A multi-way valve-based integrated thermal management system for hybrid vehicles

Abstract

This invention relates to an integrated thermal management system for hybrid vehicles based on a multi-port valve, belonging to the technical field of thermal management systems for new energy vehicles. The integrated thermal management system includes a vehicle controller, a battery temperature control module for regulating the battery pack temperature, an engine cooling module for absorbing heat dissipated by the engine and carrying its waste heat, and an electric drive cooling module for absorbing heat dissipated by the electric motor and carrying its waste heat. This invention sends heat distribution commands to the electric drive cooling module, engine cooling module, and battery temperature control module through the vehicle controller. When there is a heating demand in the battery pack and passenger compartment, it fully utilizes waste heat to heat the battery pack and passenger compartment, directly coupling the heat from the coolant in each circuit into the battery cooling circuit through heat exchange. This improves waste heat utilization efficiency while distributing usable waste heat according to different operating modes.

Description

Technical Field

[0001] This invention belongs to the technical field of thermal management systems for new energy vehicles, specifically relating to an integrated thermal management system for hybrid vehicles based on multi-port valves. Background Technology

[0002] Hybrid electric vehicles (HEVs), combining the characteristics of traditional gasoline-powered vehicles with the advantages of pure electric vehicles, have broad development prospects and market potential. In recent years, vehicle thermal management systems have gradually become one of the important means to save energy, reduce emissions, extend vehicle lifespan, and ensure the performance of core components. Compared to gasoline-powered vehicles, the thermal management system of HEVs also includes the battery, electric drive, and vehicle control systems, and includes a combined heating and cooling mode for multiple targets. Compared to electric vehicles, HEVs have an additional heat source—the engine. Therefore, HEVs can utilize a variety of waste heat sources. Effectively distributing and utilizing the waste heat from the engine system, electric drive system, and PTC heater is crucial for achieving the vehicle's heating needs while minimizing energy consumption.

[0003] Currently, the main method for utilizing waste heat in hybrid electric vehicles is through indirect heat exchange of engine coolant via plate heat exchangers in the engine cooling system's circulation branch. Indirect heat exchange involves contact between the intermediate heat transfer medium and the heat exchange media on both sides; heat energy is exchanged through this intermediate medium, and the heat exchange media do not directly contact each other. This method offers high adaptability and stability but has limited heat exchange efficiency. Direct heat exchange, on the other hand, involves direct contact between the heat exchange media on both sides, resulting in high heat transfer efficiency, less heat loss, and lower cost, eliminating the need for an indirect heat exchanger. For stability, a reasonable and efficient control strategy is required to achieve the desired control objectives.

[0004] Because hybrid vehicles generate diverse types of waste heat, proper allocation and utilization of waste heat from different vehicle systems can significantly improve vehicle integration and reduce energy consumption. Furthermore, the engine coolant operating temperature is generally much higher than the required temperature of the battery pack inlet coolant, necessitating appropriate control methods to ensure the battery pack inlet coolant remains within the required temperature range. Summary of the Invention

[0005] The purpose of this invention is to provide a hybrid vehicle integrated thermal management system based on a multi-way valve and with reasonable and efficient waste heat distribution in order to solve the above problems.

[0006] The present invention achieves the above objectives through the following technical solutions:

[0007] An integrated thermal management system for hybrid vehicles based on a multi-way valve includes:

[0008] A battery temperature control module, which has a battery cooling circuit that supplies cold or heat to the battery pack, and the battery cooling circuit is equipped with a six-way valve.

[0009] An engine cooling module has an engine circuit connection that provides heat dissipation for the engine. The engine circuit connection is connected to a first engine heating branch connection, which is used to transfer waste heat from the engine.

[0010] An electric drive cooling module has an electric drive cooling circuit that provides heat dissipation for the motor. The electric drive cooling circuit is connected to an electric drive first heating branch, which is used to transfer the motor's waste heat.

[0011] When the battery pack requires heating, the vehicle controller sends a heat distribution command to the first heating branch of the engine, the first heating branch of the electric drive, and the six-way valve. The six-way valve enables the battery cooling circuit to be connected to the first heating branch of the engine or the first heating branch of the electric drive, thereby using the waste heat of the motor or the engine to heat the battery pack.

[0012] As a further optimization of the present invention, the engine circuit is also connected to the engine second heating branch, which is used to transfer the engine waste heat; the electric drive cooling circuit is also connected to the electric drive second heating branch, which is used to transfer the motor waste heat.

[0013] When there is a heating demand in the passenger compartment, the vehicle controller sends a heat distribution command to the second heating branch of the engine and the second heating branch of the electric drive, using the waste heat of the engine and the waste heat of the motor to heat the passenger compartment.

[0014] As a further optimization of the present invention, the battery cooling circuit connection includes the connection of a first water pump, the connection of a PTC heater connected to the first water pump, and the connection of a first water-cooling component disposed on the battery pack and connected to the six-way valve and the first water pump respectively.

[0015] The engine circuit connection includes the second water pump connection and the first radiator connection connected to the second water pump connection.

[0016] The second heating branch circuit of the engine includes a bypass pipe disposed on one side of the engine circuit, and the bypass pipe is provided with a heating core conductor for heating the passenger compartment.

[0017] The electric drive cooling circuit is connected to the third water pump and the second radiator connected to the third water pump.

[0018] The first heating branch of the engine is connected, including the first three-way proportional valve. The first three-way proportional valve is connected to the engine circuit, the second heating branch of the engine, and the six-way valve. When the six-way valve is connected to the first three-way proportional valve, a first thermal coupling circuit for heating the battery pack is formed between the battery temperature control module and the engine cooling module.

[0019] The first heating branch of the electric drive is connected by a second three-way proportional valve that is connected to the electric drive cooling circuit and is connected to the six-way valve. When the six-way valve is connected and the second three-way proportional valve is connected, a second thermal coupling circuit for heating the battery pack is formed between the battery temperature control module and the electric drive cooling module.

[0020] The second heating branch of the electric drive includes a third three-way proportional valve connected to the first heating branch of the electric drive. The third three-way proportional valve is connected to the second three-way proportional valve and the heater core, and is used to provide the heater core with waste heat from the motor to heat the passenger compartment.

[0021] As a further optimization of the present invention, the bypass pipe of the second heating branch of the engine is provided with a third SOV on / off valve and a fourth SOV on / off valve. When the passenger compartment is heated by the waste heat of the engine, the third SOV on / off valve and the fourth SOV on / off valve are opened. When the passenger compartment is heated by the waste heat of the motor, the third SOV on / off valve and the fourth SOV on / off valve are closed.

[0022] A hybrid vehicle integrated thermal management method based on a multi-way valve, wherein the method employs a waste heat distribution strategy to achieve thermal management, the waste heat distribution strategy comprising the following steps:

[0023] Step 1: Determine whether there is a heating requirement in the battery pack and passenger compartment through the vehicle controller;

[0024] Step 2: When the vehicle controller determines that the battery pack does not require heating, but the passenger compartment does require heating, the waste heat is used to heat the passenger compartment.

[0025] Step 3: When the vehicle controller determines that the battery pack has a heating requirement, it checks whether the residual heat is sufficient and sends a heat distribution command based on the determination result. The heat distribution is as follows:

[0026] Scenario 1: The passenger compartment has a heating requirement and there is sufficient residual heat. In this case, the residual heat is used to heat the passenger compartment and the battery pack.

[0027] Scenario 2: The passenger compartment has a heating requirement but the residual heat is insufficient. In this case, the residual heat is used to heat the passenger compartment, and the PTC heater of the battery temperature control module is used to heat the battery pack.

[0028] Scenario 3: If there is no heating requirement in the passenger compartment and there is sufficient residual heat, the residual heat can be used to heat the battery pack.

[0029] Scenario 4: If there is no heating requirement in the passenger compartment and the residual heat is insufficient, the PTC heater of the battery temperature control module will be used to heat the battery pack.

[0030] As a further optimization of the present invention, the waste heat distribution strategy is divided into a first waste heat distribution strategy, a second waste heat distribution strategy, and a third waste heat distribution strategy; wherein...

[0031] When the vehicle enters pure electric mode, the vehicle controller uses the first waste heat distribution strategy to distribute heat. The waste heat in steps two and three is the waste heat of the motor. After sending the heat distribution command, or after determining that there is no heating demand in the passenger compartment and the battery pack, the vehicle controller determines whether the vehicle is in pure electric mode. If the vehicle is in pure electric mode, steps one to three are repeated. Otherwise, the first waste heat distribution strategy ends.

[0032] When the vehicle enters pure fuel mode, the vehicle controller uses the second waste heat distribution strategy to distribute heat. The waste heat in steps two and three is the engine waste heat. After sending the heat distribution command, or after determining that there is no heating demand in the passenger compartment and battery pack, the vehicle controller determines whether the vehicle is in pure fuel mode. If the vehicle is in pure fuel mode, steps one to three are repeated. Otherwise, the second waste heat distribution strategy ends.

[0033] When the vehicle enters hybrid electric mode, the vehicle controller uses a third waste heat distribution strategy to distribute heat. The waste heat in steps two and three is either motor waste heat or engine waste heat. After sending a heat distribution command, or after determining that there is no heating requirement in the passenger compartment and battery pack, the vehicle controller determines whether the vehicle is in hybrid electric mode. If the vehicle is in hybrid electric mode, steps one to three are repeated; otherwise, the third waste heat distribution strategy ends.

[0034] As a further optimization of the present invention, when the third waste heat distribution strategy is adopted, if both the waste heat from the motor and the waste heat from the engine meet the current heating requirements, the waste heat from the engine is used first to heat the passenger compartment and / or the battery pack.

[0035] As a further optimization of the present invention, when the passenger compartment is heated by the waste heat of the motor, the third SOV on / off valve and the fourth SOV on / off valve are closed, the second three-way proportional valve is connected to the third three-way proportional valve, the third three-way proportional valve is connected to the heater core, and the coolant in the electric drive cooling circuit flows through the heater core to heat the passenger compartment. If the temperature difference between the passenger compartment outlet temperature and the passenger compartment target temperature reaches the first set value, the second three-way proportional valve increases the valve opening on the side connected to the second radiator. If the temperature difference between the passenger compartment target temperature and the passenger compartment outlet temperature reaches the second set value, the second three-way proportional valve decreases the valve opening on the side connected to the second radiator. Both the third SOV on / off valve and the fourth SOV on / off valve are electromagnetic control valves.

[0036] When the battery pack is heated using the waste heat of the motor, the second three-way proportional valve is connected to the six-way valve. The coolant in the electric drive cooling circuit flows through the first water-cooling component to heat the battery pack. If the temperature difference between the inlet coolant temperature of the first water-cooling component and the preheating target temperature of the inlet coolant of the battery pack reaches a third set value, the second three-way proportional valve increases the valve opening on the side connected to the second radiator. If the temperature difference between the preheating target temperature of the inlet coolant of the battery pack and the inlet coolant temperature of the first water-cooling component reaches a fourth set value, the second three-way proportional valve decreases the valve opening on the side connected to the second radiator.

[0037] As a further optimization of the present invention, when the passenger compartment is heated by the waste heat of the engine, the third SOV on / off valve and the fourth SOV on / off valve are opened, and the coolant in the engine circuit flows through the heater core to heat the passenger compartment. If the temperature difference between the passenger compartment outlet temperature and the passenger compartment target temperature reaches a first set value, the valve opening of the third SOV on / off valve and the fourth SOV on / off valve is reduced. If the temperature difference between the passenger compartment target temperature and the passenger compartment outlet temperature reaches a second set value, the valve opening of the third SOV on / off valve and the fourth SOV on / off valve is increased.

[0038] When the battery pack is heated using the waste heat of the engine, the first three-way proportional valve is connected to the six-way valve. The coolant in the engine circuit flows through the first water-cooling component to heat the battery pack. If the temperature difference between the inlet coolant temperature of the first water-cooling component and the preheating target temperature of the coolant in the battery pack reaches a third set value, the first three-way proportional valve increases the valve opening on the side connected to the first radiator. If the temperature difference between the preheating target temperature of the coolant in the battery pack and the inlet coolant temperature of the first water-cooling component reaches a fourth set value, the first three-way proportional valve decreases the valve opening on the side connected to the first radiator.

[0039] As a further optimization of the present invention, when using the waste heat of the engine to heat the battery pack, the six-way valve switches between the state of connection or disconnection between the battery cooling circuit and the first heating branch of the engine based on different time intervals, so as to regulate the flow rate of the first heating branch of the engine.

[0040] The beneficial effects of this invention are as follows:

[0041] 1) In this invention, the heat of the engine circuit coolant and the electric drive circuit coolant are coupled into the battery cooling circuit through a six-way valve by direct heat exchange, thereby improving the waste heat utilization efficiency and distributing the usable waste heat according to different working modes.

[0042] 2) In this invention, the heat of the electric drive circuit coolant enters the heater core and battery coolant circuit through the second three-way proportional valve, the third three-way proportional valve and the six-way valve, so that the battery and passenger compartment can be heated by the waste heat of the electric drive coolant when the engine does not need to be started.

[0043] 3) In this invention, the system can adjust the coolant flow rate in the engine circuit using the first three-way proportional valve according to the battery coolant temperature requirements, thereby adjusting the coolant temperature entering the battery cooling circuit so that the battery pack can quickly and stably reach the target temperature.

[0044] 4) In this invention, the system can adjust the flow rate of the electric drive circuit coolant according to the battery coolant temperature and the passenger compartment air outlet temperature requirements using the second three-way proportional valve, so that the battery pack can quickly reach the target temperature in pure electric mode, pure oil mode and hybrid mode, making the heat distribution of hybrid vehicles with diverse waste heat more reasonable.

[0045] 5) In this invention, the engine circuit coolant and the battery circuit coolant are switched on and off by switching a six-way valve. When the engine coolant temperature is high, the switching of the six-way valve is frequently adjusted based on different time intervals to further rationally distribute the residual heat, which is beneficial to controlling the extreme value and stability of the battery coolant temperature change. Attached Figure Description

[0046] Figure 1 This is a schematic diagram of the battery cooling circuit operating independently according to the present invention;

[0047] Figure 2 This is a schematic diagram of the working state in which the engine circuit and the battery cooling circuit of the present invention are connected;

[0048] Figure 3 This is a schematic diagram of the working state of the electric drive cooling circuit and the battery cooling circuit being connected in this invention;

[0049] Figure 4 This is a system block diagram of the present invention;

[0050] Figure 5 This is a flowchart of the waste heat distribution strategy of the present invention;

[0051] Figure 6 This is a flowchart of the first waste heat distribution strategy of the present invention;

[0052] Figure 7 This is a flowchart of the second waste heat distribution strategy of the present invention;

[0053] Figure 8 This is a flowchart of the third waste heat distribution strategy of the present invention;

[0054] Figure 9 This is a flowchart of the waste heat distribution strategy selection process of the present invention.

[0055] In the diagram: 1. Air conditioning cooling circuit; 2. Air conditioning cooling branch; 3. Battery cooling circuit; 4. Engine circuit; 5. Engine second heating branch; 6. Electric drive cooling circuit; 7. Engine first heating branch; 8. Electric drive first heating branch; 9. Circulation branch; 10. Electric drive second heating branch; 11. Compressor; 12. Condenser; 13. First SOV on / off valve; 14. First thermostatic expansion valve; 15. Evaporator; 21. Second SOV on / off valve; 22. Second thermostatic expansion valve; 23. First heat exchanger; 31. First water pump; 32. PTC heater. 33. Six-way valve; 34. First water-cooled component; 35. First expansion tank; 41. Second water pump; 42. Second water-cooled component; 43. Thermostat; 44. First radiator; 45. Second expansion tank; 51. Third SOV on / off valve; 52. Heater core; 53. Fourth SOV on / off valve; 61. Third water pump; 62. Second radiator; 63. High-pressure box; 64. Motor controller; 65. Hybrid box oil heat exchanger; 66. Third expansion tank; 71. First three-way proportional valve; 81. Second three-way proportional valve; 101. Third three-way proportional valve. Detailed Implementation

[0056] The present application will now be described in further detail with reference to the accompanying drawings. It should be noted that the following specific embodiments are only used to further illustrate the present application and should not be construed as limiting the scope of protection of the present application. Those skilled in the art can make some non-essential improvements and adjustments to the present application based on the above application content.

[0057] First Embodiment

[0058] like Figure 1As shown, this embodiment provides an integrated thermal management system for hybrid vehicles based on a multi-way valve. The system includes an air conditioning cooling circuit 1, on which a compressor 11, a condenser 12, a first SOV on / off valve 13, a first thermostatic expansion valve 14, an evaporator 15, and some connecting pipes are sequentially arranged. An air conditioning cooling branch 2 is provided on one side of the air conditioning cooling circuit 1. On the air conditioning cooling branch 2, a second SOV on / off valve 21, a second thermostatic expansion valve 22, a first heat exchanger 23, and some connecting pipes are sequentially arranged. The upstream interface of the second SOV on / off valve 21 is connected to the downstream interface of the condenser 12, and the downstream interface of the first heat exchanger 23 is connected to the upstream interface of the compressor 11. Both the first SOV on / off valve 13 and the second SOV on / off valve 21 are electromagnetic control valves.

[0059] Air conditioning cooling branch 2 is connected to battery cooling circuit 3. Air conditioning cooling circuit 1 is used to cool the passenger compartment, and air conditioning cooling branch 2 works in conjunction with the air conditioning cooling circuit to cool battery cooling circuit 3. Battery cooling circuit 3 is sequentially equipped with a first water pump 31, a PTC heater 32, a six-way valve 33, a first water-cooling component 34, a first expansion tank 35, and some connecting pipes. The first water-cooling component 34 is located on the battery pack. Specifically, the first water-cooling component 34 can be a water-cooled plate located at the top or bottom of the battery pack, or other water-cooling devices adjacent to the battery pack and having water channels. A first heat exchanger 23 is used to exchange heat between air conditioning cooling branch 2 and battery cooling circuit 3, transferring excess heat from the battery pack to air conditioning cooling branch 2. When the battery pack requires heating, the second SOV on / off valve 21 is closed, allowing the PTC heater 32 to heat the battery pack. The aforementioned air conditioning cooling circuit 1, air conditioning cooling branch 2, and battery cooling circuit 3 constitute a battery temperature control module used to regulate the temperature of the battery pack.

[0060] The integrated thermal management system for hybrid vehicles also includes an engine circuit 4 and an electric drive cooling circuit 6. The engine circuit 4 is sequentially equipped with a second water pump 41, a second water-cooling component 42, a thermostat 43, a first radiator 44, a second expansion tank 45, a circulation branch 9, and some connecting pipes. The second water-cooling component 42 is installed on the engine and is used to absorb the heat dissipated by the engine. One end of the circulation branch 9 is connected to the thermostat 43, and the other end is connected between the upstream interface of the second water pump 41 and the downstream interface of the first radiator 44. When the coolant temperature in the engine circuit 4 does not reach the preset temperature of the thermostat 43, the coolant flowing through the second water-cooling component 42 circulates between the second water pump 41, the second water-cooling component 42, and the thermostat 43. When the coolant temperature in the engine circuit 4 reaches the preset temperature of the thermostat 43, the coolant flows through the first radiator 44 to dissipate heat.

[0061] The electric drive cooling circuit 6 is sequentially equipped with a third water pump 61, a second radiator 62, a high-voltage box 63, a motor controller 64, a hybrid box oil heat exchanger 65, a third expansion tank 66, and some connecting pipes. The cooling oil inside the hybrid box exchanges heat with the electric drive cooling circuit 6 through the hybrid box oil heat exchanger 65, thereby transferring the heat dissipated by the motor to the coolant in the electric drive cooling circuit 6, so as to achieve the heat dissipation function for the motor, the high-voltage box 63, and the motor controller 64.

[0062] Second Embodiment

[0063] like Figure 1 , 2 As shown in Figure 4, this embodiment provides an integrated thermal management system for hybrid vehicles based on a multi-port valve. Compared with the first embodiment, this system has a second engine heating branch 5 on one side of the engine circuit 4, and a first engine heating branch 7 on the second engine heating branch 5. The first engine heating branch 7, the second engine heating branch 5, and the engine circuit 4 together form an engine cooling module. This engine cooling module and the battery temperature control module are both connected to the vehicle controller of the hybrid vehicle. The second engine heating branch 5 includes a bypass pipe located on one side of the engine circuit 4. The two ends of the bypass pipe are respectively connected to the downstream interface of the second water-cooling component 42 and the second... On the upstream interface of water pump 41, a third SOV on / off valve 51, a heater core 52, and a fourth SOV on / off valve 53 are sequentially installed on the bypass pipe. When the vehicle controller detects that there is a heating demand in the passenger compartment, it sends a heat distribution command to the engine cooling module, causing the third SOV on / off valve 51 and the fourth SOV on / off valve 53 to open, so that the coolant in the engine circuit 4 flows through the heater core 52. A blower is installed on one side of the heater core 52 and the evaporator 15. The blower is used to transfer the heat on the heater core 52 or the cold energy on the evaporator 15 to the passenger compartment. The third SOV on / off valve 51 and the fourth SOV on / off valve 53 are both electromagnetic control valves.

[0064] A first three-way proportional valve 71 is provided on the first heating branch 7 of the engine. The three ports of the first three-way proportional valve 71 are respectively connected to the upstream of the thermostat 43, the downstream of the first radiator 44, and one port of the six-way valve 33. The six-way valve 33 is provided with a pipe connected to the upstream port of the second water pump 41. The first three-way proportional valve 71 is used for the flow distribution of coolant in the second heating branch 5 of the engine and coolant downstream of the first radiator 44. When the battery pack has a heating requirement, the six-way valve 33, the battery cooling circuit 3 and the first heating branch 7 of the engine are connected. A first thermal coupling circuit that can heat the battery pack is formed between the battery temperature control module and the engine cooling module. The coolant in the engine circuit 4 is introduced into the battery cooling circuit 3 through the first heating branch 7 of the engine to heat the battery circuit. This embodiment can make full use of the engine waste heat to heat the passenger compartment and the battery pack.

[0065] Third Embodiment

[0066] like Figure 3 and 4 As shown, this embodiment provides a hybrid vehicle integrated thermal management system based on a multi-port valve. Compared with the first embodiment, the electric drive cooling circuit 6 has an electric drive first heating branch 8 on one side, and an electric drive second heating branch 10 is also provided on the electric drive first heating branch 8. The electric drive second heating branch 10, the electric drive first heating branch 8 and the electric drive cooling circuit 6 form an electric drive cooling module. The first heating branch of the electric drive includes a second three-way proportional valve 81 located between the third water pump 61 and the second radiator 62. The second three-way proportional valve 81 is connected to a six-way valve 33. The six-way valve 33 is provided with a pipe connected to the downstream interface of the second radiator 62. The second three-way proportional valve 81 is used to distribute the flow of coolant introduced into the second radiator 62 and the six-way valve 33. When the vehicle controller detects that the battery pack has a heating demand, it connects the battery cooling circuit 3 and the first heating branch of the electric drive through the six-way valve 33. A second thermal coupling circuit that can heat the battery pack is formed between the battery temperature control module and the electric drive cooling module. The coolant in the electric drive cooling circuit 6 is introduced into the battery cooling circuit 3 through the first heating branch of the electric drive, so as to realize the heating of the battery pack by the waste heat of the motor.

[0067] The second heating branch 10 of the electric drive includes a third three-way proportional valve 101 disposed on the first heating branch 8 of the electric drive. This third three-way proportional valve 101 is located between the second three-way proportional valve 81 and the six-way valve 33. The third three-way proportional valve 101 allows the heater core 52 to be connected. The heater core 52 has a pipe connected to the downstream interface of the second radiator 62 of the electric drive cooling circuit 6. When the vehicle controller detects a heating demand in the heater core 52, the two ports of the third three-way proportional valve 101 are connected to the heater core 52 and the second three-way proportional valve 81, respectively. At this time, the waste heat from the motor in the electric drive cooling circuit 6 can be transferred to the heater core 52 to heat the passenger compartment. This embodiment can fully utilize the waste heat from the motor to heat the passenger compartment and the battery pack.

[0068] Fourth embodiment

[0069] Please see Figure 1-4This embodiment provides an integrated thermal management system for hybrid vehicles based on a multi-port valve. In this embodiment, a second engine heating branch 5 is provided on one side of the engine circuit 4, and a first engine heating branch 7 is also provided on the second engine heating branch 5. The first engine heating branch 7, the second engine heating branch 5, and the engine circuit 4 together form an engine cooling module. In this embodiment, a first electric drive heating branch 8 is provided on one side of the electric drive cooling circuit 6, and a second electric drive heating branch 10 is also provided on the first electric drive heating branch 8. The second electric drive heating branch 10, the first electric drive heating branch 8, and the electric drive cooling circuit 6 together form an electric drive cooling module.

[0070] In this embodiment, the hybrid vehicle integrated thermal management system includes both the engine cooling module in the second embodiment and the electric drive cooling module in the third embodiment. It can heat the passenger compartment and battery pack by using the waste heat of the engine in the engine circuit 4, and it can also heat the passenger compartment and battery pack by using the waste heat of the motor in the electric drive cooling circuit 6. The hybrid vehicle can make full use of waste heat in pure electric mode, pure oil mode and hybrid mode.

[0071] Fifth Embodiment

[0072] like Figure 5 and Figure 6 As shown, this embodiment provides an integrated thermal management method for hybrid vehicles based on a multi-port valve. This method is applicable to the integrated thermal management systems for hybrid vehicles described in the third and fourth embodiments above. The hybrid vehicle operates in pure electric mode, and engine circuit 4 is not operational. If the passenger compartment requires heating at this time, the waste heat from the motor is used to meet the heating needs of the passenger compartment.

[0073] Specifically, the third SOV on / off valve 51 and the fourth SOV on / off valve 53 are closed, the second three-way proportional valve 81 and the third three-way proportional valve 101 are connected, and the third three-way proportional valve 101 is connected to the heater core 52. The coolant in the electric drive cooling circuit 6 flows through the heater core 52 to heat the passenger compartment. If the temperature difference between the passenger compartment outlet air temperature and the passenger compartment target temperature reaches a first set value, the second three-way proportional valve 81 increases the valve opening on the side connected to the second radiator 62. The first set value is preferably 3°C. The greater the temperature difference between the passenger compartment outlet air temperature and the passenger compartment target temperature, the larger the valve opening on the side of the second three-way proportional valve 81 connected to the second radiator 62. When the temperature difference between the target temperature of the passenger compartment and the outlet air temperature of the passenger compartment reaches a second set value, the second three-way proportional valve 81 reduces the valve opening on the side connected to the second radiator 62. The second set value is preferably 3°C. The greater the temperature difference between the target temperature of the passenger compartment and the outlet air temperature of the passenger compartment, the smaller the valve opening on the side of the second three-way proportional valve 81 connected to the second radiator 62. This ensures that the outlet air temperature of the passenger compartment is stabilized within a certain range. In this embodiment, the waste heat of the motor is fully utilized to heat the passenger compartment.

[0074] Sixth Embodiment

[0075] like Figure 5 and Figure 6 As shown, this embodiment provides an integrated thermal management method for hybrid vehicles based on a multi-way valve. This method is applicable to the integrated thermal management systems for hybrid vehicles described in the third and fourth embodiments above. The hybrid vehicle operates in pure electric mode, and the engine circuit 4 is not operational. If the battery pack requires heating at this time, the waste heat from the motor and the PTC heater 32 are used to heat the battery pack.

[0076] Specifically, when the residual heat of the motor is sufficient to meet the heating requirements of the battery pack, the second three-way proportional valve 81 and the six-way valve 33 are connected, and the coolant in the electric drive cooling circuit 6 flows through the first water-cooling component 34 to heat the battery pack. If the temperature difference between the inlet coolant temperature of the first water-cooling component 34 and the preheating target temperature of the inlet coolant of the battery pack reaches a third set value, the second three-way proportional valve 81 increases the valve opening on the side connected to the second radiator 62. The third set value is preferably 5°C. The greater the temperature difference between the inlet coolant temperature of the first water-cooling component 34 and the preheating target temperature of the inlet coolant of the battery pack, the larger the valve opening on the side connected to the second radiator 62. If the temperature difference between the preheating target temperature of the battery pack inlet coolant and the inlet coolant temperature of the first water-cooling component 34 reaches the fourth set value, the second three-way proportional valve 81 reduces the valve opening on the side connected to the second radiator 62. The fourth set value is preferably 5°C. The greater the temperature difference between the preheating target temperature of the battery pack inlet coolant and the inlet coolant temperature of the first water-cooling component 34, the smaller the valve opening on the side connected to the second radiator 62 of the second three-way proportional valve 81.

[0077] When the residual heat from the motor is insufficient to meet the heating requirements of the battery pack, such as when the vehicle is first started and the residual heat from the motor is low, the PTC heater 32 is turned on, and the battery cooling circuit 3 independently circulates and utilizes the PTC heater 32 to heat the battery. As the vehicle runs, when the inlet coolant temperature of the second radiator 62 is 5°C higher than the target preheating temperature of the battery, the PTC heater 32 is turned off, the second three-way proportional valve 81 is connected to the first heating branch 8 of the electric drive, and the six-way valve 33 switches to connect the battery cooling circuit 3 to the first heating branch 8 of the electric drive, utilizing the residual heat from the motor to heat the battery. By adjusting the coolant ratio at the outlets on both sides of the second three-way proportional valve 81, the target preheating temperature of the battery pack inlet coolant is achieved within ±5°C using the second radiator 62.

[0078] Furthermore, the flow rate of the first heating branch 8 of the electric drive can be adjusted by the six-way valve 33. Specifically, when using the waste heat of the motor to heat the battery pack, the six-way valve 33 switches between the battery cooling circuit 3 and the first heating branch 8 of the electric drive at different time intervals to adjust the flow rate of the first heating branch 8 of the electric drive, thereby ensuring that the temperature of the coolant at the inlet of the first water-cooled component 34 can accurately reach the target preheating temperature range of the coolant at the inlet of the battery pack.

[0079] Seventh Embodiment

[0080] like Figure 5 and Figure 6 As shown, this embodiment provides an integrated thermal management method for hybrid vehicles based on a multi-way valve. This method is applicable to the integrated thermal management systems for hybrid vehicles described in the third and fourth embodiments above. The hybrid vehicle operates in pure electric mode, and the engine circuit 4 is not in operation. If there is a heating requirement in both the passenger compartment and the battery pack at this time, the waste heat from the motor and the PTC heater 32 are used to heat the passenger compartment and the battery pack.

[0081] Specifically, when the residual heat of the motor is sufficient to meet the heating needs of the passenger compartment and the battery pack, the third three-way proportional valve 101 is simultaneously connected to the second three-way proportional valve 81, the heater core 52 and the six-way valve 33. The electric drive cooling module uses the residual heat of the motor to heat the passenger compartment and the battery pack respectively, according to the methods of the fifth and sixth embodiments.

[0082] When the residual heat of the motor is insufficient to meet the heating requirements of the passenger compartment and the battery pack, the third three-way proportional valve 101 is only connected to the second three-way proportional valve 81 and the heater core 52. The electric drive cooling module heats the passenger compartment using the residual heat of the motor according to the method of the fifth embodiment, and the battery temperature control module heats the battery pack using the PTC heater 32 according to the method of the sixth embodiment.

[0083] Eighth embodiment

[0084] like Figure 5 and Figure 7 As shown, this embodiment provides an integrated thermal management method for hybrid vehicles based on a multi-port valve. This method is applicable to the integrated thermal management systems for hybrid vehicles described in the second and fourth embodiments above. When the hybrid vehicle operates in pure gasoline mode, the electric drive cooling circuit 6 is not in operation. If the passenger compartment requires heating at this time, the waste heat from the engine is used to meet the heating needs of the passenger compartment.

[0085] Specifically, the third SOV on / off valve 51 and the fourth SOV on / off valve 53 are opened, allowing coolant in the engine circuit 4 to flow through the heater core 52, thus heating the passenger compartment. If the temperature difference between the passenger compartment outlet air temperature and the target passenger compartment temperature reaches a first set value, the valve openings of the third SOV on / off valve 51 and the fourth SOV on / off valve 53 are reduced. The first set value is preferably 3°C. The greater the temperature difference between the passenger compartment outlet air temperature and the target passenger compartment temperature, the smaller the valve openings of the third SOV on / off valve 51 and the fourth SOV on / off valve 53. If the temperature difference between the target passenger compartment temperature and the passenger compartment outlet air temperature reaches a second set value, the valve openings of the third SOV on / off valve 51 and the fourth SOV on / off valve 53 are increased. The second set value is preferably 3°C. The greater the temperature difference between the target passenger compartment temperature and the passenger compartment outlet air temperature, the larger the valve openings of the third SOV on / off valve 51 and the fourth SOV on / off valve 53. To ensure that the air temperature at the crew compartment outlet is kept within a certain range, this embodiment makes full use of the engine's waste heat to heat the crew compartment.

[0086] Ninth Embodiment

[0087] like Figure 5 and Figure 7 As shown, this embodiment provides an integrated thermal management method for hybrid vehicles based on a multi-way valve. This method is applicable to the integrated thermal management systems for hybrid vehicles described in the second and fourth embodiments above. When the hybrid vehicle operates in pure gasoline mode, the electric drive cooling circuit 6 is not in operation. If the battery pack requires heating at this time, the waste heat from the engine and the PTC heater 32 are used to heat the battery pack.

[0088] Specifically, when the residual heat from the engine is sufficient to meet the heating requirements of the battery pack, the first three-way proportional valve 71 and the six-way valve 33 are connected, and the coolant in the engine circuit 4 flows through the first water-cooling component 34 to heat the battery pack. If the temperature difference between the inlet coolant temperature of the first water-cooling component 34 and the preheating target temperature of the coolant inlet of the battery pack reaches a third set value, the first three-way proportional valve 71 increases the valve opening on the side connected to the first radiator 44. The third set value is preferably 5°C. The greater the temperature difference between the inlet coolant temperature of the first water-cooling component 34 and the preheating target temperature of the coolant inlet of the battery pack, the larger the valve opening on the side connected to the first radiator 44 of the first three-way proportional valve 71. If the temperature difference between the preheating target temperature of the battery pack inlet coolant and the temperature of the inlet coolant of the first water-cooling component 34 reaches the fourth set value, the valve opening of the first three-way proportional valve 71 connected to the first radiator 44 will be reduced. The fourth set value is preferably 5°C. The greater the temperature difference between the preheating target temperature of the battery pack inlet coolant and the temperature of the inlet coolant of the first water-cooling component 34, the smaller the valve opening of the first three-way proportional valve 71 connected to the first radiator 44.

[0089] When the engine's waste heat is insufficient to meet the battery pack's heating needs, such as during vehicle startup when engine waste heat is low, the PTC heater 32 is used to meet the heating requirements. The battery cooling circuit 3 independently circulates and utilizes the PTC heater 32 to heat the battery. Furthermore, if the engine outlet coolant temperature is 5°C higher than the battery preheating target temperature, the system prioritizes using engine waste heat to meet the heating needs. The six-way valve 33 switches to connect the battery cooling circuit 3 with the engine's first heating branch 7, and the first three-way proportional valve 71 connects to the engine's second heating branch 5, utilizing engine waste heat to heat the battery.

[0090] Furthermore, since the engine coolant temperature is higher than that of the coolant in the battery cooling circuit 3, the present invention uses a six-way valve 33 to switch between the battery cooling circuit 3 and the engine first heating branch 7 at different time intervals according to the coolant temperature at the outlet of the first three-way proportional valve 71, thereby regulating the flow rate of the engine first heating branch 7. This ensures that the coolant temperature at the inlet of the first water-cooled component 34 can accurately reach the target preheating temperature range of the coolant at the inlet of the battery pack.

[0091] Tenth Embodiment

[0092] like Figure 5 and Figure 7 As shown, this embodiment provides an integrated thermal management method for hybrid vehicles based on a multi-port valve. This method is applicable to the integrated thermal management systems for hybrid vehicles described in the second and fourth embodiments above. When the hybrid vehicle operates in pure gasoline mode, the electric drive cooling circuit 6 is not in operation. If there is a heating requirement in both the passenger compartment and the battery pack at this time, the waste heat from the engine and the PTC heater 32 are used to heat the passenger compartment and the battery pack.

[0093] Specifically, when the engine's waste heat is sufficient to meet the heating needs of the passenger compartment and the battery pack, the first three-way proportional valve 71 is simultaneously connected to the engine circuit 4, the engine's second heating branch 5, and the six-way valve 33. The engine cooling module uses the engine's waste heat to heat the passenger compartment and the battery pack respectively, according to the methods of the eighth and ninth embodiments.

[0094] When the engine's waste heat is insufficient to meet the heating requirements of the passenger compartment and battery pack, the first three-way proportional valve 71 is simultaneously connected to the engine circuit 4 and the engine's second heating branch 5. The engine cooling module uses the engine's waste heat to heat the passenger compartment according to the method of the eighth embodiment, and the battery temperature control module uses the PTC heater 32 to heat the battery pack according to the method of the ninth embodiment.

[0095] Eleventh Embodiment

[0096] like Figure 5 and Figure 8As shown, this embodiment provides an integrated thermal management method for hybrid vehicles based on a multi-port valve. This method is applicable to the integrated thermal management system for hybrid vehicles described in the fourth embodiment above. The hybrid vehicle operates in a hybrid mode, with both the engine circuit 4 and the electric drive cooling circuit 6 in operation. If there is a heating requirement in the passenger compartment at this time, the waste heat from the engine or the electric motor is used to meet the heating needs of the passenger compartment.

[0097] When the waste heat from the motor can meet the heating needs of the passenger compartment, but the waste heat from the engine is insufficient to meet the heating needs of the passenger compartment, such as during vehicle startup or when the engine startup time is short for a period of time, and the engine outlet coolant temperature is lower than the inlet coolant temperature of the second radiator 62, the waste heat from the motor is used to meet the heating needs of the passenger compartment. The third SOV on / off valve 51 and the fourth SOV on / off valve 53 are closed. According to the method of the fifth embodiment, the waste heat from the motor is used to heat the passenger compartment.

[0098] When the engine waste heat is sufficient to meet the heating needs of the passenger compartment, that is, when the engine outlet coolant temperature is 5°C higher than the coolant inlet temperature of the second radiator 62, the third SOV on / off valve 51 and the fourth SOV on / off valve 53 are opened, and the engine waste heat is used to meet the heating needs of the passenger compartment in accordance with the eighth embodiment.

[0099] Twelfth Embodiment

[0100] like Figure 5 and Figure 8 As shown, this embodiment provides an integrated thermal management method for hybrid vehicles based on a multi-port valve. This method is applicable to the integrated thermal management system for hybrid vehicles described in the fourth embodiment above. The hybrid vehicle operates in a hybrid mode, with both the engine circuit 4 and the electric drive cooling circuit 6 in operation. If the battery pack requires heating at this time, the waste heat from the engine, the waste heat from the motor, and the PTC heater 32 are used to meet the heating requirements of the battery pack.

[0101] When the residual heat of the motor is sufficient to meet the heating requirements of the battery pack, and the residual heat of the engine is insufficient to meet the heating requirements of the battery pack, the residual heat of the motor is used to heat the battery pack according to the method of the sixth embodiment.

[0102] When the residual heat from the engine is sufficient to meet the heating requirements of the battery pack, i.e., the engine outlet coolant temperature is 5°C higher than the battery preheating target temperature, the residual heat from the engine is preferentially used to heat the battery pack according to the method of the ninth embodiment.

[0103] When the residual heat from the motor and engine is insufficient to meet the heating requirements, such as during vehicle startup, the residual heat from both is low, and the coolant temperature at the inlet of the second radiator 62 and the coolant temperature at the engine outlet have not reached the target preheating temperature for the battery. In this case, the PTC heater 32 is used to meet the heating requirements. The battery cooling circuit 3 independently circulates and utilizes the PTC heater 32 to heat the battery.

[0104] Furthermore, as the vehicle operates, if the residual heat from the motor increases and the coolant temperature at the inlet of the second radiator 62 reaches the battery preheating target temperature of 5°C, the PTC heater 32 is shut off, and the residual heat from the motor is used to meet the heating requirements of the battery pack. If the residual heat from the motor decreases to the point where it cannot meet the heating requirements of the battery pack, the PTC heater 32 is reused.

[0105] Thirteenth Embodiment

[0106] like Figure 5 and Figure 8 As shown, this embodiment provides an integrated thermal management method for hybrid vehicles based on a multi-port valve. This method is applicable to the integrated thermal management system for hybrid vehicles described in the fourth embodiment above. The hybrid vehicle operates in a hybrid mode, with both the engine circuit 4 and the electric drive cooling circuit 6 in operation. If both the passenger compartment and the battery pack require heating at this time, the waste heat from the engine, the waste heat from the motor, and the PTC heater 32 are used to meet the heating requirements of the battery pack.

[0107] Specifically, if the residual heat of the motor is sufficient to meet the heating needs of the passenger compartment and the battery pack, and the residual heat of the engine is insufficient to meet the heating needs of the passenger compartment and the battery pack, the third three-way proportional valve 101 is simultaneously connected to the second three-way proportional valve 81, the heater core 52 and the six-way valve 33, and the electric drive cooling module heats the passenger compartment and the battery pack respectively using the residual heat of the motor according to the methods of the eleventh embodiment and the twelfth embodiment.

[0108] If the engine's waste heat is sufficient to meet the heating needs of the passenger compartment and battery pack, then the first three-way proportional valve 71 is simultaneously connected to the engine circuit 4, the engine's second heating branch 5, and the six-way valve 33. The engine cooling module, according to the methods of the eleventh and twelfth embodiments, utilizes the engine's waste heat to heat the passenger compartment and battery pack respectively. Alternatively, if neither the motor's waste heat nor the engine's waste heat is sufficient to meet the heating needs of the passenger compartment and battery pack, then the one with the larger waste heat is used to heat the passenger compartment, and the PTC heater 32 is used to heat the battery pack.

[0109] Fourteenth Embodiment

[0110] This embodiment provides a hybrid vehicle integrated thermal management method based on a multi-way valve. This method is applicable to the hybrid vehicle integrated thermal management system described in the fourth embodiment above. Figure 5 As shown, this method employs a waste heat distribution strategy to achieve thermal management. The overall waste heat distribution strategy includes the following steps:

[0111] Step 1: Determine whether there is a heating requirement in the battery pack and passenger compartment through the vehicle controller;

[0112] Step 2: When the vehicle controller determines that the battery pack does not require heating, but the passenger compartment does require heating, the waste heat is used to heat the passenger compartment.

[0113] Step 3: When the vehicle controller determines that the battery pack has a heating requirement, it checks whether the residual heat is sufficient and sends a heat distribution command based on the determination result. The heat distribution is as follows:

[0114] Scenario 1: The passenger compartment has a heating requirement and there is sufficient residual heat. In this case, the residual heat is used to heat the passenger compartment and the battery pack.

[0115] Scenario 2: There is a heating requirement in the passenger compartment but the residual heat is insufficient. In this case, the residual heat is used to heat the passenger compartment, and the PTC heater 32 of the battery temperature control module is used to heat the battery pack.

[0116] Scenario 3: If there is no heating requirement in the passenger compartment and there is sufficient residual heat, the residual heat can be used to heat the battery pack.

[0117] Scenario 4: If there is no heating requirement in the passenger compartment and the residual heat is insufficient, the PTC heater 32 of the battery temperature control module will be used to heat the battery pack.

[0118] like Figure 6-9 As shown, the above-mentioned waste heat distribution strategy is divided into a first waste heat distribution strategy, a second waste heat distribution strategy, and a third waste heat distribution strategy. This embodiment employs different waste heat distribution strategies under different vehicle operating modes. The specific distribution strategies are as follows:

[0119] ① In pure electric mode: When the vehicle enters pure electric mode, the vehicle controller uses the first waste heat distribution strategy to distribute heat. The waste heat in steps two and three is the waste heat of the motor. After sending the heat distribution command, or after determining that there is no heating demand in the passenger compartment and battery pack, the vehicle controller determines whether the vehicle is in pure electric mode. If the vehicle is in pure electric mode, steps one to three are repeated. Otherwise, the first waste heat distribution strategy ends.

[0120] Specifically, if the situation in step two occurs, the method of the fifth embodiment is followed to utilize the waste heat of the motor to meet the heating needs of the passenger compartment.

[0121] If scenario three or scenario four occurs in step three, the battery pack is heated using the waste heat of the motor and the PTC heater 32, in accordance with the method of the sixth embodiment.

[0122] If either scenario one or scenario two occurs in step three, the passenger compartment and battery pack are heated using the waste heat of the motor and the PTC heater 32, in accordance with the method of the seventh embodiment.

[0123] ② In pure fuel mode: When the vehicle enters pure fuel mode, the vehicle controller uses the second waste heat distribution strategy to distribute heat. The waste heat in steps two and three is the waste heat of the engine. After sending the heat distribution command, or after determining that there is no heating demand in the passenger compartment and the battery pack, the vehicle controller determines whether the vehicle is in pure fuel mode. If the vehicle is in pure fuel mode, steps one to three are repeated. Otherwise, the second waste heat distribution strategy ends.

[0124] Specifically, if the situation in step two occurs, the method of the eighth embodiment is followed to utilize the waste heat of the engine to meet the heating needs of the crew compartment.

[0125] If scenario three or scenario four occurs in step three, the battery pack is heated using the waste heat of the engine and the PTC heater 32, in accordance with the method of the ninth embodiment.

[0126] If either scenario one or scenario two occurs in step three, the passenger compartment and battery pack are heated using the waste heat from the engine and the PTC heater 32, in accordance with the method of the tenth embodiment.

[0127] ③ Hybrid mode: When the vehicle enters hybrid mode, the vehicle controller uses the third waste heat distribution strategy to distribute heat. The waste heat in steps two and three is the waste heat of the motor or engine. After sending the heat distribution command, or after determining that there is no heating demand in the passenger compartment and battery pack, the vehicle controller determines whether the vehicle is in hybrid mode. If the vehicle is in hybrid mode, steps one to three are repeated; otherwise, the third waste heat distribution strategy ends.

[0128] Specifically, if the situation in step two occurs, the method of the eleventh embodiment is followed to utilize the waste heat of the engine or the waste heat of the motor to meet the heating needs of the crew compartment.

[0129] If scenario three or scenario four occurs in step three, then the method of the twelfth embodiment is followed to utilize the waste heat from the engine, the waste heat from the motor, and the PTC heater 32 to meet the heating requirements of the battery pack.

[0130] If either scenario one or scenario two occurs in step three, the battery pack heating requirements are met by utilizing the waste heat from the engine, the waste heat from the motor, and the PTC heater 32, according to the method of the thirteenth embodiment.

[0131] The embodiments described above are merely examples of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention.

Claims

1. A hybrid vehicle integrated thermal management system based on a multi-way valve, characterized in that, include: The battery temperature control module has a battery cooling circuit (3) that delivers cold or heat to the battery pack, and the battery cooling circuit (3) is equipped with a six-way valve (33). An engine cooling module has an engine circuit (4) that provides heat dissipation for the engine. The engine circuit (4) is connected to a first engine heating branch (7), which is used to transfer the engine's waste heat. An electric drive cooling module has an electric drive cooling circuit (6) that provides heat dissipation for the motor. The electric drive cooling circuit (6) is connected to an electric drive first heating branch (8), which is used to transfer the motor's waste heat. When the battery pack has a heating requirement, the vehicle controller sends a heat distribution command to the first heating branch of the engine (7), the first heating branch of the electric drive (8) and the six-way valve (33). The six-way valve (33) makes the battery cooling circuit (3) connected to the first heating branch of the engine (7) or the first heating branch of the electric drive (8) to heat the battery pack using the waste heat of the motor or the waste heat of the engine. The engine circuit (4) is also connected to the engine second heating branch (5), which is used to transfer the engine waste heat. The electric drive cooling circuit (6) is also connected to the electric drive second heating branch (10), which is used to transfer the motor waste heat. When there is a heating demand in the passenger compartment, the vehicle controller sends a heat distribution command to the engine second heating branch (5) and the electric drive second heating branch (10) to heat the passenger compartment using the engine waste heat and the motor waste heat. The battery cooling circuit (3) includes a first water pump (31), a PTC heater (32) connected to the first water pump (31), and a first water-cooling component (34) installed on the battery pack and connected to the six-way valve (33) and the first water pump (31) respectively. The engine circuit (4) includes a second water pump (41) and a first radiator (44) connected to the second water pump (41). The second heating branch (5) of the engine includes a bypass pipe located on one side of the engine circuit (4), and the bypass pipe is provided with a heater core (52) for heating the crew compartment. The electric drive cooling circuit (6) includes a third water pump (61) and a second radiator (62) connected to the third water pump (61). The first heating branch (7) of the engine includes a first three-way proportional valve (71), which is connected to the engine circuit (4), the second heating branch (5) of the engine and the six-way valve (33). When the six-way valve (33) is connected to the first three-way proportional valve (71), a first thermal coupling circuit for heating the battery pack is formed between the battery temperature control module and the engine cooling module. The electric drive first heating branch (8) includes a second three-way proportional valve (81) disposed on the electric drive cooling circuit (6) and connected to the six-way valve (33). When the six-way valve (33) and the second three-way proportional valve (81) are connected, a second thermal coupling circuit for heating the battery pack is formed between the battery temperature control module and the electric drive cooling module. The electric drive second heating branch (10) includes a third three-way proportional valve (101) installed on the electric drive first heating branch (8). The third three-way proportional valve (101) is connected to the second three-way proportional valve (81) and the heater core (52) and is used to provide the heater core (52) with the motor waste heat to heat the crew compartment.

2. The integrated thermal management system for hybrid vehicles according to claim 1, characterized in that: The bypass pipe of the second heating branch (5) of the engine is equipped with a third SOV on / off valve (51) and a fourth SOV on / off valve (53). When the crew compartment is heated by the waste heat of the engine, the third SOV on / off valve (51) and the fourth SOV on / off valve (53) are opened. When the crew compartment is heated by the waste heat of the motor, the third SOV on / off valve (51) and the fourth SOV on / off valve (53) are closed.

3. A hybrid vehicle integrated thermal management method based on a multi-way valve, characterized in that: This method employs a waste heat distribution strategy to achieve thermal management, and is applicable to the integrated thermal management system for hybrid vehicles as described in claim 2. The waste heat distribution strategy includes the following steps: Step 1: Determine whether there is a heating requirement in the battery pack and passenger compartment through the vehicle controller; Step 2: When the vehicle controller determines that the battery pack does not require heating, but the passenger compartment does require heating, the waste heat is used to heat the passenger compartment. Step 3: When the vehicle controller determines that the battery pack has a heating requirement, it checks whether the residual heat is sufficient and sends a heat distribution command based on the determination result. The heat distribution is as follows: Scenario 1: The passenger compartment has a heating requirement and there is sufficient residual heat. In this case, the residual heat is used to heat the passenger compartment and the battery pack. Scenario 2: The passenger compartment has a heating requirement but the residual heat is insufficient. In this case, the residual heat is used to heat the passenger compartment, and the PTC heater (32) of the battery temperature control module is used to heat the battery pack. Scenario 3: If there is no heating requirement in the passenger compartment and there is sufficient residual heat, the residual heat can be used to heat the battery pack. Scenario 4: There is no heating requirement in the crew cabin and the residual heat is insufficient. In this case, the PTC heater (32) of the battery temperature control module is used to heat the battery pack.

4. The integrated thermal management method for hybrid vehicles according to claim 3, characterized in that: The waste heat distribution strategy is divided into a first waste heat distribution strategy, a second waste heat distribution strategy, and a third waste heat distribution strategy; among them... When the vehicle enters pure electric mode, the vehicle controller uses the first waste heat distribution strategy to distribute heat. The waste heat in steps two and three is the waste heat of the motor. After sending the heat distribution command, or after determining that there is no heating demand in the passenger compartment and the battery pack, the vehicle controller determines whether the vehicle is in pure electric mode. If the vehicle is in pure electric mode, steps one to three are repeated. Otherwise, the first waste heat distribution strategy ends. When the vehicle enters pure fuel mode, the vehicle controller uses the second waste heat distribution strategy to distribute heat. The waste heat in steps two and three is the engine waste heat. After sending the heat distribution command, or after determining that there is no heating demand in the passenger compartment and battery pack, the vehicle controller determines whether the vehicle is in pure fuel mode. If the vehicle is in pure fuel mode, steps one to three are repeated. Otherwise, the second waste heat distribution strategy ends. When the vehicle enters hybrid electric mode, the vehicle controller uses a third waste heat distribution strategy to distribute heat. The waste heat in steps two and three is either motor waste heat or engine waste heat. After sending a heat distribution command, or after determining that there is no heating requirement in the passenger compartment and battery pack, the vehicle controller determines whether the vehicle is in hybrid electric mode. If the vehicle is in hybrid electric mode, steps one to three are repeated; otherwise, the third waste heat distribution strategy ends.

5. The integrated thermal management method for hybrid vehicles according to claim 4, characterized in that: When the third waste heat distribution strategy is adopted, if both the waste heat from the motor and the waste heat from the engine meet the current heating demand, the waste heat from the engine will be used first to heat the passenger compartment and / or the battery pack.

6. The integrated thermal management method for hybrid vehicles according to claim 4, characterized in that: When the passenger compartment is heated by the waste heat of the motor, the third SOV on / off valve (51) and the fourth SOV on / off valve (53) are closed, the second three-way proportional valve (81) is connected to the third three-way proportional valve (101), the third three-way proportional valve (101) is connected to the heater core (52), and the coolant in the electric drive cooling circuit (6) flows through the heater core (52) to heat the passenger compartment. If the temperature difference between the passenger compartment outlet temperature and the passenger compartment target temperature reaches the first set value, the second three-way proportional valve (81) increases the valve opening on the side connected to the second radiator (62). If the temperature difference between the passenger compartment target temperature and the passenger compartment outlet temperature reaches the second set value, the second three-way proportional valve (81) decreases the valve opening on the side connected to the second radiator (62). When the battery pack is heated by the residual heat of the motor, the second three-way proportional valve (81) is connected to the six-way valve (33), and the coolant in the electric drive cooling circuit (6) flows through the first water-cooling component (34) to heat the battery pack. If the temperature difference between the inlet coolant temperature of the first water-cooling component (34) and the preheating target temperature of the inlet coolant of the battery pack reaches the third set value, the second three-way proportional valve (81) increases the valve opening on the side connected to the second radiator (62). If the temperature difference between the preheating target temperature of the inlet coolant of the battery pack and the inlet coolant temperature of the first water-cooling component (34) reaches the fourth set value, the second three-way proportional valve (81) decreases the valve opening on the side connected to the second radiator (62).

7. The integrated thermal management method for hybrid vehicles according to claim 4, characterized in that: When the passenger compartment is heated by the waste heat of the engine, the third SOV on / off valve (51) and the fourth SOV on / off valve (53) are opened, and the coolant in the engine circuit (4) flows through the heater core (52) to heat the passenger compartment. If the temperature difference between the passenger compartment outlet temperature and the passenger compartment target temperature reaches the first set value, the valve opening of the third SOV on / off valve (51) and the fourth SOV on / off valve (53) is reduced. If the temperature difference between the passenger compartment target temperature and the passenger compartment outlet temperature reaches the second set value, the valve opening of the third SOV on / off valve (51) and the fourth SOV on / off valve (53) is increased. When the battery pack is heated by the waste heat of the engine, the first three-way proportional valve (71) and the six-way valve (33) are connected, and the coolant in the engine circuit (4) flows through the first water-cooling component (34) to heat the battery pack. If the temperature difference between the inlet coolant temperature of the first water-cooling component (34) and the preheating target temperature of the coolant in the battery pack reaches the third set value, the first three-way proportional valve (71) increases the valve opening on the side connected to the first radiator (44). If the temperature difference between the preheating target temperature of the coolant in the battery pack and the inlet coolant temperature of the first water-cooling component (34) reaches the fourth set value, the first three-way proportional valve (71) decreases the valve opening on the side connected to the first radiator (44).

8. The integrated thermal management method for hybrid vehicles according to claim 4, characterized in that: When the battery pack is heated by the waste heat of the engine, the six-way valve (33) switches between the battery cooling circuit (3) and the first heating branch of the engine (7) at different time intervals to regulate the flow rate of the first heating branch of the engine (7).

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