CN106314066B

CN106314066B - vehicle energy management system and control method thereof

Info

Publication number: CN106314066B
Application number: CN201510338310.9A
Authority: CN
Inventors: 不公告发明人
Original assignee: Hangzhou Sanhua Research Institute Co Ltd
Current assignee: Hangzhou Sanhua Research Institute Co Ltd
Priority date: 2015-06-17
Filing date: 2015-06-17
Publication date: 2020-01-31
Anticipated expiration: 2035-06-17
Also published as: CN110481267A; CN106314066A; CN110481267B

Abstract

vehicle energy management system comprises a refrigerant circulation loop, an engine heat dissipation and cabin heating loop and a battery loop, wherein the pipeline of the battery loop is connected with a second evaporator and a second heating heat exchanger, the engine heat dissipation and cabin heating loop is also connected with the second heating heat exchanger, the second heating heat exchanger is a double-channel heat exchanger which comprises a channel and a second channel, the battery loop and the engine heat dissipation and cabin heating loop are respectively connected with channels of the second heating heat exchanger, and heat exchange can be carried out between the two channels, so that the heat of the engine can be transferred to the battery when the vehicle is started in winter due to cold weather, and the battery can be used as power after reaching the proper temperature, thereby prolonging the service life of the battery.

Description

vehicle energy management system and control method thereof

Technical Field

The invention relates to the technical field of vehicle energy, in particular to an energy management system for a hybrid electric vehicle and a control method.

Background

In the conventional energy management system for hybrid vehicles, a battery is used as power , when the vehicle is started in winter, the temperature of a battery pack is low, and if the battery pack is directly used as a power source, the performance and the service life of the battery pack are reduced, therefore adopts a mode of heating the battery pack, namely heating the battery pack by starting a heater , and then starting a motor when the vehicle is in a parking state and waits for the temperature of the battery pack to rise to the working temperature range, so that the battery pack works as the power source, and thus the waiting time of passengers is relatively increased.

Disclosure of Invention

The invention aims to provide vehicle energy management systems, which are suitable for hybrid vehicles, and are used for firstly adopting an engine mode to work and preheating a battery when the environment temperature is low and the temperature of the battery is lower than the proper working temperature so as to prolong the service life of the battery.

In order to achieve the purpose, the invention adopts the following technical scheme:

A vehicle energy management system comprises a refrigerant circulation loop, an engine heat dissipation and cabin heating loop and a battery loop, wherein the battery loop is provided with a water pump and a battery pack which are connected through pipelines, the pipelines of the battery loop are also connected with a second evaporator and a second heating heat exchanger, the engine heat dissipation and cabin heating loop comprises an engine unit, a heat dissipation box, a second water pump, a heating heat exchanger and a plurality of control valves which are connected through pipelines, the engine heat dissipation and cabin heating loop is also connected with the second heating heat exchanger, the second heating heat exchanger is a double-channel heat exchanger which comprises a channel and a second channel which are mutually isolated and can exchange heat, the battery loop is connected with the second channel of the second heating heat exchanger, the engine heat dissipation and cabin heating loop is connected with a channel of the second heating heat exchanger, an outlet of a channel of the second heating heat exchanger is directly or indirectly connected with a fluid inlet of the engine unit through a pipeline, and an outlet of the second channel of the second heating heat exchanger is directly or indirectly connected with a fluid inlet of the battery pack through a pipeline.

The refrigerant circulation circuit comprises a compressor, a condenser, a throttling device and an evaporator which are sequentially communicated to form a refrigerant circuit, the evaporator comprises a th evaporator used for cooling a cabin and a th flow channel used for cooling a second evaporator of a battery pack, the second evaporator comprises a th flow channel and a second flow channel which are isolated from each other but can exchange heat, an outlet of the th flow channel of the second evaporator is directly or indirectly connected with a fluid inlet of the compressor through a pipeline, and an outlet of the second flow channel of the second evaporator is directly or indirectly connected with a fluid inlet of the battery pack through a pipeline.

The two flow channels of the second evaporator are in countercurrent heat exchange, the inlet of the th flow channel is arranged close to the outlet of the second flow channel, and the outlet of the th flow channel is arranged close to the inlet of the second flow channel, namely, the two flow channels flow through the second evaporator in approximately opposite directions.

The th evaporator and the th flow channel of the second evaporator are arranged in parallel, and the refrigerant circulation circuit is further provided with a control component for controlling the conduction and the flow of the fluid in the pipeline where the th flow channel of the th evaporator and the th flow channel of the second evaporator are located.

throttling devices are respectively arranged in the refrigerant circulation loop before the flow channels of the th evaporator and the second evaporator, the th evaporator is used for providing cold energy for the passenger cabin, and the th flow channel of the second evaporator can provide cold energy for the battery pack.

The engine heat dissipation and cabin heating loop comprises an engine unit, a heat dissipation box, a heater, an th heating heat exchanger and a th flow channel of a second heating heat exchanger which are connected through pipelines, wherein the engine unit comprises three interfaces which are in fluid connection with a coolant, namely, th inlets, th outlets and a second outlet, the th outlet is directly or indirectly connected with the inlet of the heat dissipation box through a pipeline, the second outlet is connected with the pipeline from the outlet of the heat dissipation box through a pipeline, the th heating heat exchanger inlet and the th flow channel inlet of the second heating heat exchanger are connected with the pipeline from the outlet of the heat dissipation box through pipelines, and the th heating heat exchanger outlet and the th flow channel outlet of the second heating heat exchanger are connected with the inlet pipeline of the fluid of the engine unit through pipelines.

The engine heat dissipation and cabin heating loop further comprises a second water pump, and the second water pump is connected with the th heating heat exchanger and a pipeline where the th flow channel of the second heating heat exchanger is located in parallel.

The two flow passages of the second heating heat exchanger are used for countercurrent heat exchange, the inlet of the th flow passage is arranged close to the outlet of the second flow passage, and the outlet of the th flow passage is arranged close to the inlet of the second flow passage, namely, the two flow passages flow through the second heating heat exchanger in approximately opposite directions.

The battery loop further comprises an outdoor heat exchanger, and the outdoor heat exchanger is connected in parallel with the second evaporator and a pipeline where a second flow channel of the second heating heat exchanger is located.

Meanwhile, the invention also provides a control method of vehicle energy management systems, as mentioned above, the vehicle energy management system includes a battery preheating mode, the battery preheating mode is suitable for when the environment temperature is low and the vehicle is just started, at this time, the refrigerant circulation loop does not work, the vehicle adopts the mode of engine working, the control method includes the following steps:

when the vehicle is started, the controller firstly detects the temperature of the battery pack and then judges whether the battery pack normally operates or carries out a battery preheating mode, when the temperature of the battery pack is lower than a proper working temperature range built in or preset by the controller, an engine is firstly started to drive the vehicle to operate as power, and meanwhile, the battery pack is heated by utilizing the waste heat of the engine; when the temperature of the battery pack is larger than or equal to the proper working temperature range built in the controller, the battery pack enters a normal working mode;

in the battery preheating mode, the cooling fluid of the engine flows through the th flow channel of the second heating heat exchanger, the fluid of the battery loop flows through the second flow channel of the second heating heat exchanger, and the fluid of the battery loop flows back to the battery pack to preheat the battery after the temperature of the second heating heat exchanger is raised.

Therefore, when the temperature is low in winter, the temperature of the battery is detected firstly when the hybrid vehicle is just started in a cold state, if the temperature is lower than the proper working temperature of the battery, the vehicle works by using the engine firstly, preheats the battery pack by using the waste heat of the engine, and then judges whether the battery is started to operate as power, the low-temperature performance of the battery can be effectively protected, the service life of the battery is prolonged, a heater is not needed to heat the battery pack, and the cruising mileage of the hybrid vehicle in a motor mode is prolonged.

Drawings

FIG. 1 is a schematic illustration of th embodiment of the invention showing heat management during motoring conditions;

FIG. 2 is a schematic illustration of thermal management of an th embodiment of the invention during vehicle engine operation;

FIG. 3 is a schematic view of thermal management of an embodiment of the present invention in battery warm-up mode;

FIG. 4 is a schematic illustration of thermal management of a battery pack of an embodiment of the present invention operating under power from a lower ambient temperature battery pack;

FIG. 5 is a schematic illustration of thermal management of an engine operating at relatively low ambient temperatures according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of control flows operating at vehicle start-up;

the schematic diagram shows only the connections of the pipes, but not the connections of the circuits, wherein the solid lines indicate that the pipe is in an operating state in this mode, and the dashed lines indicate that the pipe is in a cut-off state in this mode.

FIG. 7 is a schematic diagram of a piping connection according to another embodiment of the invention.

Detailed Description

The present invention is described in detail with reference to the accompanying drawings, and the technical scheme takes the whole vehicle as a main point, and performs comprehensive heat management on the battery pack, the engine cooling system and the air conditioning system, so that the power systems such as the engine and the battery pack work in a better state, and a relatively comfortable riding environment is provided for a passenger compartment. The heat management system can realize comprehensive cyclic utilization of heat and heating under an electric working condition by controlling the plurality of control valves and the plurality of water pumps, and is energy-saving and environment-friendly.

A vehicular power management system of a th embodiment of the present invention is shown in fig. 1-6, and comprises a refrigerant circulation circuit 1, an engine heat dissipation and cabin heating circuit 2, and a battery circuit 3, the refrigerant circulation circuit 1 comprises a compressor 11, a condenser 12, a throttling device, and an evaporator, which are sequentially communicated to form a refrigerant circuit, and a fan 19, the evaporator comprises a th evaporator 15 for cooling the cabin and a second evaporator 17 for cooling the battery pack 32, the two evaporator pre-corresponding throttling devices are a th throttling device 14 and a second throttling device 16, respectively, the th throttling device 14 and the second throttling device 16 may be thermal expansion valves, electronic expansion valves, or throttle pipes 865, in order to enable the th evaporator and the second evaporator to operate independently, a 4613 th stop valve 4613 th and a second throttle device 13' are provided at the front ends of the th throttling device 14 and the second throttling device 16, if the throttling device is an electronic expansion valve with a shut-off function, but the electronic expansion valve may be omitted, the electronic expansion valve may be implemented as a shut-off valve implemented by the second throttling device 14, the second throttling device 16, thus, the vehicular power management system may be implemented by controlling the temperature of the second throttling device 48314, the second throttling device, the evaporator 13, the second throttling device may be implemented in parallel connection of the vehicular power management system, if the vehicular power management system may be implemented by the throttle device with the expansion valve 31, the expansion valve 30, the throttle device 3, the expansion valve 3, the throttle device, the throttle.

The engine heat dissipation and cabin heating loop 2 comprises a large circulation loop and a small circulation loop, wherein the large circulation loop comprises an engine unit 21, a heat dissipation tank 22, a second water pump 23, a three-way valve 24, a heater 25, an th heating heat exchanger 28, a part of a second heating heat exchanger 29, a th control valve 26, a second control valve 27 and an expansion water tank 210 which are connected through pipelines, the th control valve 26 and the second control valve 27 can be replaced by three-way control valves, the engine unit 21 comprises an engine 21a, a thermostat 21b and a built-in water pump 21c, the built-in water pump can be a mechanical water pump, can also be an electronic water pump, can also be arranged outside the engine unit and is not limited to be arranged in the engine unit, the small circulation loop is that cooling liquid flows through a bypass pipeline 4 after flowing out of the engine unit, the heat dissipation tank 22 is used for enabling the fluid flowing through the part of the pipeline to not pass through the heat dissipation tank 22, the engine unit 21 comprises three interfaces which are in fluid connection with the cooling liquid, wherein are used as inlets, a outlet which is additionally connected to the heat dissipation.

The battery loop 3 comprises an water pump 31, a battery pack 32, a part of the second evaporator 17, a part of the second heating heat exchanger 29 and an expansion kettle 33 which are connected through pipelines, the pipelines of the battery loop pass through the second flow channel of the second evaporator 17 and the second flow channel of the second heating heat exchanger 29, in addition, the vehicle heat management system also comprises a cooling fan 18 for providing wind power for the heat dissipation box 22 and the condenser 12, so that the air flow exchanges heat with the heat dissipation box 22 and/or the condenser 12, the battery pack 32 comprises a battery and a heat transfer element which is fixedly arranged with the battery and used for dissipating heat or heating the battery, the heat transfer element can be a plate-shaped structure arranged through the battery, the plate-shaped heat transfer element also comprises an inlet and an outlet for flowing cooling liquid, and a fluid for heat transfer is arranged in the heat transfer element.

The media of the water pump, the expansion kettle, the water valve, the water channel and the like mentioned in the specification can be used for water, and can also be used for other water solutions mixed by cooling liquid or heat transfer media.

The second evaporator 17 is a double-channel heat exchanger, a refrigerant flow channel is arranged as an th flow channel, and a fluid flow channel for supplying heat or cold for the battery pack is arranged as a second flow channel, wherein the refrigerant flow channel in the second evaporator 17 is connected with the refrigerant circulation loop 1, the fluid flow channel for supplying heat or cold for the battery by the second evaporator 17 is connected with the battery loop 3, the fluid of the battery loop 3 and the refrigerant of the refrigerant circulation loop 1 are mutually sealed and isolated, so that the heat exchange between the fluid and the refrigerant is realized, and preferably, the countercurrent heat exchange is realized, namely, the directions of the two flowing through the second evaporator are approximately opposite.

The second heating heat exchanger 29 is a double-flow heat exchanger, the two flow channels are sealed and isolated from each other, the fluid in the th flow channel of the two flow channels is engine coolant, the th flow channel 291 is communicated with the engine heat dissipation and cabin heating loop 2, the second flow channel 292 is communicated with the battery loop 3, specifically, two ports of the th flow channel 291 are respectively communicated with an inlet and an outlet of the coolant of the engine unit 21 through a valve and a pipeline, and two ports of the second flow channel 292 are respectively communicated with two ends of a heat transfer element for performing heat management on the battery pack 32 through flow channels of a second evaporator and the th water pump 31.

The expansion kettles arranged in the engine heat dissipation and cabin heating loop 2 and the battery cooling loop 3 have two functions, namely that fluid in a circulating system such as cooling liquid is heated to increase the volume of the fluid, the expansion kettles can be used as liquid storage kettles, the heated fluid can contain bubbles, the expansion kettles can perform the gas-liquid separation function, the content of the bubbles in the fluid flowing into the heat exchanger is reduced as much as possible, the heat exchange efficiency of the heat exchanger is enhanced, and the expansion kettles need to be arranged at the highest point of the system to achieve the function, so that the bubbles in the fluid of the system can be eliminated or reduced.

The energy management system for the hybrid electric vehicle can realize heat management of the whole vehicle under the working condition of the engine and the working condition of the motor, so that the battery and the engine work in a better temperature range, and a relatively comfortable riding environment is provided for a passenger compartment.

The vehicle energy management system can select different working modes according to different environmental temperatures and vehicle conditions, and the specific working modes comprise at least five working modes, specifically as follows.

The th mode is when the ambient temperature is relatively high and the vehicle is running using the battery as power, such as when the temperature is high in summer, under the condition that the hybrid vehicle uses the battery to drive the motor to work, the vehicle energy management system not only needs to refrigerate the passenger compartment to cool the passenger compartment, but also needs to cool the battery pack 32 to make the battery pack 32 work in a better temperature range.

When the vehicle is in the second operating mode, the system operates as shown by a solid line in fig. 1, when the refrigerant circulation circuit 1 operates, the second water pump does not operate, the second 850 stop valve 13 is opened, the compressor 11 powered by the battery power supply consumes electric energy, the gaseous refrigerant at a relatively low temperature and a low pressure is compressed into a gaseous refrigerant at a high temperature and a high pressure, the gaseous refrigerant at a high temperature and a high pressure is cooled by the air flow generated by the condenser fan 18 after entering the condenser 12, the refrigerant is cooled to a relatively high temperature and pressure state or undergoes a phase change by cooling to a liquid state, and heat is released at the same time, the th evaporator 15 and the second evaporator 17 operate simultaneously, the refrigerant is divided into at least two paths after exiting the condenser 12, wherein the refrigerant flows to the th throttling device 14 and the second throttling device 16, and flows to the th evaporator 15 and the second evaporator 17 after throttling, the refrigerant 38 5 path flows through the 48 th throttling device 13, the 397 th throttling device 14 to reduce the temperature of the refrigerant, the refrigerant into a low temperature and the low temperature refrigerant flowing back to the battery 35 and the battery 35 via the second heat exchanger 18, the second refrigerant flowing through the second heat exchanger 18, the second heat exchanger 18 to reduce the temperature of the battery 35, the battery 18, the temperature of the battery 6, the battery after passing through the second heat exchanger 18, the second heat exchanger 18 to reduce the temperature of the battery after passing through the battery 18 to reduce the temperature of the battery, the temperature of the battery pack, and the battery pack, and the second heat exchanger 21 to reduce the temperature of the battery pack, and the temperature of the battery pack, wherein the temperature of the battery pack, the second heat exchanger 21, and the battery pack, and the second heat exchanger 21 to reduce the temperature of the battery pack, and the heat exchanger 21 of the second heat exchanger 21 heat exchanger to reduce the battery pack, and the temperature of the heat exchanger 21 heat exchanger to reduce the battery pack, and the battery pack, the battery pack.

In the second operation mode, the system operation process is as shown by a solid line in fig. 2, at this time, the refrigerant circulation circuit 1 operates, the second water pump 23 does not operate, the th cut-off valve 13 is opened, the second control valve 27 is closed, the th control valve 26 is opened, the built-in water pump 21c of the engine unit drives the cooling fluid to flow in the circulation circuit 2, the second port 24b of the three-way valve 24 is communicated with the th port 24a, and the second port 24b of the three-way valve 24 is not communicated with the third port 24c, at this time, the engine of the hybrid vehicle operates as power, at this time, the port of the thermostat 21b to the bypass line 4 is communicated or not communicated as required, and the engine unit or the controller controls the refrigerant circulation circuit to enter the refrigeration mode according to the temperature, and the specific operation mode of the refrigerant circulation circuit 1 is the same as the above operation.

When the engine 21a is started, the temperature of the coolant is relatively low, and the coolant flows through the circulation circuit 2 in a small circulation circuit mode, that is, the coolant does not pass through the radiator tank 22 but directly passes through the bypass circuit 4, so that the temperature of the coolant is raised, the coolant is driven by the engine unit built-in water pump 21c to flow through the thermostat 21b, so that the thermostat 21b closes the water path to the radiator tank 22, the coolant from the engine flows to the heater 25 through the bypass circuit 4 via the three-way valve 24, the heater 25 can be selectively heated or not heated, if the heater 25 is heated, the temperature of the coolant can reach the proper working temperature of the engine faster, the coolant flows to the -th control valve 26 via the heater 25, flows back to the engine 21a via the -th heating heat exchanger 28, so that the -th heating heat exchanger 28 is completely blocked by the air-conditioning-tank temperature wind , so that the coolant does not exchange with the heat of the air driven by the fan 19, when the temperature of the engine 21a rises, the radiator tank 21b gradually opens the loop, so that the coolant flows to the radiator tank 57, so that the coolant reaches the temperature of the radiator tank 22, and the coolant flows to the radiator tank 57, so that the coolant flows to the radiator tank 22, so that the coolant flows to reach the temperature of the radiator tank 22, and the bypass circuit, so that the coolant flows to the radiator tank 22, so that the coolant is substantially closed.

The third operation mode is a battery preheating mode, and is suitable for the conditions that the ambient temperature is low, such as low temperature in winter, and the vehicle is cold-started, the system operation process is shown by a solid line in fig. 3, at this time, the refrigerant circulation loop 1 does not work, the water pump 31 works, the second water pump 23 does not work, the second control valve 27 is opened, the control valve 26 is opened, the built-in water pump 21c of the engine set drives the cooling fluid to flow in the circulation loop 2, the second port 24b of the three-way valve 24 is communicated with the port 24a, and the second port 24b of the three-way valve 24 is not communicated with the third port 24 c.

During the running process, the controller synchronously detects the speed of the whole vehicle, when the speed of the whole vehicle is greater than a speed threshold (for example, 60km/h, high-speed road conditions), the engine mode is continuously executed, and if the speed of the whole vehicle is less than the speed threshold (urban working condition), the battery pack 32 is switched to the working mode taking the battery as power when the battery pack is in a proper working temperature range. Under the low-temperature working condition, the control method firstly utilizes the engine to drive, the battery pack is heated and the passenger compartment is heated through the waste heat of the engine, and the battery is used as power to run when the temperature of the battery pack 32 is in the proper working temperature range. Under the engine working condition of the hybrid vehicle, the circulation loop 2 can enable the engine to work in a better temperature state, and the waste heat of the engine 21a can be used for realizing the requirement of heating the passenger compartment.

The system operation flow of the third operation mode is shown by a solid line in fig. 3, the heat of the engine is transferred to the battery pack 32 through the second heating heat exchanger 29 to heat the battery, the compressor 11 is not operated, the relatively high-temperature coolant flowing out from the engine unit 21 flows directly to the -th control valve 26 and the second control valve 27 through the bypass line 4 and the three-way valve 24 and the heater 25 under the driving of the water pump 21c built in the engine unit 21, part flows to the -th heating heat exchanger 28 through the to exchange heat with the air flow sent to the vehicle to cool down, part flows to the -th flow passage 291 of the second heating heat exchanger 29 through the second control valve 27 to exchange heat with the coolant in the battery circuit 3 to cool down, the coolant mixed with the -th heating heat exchanger 28 flows back to the engine unit 21 to form a circulation operation, and the low-temperature coolant in the battery circuit 3 flows back to the battery pack 32 through the second heating heat exchanger 29 under the driving of the -water pump 31 to reach a relatively high-temperature range of the battery-temperature of the battery-cooling circuit 292, and the battery pack is switched to a high-temperature operation mode when the vehicle temperature of the battery pack 32 reaches a high-warming operation speed range, i.e.

The fourth mode of operation is one in which the ambient temperature is relatively low, such as during the winter season, and the hybrid vehicle is powered by batteries, including mode a and mode B, with mode a compressor 11 not operating and mode B compressor 11 operating mode a, mode a will be described first, when the system controls via control valve 26 and second control valve 27 via line whether heat is required to be supplied to the passenger compartment and battery pack 32, and if heat is required to continue to be supplied to battery pack 32, second control valve 27 is opened, and if the batteries themselves are hot and do not require heat, second control valve 27 is closed, i.e. heater 25 can be selectively operated, and if the batteries are hot and require cooling, the refrigerant circulation loop can be selectively opened to cool the batteries.

Taking the battery still needing heating as an example, please refer to fig. 4, at this time, the compressor 11 and the engine 21a are not operated, the second water pump 23, the second water pump 31 and the heater 25 are operated, the third port 24c of the three-way valve 24 is communicated with the port 24a, and the second port 24b of the three-way valve 24 is not communicated with the port 24a, the relatively low temperature coolant fluid is controlled to flow to the heater 25 by the three-way valve 24 under the driving of the second water pump 23, the three-way valve 24 flows to the third port 24c to the port 24a, and the coolant fluid is circularly heated by the heater 25, the heated fluid flows to the heating heat exchanger 28 through the control valve 26, and is cooled by exchanging heat with the air sent to the vehicle through the fan 19, at the same time, the air sent to the heating heat exchanger 28 through the fan 19 is heated, so as to raise the temperature in the vehicle cabin, a comfortable riding environment is provided, the heated fluid can selectively flow to the second heating valve 27, the second heating heat exchanger 29 and the battery 3 is closed, and the heat exchange circuit can heat for heating the battery 3 at the same time, and the battery is properly heated fluid.

If the weather is cold and the humidity is high, the interior of the vehicle needs to be dehumidified, and then the compressor needs to be started to operate the refrigerant circulation system, i.e. the mode B, and other aspects of the mode B refer to the mode A described above.

The fifth operation mode is an operation mode in which the ambient temperature is relatively low such as in winter and the hybrid vehicle uses the engine as power, and the operation of the system is shown by a solid line in fig. 5. the operation process of this operation mode may include a process in which, when the vehicle is parked for a long time and the engine is just started, the temperature of the coolant is low, the coolant is controlled to flow to the bypass line 4 through the thermostat 21b to form a small circulation, and to flow to the heater 25 through the three-way valve 24. when the temperature of the engine coolant reaches 80 ℃ or more, the bypass line 4 is turned off or partially conducted by the thermostat, the coolant flows mostly or entirely to the radiator tank 22 to perform a large circulation, to perform cooling and heat dissipation of the engine, to perform heating of the passenger compartment, and at this time, the heater 25 does not operate as the coolant flow path alone, so that the bypass line 4 and the radiator tank 22 are selectively connected according to the coolant flow temperature, or in a range of , the bypass line 4 and the radiator tank 22 are connected but the proportion of the coolant is distributed according to the coolant temperature of the coolant flow b.

In the fifth working mode, if the battery is needed to supply low voltage for the whole vehicle, the battery can be preheated and then supplied for the whole vehicle. At this time, the second control valve 27 can be opened, the heat of the coolant fluid is brought to the battery loop 3 through the second heating heat exchanger 29, and the temperature of the battery pack 32 is raised, so that the normal power supply of the whole vehicle is realized while the performance of the battery at low temperature is ensured.

In spring and autumn or summer common working conditions, the heat management of the hybrid vehicle can be controlled by the stop valve 13 and the electronic expansion valve 16 to respectively realize the refrigeration of the passenger compartment and the battery pack 32, the control of the control valve 26 and the second control valve 27 to respectively realize the heating of the passenger compartment and the preheating of the battery pack 32, and the temperature of the cooling liquid in the circulation loop 2 can be controlled in a proper range by the heat dissipation box 22 and the heater 25.

The second water pump 23 is arranged on the engine heat dissipation and cabin heating loop 2, the end of the second water pump 23 is communicated with the coolant fluid inlet of the engine unit 21, the end of the second water pump 23 is connected to the coolant fluid outlet of the heat dissipation box 22 or is connected to the coolant fluid outlet of the heat dissipation box 22 through the three-way valve 24 or other control valves, when the engine 21a works, the second water pump 23 does not participate in the driving of the coolant fluid, when the engine 21a does not work and needs heating or battery preheating, the second water pump 23 works, the circulating work of the coolant fluid is realized through the driving of the second water pump 23, and therefore the hybrid vehicle can supply heat for the whole vehicle without starting the engine under the electric working condition.

Referring to fig. 7, a second embodiment of the present invention is shown in fig. 7, in which a refrigerant circulation circuit 1, an engine heat dissipation and cabin heating circuit 2, and an embodiment are substantially , and the main differences are that an outdoor heat exchanger 36 is further provided in a battery circuit 3, the outdoor heat exchanger 36 is provided in parallel with a pipe where second flow paths of a second evaporator and a second heat exchanger are located, and a third cut-off valve 34 and a fourth cut-off valve 35 are provided, the third cut-off valve 34 is provided in a pipe where the second evaporator and the second heat exchanger are located, and the fourth cut-off valve 35 is provided in a pipe where the outdoor heat exchanger 36 and the second heat exchanger are located, the hybrid vehicle is in an electric operating mode, when the battery operates stably and heat dissipation is required, the outdoor heat exchanger 36 or the refrigerant circulation circuit may be selected to perform heat dissipation cooling on the battery pack 32 by controlling the fourth cut-off valve 35 and the third cut-off valve 34, the fourth cut-off valve 35 may be opened, the third cut-off valve 34 may be closed, natural heat dissipation may be performed by the battery pack 36, when the temperature of the battery pack 32 is not so that the battery pack 32 is relatively high, the third cut-off valve 34 may be opened, and the heat dissipation circuit may be performed by other similar methods, and the heat dissipation circuit may be performed by opening 3683, and the heat dissipation stop valve 35 may be performed by the method may be repeated.

From the above, it can be seen that, by detecting the battery temperature when the vehicle is started, if the temperature is lower than the set value, the mode of engine operation is adopted, and the battery is preheated by using the waste heat of the engine, so that the battery temperature is gradually increased to a suitable use range, and then the battery is used as the power, so that the service life of the battery can be prolonged, and the method specifically comprises the following steps:

(10) vehicle launch

(20) Detecting the temperature of the battery, and turning to (30) if the temperature of the battery is greater than or equal to a set value; if the battery temperature is less than the set value, turning to (40);

(30) a battery is adopted as a power operation mode, namely a motor mode, and the operation is turned to (50);

(40) an engine is adopted as a power running mode, namely a motor mode, and the battery is preheated and then rotated (50);

(50) detecting the running speed of the vehicle, and if the vehicle speed is greater than or equal to a set value, turning to (40); if the vehicle speed is less than the set point, go (20).

In the above-described embodiment, two throttle devices are respectively used for throttle control of the two evaporators, and it is also possible to provide throttle devices only in the main path from the outlet of the condenser 12, that is, the throttle devices are provided before the two evaporator pipes connected in parallel, and flow control valves are provided in the pipes in which the two evaporators are located, respectively, which also achieves the control object.

It should be noted that the above embodiments are only used for illustrating the present invention and not for limiting the technical solutions described in the present invention, for example, serial numbers, and although the present invention has been described in detail by referring to the above embodiments, it should be understood by those skilled in the art that the present invention can be combined, modified or equivalently replaced by those skilled in the art, for example, the three-way valve in the embodiments can be replaced by two control valves, and without departing from the spirit and scope of the present invention and its modifications shall be covered by the claims of the present invention.

Claims

The vehicle energy management system comprises a refrigerant circulation loop, an engine heat dissipation and cabin heating loop and a battery loop, wherein the battery loop is provided with a water pump and a battery pack which are connected through pipelines, the pipelines of the battery loop are also connected with a second evaporator and a second heating heat exchanger, the engine heat dissipation and cabin heating loop comprises an engine unit, a heat dissipation box, a second water pump, a heating heat exchanger and a plurality of control valves which are connected through pipelines, the engine heat dissipation and cabin heating loop is also connected with the second heating heat exchanger, the second heating heat exchanger is a double-channel heat exchanger and comprises a channel and a second channel which are mutually isolated and can exchange heat, the battery loop is connected with the second channel of the second heating heat exchanger, the engine heat dissipation and cabin heating loop is connected with a channel of the second heating heat exchanger, an outlet of a channel of the second heating heat exchanger is directly or indirectly connected with a fluid inlet of the engine unit through a pipeline, and an outlet of the second channel of the second heating heat exchanger is directly or indirectly connected with a fluid inlet of the battery pack through a pipeline.
2. The vehicle power management system of claim 1, wherein the refrigerant circulation circuit comprises a compressor, a condenser, a throttling device and an evaporator which are sequentially communicated to form a refrigerant circuit, the evaporator comprises an th evaporator for cooling a vehicle cabin and a th flow channel of a second evaporator for cooling a battery pack, the second evaporator comprises two th flow channels and a second flow channel which are isolated from each other but can exchange heat, an outlet of the th flow channel of the second evaporator is directly or indirectly connected with a fluid inlet of the compressor through a pipeline, and an outlet of the second flow channel of the second evaporator is directly or indirectly connected with a fluid inlet of the battery pack through a pipeline.
3. The energy management system for vehicle of claim 2, wherein the two flow paths of the second evaporator are in counter-current heat exchange, the inlet of the th flow path is disposed near the outlet of the second flow path, and the outlet of the th flow path is disposed near the inlet of the second flow path, such that the two flow paths through the second evaporator are in substantially opposite directions.
4. The energy management system for vehicle as claimed in claim 2 or 3, wherein the th evaporator and the th channel of the second evaporator are connected in parallel, and the refrigerant cycle further comprises a control unit for controlling the fluid communication and the fluid flow rate in the tube path where the th evaporator and the th channel of the second evaporator are located.
5. The vehicle energy management system of claim 4, wherein throttles are disposed in the refrigerant circulation circuit before the th flow paths of the th evaporator and the second evaporator, respectively, wherein the th evaporator is used for providing cooling energy to the passenger compartment, and the th flow path of the second evaporator is capable of providing cooling energy to the battery pack.
6. The vehicle energy management system according to claim 1-3 or 5- , wherein the engine heat dissipation and cabin heating loop comprises a th channel of the engine unit, a heat dissipation box, a heater, a th heating heat exchanger and a second heating heat exchanger which are connected through pipelines, the engine unit comprises three interfaces which are in fluid connection with a coolant, th inlets, th outlets and a second outlet, the th outlet is directly or indirectly connected with the inlet of the heat dissipation box through a pipeline, the second outlet is connected with a pipeline from the outlet of the heat dissipation box through a pipeline, the th heating heat exchanger inlet and the second heating heat exchanger th channel inlet are connected with a pipeline from the outlet of the heat dissipation box through a pipeline, and the th heating heat exchanger outlet and the second heating heat exchanger th channel outlet are connected with a pipeline from the inlet of a fluid of the engine unit through a pipeline.
7. The vehicle energy management system of claim 4, wherein the engine cooling and cabin heating loop comprises a th channel of the engine block, a cooling box, a heater, a th heating heat exchanger and a second heating heat exchanger which are connected through pipelines, the engine block comprises three interfaces which are in fluid connection with a coolant, th inlet, a th outlet and a second outlet, the th outlet is directly or indirectly connected with the inlet of the cooling box through a pipeline, the second outlet is connected with the pipeline from the outlet of the cooling box through a pipeline, the th heating heat exchanger inlet and the th channel of the second heating heat exchanger are connected with the pipeline from the outlet of the cooling box through pipelines, and the th heating heat exchanger outlet and the th channel of the second heating heat exchanger are connected with the inlet pipeline of the fluid of the engine block through pipelines.
8. The energy management system for vehicle of claim 6, wherein said engine heat rejection and cabin heating loop further comprises a second water pump, said second water pump is connected in parallel with said th heating heat exchanger and the pipeline of th flow channel of the second heating heat exchanger.
9. The energy management system for vehicle of claim 8, wherein the two flow paths of the second heat exchanger are for counter-current heat exchange, the inlet of the th flow path is disposed near the outlet of the second flow path, and the outlet of the th flow path is disposed near the inlet of the second flow path, i.e. the two flow paths are substantially opposite to each other.
10. The system according to any of claims 1-3, 5 or 7-9 and , wherein the battery circuit further comprises an outdoor heat exchanger, and the outdoor heat exchanger is connected in parallel with the second evaporator and the second flow path of the second heating heat exchanger.
11. The vehicle energy management system of claim 4, wherein: the battery loop further comprises an outdoor heat exchanger, and the outdoor heat exchanger is connected in parallel with the second evaporator and a pipeline where a second flow channel of the second heating heat exchanger is located.
12. The vehicle energy management system of claim 6, wherein: the battery loop further comprises an outdoor heat exchanger, and the outdoor heat exchanger is connected in parallel with the second evaporator and a pipeline where a second flow channel of the second heating heat exchanger is located.
A method for controlling vehicle energy management system, the vehicle energy management system being as claimed in any of the above claims , the vehicle energy management system including a battery warm-up mode, the battery warm-up mode being adapted to the case where the ambient temperature is low and the vehicle is just started, when the refrigerant circulation circuit is not operated, the vehicle being operated by the engine, the method comprising the steps of:

when the vehicle is started, the controller firstly detects the temperature of the battery pack and then judges whether the battery pack normally operates or carries out a battery preheating mode, when the temperature of the battery pack is lower than a proper working temperature range built in or preset by the controller, an engine is firstly started to drive the vehicle to operate as power, and meanwhile, the battery pack is heated by utilizing the waste heat of the engine; when the temperature of the battery pack is larger than or equal to the proper working temperature range built in the controller, the battery pack enters a normal working mode;

in the battery preheating mode, the cooling fluid of the engine flows through the th flow channel of the second heating heat exchanger, the fluid of the battery loop flows through the second flow channel of the second heating heat exchanger, and the fluid of the battery loop flows back to the battery pack to preheat the battery after the temperature of the second heating heat exchanger is raised.