation mode indicated by the arrow in Fig. 6 will be described below: Because the powertrain 203 has a relatively high temperature tolerance range, the cooling liquid passes through the heat exchanger 205 under the action of the third water pump 206 and the first water pump 201 After the incoming air is cooled, the temperature of the cooling liquid is close to the ambient temperature, and then the cooling liquid close to the ambient temperature is pumped into the battery pack 202 to take away the heat generated by the battery pack 202 to realize the natural heat dissipation mode of the battery pack 202. The coolant whose temperature has risen is then pumped into the powertrain 203 under the action of the third water pump 206, and is sent back to the heat exchanger 205 after taking out the heat generated by the powertrain 203 in the driving state. The cooling liquid transfers heat to the incoming air through the heat exchanger 205, and the temperature of the cooling liquid decreases to close to the ambient temperature before entering the aforementioned circulation.
  • the compressor 101 in the vapor compression cycle subsystem does not need to work, while the evaporator 102 and condenser 104 do not The cooling liquid flowing through the evaporator 102 and the condenser 104 is heated or cooled. Since the compressor 101 is in a non-working state, the system does not need to generate additional energy to provide to the compressor 101, so low-energy thermal management of the battery pack 202 and the powertrain 203 can be realized.
  • the system determines that T 401 ⁇ the third preset temperature (which can be recorded as T c ), then the system also needs to obtain the heat value of the powertrain (which can be recorded as Q).
  • the heat value of the powertrain which can be recorded as Q.
  • the Q of the powertrain is obtained in real time through the control subsystem (for example, the control subsystem obtains the speed, input power, torque and other information of the powertrain in real time, and determines the powertrain based on this information. Q). Since T 401 ⁇ T c , the system determines that the battery pack needs to be heated by the vehicle at this time. If the system determines that Q ⁇ Q1 and T 403 > T 0 at this time, the system further determines that the heat generated by the powertrain at this stage is too low and needs to be removed from the environment Additional heat is absorbed. At this time, the system controls the multi-way reversing valve assembly to realize the cooling liquid circulation mode of battery pack heating, heat exchanger absorbing heat from the environment, and natural heat dissipation of the powertrain.
  • the system adjusts the opening and closing of each valve port in the multi-way reversing valve assembly according to the logic in Table 3 to form a cooling liquid circulation mode as indicated by the arrow in FIG. 7.
  • the compressor 101 works, and the battery pack 202 is heated by the heat pump under the action of the compressor 101, that is, the high-temperature cooling liquid flowing out of the condenser 102 enters the battery pack for the battery pack After heating, the coolant flows back to the condenser 102 through the second water tank 208; when the thermal load of the powertrain 203 is small (refers to the low heat dissipation requirement of the powertrain 203, that is, the above-mentioned Q ⁇ Q1 is satisfied)
  • the thermal load of the powertrain 203 is small (refers to the low heat dissipation requirement of the powertrain 203, that is, the above-mentioned Q ⁇ Q1 is satisfied)
  • the heat generated by the powertrain 203 is not large, assuming that the powertrain 203 only generates 200 watts of heat, and the evaporator 104 needs to absorb 500 watts of heat to make the coolant equal to the ambient temperature, then the evaporator 104 is powered After the assembly 203 takes away 200
  • the coolant is then pumped to the powertrain 203 under the action of the second water pump 204 to absorb heat and heat up, and then enters the evaporator 104 again. .
  • the temperature of the cooling liquid increases after entering the evaporator 104, so the energy efficiency of the vapor compression cycle subsystem increases, and the heat pump heating energy consumption decreases , Saving energy.
  • the system controls the multi-way reversing valve assembly to realize the cooling liquid circulation mode of battery pack heating and natural heat dissipation of the powertrain.
  • the Q of the powertrain is obtained in real time through the control subsystem (for example, the control subsystem obtains the speed, input power, torque and other information of the powertrain in real time, and determines according to this information. Q) of the powertrain. Since T 401 ⁇ T c , the system determines that the battery pack needs to be heated by the vehicle at this time. If the system determines that Q1 ⁇ Q ⁇ Q2 and T 403 ⁇ T 0 at this time, the system further decides that the heat generated by the powertrain at this stage is sufficient to provide the battery pack
  • the 202 heat pump performs heating, so the low-temperature coolant flowing from the evaporator does not need to absorb additional heat from the environment. At this time, the system controls the multi-way reversing valve assembly to realize the cooling fluid for battery pack heating and powertrain natural heat dissipation. Circulation method.
  • the system adjusts the opening and closing of each valve port in the multi-way reversing valve assembly according to the logic in Table 4 to form a cooling liquid circulation mode as indicated by the arrow in FIG. 8.
  • the cooling liquid circulation mode indicated by the arrow in Fig. 8 is explained below: the compressor 101 works, and the battery pack 202 is heated by the heat pump under the action of the compressor 101, that is, the high-temperature cooling liquid flowing out of the condenser 102 enters the battery pack for the battery pack After heating, the coolant flows back to the condenser 102 through the second water tank 208; while the current working condition is driving (for example, driving for a long time), the amount of heat generated by the powertrain 203 at this time is between Q1 and During Q2, there is enough heat required for heating by the heat pump of the battery pack 202, and the coolant flowing out of the outlet of the evaporator 104 is directly sent to the powertrain 203 to absorb the heat and heat up, and then directly sent back to the evaporator 104.
  • the system controls the multi-way reversing valve assembly to realize the cooling liquid circulation mode in which the battery pack is heated and the heat exchanger absorbs heat from the powertrain.
  • the Q of the powertrain is obtained in real time through the control subsystem (for example, the control subsystem obtains the speed, input power, torque and other information of the powertrain in real time, and determines according to this information. Q) of the powertrain. Since T 401 ⁇ T c , the system determines that the battery pack needs to be heated during driving.
  • the system further determines that the heat generated by the powertrain at this stage is too high, and that the heat generated is not only sufficient to provide heat to the heat pump of the battery pack 202, but also a part of the heat needs to be released into the environment through a heat exchanger. , The system controls the multi-way reversing valve assembly to realize the cooling liquid circulation mode in which the battery pack is heated and the heat exchanger absorbs heat from the powertrain.
  • the system adjusts the opening and closing of each valve port in the multi-way reversing valve assembly according to the logic in Table 5 to form a cooling liquid circulation mode as indicated by the arrow in FIG. 9.
  • the cooling liquid circulation mode indicated by the arrow in Fig. 9 is described below: the compressor 101 works, and the battery pack 202 is heated by the heat pump under the action of the compressor 101, that is, the high-temperature cooling liquid flowing out of the condenser 102 enters the battery pack for the battery pack After heating, the coolant flows back to the condenser 102 through the second water tank 208; while the current working condition is driving (such as long-term climbing, high-speed driving, etc.), the heat generated by the powertrain 203 at this time If the value is greater than Q2, it is not only enough to meet the heat required by the heat pump of the battery pack 202, but also part of the excess heat needs to be dissipated to the surrounding environment through the heat exchanger 205, so the coolant from the outlet of the evaporator 104 is directly sent first.
  • the heated coolant (the temperature is higher than the ambient temperature) flows through the heat exchanger 205, and the coolant temperature is cooled to be equal to the ambient temperature and then sent back to the evaporator 104.
  • the heat exchanger 205 Without passing through the heat exchanger 205 to allow the environment to absorb the excess heat from the cooling fluid from the powertrain 203, if the high-temperature cooling fluid from the powertrain 203 flows directly into the evaporator 104, the service life of the vapor compression cycle subsystem will be reduced. , Even high-temperature coolant will damage the relevant components of the vapor compression cycle subsystem.
  • the coolant flowing out of the evaporator 104 absorbs the heat of the powertrain 203 and heats up, and then releases the excess heat to the surrounding environment through the heat exchanger 205 , And then the cooling liquid whose temperature is equal to the surrounding environment flows back to the evaporator 104, so as to reduce the heat pump heating energy consumption and prolong the service life of the vapor compression cycle subsystem.
  • the current operating condition is a charging request or a start request
  • the sensing subsystem is also used to obtain the thermal parameters of the target object, including obtaining the first temperature of the battery pack.
  • the system if the system obtains through the control subsystem that the current operating condition of the electric vehicle is a charging request or a start request (for example, requesting fast charging, requesting to start the electric car, etc.), then the system will further obtain the battery through the first sensor 401
  • the first temperature of the package 202 ie, T 401
  • T 401 The first temperature of the package 202
  • the system controls the multi-way reversing valve assembly to realize the cooling liquid circulation mode in which the battery pack is heated to the fourth preset temperature and the heat exchanger absorbs heat from the environment.
  • the system adjusts the opening and closing of each valve port in the multi-way reversing valve assembly according to the logic in Table 6 to form a cooling liquid circulation mode as indicated by the arrow in FIG. 10.
  • the cooling liquid circulation mode indicated by the arrow in Fig. 10 will be described below: the compressor 101 works, and the battery pack 202 performs heat pump heating under the action of the compressor 101, that is, the high-temperature and high-pressure refrigerant in the condenser 102 condenses and releases heat, and will flow
  • the cooling liquid of the condenser 102 is heated, and the heated cooling liquid is pumped to the battery pack 202 under the action of the first water pump 201 to heat the battery pack 202, and then the cooling liquid flows out of the battery pack 202 and passes through the first water pump 201.
  • the second water tank 208 flows back to the condenser 102, and the released refrigerant flows out of the condenser 102.
  • the throttling device 103 After being throttled by the throttling device 103, it is transformed into a low-temperature and low-pressure gas-liquid two-phase refrigerant.
  • the refrigerant enters the evaporator 104, it absorbs heat and evaporates into a superheated gas refrigerant and returns to the compressor; and when the current working condition is a charging request or a start request (indicating that the powertrain 203 is not working at this time), the powertrain 203 does not produce With additional heat, the cooling liquid enters the evaporator 104 to release heat under the action of the third water pump 206.
  • the cooling liquid After the cooling liquid releases heat, the temperature drops below the ambient temperature, and the low-temperature cooling liquid enters the heat exchanger 205 to absorb the heat of the surrounding environment and heat up ( At this time, the coolant temperature is equal to the ambient temperature) and then enters the evaporator 104 again to continue to release heat to the low-temperature and low-pressure refrigerant.
  • the high temperature cooling liquid is directly used to heat the battery pack 202. Since the powertrain 203 does not work, the low temperature cooling liquid flows out of the evaporator 104. After absorbing the heat of the surrounding environment, it flows back to the evaporator 104, which improves the utilization rate of energy.
  • the first predetermined temperature T a, the second predetermined temperature T 0, the third predetermined temperature T c, the fourth preset temperature T b are a first preset value Q1 and the second preset value Q2 can be set according to the user's needs (for example, driving habits, the overall condition of the electric vehicle, the current season of the area, etc.), and the specifics are not limited this time.
  • the electric vehicle can determine the cooling liquid circulation mode suitable for the current working condition according to the obtained current working condition and the thermal parameters of the target object in real time, and realize the different thermal management requirements for the electric vehicle.
  • the cooling liquid circulation method reduces the energy consumption and basics generated when the system conducts thermal management of the powertrain and battery pack.

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Abstract

本申请实施例公开了一种热管理系统及电动汽车，用于针对不同热管理需求提供针对性的冷却液循环方式，该热管理系统可配置在电动汽车中，由于电动汽车的不同工况(如行车、充电请求等)、电动汽车当前所处环境温度、电池包温度或动力总成的发热情况(即热量值)等不同条件会产生多种热管理需求，该热管理系统针对不同的热管理需求可选择不同的冷却液循环方式，本申请提供的热管理系统通过调节多通换向阀组件中各个阀口的开启或闭合来选择冷却液的不同循环方式，从而降低了热管理系统对动力总成和电池包进行热管理时产生的能耗及成本。

Description

一种热管理系统及电动汽车
本申请要求于2020年01月19日提交中国专利局、申请号为202010062316.9、申请名称为“一种热管理系统及电动汽车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及热管理技术领域，尤其涉及一种热管理系统及电动汽车。
背景技术
与传统燃油汽车相比较，由于电动汽车使用电池作为动力源，因此其具有节能、环保等特点，目前纯电动汽车已逐步普及于市场，在实际应用场景中，通常需要对电动汽车的电池包、乘员舱、动力系统(也可称为动力总成)等管理对象进行热管理，以使这些管理对象的温度维持在可正常运行的工作温度范围内，例如，该热管理包括冷却管理和加热管理，其中，该动力系统可以包括但不限于油冷器、电机、功率器件(如逆变器)。
在相关技术中，传统的电动汽车热管理架构方案如图1所示，传统热管理方案根据电池包、乘员舱、动力总成三大系统末端的耐受温度分为三个循环：循环1为电池包的散热循环(前端电池低温换热器进风30℃左右)，循环2为乘员舱制冷循环(冷凝器进风温度40℃左右)，循环3为动力总成(前端动力总成散热器进风温度45℃)回路的散热循环。
上述热管理方案中，电池包和动力总成被拆分为两个不同的冷却液循环，循环1和循环3作为两个独立的循环需要两套换热系统，并且这两套换热系统的热管理方式单一。
发明内容
本申请实施例提供了一种热管理系统及电动汽车，用于针对不同热管理需求提供针对性的冷却液循环方式(即热管理方式)，从而降低了系统对动力总成和电池包进行热管理时产生的能耗及成本。
基于此，第一方面,本申请实施例提供了一种热管理系统(下文可简称为系统)，该系统具体包括：蒸汽压缩循环子系统以及冷却液子系统；其中，蒸汽压缩循环子系统包括的压缩机、冷凝器、节流装置以及蒸发器顺序连接形成闭环路，用于向冷却液子系统循环提供预设温度的冷却液；冷却液子系统包括的电池包、动力总成、换热器、第一水泵、第二水泵、第三水泵、第一水箱、第二水箱通过多通换向阀组件连接，以使得系统通过调节多通换向阀组件中各个阀口的开启或闭合来选择冷却液的不同循环方式。
在本申请上述实施方式中，冷却液子系统通过多通换向阀组件将电池包、动力总成、换热器、第一水泵、第二水泵、第三水泵、第一水箱、第二水箱连接，使得系统可以通过调节多通换向阀组件中各个阀口的开启或闭合来选择冷却液的不同循环方式。这种针对不同热管理需求提供针对性的热管理的方式，降低了系统对动力总成和电池包进行热管理时产生的能耗及成本。
结合本申请实施例第一方面，在本申请实施例第一方面的第一种实现方式中，该系统 还可以包括：控制子系统，该控制子系统用于控制多通换向阀组件实现冷却液在冷凝器、蒸发器、电池包、动力总成、换热器、第一水泵、第二水泵、第三水泵、第一水箱、第二水箱之间的循环流通。
在本申请上述实施方式中，阐述了系统还可以包括更多的子系统，如，控制子系统，由该控制子系统来控制多通换向阀组件实现冷却液不同的循环方式，具备针对性。
结合本申请实施例第一方面的第一种实现方式，在本申请实施例第一方面的第二种实现方式中，该控制子系统具体用于：控制多通换向阀组件实现冷却液的三路循环流通，其中，三路循环流通中的第一路冷却液由冷凝器输出，依次流经第一水泵、换热器以及第二水箱后输入冷凝器，三路循环流通中的第二路冷却液由冷凝器输出，依次流经第一水泵、换热器、第二水泵以及动力总成后输入冷凝器，三路循环流通中的第三路冷却液由蒸发器输出，依次流经第三水泵、电池包以及第一水箱后输入蒸发器。
结合本申请实施例第一方面的第一种实现方式，在本申请实施例第一方面的第三种实现方式中，该控制子系统具体还用于：控制多通换向阀组件实现冷却液由冷凝器输出，依次流经第一水泵、电池包、第一水箱、蒸发器、第三水泵、动力总成、换热器以及第二水箱后输入冷凝器。
结合本申请实施例第一方面的第一种实现方式，在本申请实施例第一方面的第四种实现方式中，该控制子系统具体还用于：控制多通换向阀组件实现冷却液的两路循环流通，其中，两路循环流通中的第一路冷却液由冷凝器输出，依次流经第一水泵、电池包以及第二水箱后输入冷凝器，两路循环流通中的第二路冷却液由蒸发器输出，依次流经第三水泵、换热器、第二水泵、动力总成以及第一水箱后输入蒸发器。
结合本申请实施例第一方面的第一种实现方式，在本申请实施例第一方面的第五种实现方式中，该控制子系统具体还用于：控制多通换向阀组件实现冷却液的两路循环流通，其中，两路循环流通中的第一路冷却液由冷凝器输出，依次流经第一水泵、电池包以及第二水箱后输入冷凝器，两路循环流通中的第二路冷却液由蒸发器输出，依次流经第三水泵、动力总成以及第一水箱后输入蒸发器。
结合本申请实施例第一方面的第一种实现方式，在本申请实施例第一方面的第六种实现方式中，该控制子系统具体还用于：控制多通换向阀组件实现冷却液的两路循环流通，其中，两路循环流通中的第一路冷却液由冷凝器输出，依次流经第一水泵、电池包以及第二水箱后输入冷凝器，两路循环流通中的第二路冷却液由蒸发器输出，依次流经第三水泵、动力总成、换热器以及第一水箱后输入蒸发器。
结合本申请实施例第一方面的第一种实现方式，在本申请实施例第一方面的第七种实现方式中，该控制子系统具体还用于：控制多通换向阀组件实现冷却液的两路循环流通，其中，两路循环流通中的第一路冷却液由冷凝器输出，依次流经第一水泵、电池包以及第二水箱后输入冷凝器，两路循环流通中的第二路冷却液由蒸发器输出，依次流经第三水泵、换热器以及第一水箱后输入蒸发器。
在本申请上述实施方式中，阐述了控制子系统通过控制各个阀口的开启或闭合如何实现选择冷却液的不同循环方式，具备灵活性。
结合本申请实施例第一方面、第一方面的第一种实现方式至第七种实现方式，在本申请实施例第一方面的第八种实现方式中，冷却液子系统包括的电池包、动力总成、换热器、第一水泵、第二水泵、第三水泵、第一水箱、第二水箱通过多通换向阀组件连接的具体方式可以是：第一水箱、第二水箱、电池包分别与多通换向阀组件的第一多通换向阀的左阀口、下阀口、右阀口连接；第一水泵、多通换向阀组件的第五多通换向阀的上阀口、多通换向阀组件的第三多通换向阀的左阀口分别与多通换向阀组件的第二多通换向阀的左阀口、下阀口、右阀口连接；电池包、多通换向阀组件的第八多通换向阀的上阀口分别与第三多通换向阀的右阀口、下阀口连接；第二水箱、动力总成、第五多通换向阀的右阀口分别与多通换向阀组件的第四多通换向阀的左阀口、右阀口、上阀口连接；换热器的进水口、多通换向阀组件的第九多通换向阀的上阀口分别与第五多通换向阀的左阀口、下阀口连接；第一水箱、第二水箱、换热器的出水口、第二水泵分别与多通换向阀组件的第六多通换向阀的上阀口、左阀口、右阀口、下阀口连接；动力总成、第二水泵、第八多通换向阀的右阀口分别与多通换向阀组件的第七多通换向阀的右阀口、上阀口、左阀口连接；第九多通换向阀的右阀口与第八多通换向阀的左阀口连接；第三水泵与第九多通换向阀的左阀口连接。
在本申请上述实施方式中，给出了一种系统与多通换向阀组件之间具体的连接关系，具备可操作性。
结合本申请实施例第一方面的第八种实现方式，在本申请实施例第一方面的第九种实现方式中，该系统还可以进一步包括传感子系统，该传感子系统用于获取目标对象(如，电池包、动力总成、系统所处环境中的一个或多个)的热量参数(如，温度、热量值等)，此时，控制子系统还可以用于接收传感子系统发送的上述热量参数，并根据热量参数控制多通换向阀组件中的各个多通换向阀的阀口的开启或闭合。
在本申请上述实施方式中，系统还可以包括更多的子系统，如，传感子系统，用于获取热量参数，以使得控制子系统根据热量参数来确定当前对应的热管理需求是怎样的，从而针对性的控制多通换向阀中各个阀口的开启或闭合来选择对应的冷却液循环方式。
结合本申请实施例第一方面的第九种实现方式，在本申请实施例第一方面的第十种实现方式中，传感子系统具体用于：获取电池包的第一温度以及系统所处环境的第二温度。
结合本申请实施例第一方面的第十种实现方式，在本申请实施例第一方面的第十一种实现方式中，该控制子系统具体还用于：当控制子系统确定接收到的第一温度大于第一预设温度且第二温度大于第二预设温度，则控制第一多通换向阀的左阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态；控制第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第三多通换向阀的左阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态；控制第四多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第五多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、开启状态、开启状态、关闭状态；控制第六多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态、开启状态；控制第七多通换向阀的左阀口、上阀口、右阀口分别处于关闭状态、开启状态、开启 状态；控制第八多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、开启状态、关闭状态；控制第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态。
在本申请上述实施方式中，阐述了在获取到的热量参数不同的情况下，控制子系统具体如何控制多通换向阀组件中各个多通换向阀的阀口的开启或闭合的一种实现方式，具备灵活性。
结合本申请实施例第一方面的第十种实现方式，在本申请实施例第一方面的第十二种实现方式中，该控制子系统具体还用于：当控制子系统确定接收到的第一温度大于第一预设温度且第二温度小于第二预设温度，则控制第一多通换向阀的左阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态；控制第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第三多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第四多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第五多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、开启状态、关闭状态；控制第六多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态、关闭状态；控制第七多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；控制第八多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；控制第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态。
在本申请上述实施方式中，阐述了在获取到的热量参数不同的情况下，控制子系统具体如何控制多通换向阀组件中各个多通换向阀的阀口的开启或闭合的另一种实现方式，具备灵活性。
结合本申请实施例第一方面的第十种实现方式至第十二种实现方式，在本申请实施例第一方面的第十三种实现方式中，传感子系统具体还用于：获取动力总成的热量值。
结合本申请实施例第一方面的第十种实现方式至第十三种实现方式，在本申请实施例第一方面的第十四种实现方式中，该控制子系统具体还用于：当控制子系统确定接收到的第一温度小于第三预设温度、第二温度大于第二预设温度且热量值小于第一预设值，则控制第一多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第三多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第四多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、关闭状态、开启状态；控制第五多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、关闭状态、开启状态；控制第六多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于关闭状态、关闭状态、开启状态、开启状态；控制第七多通换向阀的左阀口、上阀口、右阀口分别处于关闭状态、开启状态、开启状态；控制第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、开启状态、关闭状态。
在本申请上述实施方式中，阐述了在获取到的热量参数不同的情况下，控制子系统具 体如何控制多通换向阀组件中各个多通换向阀的阀口的开启或闭合的另一种实现方式，具备灵活性。
结合本申请实施例第一方面的第十种实现方式至第十三种实现方式，在本申请实施例第一方面的第十五种实现方式中，该控制子系统具体还用于：当控制子系统确定接收到的第一温度小于第三预设温度、第二温度小于第二预设温度、热量值大于第一预设值且小于第二预设值，则控制第一多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第三多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第四多通换向阀的左阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态；控制第七多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；控制第八多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；控制第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态。
在本申请上述实施方式中，阐述了在获取到的热量参数不同的情况下，控制子系统具体如何控制多通换向阀组件中各个多通换向阀的阀口的开启或闭合的另一种实现方式，具备灵活性。
结合本申请实施例第一方面的第十种实现方式至第十三种实现方式，在本申请实施例第一方面的第十六种实现方式中，该控制子系统具体还用于：当控制子系统确定接收到的第一温度小于第三预设温度且热量值大于第二预设值，则控制第一多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第三多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第四多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第五多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、开启状态、关闭状态；控制第六多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、开启状态、关闭状态；控制第七多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；控制第八多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；控制第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态。
在本申请上述实施方式中，阐述了在获取到的热量参数不同的情况下，控制子系统具体如何控制多通换向阀组件中各个多通换向阀的阀口的开启或闭合的另一种实现方式，具备灵活性。
结合本申请实施例第一方面的第十种实现方式至第十三种实现方式，在本申请实施例第一方面的第十七种实现方式中，该控制子系统具体还用于：当控制子系统确定接收到的第一温度小于第四预设温度且热量值小于工作阈值，工作阈值用于指示动力总成工作时需要达到的最低热量值，则控制第一多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第二多通换向阀的左阀口、右阀口、下阀口分别处于开启 状态、开启状态、关闭状态；控制第三多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；控制第五多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、关闭状态、开启状态；控制第六多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、开启状态、关闭状态；控制第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、开启状态、关闭状态。
在本申请上述实施方式中，阐述了在获取到的热量参数不同的情况下，控制子系统具体如何控制多通换向阀组件中各个多通换向阀的阀口的开启或闭合的另一种实现方式，具备灵活性。
结合本申请实施例第一方面的第九种实现方式至第十七种实现方式，在本申请实施例第一方面的第十八种实现方式中，传感子系统具体还包括：第一传感器、第二传感器以及第三传感器；其中，第一传感器用于获取电池包的第一温度，第二传感器用于获取动力总成的热量值，第三传感器用于获取系统所处环境的第二温度。
在本申请上述实施方式中，不同的热量参数由不同的传感器进行获取，具备针对性。
本申请实施例第二方面还提供了一种电动汽车，该电动汽车配置有如上述实施例第一方面或第一方面任意一种的热管理系统，配置有该热管理系统的电动汽车用于针对不同热管理需求提供针对性的冷却液循环方式(即热管理方式)，从而降低了系统对动力总成和电池包进行热管理时产生的能耗及成本。
附图说明
图1为传统的电动汽车热管理架构的示意图；
图2为本申请热管理系统的一个框架结构示意图；
图3为本申请热管理系统的另一框架结构示意图；
图4为本申请热管理系统的另一框架结构示意图；
图5为本申请提供的一种冷却液循环方式的示意图；
图6为本申请提供的另一种冷却液循环方式的示意图；
图7为本申请提供的另一种冷却液循环方式的示意图；
图8为本申请提供的另一种冷却液循环方式的示意图；
图9为本申请提供的另一种冷却液循环方式的示意图；
图10为本申请提供的另一种冷却液循环方式的示意图。
具体实施方式
本申请实施例提供了一种热管理系统及电动汽车，用于针对不同热管理需求提供针对性的冷却液循环方式(即热管理方式)，从而降低了系统对动力总成和电池包进行热管理时产生的能耗及成本。
下面结合附图，对本申请的实施例进行描述。本领域普通技术人员可知，随着技术的发展和新场景的出现，本申请实施例提供的技术方案对于类似的技术问题，同样适用。
本申请的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类 似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的术语在适当情况下可以互换，这仅仅是描述本申请的实施例中对相同属性的对象在描述时所采用的区分方式。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，以便包含一系列单元的过程、方法、系统、产品或设备不必限于那些单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它单元。
首先，本申请提供了一种热管理系统(后续简称为系统)，该系统的框架请参见图2，系统包括蒸汽压缩循环子系统以及冷却液子系统。其中，图2中虚线所连接的为蒸汽压缩循环子系统，该子系统包括但不限于如下部件：压缩机101、冷凝器102(如，水冷冷凝器)、节流装置103(如，调节阀)、蒸发器104(如，水冷蒸发器)，压缩机101、冷凝器102、节流装置103、蒸发器104顺序连接构成如图2中虚线所示的闭环路，该蒸汽压缩循环子系统用于控制冷凝器102和/或蒸发器103中制冷剂的温度和流速，继而向冷却液子系统提供预设温度的冷却液。如，若压缩机101工作，制冷剂在图2虚线所示的闭环路循环，使得蒸发器104输出低温的冷却液(也可称为冰冻水)，冷凝器102则会输出高温的冷却液，而节流装置103用于控制制冷剂在图2虚线所示的闭环路上循环的流速；图2中实线连接的为冷却液子系统，该系统包括但不限于如下部件：第一水泵201(即冷凝器支路水泵)、电池包202、动力总成203、第二水泵204(即动力总成支路水泵)、换热器205、第三水泵206(即蒸发器支路水泵)、第一水箱207(如，蒸发器膨胀水箱)、第二水箱208(如，冷凝器膨胀水箱)、多通换向阀组件(如，图2中的多通换向阀301-309)，第一水泵201、电池包202、动力总成203、第二水泵204、换热器205、第三水泵206、第一水箱207、第二水箱208通过多通换向阀组件连接以使得该系统通过调节该多通换向阀组件中各个阀口的开启或闭合来选择冷却液的不同循环方式，如图2所示是其中一种连接关系，具体地，第一水箱207、第二水箱208、电池包202分别与多通换向阀组件的多通换向阀301的左阀口、下阀口、右阀口连接；第一水泵201、多通换向阀组件的多通换向阀305的上阀口、多通换向阀组件的多通换向阀303的左阀口分别与多通换向阀组件的多通换向阀302的左阀口、下阀口、右阀口连接；电池包202、多通换向阀组件的多通换向阀308的上阀口分别与多通换向阀303的右阀口、下阀口连接；第二水箱208、动力总成203、多通换向阀305的右阀口分别与多通换向阀组件的多通换向阀304的左阀口、右阀口、上阀口连接；换热器205的进水口、多通换向阀组件的多通换向阀309的上阀口分别与多通换向阀305的左阀口、下阀口连接；第一水箱207、第二水箱208、换热器205的出水口、第二水泵204分别与多通换向阀组件的多通换向阀306的上阀口、左阀口、右阀口、下阀口连接；动力总成203、第二水泵204、多通换向阀308的右阀口分别与多通换向阀组件的多通换向阀307的右阀口、上阀口、左阀口连接；多通换向阀309的右阀口与多通换向阀308的左阀口连接；第三水泵206与多通换向阀309的左阀口连接。
需要说明的是，在本申请的一些实施方式中，系统中的多通换向阀组件可以包括更少或更多的多通换向阀，也可以是几个多通换向阀(或其他类型的调节阀)代替其中一个多通换向阀的功能，也可以是一个多通换向阀的功能由几个多通换向阀(或其他类型的调节阀)代替，本申请实施例对多通换向阀组件内包括的多通换向阀的类型及数量不做限定。 只要是能实现本申请实施例中多通换向阀组件类似功能的其他器件或模块，都属于本申请实施例所述的多通换向阀，图2中的多通换向阀301-309仅为示意。
在本申请上述实施方式中，冷却液子系统通过多通换向阀组件将电池包202、动力总成203、换热器205、第一水泵201、第二水泵204、第三水泵206、第一水箱207、第二水箱208连接，使得系统可以通过调节多通换向阀组件中各个阀口的开启或闭合来选择冷却液的不同循环方式。这种针对不同热管理需求提供针对性的热管理的方式，降低了系统对动力总成和电池包进行热管理时产生的能耗及成本。
需要说明的是，在本申请的一些实施方式中，该系统还可以包括控制子系统，请参阅图3，具体由该控制子系统控制多通换向阀组件实现冷却液在冷凝器102、蒸发器104、电池包202、动力总成203、换热器205、第一水泵201、第二水泵204、第三水泵206、第一水箱207、第二水箱208之间的循环流通。由于多通换向阀组件中包括有多个多通换向阀，多通换向阀又可以是二通换向阀、三通换向阀、四通换向阀等不同类型，不同类型的多通换向阀具有的阀口数量也不同，因此控制子系统通过控制各个阀口的开启或闭合就可实现选择冷却液的不同循环方式，包括但不限于如下几种：
a、控制多通换向阀组件实现冷却液的三路循环流通，其中，三路循环流通中的第一路冷却液由冷凝器输出，依次流经第一水泵、换热器以及第二水箱后输入冷凝器，三路循环流通中的第二路冷却液由冷凝器输出，依次流经第一水泵、换热器、第二水泵以及动力总成后输入冷凝器，三路循环流通中的第三路冷却液由蒸发器输出，依次流经第三水泵、电池包以及第一水箱后输入蒸发器。
b、控制多通换向阀组件实现冷却液由冷凝器输出，依次流经第一水泵、电池包、第一水箱、蒸发器、第三水泵、动力总成、换热器以及第二水箱后输入冷凝器。
c、控制多通换向阀组件实现冷却液的两路循环流通，其中，两路循环流通中的第一路冷却液由冷凝器输出，依次流经第一水泵、电池包以及第二水箱后输入冷凝器，两路循环流通中的第二路冷却液由蒸发器输出，依次流经第三水泵、换热器、第二水泵、动力总成以及第一水箱后输入蒸发器。
d、控制多通换向阀组件实现冷却液的两路循环流通，其中，两路循环流通中的第一路冷却液由冷凝器输出，依次流经第一水泵、电池包以及第二水箱后输入冷凝器，两路循环流通中的第二路冷却液由蒸发器输出，依次流经第三水泵、动力总成以及第一水箱后输入蒸发器。
e、控制多通换向阀组件实现冷却液的两路循环流通，其中，两路循环流通中的第一路冷却液由冷凝器输出，依次流经第一水泵、电池包以及第二水箱后输入冷凝器，两路循环流通中的第二路冷却液由蒸发器输出，依次流经第三水泵、动力总成、换热器以及第一水箱后输入蒸发器。
f、控制多通换向阀组件实现冷却液的两路循环流通，其中，两路循环流通中的第一路冷却液由冷凝器输出，依次流经第一水泵、电池包以及第二水箱后输入冷凝器，两路循环流通中的第二路冷却液由蒸发器输出，依次流经第三水泵、换热器以及第一水箱后输入蒸发器。
在本申请的一些实施方式中，该系统还包括有传感子系统，用于获取目标对象的热量参数，目标对象包括所述系统所处环境、电池包以及动力总成中的一个或多个；此时，控制子系统具体还用于接收传感子系统发送的热量参数，并根据热量参数控制多通换向阀组件中的各个多通换向阀的阀口的开启或闭合。
需要说明的是，在本申请的一些实施方式中，该传感子系统包括但不限于如下部件(请参阅图4)：第一传感器401(如，温度传感器，用于感知电池包202的第一温度)、第二传感器402(如，热量传感器，用于感知动力总成203在不同工作状态下产生的热量值)、第三传感器403(如，温度传感器，用于感知系统所处环境的第二温度)，该传感子系统就用于获取目标对象(如，电池包202、动力总成203、系统所处环境)的热量参数(如，温度、热量值等)；还需要说明的是，该控制子系统还可用于获取配置有该系统的电动汽车当前工况(如，正常行车、快速充电请求、启动等)，并基于获取到的目标对象的热量参数，控制上述冷却液子系统执行电动汽车在当前工况下对应的热管理方式，具体的控制方式可以是通过调节多通换向阀组件(即图4中的多通换向阀301-309)中各个通道的开启或闭合控制整个系统中冷却液的流向。
为便于理解，在图4对应的系统结构框架基础上，针对配置有该系统的电动汽车在不同工况以及获取到的目标对象热量参数不同的条件下，具体介绍如何在同一个系统结构框架下实现不同的冷却液循环方式。
一、当前工况为行车，传感子系统用于获取目标对象的热量参数包括获取电池包的第一温度及电动汽车所处环境的第二温度。
请参阅图4，若系统通过控制子系统获取到电动汽车当前工况为行车(如，正常行驶状态)，那么系统会进一步通过第一传感器401获取电池包202的第一温度(可记为T 401)，且通过第三传感器403获取系统所处环境的第二温度(可记为T 403)。系统获取到T 401和T 403后，会分别将T 401、T 403跟系统中预先设置好的第一预设温度(可记为T a)、第二预设温度(可记为T 0)进行比较。
A、若T 401＞T a且T 403＞T 0，系统控制多通换向阀组件实现电池包空调冷却、动力总成自然散热的冷却液循环方式。
若系统比较后的结果是T 401＞T a且T 403＞T 0，说明系统判定电池包202需要冷却，并且现阶段的电动汽车所处环境的温度过高(如，夏天时环境温度较高)无法满足电池包202的自然散热需求，因此电池包202采用空调冷却方式，而又因为此时电动汽车当前工况为正常行车状态，动力总成203工作产生的热量值不会很高，因此动力总成203采用自然散热方式即可，综上所述，在T 401＞T a且T 403＞T 0情况下，系统控制多通换向阀组件实现电池包空调冷却、动力总成自然散热的冷却液循环方式。
具体地，系统根据如表1中的逻辑方式调节多通换向阀组件中各个阀口的开启和闭合，以形成如图5箭头指示的冷却液循环方式。
表1
Figure PCTCN2020109075-appb-000001
Figure PCTCN2020109075-appb-000002
下面对图5箭头指示的冷却液循环方式进行说明：压缩机101工作，处于工作状态的压缩机101会使得蒸发器104输出低温的冷却液，也就是说，在压缩机101的作用下，蒸发器104将冷却液制冷，然后在第三水泵206的作用下将低温(低于环境温度)冷却液泵送到电池包202，实现电池包202的空调冷却方式。另外，冷凝器102将蒸汽压缩循环子系统所产生的热量放出给冷却液，高温(高于环境温度)冷却液在第一水泵201的作用下，将热量在换热器205内释放至来流空气中。另外，动力总成203在行车过程中所产生热量也会被释放到冷却液中，在第二水泵204的作用下，热量通过高温冷却液循环带出到换热器205内释放至来流空气中，从而实现通过环境的动力总成自然散热方式。
综上所述，在该冷却液循环方式下，电池包202实现了蒸汽压缩循环子系统的蒸发器104主动冷却(即空调冷却)，动力总成203产生的热量以及冷凝器102的热量通过换热器205自然散热方式进行低能耗热管理。
B、若T 401＞T a且T 403＜T 0，系统控制多通换向阀组件实现电池包与动力总成串联后自然散热的冷却液循环方式。
类似地,当前环境温度较低时，若系统比较后的结果是T 401＞T a且T 403＜T 0，说明系统判定电池包202需要冷却，并且现阶段的传统所处环境的温度较低(如，冬天时环境温度较低)可以满足电池包202的自然散热需求，而又因为此时电动汽车当前工况为正常行车状态，动力总成203工作产生的热量值不会很高，因此动力总成203采用自然散热方式即可，综上所述，在T 401＞T a且T 403＜T 0情况下，系统控制多通换向阀组件实现电池包与动力总成串联后自然散热的冷却液循环方式。
具体地，系统根据如表2中的逻辑方式调节多通换向阀组件中各个阀口的开启和闭合，以形成如图6箭头指示的冷却液循环方式。
表2
Figure PCTCN2020109075-appb-000003
Figure PCTCN2020109075-appb-000004
下面对图6箭头指示的冷却液循环方式进行说明：由于动力总成203的耐受温度区间较高，因此在第三水泵206和第一水泵201的作用下，冷却液经过换热器205的来流空气冷却后，该冷却液温度就接近环境温度，之后接近环境温度的冷却液被泵送到电池包202内以带走电池包202产生的热量，实现电池包202自然散热方式。温度上升的冷却液随之在第三水泵206的作用下，泵送至动力总成203内，带出行车状态下动力总成203所产生的热量后被送回至换热器205，最后该冷却液通过换热器205将热量传递至来流空气，冷却液温度随之降低到接近环境温度后再进入前述循环。
综上所述，在该冷却液循环方式下，由于环境温度可以满足电池包202的自然散热需求，因此，蒸汽压缩循环子系统内的压缩机101无需工作，而蒸发器102及冷凝器104不会对流经蒸发器102及冷凝器104的冷却液进行加热或降温。由于压缩机101处于不工作状态，该系统并不用产生额外能耗提供给压缩机101，因此可实现电池包202及动力总成203的低能耗热管理。
此外，若系统确定T 401＜第三预设温度(可记为T c)，则此时系统还需要获取动力总成的热量值(可记为Q)，当Q不同且T 403不同时，那么对应的冷却液循环方式也将不同，具体如下所示。
A、若Q＜第一预设值(可记为Q1)，且T 403＞T 0，系统控制多通换向阀组件实现电池包加热、换热器从环境吸热、动力总成自然散热的冷却液循环方式。
当电动汽车的当前工况为行驶时，通过控制子系统实时获取动力总成的Q(如，控制子系统实时获取动力总成的转速、输入功率、扭矩等信息，根据这些信息确定动力总成的Q)。由于T 401＜T c，系统判定此时电池包需要行车加热，若此时系统确定Q＜Q1且T 403＞T 0，系统进一步判定现阶段动力总成产生的热量过低，需要从环境中额外吸收热量，此时，系统控制多通换向阀组件实现电池包加热、换热器从环境吸热、动力总成自然散热的冷却液循环方式。
具体地，系统根据如表3中的逻辑方式调节多通换向阀组件中各个阀口的开启和闭合，以形成如图7箭头指示的一个冷却液循环方式。
表3
Figure PCTCN2020109075-appb-000005
Figure PCTCN2020109075-appb-000006
下面对图7箭头指示的冷却液循环方式进行说明：压缩机101工作，电池包202在压缩机101的作用下进行热泵加热，即冷凝器102中流出的高温冷却液进入电池包给电池包进行加热，之后该冷却液再通过第二水箱208流回冷凝器102；当动力总成203热负荷较小(指的是动力总成203的散热需求不高，即满足上述的Q＜Q1)时，动力总成203产生的热量不大，假设动力总成203只产生200瓦的热量，而蒸发器104需要吸收500瓦的热量才能使冷却液与环境温度相持平，那么蒸发器104从动力总成203带走200瓦热量后，还会进一步从换热器205带走周围环境产生的300瓦热量。也就是说，从蒸发器104流出的低温冷却液从环境吸热后，之后该冷却液在第二水泵204的作用下，再泵送到动力总成203内吸热升温然后重新进入蒸发器104。与图6对应的冷却液循环方式的模式相比，在图7对应的冷却液循环方式中，冷却液进入蒸发器104后温度升高，因此蒸汽压缩循环子系统能效上升，热泵制热能耗下降，节约了能源。
B、若Q1＜Q＜第二预设值(可记为Q2)，且T 403＜T 0，系统控制多通换向阀组件实现电池包加热、动力总成自然散热的冷却液循环方式。
类似地，当电动汽车的当前工况为行驶时，通过控制子系统实时获取动力总成的Q(如，控制子系统实时获取动力总成的转速、输入功率、扭矩等信息，根据这些信息确定动力总成的Q)。由于T 401＜T c，系统判定此时电池包需要行车加热，若此时系统确定Q1＜Q＜Q2且T 403＜T 0，系统进一步判定现阶段动力总成产生的热量足够提供给电池包202的热泵进行制热，那么从蒸发器中流出的低温冷却液就不需要从环境额外吸热，此时，系统控制多通换向阀组件实现电池包加热、动力总成自然散热的冷却液循环方式。
具体地，系统根据如表4中的逻辑方式调节多通换向阀组件中各个阀口的开启和闭合，以形成如图8箭头指示的一个冷却液循环方式。
表4
Figure PCTCN2020109075-appb-000007
下面对图8箭头指示的冷却液循环方式进行说明：压缩机101工作，电池包202在压缩机101的作用下进行热泵加热，即冷凝器102中流出的高温冷却液进入电池包给电池包进行加热，之后该冷却液再通过第二水箱208流回冷凝器102；而当前工况为行车时(如，长时间行车)，此时动力总成203产生的热量值的大小介于Q1和Q2之间，足够满足电池包202的热泵制热所需的热量，那么从蒸发器104出口流出的冷却液直接送至动力总成203内吸收热量升温后，直接再送回至蒸发器104。
在图8对应的冷却液循环方式中，在压缩机101的作用下，直接利用低温冷却液从动力总成203吸收到的热量对电池包202进行加热，提高了能源的利用率。
C、若Q＞Q2，系统控制多通换向阀组件实现电池包加热、换热器从动力总成吸热的冷却液循环方式。
类似地，当电动汽车的当前工况为行驶时，通过控制子系统实时获取动力总成的Q(如，控制子系统实时获取动力总成的转速、输入功率、扭矩等信息，根据这些信息确定动力总成的Q)。由于T 401＜T c，系统判定此时电池包需要行车加热，若电动汽车当前处于长时间爬坡、高速行驶等工况时，此时动力总成产生的Q＞Q2且T 403＜T 0，系统进一步判定现阶段动力总成产生的热量过高，产生了热量除了足够提供给电池包202的热泵进行制热之外，还需要通过换热器将一部分热量释放到环境中去，此时，系统控制多通换向阀组件实现电池包加热、换热器从动力总成吸热的冷却液循环方式。
具体地，系统根据如表5中的逻辑方式调节多通换向阀组件中各个阀口的开启和闭合，以形成如图9箭头指示的一个冷却液循环方式。
表5
Figure PCTCN2020109075-appb-000008
下面对图9箭头指示的冷却液循环方式进行说明：压缩机101工作，电池包202在压缩机101的作用下进行热泵加热，即冷凝器102中流出的高温冷却液进入电池包给电池包进行加热，之后该冷却液再通过第二水箱208流回冷凝器102；而当前工况为行车时(如，长时间爬坡、高速行驶等异常行驶)，此时动力总成203产生的热量值大于Q2，不仅足够满足电池包202的热泵制热所需的热量，还需要通过换热器205将部分多余的热量散发至周围环境中，那么从蒸发器104出口流出的冷却液先直接送至动力总成203内吸收热量升 温后，升温的冷却液(温度高于环境温度)再流经换热器205，将冷却液的温度冷却至与环境温度持平后再送回至蒸发器104，若不通过换热器205让环境吸收冷却液从动力总成203带出的多余热量，那么从动力总成203流出的高温冷却液若直接流入蒸发器104，会降低蒸汽压缩循环子系统的使用寿命，甚至高温冷却液会损坏蒸汽压缩循环子系统的相关部件。
在图9对应的热管理循环支路中，在压缩机101的作用下，蒸发器104流出的冷却液吸收动力总成203的热量升温后，通过换热器205将多余的热量释放于周围环境，然后与周围环境温度持平的冷却液再流回蒸发器104，从而实现降低热泵制热能耗的同时，延长蒸汽压缩循环子系统的使用寿命。
二、当前工况为充电请求或启动请求，传感子系统还用于获取目标对象的热量参数包括获取电池包的第一温度。
请参阅图4，若系统通过控制子系统获取到电动汽车当前工况为充电请求或启动请求(如，请求快速充电、请求启动该电动汽车等)，那么系统会进一步通过第一传感器401获取电池包202的第一温度(即T 401)，此时不需要获取电动汽车所处环境的温度，而只需比较T 401与第四预设温度(可记为T b)的大小。若T 401＜T b，则系统判定电池包在充电或启动前需要进行加热(如，假设T b＝8℃，则在冬季环境温度低于8℃时，由于电池包202处于环境中T 401必然也低于8℃，此时就需要对电池包202进行加热)，又由于开始充电或开始启动电动汽车时，动力总成还未产生额外的热量(如，充电过程中无法行车，不行车时动力总成无热量产生)，此时系统控制多通换向阀组件实现对电池包加热至第四预设温度、换热器从环境吸热的冷却液循环方式。
具体地，系统根据如表6中的逻辑方式调节多通换向阀组件中各个阀口的开启和闭合，以形成如图10箭头指示的一个冷却液循环方式。
表6
Figure PCTCN2020109075-appb-000009
下面对图10箭头指示的冷却液循环方式进行说明：压缩机101工作，电池包202在压缩机101的作用下进行热泵加热，即冷凝器102内高温高压的制冷剂冷凝放热，将流经冷凝器102的冷却液加热，被加热的冷却液在第一水泵201的作用下，被泵送至电池包202 对该电池包202进行加热，之后冷却液从电池包202中流出，经由第二水箱208再流回冷凝器102，而放热后的制冷剂流出冷凝器102，经过节流装置103节流后，转变成低温低压的气液两相状态的制冷剂，该低温低压的制冷剂进入蒸发器104后吸热蒸发成过热气态的制冷剂返回压缩机；而当前工况为充电请求或启动请求时(说明此时动力总成203不工作)，此时动力总成203不产生额外热量，冷却液在第三水泵206的作用下，进入蒸发器104放出热量，冷却液放热后，温度降到低于周围环境温度，低温冷却液进入换热器205吸收周围环境热量升温(此时冷却液温度与环境温度持平)后重新进入蒸发器104继续放热给低温低压的制冷剂。
在图10对应的冷却液循环方式中，在压缩机101的作用下，直接利用高温冷却液对电池包202进行加热，由于动力总成203不工作，那么低温冷却液从蒸发器104中流出后吸收周围环境热量后再流回蒸发器104,提高了能源的利用率。
需要说明的是，在本申请上述实施方式中，第一预设温度T a、第二预设温度T 0、第三预设温度T c、第四预设温度T b均第一预设值Q1、第二预设值Q2均可根据用户需要(如，驾驶习惯、电动汽车的整体车况、当前所处区域的季节情况等)自行设置，具体此次不做限定。
在本申请上述实施方式中，电动汽车可以实时根据获取到的当前工况和目标对象的热量参数来确定适合当前工况下的冷却液循环方式，实现了针对电动汽车的不同热管理需求提供不同的冷却液循环方式，从而降低了系统对动力总成和电池包进行热管理时产生的能耗及基本。

Claims (20)

  1. 一种热管理系统，其特征在于，包括：
    蒸汽压缩循环子系统以及冷却液子系统；
    所述蒸汽压缩循环子系统包括的压缩机、冷凝器、节流装置以及蒸发器顺序连接形成闭环路，用于向所述冷却液子系统循环提供预设温度的冷却液；
    所述冷却液子系统包括的电池包、动力总成、换热器、第一水泵、第二水泵、第三水泵、第一水箱、第二水箱通过多通换向阀组件连接，以使得所述系统通过调节所述多通换向阀组件中各个阀口的开启或闭合来选择所述冷却液的不同循环方式。
  2. 根据权利要求1所述的系统，其特征在于，所述系统还包括：
    控制子系统，用于控制所述多通换向阀组件实现所述冷却液在所述冷凝器、所述蒸发器、所述电池包、所述动力总成、所述换热器、所述第一水泵、所述第二水泵、所述第三水泵、所述第一水箱、所述第二水箱之间的循环流通。
  3. 根据权利要求2所述的系统，其特征在于，所述控制子系统具体用于：
    控制所述多通换向阀组件实现所述冷却液的三路循环流通，其中，所述三路循环流通中的第一路冷却液由所述冷凝器输出，依次流经所述第一水泵、所述换热器以及所述第二水箱后输入所述冷凝器，所述三路循环流通中的第二路冷却液由所述冷凝器输出，依次流经所述第一水泵、所述换热器、所述第二水泵以及所述动力总成后输入所述冷凝器，所述三路循环流通中的第三路冷却液由所述蒸发器输出，依次流经所述第三水泵、所述电池包以及所述第一水箱后输入所述蒸发器。
  4. 根据权利要求2所述的系统，其特征在于，所述控制子系统具体还用于：
    控制所述多通换向阀组件实现所述冷却液由所述冷凝器输出，依次流经所述第一水泵、所述电池包、所述第一水箱、所述蒸发器、所述第三水泵、所述动力总成、所述换热器以及所述第二水箱后输入所述冷凝器。
  5. 根据权利要求2所述的系统，其特征在于，所述控制子系统具体还用于：
    控制所述多通换向阀组件实现所述冷却液的两路循环流通，其中，所述两路循环流通中的第一路冷却液由所述冷凝器输出，依次流经所述第一水泵、所述电池包以及所述第二水箱后输入所述冷凝器，所述两路循环流通中的第二路冷却液由所述蒸发器输出，依次流经所述第三水泵、所述换热器、所述第二水泵、所述动力总成以及所述第一水箱后输入所述蒸发器。
  6. 根据权利要求2所述的系统，其特征在于，所述控制子系统具体还用于：
    控制所述多通换向阀组件实现所述冷却液的两路循环流通，其中，所述两路循环流通中的第一路冷却液由所述冷凝器输出，依次流经所述第一水泵、所述电池包以及所述第二水箱后输入所述冷凝器，所述两路循环流通中的第二路冷却液由所述蒸发器输出，依次流经所述第三水泵、所述动力总成以及所述第一水箱后输入所述蒸发器。
  7. 根据权利要求2所述的系统，其特征在于，所述控制子系统具体还用于：
    控制所述多通换向阀组件实现所述冷却液的两路循环流通，其中，所述两路循环流通中的第一路冷却液由所述冷凝器输出，依次流经所述第一水泵、所述电池包以及所述第二 水箱后输入所述冷凝器，所述两路循环流通中的第二路冷却液由所述蒸发器输出，依次流经所述第三水泵、所述动力总成、所述换热器以及所述第一水箱后输入所述蒸发器。
  8. 根据权利要求2所述的系统，其特征在于，所述控制子系统具体还用于：
    控制所述多通换向阀组件实现所述冷却液的两路循环流通，其中，所述两路循环流通中的第一路冷却液由所述冷凝器输出，依次流经所述第一水泵、所述电池包以及所述第二水箱后输入所述冷凝器，所述两路循环流通中的第二路冷却液由所述蒸发器输出，依次流经所述第三水泵、所述换热器以及所述第一水箱后输入所述蒸发器。
  9. 根据权利要求1-8中任一项所述的系统，其特征在于，所述冷却液子系统包括的电池包、动力总成、换热器、第一水泵、第二水泵、第三水泵、第一水箱、第二水箱通过多通换向阀组件连接包括：
    所述第一水箱、所述第二水箱、所述电池包分别与所述多通换向阀组件的第一多通换向阀的左阀口、下阀口、右阀口连接；
    所述第一水泵、所述多通换向阀组件的第五多通换向阀的上阀口、所述多通换向阀组件的第三多通换向阀的左阀口分别与所述多通换向阀组件的第二多通换向阀的左阀口、下阀口、右阀口连接；
    所述电池包、所述多通换向阀组件的第八多通换向阀的上阀口分别与所述第三多通换向阀的右阀口、下阀口连接；
    所述第二水箱、所述动力总成、所述第五多通换向阀的右阀口分别与所述多通换向阀组件的第四多通换向阀的左阀口、右阀口、上阀口连接；
    所述换热器的进水口、所述多通换向阀组件的第九多通换向阀的上阀口分别与所述第五多通换向阀的左阀口、下阀口连接；
    所述第一水箱、所述第二水箱、所述换热器的出水口、所述第二水泵分别与所述多通换向阀组件的第六多通换向阀的上阀口、左阀口、右阀口、下阀口连接；
    所述动力总成、所述第二水泵、所述第八多通换向阀的右阀口分别与所述多通换向阀组件的第七多通换向阀的右阀口、上阀口、左阀口连接；
    所述第九多通换向阀的右阀口与所述第八多通换向阀的左阀口连接；
    所述第三水泵与所述第九多通换向阀的左阀口连接。
  10. 根据权利要求9所述的系统，其特征在于，所述系统还包括：
    传感子系统，用于获取目标对象的热量参数，所述目标对象包括所述系统所处环境、所述电池包以及所述动力总成中的一个或多个；
    所述控制子系统，具体还用于接收所述传感子系统发送的所述热量参数，并根据所述热量参数控制所述多通换向阀组件中的各个多通换向阀的阀口的开启或闭合。
  11. 根据权利要求10所述的系统，其特征在于，所述传感子系统具体用于：
    获取所述电池包的第一温度以及所述系统所处环境的第二温度。
  12. 根据权利要求11所述的系统，其特征在于，所述控制子系统具体用于：
    当所述控制子系统确定接收到的所述第一温度大于第一预设温度且所述第二温度大于第二预设温度，则控制所述第一多通换向阀的左阀口、右阀口、下阀口分别处于关闭状态、 开启状态、开启状态；
    控制所述第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第三多通换向阀的左阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态；
    控制所述第四多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第五多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、开启状态、开启状态、关闭状态；
    控制所述第六多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态、开启状态；
    控制所述第七多通换向阀的左阀口、上阀口、右阀口分别处于关闭状态、开启状态、开启状态；
    控制所述第八多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态。
  13. 根据权利要求11所述的系统，其特征在于，所述控制子系统具体还用于：
    当所述控制子系统确定接收到的所述第一温度大于第一预设温度且所述第二温度小于第二预设温度，则控制所述第一多通换向阀的左阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态；
    控制所述第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第三多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第四多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第五多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、开启状态、关闭状态；
    控制所述第六多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态、关闭状态；
    控制所述第七多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；
    控制所述第八多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；
    控制所述第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态。
  14. 根据权利要求11-13中任一项所述的系统，其特征在于，所述传感子系统具体还用于：
    获取所述动力总成的热量值。
  15. 根据权利要求14所述的系统，其特征在于，所述控制子系统具体还用于：
    当所述控制子系统确定接收到的所述第一温度小于第三预设温度、所述第二温度大于所述第二预设温度且所述热量值小于第一预设值，则控制所述第一多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第三多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第四多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、关闭状态、开启状态；
    控制所述第五多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、关闭状态、开启状态；
    控制所述第六多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于关闭状态、关闭状态、开启状态、开启状态；
    控制所述第七多通换向阀的左阀口、上阀口、右阀口分别处于关闭状态、开启状态、开启状态；
    控制所述第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、开启状态、关闭状态。
  16. 根据权利要求14所述的系统，其特征在于，所述控制子系统具体还用于：
    当所述控制子系统确定接收到的所述第一温度小于第三预设温度、所述第二温度小于所述第二预设温度、所述热量值大于第一预设值且小于第二预设值，则控制所述第一多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第三多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第四多通换向阀的左阀口、右阀口、下阀口分别处于关闭状态、开启状态、开启状态；
    控制所述第七多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；
    控制所述第八多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；
    控制所述第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态。
  17. 根据权利要求14所述的系统，其特征在于，所述控制子系统具体还用于：
    当所述控制子系统确定接收到的所述第一温度小于第三预设温度且所述热量值大于第二预设值，则控制所述第一多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第三多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第四多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第五多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、开启状态、关闭状态；
    控制所述第六多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、开启状态、关闭状态；
    控制所述第七多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；
    控制所述第八多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态；
    控制所述第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、关闭状态、开启状态。
  18. 根据权利要求14所述的系统，其特征在于，所述控制子系统具体还用于：
    当所述控制子系统确定接收到的所述第一温度小于第四预设温度且所述热量值小于工作阈值，所述工作阈值用于指示所述动力总成工作时需要达到的最低热量值，则控制所述第一多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第二多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第三多通换向阀的左阀口、右阀口、下阀口分别处于开启状态、开启状态、关闭状态；
    控制所述第五多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、关闭状态、开启状态；
    控制所述第六多通换向阀的左阀口、上阀口、右阀口、下阀口分别处于开启状态、关闭状态、开启状态、关闭状态；
    控制所述第九多通换向阀的左阀口、上阀口、右阀口分别处于开启状态、开启状态、关闭状态。
  19. 根据权利要求10-18中任一项所述的系统，其特征在于，所述传感子系统包括：
    第一传感器、第二传感器以及第三传感器；
    所述第一传感器用于获取所述电池包的第一温度；
    所述第二传感器用于获取所述动力总成的热量值；
    所述第三传感器用于获取所述系统所处环境的第二温度。
  20. 一种电动汽车，其特征在于，所述电动汽车配置有如权利要求1-19中任一项所述的热管理系统。
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