A hybrid vehicle overall thermal management system and vehicle

Abstract

The present application relates to a kind of hybrid vehicle whole vehicle thermal management system and vehicle, including air conditioning system and battery heat circulation, the air conditioning system includes vehicle outside heat exchanger and for the refrigeration or heating in vehicle inside heat exchanger, compressor, vehicle outside heat exchanger, expansion valve and vehicle inside heat exchanger in air conditioning system constitute inside heat exchanger refrigeration circuit, air conditioning system exchanges heat with battery heat circulation by first heat exchanger, first heat exchanger in the air conditioning system air conditioning heat exchange end constitutes the evaporator of air conditioning heat pump cycle, compressor, vehicle inside heat exchanger, expansion valve, air conditioning heat exchange end in air conditioning system constitute inside heat exchanger heating circuit.The present application solves the problem of the size of radiator of heat pump air conditioner is too large.Through specific air conditioning cycle pipeline setting, passenger compartment air conditioning refrigeration can also be realized, and using air conditioning refrigeration, through the heat exchanger connected with battery heat circulation to cool battery.

Description

Technical Field

[0001] This invention relates to a vehicle thermal management system, belonging to the field of automotive technology, and particularly to a hybrid vehicle thermal management system and vehicle. Background Technology

[0002] Due to environmental and energy concerns, hybrid vehicles, with their energy-saving and low-emission characteristics, are one of the main development directions in the automotive industry today. Compared to traditional gasoline vehicles, the addition of an electric drive system means the engine is no longer a constant source of heat, and its heat cannot be used for interior heating after the engine stops. Compared to pure electric vehicles, because of their smaller overall battery capacity, using electric PTC (Power Transmission Controlled Central Terminal) for interior heating would affect the driving range of hybrid vehicles in pure electric mode.

[0003] Hybrid passenger vehicles primarily use water-based heating systems. Specifically, a water-cooled PTC (Potentially Transmitted Thermal Capacitor) is connected in series within the engine's small circulation loop. When the engine is running, the PTC shuts down, relying on engine heat to heat the cabin. When the engine is off, the PTC activates, heating the coolant. This heating method significantly increases vehicle weight due to the added water heating piping, water pump, and coolant. The coolant's high specific heat capacity results in a slow temperature rise rate, potentially impacting passenger comfort. Furthermore, the low energy efficiency of the PTC leads to high power consumption, significantly affecting the vehicle's driving range after activation.

[0004] Commercial hybrid vehicles primarily use direct heat pumps for in-vehicle heating. Compared to hydronic heating, heat pump heating has a higher overall energy efficiency ratio, significantly reducing overall vehicle heating energy consumption and increasing the pure electric driving range in low-temperature environments. To improve the heating performance and energy efficiency of the heat pump system in low-temperature environments, commercial vehicle heat pump air conditioning systems mainly use R407C or R410A refrigerants. However, these two refrigerants require high-strength heat exchangers due to their high system operating pressure. Typical parallel-flow heat exchangers cannot meet these pressure requirements, resulting in larger heat exchanger sizes. For passenger vehicles with limited space, direct heat pump systems are not suitable due to the size limitations of the heat exchangers.

[0005] Therefore, for hybrid vehicles, it is necessary to develop a vehicle thermal management system suitable for their characteristics, so as to reduce the energy consumption of the vehicle thermal management system while ensuring the cooling and heating effects of the whole vehicle. Summary of the Invention

[0006] The purpose of this invention is to provide a hybrid vehicle thermal management system and vehicle to solve the problem that the size of the radiator in a hybrid vehicle is difficult to meet the requirements of the vehicle's heat pump air conditioning and heating in the prior art.

[0007] To achieve the above objectives, the present invention includes: The present invention discloses a hybrid vehicle thermal management system, comprising an air conditioning system and a battery thermal cycle. The air conditioning system includes an external heat exchanger and an internal heat exchanger for cooling or heating the vehicle interior. The compressor, external heat exchanger, expansion valve, and internal heat exchanger in the air conditioning system constitute an internal cooling circuit. The air conditioning system exchanges heat with the battery thermal cycle through a first heat exchanger. The first heat exchanger at the air conditioning heat exchange end of the air conditioning system constitutes the evaporator of the air conditioning heat pump cycle. The compressor, internal heat exchanger, expansion valve, and air conditioning heat exchange end in the air conditioning system constitute an internal heating circuit.

[0008] The beneficial effects of this invention are as follows: This invention enables the air conditioning heat pump heating system to absorb heat from the battery heat cycle, and uses the heat exchanger connected to the battery heat cycle as the evaporator of the air conditioning heat pump, thus solving the problem of excessively large radiator size in heat pump air conditioners. Through specific air conditioning circulation piping settings, it is also possible to achieve passenger cabin air conditioning cooling, and to use air conditioning cooling to cool the battery through the heat exchanger connected to the battery heat cycle.

[0009] Furthermore, the vehicle thermal management system also includes an engine cooling cycle, and the battery thermal cycle exchanges heat with the engine cooling cycle through a second heat exchanger; the battery thermal cycle also includes a first bypass connected in parallel with the battery heat exchanger, and the first bypass and the battery heat exchanger are selected through a pipeline switching system.

[0010] The beneficial effects of this invention are as follows: Based on the realization of the air conditioning heat pump heating system absorbing heat from the battery heat cycle, it also utilizes the engine heat cycle with the battery heat cycle as an intermediary, using engine heat for battery heating or providing a heat source for the air conditioning heat pump heating. This invention solves the problem that hybrid passenger vehicles cannot use heat pump air conditioning heat pump heating systems due to radiator size limitations imposed by their structural layout. Simultaneously, it utilizes engine heat for battery heating and in-vehicle heat pump heating, reducing system energy consumption after engine start-up. Furthermore, when using engine waste heat for heat pump heating, the battery can be isolated via a first bypass, preventing excessively high battery temperatures from affecting battery life.

[0011] Furthermore, the battery thermal cycle also includes a second bypass connected in parallel with the heat exchange end of the second heat exchanger in the battery thermal cycle, and the second bypass and the heat exchange end of the second heat exchanger in the battery thermal cycle are selected through a pipeline switching system.

[0012] The beneficial effect of this invention is that when the coolant temperature in the battery thermal cycle is high enough, the heat exchanger that is connected to the engine cooling cycle can be bypassed, thus avoiding affecting battery cooling.

[0013] Furthermore, the pipeline switching system is a three-way valve; the first bypass is connected to the first outlet of the first three-way valve, the battery heat exchanger is connected to the second outlet of the first three-way valve, and the inlet of the first three-way valve is connected to the upstream pipeline; the second bypass is connected to the first outlet of the second three-way valve, and the heat exchange end of the second heat exchanger in the battery heat cycle is connected to the second outlet of the second three-way valve.

[0014] The beneficial effects of this invention are: the use of a three-way valve to switch between the bypass and the heat exchanger is low-cost and the technology is mature and reliable.

[0015] Furthermore, when the power battery temperature reaches the optimal operating temperature during the battery thermal cycle, the first electronically controlled three-way valve connects the inlet and the first outlet; when the power battery temperature does not reach the optimal operating temperature, the first electronically controlled three-way valve connects the inlet and the second outlet.

[0016] The beneficial effects of this invention are as follows: based on whether the battery has reached its optimal operating temperature range, an electronically controlled three-way valve controls whether the coolant flows through the power battery, thus avoiding energy waste in the vehicle caused by the coolant flowing through the power battery when the power battery temperature is sufficient, or preventing the battery temperature from continuously rising and causing high-temperature failure of the power battery.

[0017] Furthermore, when the coolant temperature in the battery thermal cycle is lower than its target temperature, the inlet and the second outlet of the second electrically controlled three-way valve are connected; when the coolant temperature in the battery thermal cycle is greater than or equal to its target temperature, the inlet and the first outlet of the second electrically controlled three-way valve are connected.

[0018] The beneficial effects of this invention are: by controlling whether the battery heat cycle passes through the heat exchanger of the engine cooling cycle to absorb heat, the temperature of the coolant in the battery heat cycle is controlled, and the excessive heat in the battery heat cycle is avoided from affecting the battery heat dissipation.

[0019] Furthermore, when the inlet and the first outlet of the second electrically controlled three-way valve are connected, the inlet and the second outlet of the second electrically controlled three-way valve are connected when the coolant temperature drops to less than the difference between its target temperature and the hysteresis temperature.

[0020] The beneficial effects of this invention are: setting the coolant hysteresis temperature for switching the second three-way valve prevents temperature fluctuations from causing frequent operation of the three-way valve, thereby reducing its lifespan and reliability.

[0021] Furthermore, the engine is also connected to a cooling module. When the engine temperature is higher than the temperature of the coolant in the engine cooling cycle at the engine's optimal temperature, the engine dissipates heat through the cooling module; when the engine temperature is lower than the temperature of the coolant in the engine cooling cycle at the engine's optimal temperature, the engine does not dissipate heat through the cooling module.

[0022] The beneficial effects of this invention are as follows: By equipping the engine with an additional air cooling module, when the engine temperature exceeds the optimal temperature, it indicates that the battery thermal cycle is insufficient to meet the engine's cooling needs. In this case, the cooling module is used to prevent the engine from overheating. The engine temperature is determined based on the temperature of the coolant in the engine's cooling cycle.

[0023] Furthermore, a water-heating PTC is connected in series in the battery thermal cycle. When the coolant temperature in the engine cooling cycle is lower than the set value, and the coolant temperature in the battery thermal cycle is lower than the set value, the water-heating PTC is turned on; when the coolant temperature in the engine cooling cycle is higher than the set value, the water-heating PTC is turned off.

[0024] The beneficial effects of this invention are as follows: when the hybrid vehicle is operating in pure electric mode, the engine cannot provide heat because it is not started. At this time, the battery temperature is insufficient, and there is still a need for vehicle interior heating, heat is provided by the PTC heater.

[0025] The present invention provides a hybrid vehicle that adopts the above-described hybrid vehicle thermal management system. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the hybrid vehicle thermal management system and vehicle schematic of the present invention; Explanation of reference numerals in the attached figures: 1. Engine; 2. Engine radiator; 3. First expansion tank; 4. First temperature sensor; 5. Coolant-coolant heat exchanger; 6. Battery water pump; 7. First electronically controlled three-way valve; 8. Power battery; 9. Hydrothermal PTC; 10. Second electronically controlled three-way valve; 11. Refrigerant-coolant heat exchanger; 12. Second temperature sensor; 13. Second expansion tank; 14. Compressor; 15. Electronically controlled four-way reversing valve; 16. External condenser; 17. First electronic expansion valve; 18. HVAC module; 19. Second electronic expansion valve; 20. Evaporator inside the vehicle compartment; 21. First check valve; 22. Second check valve; 23. Electronic expansion valve; 24. Gas-liquid separator. Detailed Implementation

[0027] The present invention will now be described in further detail with reference to the accompanying drawings.

[0028] An embodiment of a hybrid vehicle thermal management system: 1. Overall Functional Implementation of the Thermal Management System for Hybrid Vehicles This invention analyzes existing hybrid vehicle thermal management technologies and their problems. The hybrid vehicle thermal management system of this invention mainly achieves the following functions: (1) Through reasonable configuration design, this invention enables the air conditioning heat pump heating system to absorb heat from the battery heat cycle, compared with the way commercial vehicle heat pump air conditioning heat pump heating system absorbs heat from the low temperature environment. This effectively expands the low temperature application range of passenger car R134a refrigerant air conditioning heat pump heating system and solves the problem that hybrid passenger car models cannot use heat pump air conditioning heat pump heating system due to layout structure limitations.

[0029] (2) Through a reasonable configuration design, the present invention can realize the battery heat cycle to absorb heat from the engine thermal management system, thereby effectively utilizing the engine heat for battery heating and vehicle interior heat pump heating, reducing system energy consumption after engine start-up.

[0030] (3) The vehicle thermal management system of the present invention can realize zoned control of temperature in the driver's area and passenger area, and is applicable to hybrid vehicles with large interior space (such as light passenger vehicles) and luxury hybrid vehicles with high requirements for interior temperature distribution, thereby further expanding the scope of application of the system.

[0031] like Figure 1As shown, the hybrid vehicle thermal management system of the present invention includes an engine thermal management system, a battery thermal circulation system, and an air conditioning heat pump heating system. The engine thermal management system includes an engine 1, an engine cooling module 2, a first expansion tank 3, a first temperature sensor 4, a coolant-coolant heat exchanger 5, and coolant pipelines connecting the components within the system. The first set of ports of the coolant-coolant heat exchanger 5 is located in the small circulation pipeline of the engine thermal management system, and the second set of ports is located in the battery thermal circulation coolant pipeline. The battery thermal cycle includes a battery water pump 6, a first electrically controlled three-way valve 7, a power battery 8, a water-heating PTC 9, a second electrically controlled three-way valve 10, a refrigerant-coolant heat exchanger 11, a second temperature sensor 12, a second expansion tank 13, and coolant pipelines connecting the components within the system. The first set of ports of the refrigerant-coolant heat exchanger 11 is located in the refrigerant pipeline of the battery cooling branch within the air conditioning heat pump heating system, and the second set of ports is located in the coolant pipeline within the battery thermal cycle. The system achieves heat exchange with the engine thermal management system through the coolant-coolant heat exchanger 5, and with the heat pump air conditioning heat pump heating system through the refrigerant-coolant heat exchanger 11. The first electrically controlled three-way valve 7 and the second electrically controlled three-way valve 10 control whether the coolant in the system flows through the power battery 8 or the coolant-coolant heat exchanger 5. The air conditioning heat pump heating system includes an electric compressor 14, an electrically controlled four-way reversing valve 15, an external condenser 16, a first electronic expansion valve 17, an HVAC module 18, a second electronic expansion valve 19, an in-cabin evaporator 20, a first one-way valve 21, a second one-way valve 22, an electronic expansion valve 23, a gas-liquid separator 24, and refrigerant piping connecting the components within the system. The system switches between cooling and heating modes through the electrically controlled four-way reversing valve 15, and achieves zoned temperature control between the driver's area and the passenger area through the HVAC module 18 and the in-cabin evaporator 20.

[0032] 2. Specific Implementation and Advantages of the Thermal Management System for Hybrid Vehicles The main changes and corresponding operating modes of the hybrid vehicle thermal management system developed in this patent are described below: (1) Cabin cooling mode. When the power battery 8 has no cooling requirement, the battery water pump 6 does not work, the electronic expansion valve 23 in the air conditioning heat pump heating system is closed, and the refrigerant does not flow through the refrigerant-coolant heat exchanger 11. At this time, the flow path of the refrigerant in the air conditioning heat pump heating system is: compressor 14, AB port of the electronically controlled four-way reversing valve 15, external condenser 16, and then the refrigerant flows in two paths. One path flows through the first electronic expansion valve 17, HVAC module 18, gas-liquid separator 24, and compressor 14; the other path flows through the second electronic expansion valve 19, cabin evaporator 20, CD port of the electronically controlled four-way reversing valve 15, gas-liquid separator 24, and compressor 14. At this time, by controlling the opening of the first electronic expansion valve 17 and the second electronic expansion valve 19 respectively, the superheat of the evaporator core in the HVAC module 18 and the outlet of the cabin evaporator 20 can be controlled, thereby adjusting the air conditioning outlet temperature in the driver's area and passenger compartment respectively. (2) Battery Cooling Mode. When the power battery 8 has a cooling requirement, the coolant in the battery heat cycle and the refrigerant in the air conditioning heat pump heating system exchange heat through the refrigerant-coolant heat exchanger 11, thereby reducing the temperature of the coolant in the battery heat cycle and achieving battery cooling. At this time, the refrigerant flow path in the air conditioning heat pump heating system is: compressor 14, AB ports of the electronically controlled four-way reversing valve 15, external condenser 16, first check valve 21, electronic expansion valve 23, refrigerant-coolant heat exchanger 11, gas-liquid separator 24, compressor 14. By controlling the opening of the electronic expansion valve 23, the superheat at the outlet of the refrigerant-coolant heat exchanger 11 is controlled, thereby controlling the temperature of the coolant in the battery heat cycle. At this time, depending on whether there is a cooling demand in the driver's area and passenger area, it is decided whether to open the first electronic expansion valve 17 and the second electronic expansion valve 19. When there is no cooling demand, the first electronic expansion valve 17 and the second electronic expansion valve 19 are closed. When there is a cooling demand, the first electronic expansion valve 17 and the second electronic expansion valve 19 are opened. By controlling the superheat of the evaporator core in the HVAC module 18 and the outlet of the evaporator 20 in the vehicle compartment, the air conditioning outlet temperature in the driver's area and passenger compartment is controlled. In battery cooling mode, the flow path of the coolant in the battery heat cycle is as follows: battery water pump 6, AC port of the first electronically controlled three-way valve 7, power battery 8, water-heating PTC 9, AB port of the second electronically controlled three-way valve 10, refrigerant-coolant heat exchanger 11, second temperature sensor 12, battery water pump 6. In this mode, the water-heating PTC is not opened, and the second electronically controlled three-way valve 10 controls the coolant not to flow through the coolant-coolant heat exchanger 5, thereby preventing the battery heat cycle from absorbing heat from the engine thermal management system. (3) Battery heating and vehicle interior heating mode when the engine is off. In this mode, since the engine 1 is off and there is no heat output, the heat in the battery heat cycle mainly comes from the water-heating PTC9. The air conditioning heat pump heating system transfers the heat in the battery heat cycle to the vehicle interior through the refrigerant-coolant heat exchanger 11, and simultaneously realizes the heating function in the vehicle interior while the battery is heated. At this time, the flow path of the coolant in the battery heat cycle is: battery water pump 6, AC port of the first electronically controlled three-way valve 7, power battery 8, water-heating PTC9, AB port of the second electronically controlled three-way valve 10, refrigerant-coolant heat exchanger 11, second temperature sensor 12, battery water pump 6. By controlling the start and stop of the water-heating PTC9, the temperature of the coolant in the battery heat cycle is controlled. The air conditioning heat pump heating system changes the refrigerant flow direction through the electronically controlled four-way reversing valve 15, so that the high-temperature refrigerant flowing out of the compressor 14 first releases heat to the cabin through the evaporator 20 in the cabin to raise the cabin temperature, and then absorbs heat from the battery heat cycle through the refrigerant-coolant heat exchanger 11. At this time, the flow path of the refrigerant in the air conditioning heat pump heating system is: compressor 14, AD port of electronically controlled four-way reversing valve 15, evaporator 20 in the cabin, second one-way valve 22, electronic expansion valve 23, refrigerant-coolant heat exchanger 11, gas-liquid separator 24, compressor 14; For the driver's area, in order to meet the needs of rapid defrosting and defogging of the windshield, the electric heater PTC in the 18HVAC module is used for heating the driver's area and defrosting and defogging the windshield; (4) Battery heating and vehicle interior heating functions during engine start-up. After the engine starts, part of the heat generated by combustion in the engine cylinder is used for the engine to do external work, and part of it is converted into heat and transferred to the coolant. In order to avoid the heat transferred from the engine to the coolant being dissipated into the environment through the engine radiator 2 and causing energy waste of the whole vehicle, the heat can be transferred to the battery heat cycle through the coolant-coolant heat exchanger 5 for battery heating and vehicle interior heating. The specific implementation is as follows: When the first temperature sensor 4 detects that the coolant temperature T in the engine thermal cycle is less than the lower limit of the engine's optimal operating coolant temperature T1, the coolant-coolant heat exchanger 5 temporarily stops absorbing heat from the engine thermal cycle, and all the heat in the battery thermal cycle comes from the hydrothermal PTC9 to improve the engine's combustion efficiency in low-temperature environments; when the first temperature sensor 4 detects that the coolant temperature T in the engine thermal cycle is greater than the lower limit of the engine's optimal operating coolant temperature T1+T2 (T2 is the hysteresis temperature), the hydrothermal PTC9 is turned off, and the battery thermal cycle absorbs heat from the engine thermal cycle through the coolant-coolant heat exchanger 5; when the first temperature sensor 4 detects that the coolant temperature T in the engine thermal cycle is greater than the upper limit of the engine's optimal operating coolant temperature T3, the engine thermostat opens, and part of the heat generated by the engine is transferred to the environment through the engine radiator 2, and part is transferred to the battery thermal cycle through the coolant-coolant heat exchanger 5, thereby maintaining a suitable coolant temperature in the engine thermal management system and preventing engine failures such as cylinder detonation caused by excessively high coolant temperatures.

[0033] The specific circulation path for the coolant is as follows: a. When the coolant temperature T in the engine thermal cycle is lower than the lower limit of the engine's optimal operating coolant temperature T1, the engine coolant does not pass through the engine radiator 2, and the battery thermal cycle does not absorb heat from the engine thermal cycle through the coolant-coolant heat exchanger 5; its heat comes from the hydrothermal PTC 9. The corresponding engine thermal cycle path at this time is: engine 1, first temperature sensor 4, coolant-coolant heat exchanger 5, engine 1; the battery thermal cycle path is: battery water pump 6, AC port of the first electronically controlled three-way valve 7, power battery 8, hydrothermal PTC 9, AB port of the second electronically controlled three-way valve 10, refrigerant-coolant heat exchanger 11, second temperature sensor 12, battery water pump 6. The coolant temperature in the battery thermal cycle is controlled by starting and stopping the hydrothermal PTC 9. b. When the coolant temperature T in the engine thermal cycle is greater than the lower limit of the engine's optimal operating coolant temperature T1 + T2 (T2 is the hysteresis temperature), the engine coolant does not pass through the engine radiator 2. The battery thermal cycle absorbs heat from the engine thermal cycle through the coolant-coolant heat exchanger 5, and the water-heating PTC 9 is turned off. The corresponding engine thermal cycle path at this time is: engine 1, first temperature sensor 4, coolant-coolant heat exchanger 5, engine 1; the battery thermal cycle path is: battery water pump 6, AC port of the first electronically controlled three-way valve 7, power battery 8, water-heating PTC 9, AC port of the second electronically controlled three-way valve 10, coolant-coolant heat exchanger 5, refrigerant-coolant heat exchanger 11, second temperature sensor 12, battery water pump 6. The coolant temperature in the battery thermal cycle is controlled by the second electronically controlled three-way valve 10. When the second temperature sensor 12 detects that the coolant temperature T4 in the battery thermal cycle is less than its target temperature... When temperature T0 is reached, the AC port of the second electronically controlled three-way valve 10 is closed, and the battery thermal circulation coolant flows through the coolant-coolant heat exchanger 5 to absorb heat from the engine thermal circulation. When the second temperature sensor 12 detects that the coolant temperature T4 in the battery thermal circulation is greater than or equal to its target temperature T0, the AB port of the second electronically controlled three-way valve 10 is closed, and the battery thermal circulation coolant no longer flows through the coolant-coolant heat exchanger 5 and no longer absorbs heat from the engine thermal circulation. In addition, when the temperature fluctuates near the critical value T0, a hysteresis temperature T5 is set here to prevent the second electronically controlled three-way valve from frequently adjusting its opening and closing ports and causing damage to its components. When the second temperature sensor 12 detects that the coolant temperature T4 in the battery thermal circulation is less than its target temperature T0-T5 (T5 is the hysteresis temperature), the AC port of the second electronically controlled three-way valve 10 is closed, and the battery thermal circulation coolant flows through the coolant-coolant heat exchanger 5 again to absorb heat from the engine thermal circulation, thereby maintaining the coolant temperature in the battery thermal circulation fluctuating near its target temperature T0. c. When the coolant temperature T in the engine thermal cycle is greater than the upper limit of the engine's optimal operating coolant temperature T3, the thermostat in the engine thermal cycle opens. Part of the engine coolant flows from engine 1 and engine radiator 2 back to engine 1, and part of the coolant flows from engine 1, first temperature sensor 4, and coolant-coolant heat exchanger 5 back to engine 1. The coolant flow pattern in the battery thermal cycle is the same as that in case b. For the air conditioning heat cycle, heat is absorbed from the battery heat cycle through the refrigerant-coolant heat exchanger 11 for heating the passenger area in the cabin. The specific refrigerant flow path is: compressor 14, AD port of the electronically controlled four-way reversing valve 15, evaporator 20 in the cabin, second one-way valve 22, electronic expansion valve 23, refrigerant-coolant heat exchanger 11, gas-liquid separator 24, compressor 14; For the driver's area, in order to meet the needs of rapid defrosting and defogging of the windshield, the electric heater PTC in the HVAC module 18 is used for heating the driver's area and defrosting and defogging the windshield. (5) In-vehicle heating mode when the engine is off. When the power battery temperature has reached its optimal operating temperature, if the coolant continues to flow through the power battery, it will cause energy waste in the whole vehicle and cause the battery temperature to continue to rise, leading to a high-temperature failure of the power battery. At this time, the AB port is connected by the first electronically controlled three-way valve 7, so that the coolant does not flow through the power battery 8, thereby effectively avoiding energy waste in the whole vehicle and the risk of overheating of the power battery. Except for the different connection method of the first electronically controlled three-way valve 7, the other working methods in this working mode are the same as in mode (3); (6) In-vehicle heating mode when the engine is running. When the power battery temperature has reached its optimal operating temperature, the AB port is connected through the first electronically controlled three-way valve 7 to prevent the coolant from flowing through the power battery 8. Otherwise, the other working modes are the same as in mode (4).

[0034] In summary, the hybrid vehicle thermal management system of the present invention has the following advantages: This invention is applicable to hybrid vehicles. By coupling the engine thermal management system, battery thermal cycle, and air conditioning heat pump heating system, it ensures that the engine, power battery, and passenger compartment operate within a suitable temperature range. Through the coupled design, the heat flow of the whole vehicle is rationally distributed and utilized. Under the premise of ensuring the temperature rise rate of the vehicle interior and the heating rate of the battery in low-temperature environments, the energy consumption of vehicle interior heating and battery heating is reduced, while achieving optimal system cost and weight.

[0035] An example of a hybrid vehicle: The specific implementation principle of a hybrid vehicle according to the present invention is as follows: Figure 1 As shown, the hybrid vehicle thermal management system of the present invention can be implemented. The vehicle and the hybrid vehicle thermal management system of the present invention have been described sufficiently clearly in the system embodiments and will not be repeated here.

Claims

1. A thermal management system for a hybrid vehicle, comprising a refrigerant circulation loop and a battery liquid cooling loop, wherein the refrigerant circulation loop includes an external heat exchanger and an internal heat exchanger for cooling or heating the vehicle interior, and a compressor, an external heat exchanger, an expansion valve, and an internal heat exchanger constitute the refrigerant circulation loop, characterized in that, The refrigerant circulation loop exchanges heat with the coolant side of the battery liquid cooling cycle through the refrigerant side of the first heat exchanger. The vehicle thermal management system also includes an engine liquid cooling cycle, and the battery liquid cooling cycle exchanges heat with the engine liquid cooling cycle through a second heat exchanger. The refrigerant circulation loop also includes an electronically controlled four-way reversing valve for switching between cooling and heating modes. The in-vehicle heat exchanger includes an HVAC module for the driver's area and an evaporator for the passenger compartment. The compressor outlet is connected to port A of the electronically controlled four-way reversing valve, and port B of the electronically controlled four-way reversing valve is connected to the inlet of the external heat exchanger. The outlet of the external heat exchanger is connected to the HVAC module inlet, the inlet of the in-vehicle evaporator, and the air conditioning heat exchange end inlet of the first heat exchanger, respectively. The outlet of the HVAC module and... The outlet of the first heat exchanger's air conditioning heat exchange end is connected to the compressor inlet. The outlet of the evaporator in the vehicle cabin is connected to port D of an electrically controlled four-way reversing valve. Port C of the electrically controlled four-way reversing valve is connected to the compressor inlet. The electrically controlled four-way reversing valve is used to switch between port A connected to port B, port C connected to port D, and port A connected to port D and port B connected to port C. The battery liquid cooling cycle is connected in series with a PTC heater and a battery heat exchanger. The battery liquid cooling cycle also includes a first bypass connected in parallel with the battery heat exchanger, and the first bypass and the battery heat exchanger are selected through a pipeline switching system. It also includes a second bypass connected in parallel with the heat exchange end of the second heat exchanger in the battery liquid cooling cycle, and the second bypass and the second heat exchanger are selected through a pipeline switching system. The pipeline switching system is a three-way valve. The first bypass is connected to the first outlet of the first three-way valve, the battery heat exchanger is connected to the second outlet of the first three-way valve, and the inlet of the first three-way valve is connected to the upstream pipeline. The second bypass is connected to the first outlet of the second three-way valve, and the heat exchange end of the second heat exchanger in the battery liquid cooling cycle is connected to the second outlet of the second three-way valve.

2. The hybrid vehicle thermal management system according to claim 1, characterized in that, The HVAC module contains a PTC electric heater for heating the driver's area and for defrosting and defogging the windshield.

3. The hybrid vehicle thermal management system according to claim 1, characterized in that, The battery liquid cooling cycle also includes a second temperature sensor.

4. The hybrid vehicle thermal management system according to claim 3, characterized in that, The battery liquid cooling cycle also includes a second expansion tank.

5. The hybrid vehicle thermal management system according to claim 4, characterized in that, When the power battery temperature reaches the optimal operating temperature within the battery liquid cooling cycle, the first electronically controlled three-way valve connects the inlet and the first outlet; when the power battery temperature does not reach the optimal operating temperature, the first electronically controlled three-way valve connects the inlet and the second outlet.

6. The hybrid vehicle thermal management system according to claim 5, characterized in that, When the temperature of the coolant in the battery liquid cooling cycle is lower than its target temperature, the inlet and the second outlet of the second electrically controlled three-way valve are connected; when the temperature of the coolant in the battery liquid cooling cycle is greater than or equal to its target temperature, the inlet and the first outlet of the second electrically controlled three-way valve are connected.

7. The hybrid vehicle thermal management system according to claim 5, characterized in that, When the inlet and outlet of the second electrically controlled three-way valve are connected, the inlet and outlet of the second electrically controlled three-way valve will be connected when the coolant temperature drops to less than the difference between its target temperature and the hysteresis temperature.

8. The hybrid vehicle thermal management system according to claim 2, characterized in that, The engine is also connected to a cooling module. When the engine temperature is higher than the temperature of the coolant in the engine liquid cooling cycle at the engine's optimal temperature, the engine dissipates heat through the cooling module; when the engine temperature is lower than the temperature of the coolant in the engine liquid cooling cycle at the engine's optimal temperature, the engine does not dissipate heat through the cooling module.

9. The hybrid vehicle thermal management system according to claim 1, characterized in that, The PTC heater turns on when the coolant temperature in both the engine and battery cooling circuits is below the set value; the PTC heater turns off when the coolant temperature in the engine cooling circuit is above the set value.

10. A hybrid vehicle, characterized in that, The hybrid vehicle thermal management system as described in claim 1 is adopted.

11. The hybrid vehicle according to claim 10, characterized in that, The HVAC module contains a PTC electric heater for heating the driver's area and for defrosting and defogging the windshield.

12. The hybrid vehicle according to claim 10, characterized in that, The battery liquid cooling cycle also includes a second temperature sensor.

13. The hybrid vehicle according to claim 12, characterized in that, The battery liquid cooling cycle also includes a second expansion tank.

14. The hybrid vehicle according to claim 13, characterized in that, When the power battery temperature reaches the optimal operating temperature within the battery liquid cooling cycle, the first electronically controlled three-way valve connects the inlet and the first outlet; when the power battery temperature does not reach the optimal operating temperature, the first electronically controlled three-way valve connects the inlet and the second outlet.

15. The hybrid vehicle according to claim 14, characterized in that, When the temperature of the coolant in the battery liquid cooling cycle is lower than its target temperature, the inlet and the second outlet of the second electrically controlled three-way valve are connected; when the temperature of the coolant in the battery liquid cooling cycle is greater than or equal to its target temperature, the inlet and the first outlet of the second electrically controlled three-way valve are connected.

16. The hybrid vehicle according to claim 14, characterized in that, When the inlet and outlet of the second electrically controlled three-way valve are connected, the inlet and outlet of the second electrically controlled three-way valve will be connected when the coolant temperature drops to less than the difference between its target temperature and the hysteresis temperature.

17. The hybrid vehicle according to claim 11, characterized in that, The engine is also connected to a cooling module. When the engine temperature is higher than the temperature of the coolant in the engine liquid cooling cycle at the engine's optimal temperature, the engine dissipates heat through the cooling module; when the engine temperature is lower than the temperature of the coolant in the engine liquid cooling cycle at the engine's optimal temperature, the engine does not dissipate heat through the cooling module.

18. The hybrid vehicle according to claim 10, characterized in that, The PTC heater turns on when the coolant temperature in both the engine and battery cooling circuits is below the set value; the PTC heater turns off when the coolant temperature in the engine cooling circuit is above the set value.

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