A thermal management system for a hybrid vehicle

Abstract

The application discloses a heat management system of a hybrid vehicle, comprising an engine loop, a battery loop, a motor loop and a refrigerant loop. The heat management system of the hybrid vehicle can fully utilize the heat generated by the motor, the battery, the engine and the passenger cabin during the operation of the vehicle, and can fully utilize the energy. The application can utilize the heat pump to preheat the engine coolant, improve the working efficiency of the engine during starting, and is more energy-saving.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicle technology, and in particular to a thermal management system for hybrid vehicles. Background Technology

[0002] Hybrid electric vehicles (HEVs) have become a key consideration for consumers due to their low fuel consumption and long driving range. However, due to the chemical properties of their batteries, HEVs experience a significant reduction in pure electric range during winter. Rapid battery heating technology can improve the driving range of HEVs and is a crucial technology in their development.

[0003] Hybrid electric vehicles (HEVs) experience lower coolant temperatures during cold starts, resulting in lower engine efficiency. Rapidly warming the coolant can improve engine efficiency, contributing to energy conservation and emission reduction. For users, short-distance commutes often require pure electric drive. In winter, using PTC electric heating for the passenger compartment or battery quickly depletes the battery. Since HEV batteries are relatively small, the pure electric range is significantly reduced, leading to customer complaints. Automotive heat pump air conditioning technology effectively utilizes ambient heat for heating, achieving a heating COP 2-3 times higher than traditional electric heating methods, making it a highly efficient thermal management and energy-saving technology. HEVs combine a traditional engine with a new energy three-electric system. The heat distribution among the engine, motor, battery, air conditioning, and passenger compartment is extremely complex. Existing thermal management systems generally struggle to fully utilize the heat generated by these components during operation, failing to achieve optimal energy utilization. Summary of the Invention

[0004] To address the technical problems of short pure electric range and low engine efficiency during cold starts in existing hybrid electric vehicles, this invention proposes a thermal management system for hybrid electric vehicles.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a thermal management system for a hybrid electric vehicle, comprising an engine circuit, a battery circuit, a motor circuit, and a refrigerant circuit;

[0006] The engine circuit includes a first water pump, an engine, a thermostat, a high-temperature radiator, a heater core, a coolant three-way valve, a water-cooled condenser, a PTC water heater, a plate heat exchanger, and a first expansion tank. The outlet of the first water pump is connected to the engine, the outlet of the engine is connected to the thermostat and the heater core, the thermostat is connected to the high-temperature radiator, the outlet of the heater core is connected to the coolant three-way valve, the two outlets of the coolant three-way valve are respectively connected to the water-cooled condenser and the PTC water heater, the outlet of the water-cooled condenser is connected to the PTC water heater, the outlet of the PTC water heater is connected to the plate heat exchanger, and the outlets of the plate heat exchanger and the high-temperature radiator are connected to the first water pump.

[0007] The refrigerant circuit includes a compressor, a water-cooled condenser, a third refrigerant throttling device, an outdoor heat exchanger, a first refrigerant shut-off valve, a second refrigerant shut-off valve, a first refrigerant throttling device, a second refrigerant throttling device, an evaporator, a cooler, and a gas-liquid separator. The compressor outlet is connected to the water-cooled condenser. The water-cooled condenser outlet is connected to the third refrigerant throttling device and the first refrigerant shut-off valve. The outlet of the third refrigerant throttling device is connected to the outdoor heat exchanger. The outlet of the outdoor heat exchanger and the outlet of the first refrigerant shut-off valve are connected to the second refrigerant shut-off valve, the first refrigerant throttling device, and the second refrigerant throttling device. The outlet of the first refrigerant throttling device is connected to the evaporator. The second refrigerant throttling device is connected to the cooler. The outlet of the second refrigerant shut-off valve, the outlet of the evaporator, and the outlet of the cooler are connected to the gas-liquid separator. The gas-liquid separator is connected to the compressor.

[0008] The battery circuit includes a second water pump, a power battery, a first four-way valve, a second expansion tank, a second four-way valve, a plate heat exchanger, a cooler, and a second water temperature sensor. The outlet of the second water pump is connected to the power battery, the outlet of the power battery is connected to the first four-way valve, the outlet of the first four-way valve is connected to the second expansion tank, the outlet of the second expansion tank is connected to the second four-way valve, a branch of the second four-way valve is connected to the second four-way valve, another branch of the second four-way valve is connected to the cooler, and the outlet of the cooler is connected to the second water pump.

[0009] The motor circuit includes a third water pump, a charger, a motor, a low-temperature radiator, a coolant shut-off valve, a third expansion tank, and a first four-way valve 26. The outlet of the third water pump is connected to the charger, the outlet of the charger is connected to the motor, the outlet of the motor is connected to the low-temperature radiator and the coolant shut-off valve, the outlet of the motor low-temperature radiator and the outlet of the coolant shut-off valve are connected to the third expansion tank, the outlet of the third expansion tank is connected to the first four-way valve, and the outlet of the first four-way valve is connected to the third water pump.

[0010] Furthermore, the inlet of the heating core is also equipped with a first water temperature sensor.

[0011] Furthermore, the water-cooled condenser is equipped with a refrigerant pressure and temperature sensor.

[0012] Furthermore, a third water temperature sensor is also provided at the inlet of the charger.

[0013] Furthermore, the thermal management system of the hybrid vehicle has a front-end cooling module, which consists of a high-temperature radiator, a cooling fan, an outdoor heat exchanger, and a low-temperature radiator.

[0014] Furthermore, the thermal management system of the hybrid vehicle also includes an air conditioning HVAC heat exchange module, which consists of a heater core, an evaporator, and a blower.

[0015] In summary, the beneficial effects of the present invention are as follows:

[0016] The thermal management system of the hybrid electric vehicle of the present invention can make full use of the heat generated by the motor, battery, engine and passenger compartment during operation, so as to achieve full utilization of energy. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the thermal management system for a hybrid electric vehicle according to the present invention;

[0018] Figure 2 This is a schematic diagram of the operation of the present invention in the crew cabin and battery cooling modes;

[0019] Figure 3 This is a schematic diagram of the operation of the present invention in the motor and engine cooling mode;

[0020] Figure 4 This is a schematic diagram of the operation of the present invention in the PTC heating mode of the passenger compartment, battery, and engine.

[0021] Figure 5 This is a schematic diagram of the operation of the present invention in the crew compartment, battery, and engine heat pump heating modes;

[0022] Figure 6 This is a schematic diagram of the operation of the present invention in the mode of heating the passenger compartment with engine waste heat and battery mode;

[0023] Figure 7 This is a schematic diagram of the operation of the present invention in the mode of heating the battery by recovering waste heat from the motor;

[0024] Figure 8 This is a schematic diagram of the operation of the present invention in the passenger compartment heating mode of battery waste heat recovery;

[0025] Figure 9 This is a schematic diagram of the operation of the present invention in the mode of simultaneously recovering heat from the battery and motor to heat the crew cabin;

[0026] Figure 10 This is a schematic diagram of the operation of the present invention in the mode of natural heat dissipation of the battery through the heat sink.

[0027] Explanation of reference numerals in the attached figures:

[0028] 1-First water pump, 2-Engine, 3-Thermostat, 4-First expansion tank, 5-Front-end cooling module, 6-High-temperature radiator, 7-Cooling fan, 8-Air conditioning (HVAC) heat exchange module, 9-Heater core, 10-Coolant three-way valve, 11-Water-cooled condenser, 12-PTC water heater, 13-Plate heat exchanger, 14-First water temperature sensor, 15-Compressor, 16-Outdoor heat exchanger, 17-First refrigerant throttling device, 18-Evaporator, 19-Blower, 20-Second refrigerant throttling device, 21- - Cooler, 22 - Refrigerant pressure and temperature sensor, 23 - Second water pump, 24 - Second water temperature sensor, 25 - Power battery, 26 - First four-way valve, 27 - Second expansion tank, 28 - Second four-way valve, 29 - Third water pump, 30 - Third water temperature sensor, 31 - Charger, 32 - Motor, 33 - Low temperature radiator, 34 - Third expansion tank, 35 - Third refrigerant throttling device, 36 - First refrigerant shut-off valve, 37 - Second refrigerant shut-off valve, 38 - Gas-liquid separator, 39 - Coolant shut-off valve. Implementation

[0029] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] Reference Figure 1-6 As shown, the present invention provides a thermal management system for a hybrid electric vehicle, including an engine circuit, a battery circuit, a motor circuit, and a refrigerant circuit.

[0031] The engine circuit includes a first water pump 1, an engine 2, a thermostat 3, a high-temperature radiator 6, a heater core 9, a coolant three-way valve 10, a water-cooled condenser 11, a PTC water heater 12, a plate heat exchanger 13, and a first expansion tank 4. The outlet of the first water pump 1 is connected to the engine 2. The outlet of the engine 2 is connected to the thermostat 3 and the heater core 9. The thermostat 3 is connected to the high-temperature radiator 6. The outlet of the heater core 9 is connected to the coolant three-way valve 10. The two outlets of the coolant three-way valve 10 are connected to the water-cooled condenser 11 and the PTC water heater 12, respectively. The outlet of the water-cooled condenser 11 is connected to the PTC water heater 12. The outlet of the PTC water heater 12 is connected to the plate heat exchanger 13. The outlets of the plate heat exchanger 13 and the high-temperature radiator 6 are connected to the first water pump 1.

[0032] In the engine circuit described above, engine 2, PTC water heater 12, and plate heat exchanger 13 can provide heat sources individually or in combination to increase the coolant temperature. High-temperature radiator 6, heater core 9, and plate heat exchanger 13 are heat exchangers that can absorb and utilize the heat from the coolant. The thermostat 3 and coolant three-way valve 10 control the coolant flow direction, selectively controlling whether the coolant passes through the high-temperature radiator 6 and water-cooled condenser 11. Additionally, a first water temperature sensor 14 is installed at the inlet of heater core 9.

[0033] The refrigerant circuit includes a compressor 15, a water-cooled condenser 11, a third refrigerant throttling device 35, an outdoor heat exchanger 16, a first refrigerant shut-off valve 36, a second refrigerant shut-off valve 37, a first refrigerant throttling device 17, a second refrigerant throttling device 20, an evaporator 18, a chiller 21, and a gas-liquid separator 38.

[0034] The compressor 15 outlet is connected to the water-cooled condenser 11. The water-cooled condenser 11 outlet is connected to the third refrigerant throttling device 35 and the first refrigerant shut-off valve 36. The outlet of the third refrigerant throttling device 35 is connected to the outdoor heat exchanger 16. The outlets of the outdoor heat exchanger 16 and the first refrigerant shut-off valve 36 are connected to the second refrigerant shut-off valve 37, the first refrigerant throttling device 17, and the second refrigerant throttling device 20. The outlet of the first refrigerant throttling device 17 is connected to the evaporator 18. The second refrigerant throttling device 20 is connected to the chiller 21. The outlets of the second refrigerant shut-off valve 37, the evaporator 18, and the chiller are connected to the gas-liquid separator 38. The gas-liquid separator 38 is connected to the compressor 15. Additionally, the water-cooled condenser 11 is equipped with a refrigerant pressure and temperature sensor 22.

[0035] In the refrigerant circuit described above, the water-cooled condenser 11 is a condenser device, where the refrigerant dissipates heat and changes from a gaseous state to a liquid state. The evaporator 18 and chiller 21 are evaporation devices, where the refrigerant absorbs heat and changes from a gas-liquid mixture to a gaseous state. The outdoor heat exchanger 16 can function as either a condenser or an evaporator, depending on the specific configuration. The first refrigerant throttling device 17, the second refrigerant throttling device 20, and the third refrigerant throttling device 35 can be electronic expansion valves or electromagnetic expansion valves, or similar devices. The gas-liquid separator 38 ensures that the refrigerant at the compressor inlet is entirely gaseous, protecting the compressor's normal operation. It should be noted that in the proposed embodiment, the refrigerant throttling device can have three states: fully open, throttling, and closed. In the fully open state, the refrigerant is allowed to pass through completely; in the throttling state, the refrigerant is throttled; and in the closed state, the refrigerant is not allowed to pass through.

[0036] The battery circuit includes a second water pump 23, a power battery 25, a first four-way valve 26, a second expansion tank 27, a second four-way valve 28, a plate heat exchanger 13, a chiller 21, and a second water temperature sensor 24.

[0037] The outlet of the second water pump 23 is connected to the power battery 25. The outlet of the power battery 25 is connected to the first four-way valve 26. The outlet of the first four-way valve 26 is connected to the second expansion tank 27. The outlet of the second expansion tank 27 is connected to the second four-way valve 28. A branch of the second four-way valve 28 is connected to the second four-way valve 28. Another branch of the second four-way valve 28 is connected to the Chiller 21. The outlet of the Chiller 21 is connected to the second water pump 23.

[0038] In the battery circuit described above, the power battery 25, plate heat exchanger 13, and chiller 21 are heat sources, which can be either heat sources or heat absorbers depending on the mode. The first four-way valve 26 and the second four-way valve 28 are water control valve devices, which can control the flow direction of the coolant according to different modes, and select whether to connect it through the plate heat exchanger 13 or to the motor water circuit.

[0039] The motor circuit includes a third water pump 29, a charger 31, a motor 32, a low-temperature radiator 33, a coolant shut-off valve 39, a third expansion tank 34, and a first four-way valve 26. The outlet of the third water pump 29 is connected to the charger 31; the outlet of the charger 31 is connected to the motor 32; the outlet of the motor 32 is connected to the low-temperature radiator 33 and the coolant shut-off valve 39; the outlets of the low-temperature radiator 33 and the coolant shut-off valve 39 are connected to the third expansion tank 34; the outlet of the third expansion tank 34 is connected to the first four-way valve 26; and the outlet of the first four-way valve 26 is connected to the third water pump 29. Additionally, a third water temperature sensor 30 is installed at the inlet of the charger 31.

[0040] In the motor circuit described above, motor 32 and charger 31 are heat sources that provide heat. Low-temperature radiator 33 is a heat exchanger that dissipates heat. Coolant shut-off valve 39 and first four-way valve 26 can control the coolant flow direction depending on the mode. It should also be noted that the four-way valve mentioned in this invention has two control states: in series mode, it connects the liquids in the two circuits of the four ports to form a series connection; in non-series mode, the two circuits connected to the four-way valve circulate independently, and the two circuits do not affect each other.

[0041] In one embodiment, the thermal management system of the hybrid vehicle has a front-end cooling module, which consists of a high-temperature radiator, a cooling fan, an outdoor heat exchanger, and a low-temperature radiator.

[0042] In one embodiment, the thermal management system of the hybrid vehicle further includes an air conditioning (HVAC) heat exchange module, which consists of a heater core, an evaporator, and a blower.

[0043] Please see Figure 2 When cooling of the passenger compartment and battery is required, compressor 15 operates on the refrigerant circuit side, compressing the refrigerant. The third refrigerant throttling device 35 is fully open and not throttling, allowing the refrigerant to flow into the outdoor heat exchanger 16, where it condenses and releases heat, becoming a high-pressure, high-temperature liquid. The first refrigerant throttling device 17 and the second refrigerant throttling device 20 can be selectively activated in throttling mode, allowing the refrigerant to become a low-pressure, low-temperature gas-liquid mixture. The first refrigerant throttling device 17 controls passenger compartment cooling, while the second refrigerant throttling device 20 controls battery cooling; both can be activated simultaneously or only one can be activated. The throttled refrigerant passes through evaporator 18 and chiller 21, evaporating and releasing heat, becoming a gaseous refrigerant. The evaporated refrigerant passes through gas-liquid separator 38, ensuring that all refrigerant returning to compressor 15 is gaseous, guaranteeing normal compressor operation. Simultaneously, blower 19 and cooling fan 7 operate, ensuring forced heat exchange between the outdoor heat exchanger 16, evaporator 18, and air, improving heat exchange efficiency. On the battery circuit side, the second water pump 23 starts, and the coolant absorbs heat from the battery 25 and rises in temperature, while the battery temperature decreases. At the same time, the first four-way valve 26 controls the selection of non-series operation mode, and the coolant flows through the second expansion tank 27. The second four-way valve 28 controls the selection of non-series operation mode, and the coolant enters the Chiller 21 after passing through the second four-way valve 28, exchanges heat with the refrigerant side, releases heat, and then returns to the power battery 25 through the second water pump 23 to complete the cooling cycle.

[0044] Please see Figure 3When the engine needs cooling, the first water pump 1 starts, and the coolant absorbs heat from the engine, causing the water temperature to rise. When the water temperature exceeds the thermostat's opening temperature limit, the thermostat 3 automatically opens, and the coolant dissipates heat to the outside air through the high-temperature radiator 6. The cooled coolant then returns to the engine through the first water pump 1. When the motor 32 and the charger 31 need cooling, the third water pump 29 starts, and the coolant flows through the charger 31 and the motor 32 to absorb heat, causing the water temperature to rise. The coolant shut-off valve 39 is then closed, and the coolant flows through the low-temperature radiator 33 to dissipate heat to the outside air. The coolant then flows through the third expansion tank 34, and the first four-way valve 26 is controlled to be in non-series mode. The coolant then returns to the third water pump 29 through the four-way valve, and then back to the charger 31 and the motor 32, completing the cycle.

[0045] Please see Figure 4 When it is necessary to heat the passenger compartment, battery, or preheat engine coolant via PTC heating, the first water pump 1 starts. The coolant flows through engine 2, then through heater core 9, where it exchanges heat with the air inside the cabin, heating the passenger compartment. The coolant three-way valve 10 controls the coolant to flow directly from heater core 9 to PTC water heater 12, which then starts working, providing heat to raise the coolant temperature. The heated coolant flows into plate heat exchanger 13, dissipating heat to heat the battery circuit, and then returns to engine 2 via the first water pump 1. Simultaneously, before starting engine 2, the thermal management system can be pre-activated to heat the coolant, preheating the engine water temperature and improving engine efficiency. Meanwhile, when battery cooling is required, the second water pump 23 starts, and the coolant flows through the power battery 25 to heat the battery. The first four-way valve 26 is in non-series mode, so that the coolant flows through the four-way valve and then through the second expansion tank 27, and then through the plate heat exchanger 13 to exchange heat with the engine circuit, absorbing heat and raising the temperature of the battery water circuit coolant. Finally, it returns to the power battery 25 through the second water pump 23 to complete the cycle.

[0046] Please see Figure 5When the heat pump air conditioning system needs to heat the passenger compartment, battery, and preheat engine coolant, on the refrigerant side, compressor 15 starts working. The refrigerant exchanges heat with the engine coolant side through the water-cooled condenser 11. The heat is transferred from the refrigerant side to the engine coolant side. The condensed refrigerant is throttled and depressurized through the third refrigerant throttling device 35, and the liquid becomes a gas-liquid mixture. Then, it evaporates through the outdoor heat exchanger 16, absorbing heat from the outside air and becoming a gaseous refrigerant. The second refrigerant shut-off valve 37 is kept fully open, and the gaseous refrigerant returns to compressor 15 through the second refrigerant shut-off valve 37 and gas-liquid separator 38, completing the refrigerant cycle. On the engine coolant side, the first water pump 1 starts working, passing through engine 2 and heater core 9. Heat exchange can be performed between the heater core 9 and the passenger compartment air. When the passenger compartment is heated, the blower 19 can be turned on and the control mode damper can be turned on to activate the heating mode. The coolant three-way valve 10 controls the coolant to pass through the water-cooled condenser 11, absorbing heat from the refrigerant and raising the water temperature. The raised coolant then passes through the PTC heater and plate heat exchanger 13, where it exchanges heat with the coolant in the battery circuit. Finally, the coolant returns to the first water pump 1, completing the engine coolant circulation. On the battery circuit side, when the battery needs heating, the second water pump 23 starts working. The coolant passes through the power battery 25 to heat the battery. The first four-way valve 26 is controlled in non-series mode, and the coolant passes through the second expansion tank 27. The second four-way valve 28 is controlled in series mode, and the coolant passes through the plate heat exchanger 13 to exchange heat with the engine circuit, absorbing heat and raising the battery circuit water temperature. Finally, the coolant returns to the second water pump 23 through the second four-way valve 28 and Chiller 21, completing the battery circuit circulation.

[0047] Please see Figure 6 When it is necessary to use engine heat to heat the passenger compartment or battery, the first water pump 1 starts working on the engine coolant side. The coolant passes through the engine 2, where heat is released during operation, causing the coolant temperature to rise. It then passes through the heater core 9, which exchanges heat with the passenger compartment air. When the passenger compartment is being heated, the blower 19 can be turned on and the mode damper controlled to activate the heating mode. The coolant three-way valve 10 controls the coolant to bypass the water-cooled condenser 11, passing through the PTC heater and then the plate heat exchanger 13. The plate heat exchanger 13 exchanges heat with the coolant in the battery circuit. Finally, the coolant returns to the first water pump 1, completing the engine coolant circulation. On the battery circuit side, when the battery needs to be heated, the second water pump 23 starts working, and the coolant heats the battery through the power battery 25. The first four-way valve 26 is controlled to be in non-series mode, and the coolant passes through the second expansion tank 27. The second four-way valve 28 is controlled to be in series mode, and the coolant exchanges heat with the engine circuit through the plate heat exchanger 13, absorbing heat. The battery circuit water temperature rises, and finally returns to the second water pump 23 through the second four-way valve 28 and the chiller 21, completing the battery circuit cycle.

[0048] Please see Figure 7 When it is necessary to recover the waste heat of the motor to heat the battery, the second water pump 23 and the third water pump 29 can be started simultaneously or only one of them can be started. The coolant flows through the charger 31 and the motor 32 to absorb heat, and the water temperature rises. The coolant shut-off valve 39 is controlled to be fully open, and the coolant flows directly to the third expansion tank 34 without passing through the low temperature radiator 33. The first four-way valve 26 is controlled to be in series mode, and the coolant flows through the four-way valve to the second expansion tank 27. The second four-way valve 28 is controlled to be in non-series mode, and the coolant flows through the second four-way valve 28, Chiller 21, to the second water pump 23, into the power battery 25, and finally returns to the third water pump 29 through the first four-way valve 26 to complete the cycle.

[0049] Please participate Figure 8 When it is necessary to recover waste heat from the battery for cabin heating, on the refrigerant side, compressor 15 starts working. The refrigerant passes through water-cooled condenser 11, condensing from a gaseous state to a liquid state, releasing heat to the engine circuit. This controls the first refrigerant shut-off valve 36 to be fully open, controls the third refrigerant throttling device 35 to be closed, and controls the second refrigerant shut-off valve 37 and the first refrigerant throttling device 17 to be closed. The refrigerant flows from the outlet of water-cooled condenser 11 through the first refrigerant shut-off valve 36 into the second refrigerant throttling device 20. The second refrigerant throttling device 20 opens, throttling the refrigerant from a liquid state to a gas-liquid mixture. The mixed refrigerant evaporates and absorbs heat in Chiller 21, transforming into superheated gas. The superheated gaseous refrigerant finally returns to compressor 15 through gas-liquid separator 38, completing the refrigerant cycle. On the battery circuit side, the second water pump 23 starts, and the coolant absorbs the battery heat through the battery 25. At the same time, the first four-way valve 26 controls the selection of the non-series working mode, and the coolant flows through the second expansion tank 27. The second four-way valve 28 controls the selection of the non-series working mode, and the coolant enters the Chiller 21 after passing through the second four-way valve 28, where it exchanges heat with the refrigerant and releases heat. Then it returns to the battery 25 through the second water pump 23 to complete the cycle.

[0050] Please see Figure 9When it is necessary to recover waste heat from the battery and motor for cabin heating, on the refrigerant side, compressor 15 starts working. The refrigerant passes through water-cooled condenser 11, condensing from a gaseous state to a liquid state, releasing heat to the engine circuit. This controls the first refrigerant shut-off valve 36 to be fully open, the third refrigerant throttling device 35 to be closed, and the second refrigerant shut-off valve 37 and the first refrigerant throttling device 17 to be closed. The refrigerant flows from the outlet of water-cooled condenser 11 through the first refrigerant shut-off valve 36 into the second refrigerant throttling device 20. The second refrigerant throttling device 20 opens, throttling the refrigerant from a liquid state to a gas-liquid mixture. The mixed refrigerant evaporates and absorbs heat in Chiller 21, transforming into superheated gas. The superheated gaseous refrigerant finally returns to compressor 15 through gas-liquid separator 38, completing the refrigerant cycle. On the battery motor circuit side, the second water pump 23 and the third water pump 29 can be started simultaneously or only one of them can be started. The coolant flows through the charger 31 and the motor 32 to absorb heat, and the water temperature rises. The coolant shut-off valve 39 is controlled to be fully open, and the coolant flows directly to the third expansion tank 34 without passing through the low-temperature radiator 33. The first four-way valve 26 is controlled to be in series mode, and the coolant flows through the four-way valve to the second expansion tank 27. The second four-way valve 28 is controlled to be in non-series mode, and the coolant flows through the second four-way valve 28 into the Chiller 21. In the Chiller 21, it exchanges heat with the refrigerant circuit and releases heat. The coolant then flows through the second water pump 23 into the power battery 25 to absorb battery heat, and finally returns to the third water pump 29 through the first four-way valve 26 to complete the cycle.

[0051] Please see Figure 10 When the battery needs to be cooled naturally through the radiator, the second water pump 23 and the third water pump 29 can be started simultaneously or only one of them can be started. The coolant flows from the second water pump 23 into the power battery 25 to absorb the heat of the power battery. The first four-way valve 26 is controlled to be in series mode, and the coolant flows into the charger 31 and the motor 32 through the first four-way valve 26. Then the coolant shut-off valve 39 is controlled to be closed, and the coolant flows from the outlet of the motor 32 into the low-temperature radiator 33 to exchange heat with the outside air and release heat. The cooled coolant then passes through the first four-way valve 26, the second expansion tank 27, and the second four-way valve 28. The second four-way valve 28 is controlled to be in non-series mode. After the coolant comes out of the second four-way valve 28, it flows into the second water pump 23 through the chiller 21 to complete the circulation.

[0052] The thermal management system of the hybrid electric vehicle of the present invention can make full use of the heat generated by the motor, battery, engine and passenger compartment during operation, so as to achieve full utilization of energy.

[0053] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the scope of protection of the present invention. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the essence and scope of the technical solutions of the present invention.

Claims

1. A thermal management system for a hybrid vehicle, characterized by: The engine circuit, the battery circuit, the motor circuit and the refrigerant circuit are included. The engine circuit includes a first water pump, an engine, a thermostat, a high-temperature radiator, a heater core, a cooling liquid three-way valve, a water-cooled condenser, a PTC water heater, a plate heat exchanger and a first expansion water bottle, the outlet of the first water pump is connected to the engine, the outlet of the engine is connected to the thermostat and the heater core, the thermostat is connected to the high-temperature radiator, the outlet of the heater core is connected to the cooling liquid three-way valve, the two outlets of the cooling liquid three-way valve are respectively connected to the water-cooled condenser and the PTC water heater, the outlet of the water-cooled condenser is connected to the PTC water heater, the outlet of the PTC water heater is connected to the plate heat exchanger, the outlet of the plate heat exchanger and the outlet of the high-temperature radiator are connected to the first water pump. The refrigerant circuit includes a compressor, a water-cooled condenser, a third refrigerant throttling device, an outdoor heat exchanger, a first refrigerant stop valve, a second refrigerant stop valve, a first refrigerant throttling device, a second refrigerant throttling device, an evaporator, a cooler and a gas-liquid separator, the outlet of the compressor is connected to the water-cooled condenser, the outlet of the water-cooled condenser is connected to the third refrigerant throttling device and the first refrigerant stop valve, the outlet of the third refrigerant throttling device is connected to the outdoor heat exchanger, the outlet of the outdoor heat exchanger and the outlet of the first refrigerant stop valve are connected to the second refrigerant stop valve, the first refrigerant throttling device and the second refrigerant throttling device, the outlet of the first refrigerant throttling device is connected to the evaporator, the second refrigerant throttling device is connected to the cooler, the outlet of the second refrigerant stop valve, the outlet of the evaporator and the outlet of the cooler are connected to the gas-liquid separator, and the gas-liquid separator is connected to the compressor. The battery circuit includes a second water pump, a power battery, a first four-way valve, a second expansion water bottle, a second four-way valve, a plate heat exchanger, a cooler and a second water temperature sensor, the outlet of the second water pump is connected to the power battery, the outlet of the power battery is connected to the first four-way valve, the outlet of the first four-way valve is connected to the second expansion water bottle, the outlet of the second expansion water bottle is connected to the second four-way valve, the branch of the second four-way valve is connected to the second four-way valve, the other branch of the second four-way valve is connected to the cooler, and the outlet of the cooler is connected to the second water pump. The motor circuit includes a third water pump, a charger, a motor, a low-temperature radiator, a cooling liquid stop valve, a third expansion water bottle and a first four-way valve, the outlet of the third water pump is connected to the charger, the outlet of the charger is connected to the motor, the outlet of the motor is connected to the low-temperature radiator and the cooling liquid stop valve, the outlet of the low-temperature radiator and the outlet of the cooling liquid stop valve are connected to the third expansion water bottle, the outlet of the third expansion water bottle is connected to the first four-way valve, and the outlet of the first four-way valve is connected to the third water pump. The inlet of the heater core is also provided with a first water temperature sensor.

2. The thermal management system of claim 1, wherein: A refrigerant pressure temperature sensor is arranged on the water-cooled condenser.

3. The thermal management system of claim 1, wherein: A third water temperature sensor is also arranged at the inlet of the charger.

4. The thermal management system of claim 1, wherein: ​ 5. The thermal management system of claim 1, wherein: The heat management system of the hybrid vehicle has a front cooling module, which is composed of a high-temperature radiator, a cooling fan, an outdoor heat exchanger and a low-temperature radiator.

6. The thermal management system of claim 1, wherein: The heat management system of the hybrid vehicle also has an air conditioner HVAC heat exchange module, which is composed of a heater core, an evaporator and a blower.

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