A hybrid vehicle coolant-side integrated module and its thermal management system

Abstract

This invention discloses an integrated module for the coolant side of a hybrid vehicle, including an expansion tank, a water pump, water valves, and a water-to-water heat exchanger for heating the battery pack. The expansion tank includes a connected expansion tank body and a water circuit board. The water pump, water valves, and water-to-water heat exchanger for heating the battery pack are all integrated on the water circuit board. The thermal management system includes a four-way water valve with valve ports 1, 2, 3, and 4. Valve port 1 is connected to the vehicle's engine coolant system, valve port 2 is connected to the water-to-water heat exchanger, valve port 3 is connected to the vehicle's electric heater via the water pump, and valve port 4 is connected to the vehicle's heater core. The engine coolant system, water-to-water heat exchanger, electric heater, and heater core are connected by pipelines to form the thermal management system. Its integrated design is compact, facilitating layout and installation; and it offers diverse thermal management modes to meet the needs of various driving modes.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicle technology, and in particular to a hybrid vehicle coolant-side integrated module and its thermal management system. Background Technology

[0002] The current hybrid vehicle thermal management system architecture is complex, generally involving multiple water valves, water pumps, and plate heat exchangers. In actual layout, the series and parallel connections of various components are complex, especially in REEV / PHEVs. This decentralized layout has the following problems: The thermal management system architecture is complex, with multiple thermal management modes. Each valve, pump, water-to-water heat exchanger, high-temperature expansion tank, and low-temperature expansion tank requires space and is fixed with a transition bracket and standard parts; each valve, pump, water-to-water heat exchanger, and expansion tank requires at least one pipeline and two clamps for sealed connection; each sub-component requires a connecting wire and connector, and the corresponding wiring harness of each component requires a separate wire for connection; for the fixed assembly of each valve, pump, water-to-water heat exchanger, and expansion tank, each component must be equipped with a bracket, fastened with bolts, and connected with pipelines and clamps on site, which is a series of processes that cannot be reduced, resulting in a complex structure and cumbersome assembly.

[0003] Furthermore, due to the presence of an engine in hybrid vehicles, the ambient temperature inside the front compartment is relatively high, requiring components to withstand higher temperatures. Currently, most common water systems are implemented using the aforementioned solutions, while some adopt integrated solutions. However, these integrations are mostly limited to low-temperature components integrated with pipelines, resulting in a single functional mode. For example, Chinese patent CN112599890A discloses a battery thermal management system for hybrid vehicles, including a thermodynamic circulation system for providing heat or cold to the power battery. The thermodynamic circulation system includes at least a circulation pump, a battery pack heat exchanger, an engine heater core, a PTC, and a controller. The engine heater core has a first flow chamber for the flow of engine coolant and a second flow chamber for the flow of heat exchange medium in the thermodynamic circulation system to exchange heat with the engine coolant. The circulation pump, battery pack heat exchanger, engine heater core, and PTC are connected in series to form a heating circuit. A first temperature sensor is installed at the outlet of the battery pack heat exchanger. When the temperature measured by the first temperature sensor is not higher than a first preset temperature, the controller controls the heat exchange medium to flow through the heating circuit. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a hybrid vehicle coolant-side integrated module and its thermal management system, which features an integrated design, compact structure, and diverse functional modes.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0006] A hybrid vehicle coolant-side integrated module includes an expansion tank, a water pump, a water valve, and a water-to-water heat exchanger for heating the battery pack. The expansion tank includes a connected expansion tank body and a water circuit board. The water pump, water valve, and water-to-water heat exchanger for heating the battery pack are all integrated on the water circuit board.

[0007] The expansion tank is located on one side of the water circuit substrate, and the water valve, water pump and water-to-water heat exchanger are located on the other side of the water circuit substrate.

[0008] The expansion chamber is equipped with a wave-proof structure to prevent air bubbles from being generated due to liquid impact.

[0009] The expansion chamber is equipped with a degassing valve, and the water circuit board is equipped with a gas outflow channel that leads into the expansion chamber and is connected to the degassing valve.

[0010] The water valve is a four-way valve.

[0011] The expansion chamber includes a high-temperature expansion chamber and a low-temperature expansion chamber connected together. The high-temperature expansion chamber is connected to one end of the water circuit board. There is a gap between the low-temperature expansion chamber and the water circuit board. A battery cooler and an electromagnetic expansion valve assembly are integrated in the gap.

[0012] The wave-proof structure includes a base plate and a set of tentacles extending upward from the base plate, and the base plate is provided with a set of through holes.

[0013] The expansion chamber is connected to one end of the water channel substrate, and the port of the gas outflow channel in the water channel substrate is located in the middle of the inner cavity of the water channel substrate.

[0014] A thermal management system having the aforementioned hybrid vehicle coolant-side integrated module, wherein the four-way valve has valve port 1, valve port 2, valve port 3, and valve port 4; valve port 1 is connected to the vehicle engine water circuit, valve port 2 is connected to the water-to-water heat exchanger, valve port 3 is connected to the vehicle's electric heater via a water pump, and valve port 4 is connected to the vehicle's heater core; the engine water circuit, water-to-water heat exchanger, electric heater, and heater core are connected by pipelines to form a thermal management system.

[0015] The thermal management system has the following functional modes:

[0016] In the first mode, pure EV mode, the passenger compartment is heated by an electric heater.

[0017] At this time, valve ports 3 and 4 are internally connected, while ports 1 and 2 are closed. The water pump drives the liquid to flow through the electric heater, to the warm air core, then to valve port 4, and then back to the water pump through port 3.

[0018] The second mode, pure EV mode, uses an electric heater to heat the battery.

[0019] At this time, valves 2 and 3 are internally connected, while valves 1 and 4 are closed. The water pump drives the liquid to flow through the electric heater, to the water-to-water heat exchanger used to heat the battery pack, then to valve 2, and then back to the water pump through valve 3.

[0020] The third mode, in pure EV mode, uses an electric heater to heat the battery and passenger compartment.

[0021] At this time, valve port 3 is connected to ports 2 and 4, and port 1 is closed. The water pump drives the liquid to flow through the electric heater, to the water-to-water heat exchanger and the warm air core, then to valve ports 2 and 4, and then back to the water pump through port 3.

[0022] The fourth mode is engine-operated mode, where the engine heats the crew compartment.

[0023] At this time, valves 1 and 4 are internally connected, while valves 2 and 3 are closed. The engine main water pump drives the liquid to flow to the heater core, then to valve 4, and then back to the engine main water pump through valve 1.

[0024] The fifth mode is engine-operated mode, where the engine heats the battery.

[0025] At this time, valve 1 and valve 2 are internally connected, while valve 3 and valve 4 are closed. The engine main water pump drives the liquid water heat exchanger, then to valve 2, and then back to the engine main water pump through valve 1.

[0026] The sixth mode, in engine-operated mode, uses the engine to heat the crew compartment and batteries;

[0027] At this time, valve port 1 is connected to ports 2 and 4, and port 3 is closed. The engine main water pump drives the liquid to the water-to-water heat exchanger and the heater core, then to valve ports 2 and 4, and then back to the engine main water pump through port 1.

[0028] The seventh mode involves using engine waste heat to heat the battery heaters while simultaneously heating the crew compartment with electric heaters.

[0029] At this time, valve 1 and valve 2 are internally connected. The engine main water pump drives the liquid to flow to the water-to-water heat exchanger, then to valve 2, and then back to the engine main water pump through valve 1. At the same time, valve 3 and valve 4 are also internally connected. The water pump drives the liquid to flow through the electric heater, to the heater core, then to valve 4, and then back to the water pump through valve 3.

[0030] The eighth mode, the refueling mode, is used to improve venting capacity during after-sales refueling.

[0031] At this time, valve ports 1 and 4 are internally connected, and ports 2 and 3 are also internally connected. The engine's main water pump drives the liquid to flow to the water-to-water heat exchanger, then to valve port 2, and then back to the water pump through port 3. It then flows through the electric heater to the heater core, and then from port 4 to port 1 through the high-temperature expansion tank, and back to the engine's main water pump, thus maximizing the degassing capacity.

[0032] Compared with the prior art, the present invention has the following advantages:

[0033] The hybrid vehicle's coolant-side integrated module has a reasonable structural design. It integrates components within the high and low temperature system range that are physically close to each other and participate in the system circulation function within the coolant-side system. By replacing water pipes with a coolant plate, it connects the water pump, water valve, water-to-water heat exchanger, battery cooler, high and low temperature expansion tank, water pipes, and fixed standard parts and brackets into an integrated product. Its integrated setup is compact and facilitates layout and installation. Furthermore, it offers diverse thermal management modes to meet the thermal management needs of various driving modes. Attached Figure Description

[0034] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0035] Figure 1 This is a schematic diagram of the thermal management architecture of the present invention.

[0036] Figure 2 This is a schematic diagram of the coolant-side integrated module of the present invention.

[0037] Figure 3 This is an exploded view of the coolant-side integrated module of the present invention.

[0038] Figure 4 This is a schematic diagram of the wave-proof structure inside the module of the present invention.

[0039] Figure 5 This is a schematic diagram of the internal degassing structure of the module of the present invention.

[0040] In the picture:

[0041] 1. High-temperature expansion chamber cover; 2. Low-temperature expansion chamber cover; 3. Bushing; 4. Pad; 5. Expansion chamber body; 501. Water circuit board; 6. Battery cooler; 7. Electromagnetic expansion valve assembly; 8. Low-pressure PT sensor; 9. Thermal insulation sponge; 10. Water valve sealing ring; 11. Water valve; 12. Water pump; 13. Water pump inlet O-ring; 14. Water-to-water heat exchanger; 15. Water pump outlet O-ring; 16. Wiring harness assembly; 17. Bolt; 18. H-sealing ring; 19. Hex bolt; 20. Degassing valve; 21. Degassing valve sealing ring; 22. Anti-surge structure; 23. Gas outflow channel. Detailed Implementation

[0042] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and through the description of the examples.

[0043] like Figures 1 to 5 As shown, the hybrid vehicle coolant-side integrated module includes an expansion tank, a water pump, a water valve 11, and a water-to-water heat exchanger 14 for heating the battery pack. The expansion tank includes a connected expansion tank body and a water circuit board. The water pump 12, the water valve 11, and the water-to-water heat exchanger 14 for heating the battery pack are all integrated on the water circuit board 501.

[0044] This invention adopts an integrated approach, combining products within the high and low temperature system range that are physically close to each other and participate in the system circulation function on the coolant side of the structure. A single coolant plate replaces the water pipes, connecting the water pump, water valve, water-to-water heat exchanger, battery cooler, high and low temperature expansion tank, water pipes, and fixed standard parts and brackets into an integrated product. Its functions can be fully realized from a distributed layout. This integration reduces the number of individual sub-components such as water pumps, water valves, water-to-water heat exchangers, battery coolers, high-temperature expansion tanks, and low-temperature expansion tanks. For the entire vehicle, this effectively reduces the number of assemblies and sub-components, significantly reduces weight, optimizes costs, and effectively simplifies layout and manufacturing processes.

[0045] The expansion tank, battery cooler 6, electromagnetic expansion valve assembly 7, and low-pressure PT sensor 8 are all located on one side of the water circuit board, while the water valve, water pump, and water-to-water heat exchanger are located on the other side of the water circuit board. There are two water pumps, and the water-to-water heat exchanger is located between the two water pumps. The water pump, water-to-water heat exchanger, and water valve are arranged side by side, resulting in a compact structure.

[0046] The expansion tank body 5 and the water channel base plate 501 are integrated structures; the edges of the expansion tank body and the water channel base plate are provided with fixing ears, and bushings 3 and soft pads 4 are provided for the fixing ears, making the structure stable and reliable.

[0047] Water valve 11 is fixed to the water circuit board by water valve sealing ring 10 and bolt 17; one water pump is fixed and sealed by water pump inlet O-ring 13, and another water pump is fixed and sealed by water pump outlet O-ring 15; water valve is fixed and sealed by H sealing ring 18 and hex bolt 19; integrated design saves a lot of water pipes and joints and reduces the number of parts.

[0048] The expansion chamber includes a high-temperature expansion chamber and a low-temperature expansion chamber connected together. The high-temperature expansion chamber is provided with a high-temperature expansion chamber cover 1 on the top, and the low-temperature expansion chamber is provided with a low-temperature expansion chamber cover 2 on the top. The high-temperature expansion chamber is connected to one end of the water circuit board. There is a gap between the low-temperature expansion chamber and the water circuit board. A battery cooler and an electromagnetic expansion valve assembly are integrated in the gap. The battery cooler is covered with a heat insulation sponge 9. The structure is compact.

[0049] The expansion chamber is equipped with a wave-proof structure 22 to prevent the formation of bubbles caused by liquid impact; preferably, the wave-proof structure 22 includes a bottom plate and a set of tentacles extending upward on the bottom plate, and the bottom plate is provided with a set of through holes.

[0050] The expansion chamber is equipped with a degassing valve 20, which is sealed by a degassing valve sealing ring 21 during installation. The water channel base plate is provided with a gas outflow channel 23 that leads into the expansion chamber and is connected to the degassing valve. Furthermore, the expansion chamber and the water channel base plate are connected at one end, and the port of the gas outflow channel in the water channel base plate is located in the middle of the inner cavity of the water channel base plate.

[0051] In this invention, both the expansion tank and the water circuit base plate are made of PP+GF20 material; the water valve is a four-way valve, which can realize eight different functional modes (the specific modes are described in detail in the implementation instructions), the valve core stroke is 320°, and the proportional adjustment range can be adjusted up to 60°.

[0052] The present invention has a thermal management system for the integrated module on the coolant side of the hybrid vehicle. The four-way valve has valve port 1, valve port 2, valve port 3 and valve port 4. Valve port 1 is connected to the water circuit of the vehicle engine, valve port 2 is connected to the water-to-water heat exchanger, valve port 3 is connected to the electric heater of the vehicle through a water pump, and valve port 4 is connected to the heater core of the vehicle. The engine water circuit, water-to-water heat exchanger, electric heater and heater core are connected by pipelines to form a thermal management system.

[0053] This invention is designed for hybrid vehicles and operates in environments ranging from -40℃ to 125℃. Currently, coolant-side integration is a relatively new application in the market. This invention integrates both high-temperature and low-temperature expansion tanks, whereas most electric vehicles currently only integrate the low-temperature expansion tank. This invention is the first to utilize integrated high and low temperatures. To avoid internal degassing issues, a manual venting valve is included. For manual coolant replenishment, no additional water pipe structure is needed for venting; the structure is optimized through injection molding. The low-temperature expansion tank participates in the entire circulation process and features an internal anti-wave structure to effectively prevent air bubbles caused by liquid impact.

[0054] The thermal management system of this invention has the following functional modes:

[0055] In the first mode, pure EV mode, the passenger compartment is heated by an electric heater.

[0056] At this time, valve ports 3 and 4 are internally connected, while ports 1 and 2 are closed. The water pump drives the liquid to flow through the electric heater, to the warm air core, then to valve port 4, and then back to the water pump through port 3.

[0057] The second mode, pure EV mode, uses an electric heater to heat the battery.

[0058] At this time, valves 2 and 3 are internally connected, while valves 1 and 4 are closed. The water pump drives the liquid to flow through the electric heater, to the water-to-water heat exchanger used to heat the battery pack, then to valve 2, and then back to the water pump through valve 3.

[0059] The third mode, in pure EV mode, uses an electric heater to heat the battery and passenger compartment.

[0060] At this time, valve port 3 is connected to ports 2 and 4, and port 1 is closed. The water pump drives the liquid to flow through the electric heater, to the water-to-water heat exchanger and the warm air core, then to valve ports 2 and 4, and then back to the water pump through port 3.

[0061] The fourth mode is engine-operated mode, where the engine heats the crew compartment.

[0062] At this time, valves 1 and 4 are internally connected, while valves 2 and 3 are closed. The engine main water pump drives the liquid to flow to the heater core, then to valve 4, and then back to the engine main water pump through valve 1.

[0063] The fifth mode is engine-operated mode, where the engine heats the battery.

[0064] At this time, valve 1 and valve 2 are internally connected, while valve 3 and valve 4 are closed. The engine main water pump drives the liquid water heat exchanger, then to valve 2, and then back to the engine main water pump through valve 1.

[0065] The sixth mode, in engine-operated mode, uses the engine to heat the crew compartment and batteries;

[0066] At this time, valve port 1 is connected to ports 2 and 4, and port 3 is closed. The engine main water pump drives the liquid to the water-to-water heat exchanger and the heater core, then to valve ports 2 and 4, and then back to the engine main water pump through port 1.

[0067] The seventh mode involves using engine waste heat to heat the battery heaters while simultaneously heating the crew compartment with electric heaters.

[0068] At this time, valve 1 and valve 2 are internally connected. The engine main water pump drives the liquid to flow to the water-to-water heat exchanger, then to valve 2, and then back to the engine main water pump through valve 1. At the same time, valve 3 and valve 4 are also internally connected. The water pump drives the liquid to flow through the electric heater, to the heater core, then to valve 4, and then back to the water pump through valve 3.

[0069] The eighth mode, the refueling mode, is used to improve venting capacity during after-sales refueling.

[0070] At this time, valve ports 1 and 4 are internally connected, and ports 2 and 3 are also internally connected. The engine's main water pump drives the liquid to flow to the water-to-water heat exchanger, then to valve port 2, and then back to the water pump through port 3. It then flows through the electric heater to the heater core, and then from port 4 to port 1 through the high-temperature expansion tank, and back to the engine's main water pump, thus maximizing the degassing capacity.

[0071] Figure 2 This is a schematic diagram of the coolant-side integrated module of the present invention, based on Figure 1 The schematic diagram and the bill of materials showing the distributed arrangement (within the dashed box) demonstrate how this invention can be implemented. Figure 1 It should be noted that, due to the high-voltage electric heater HVH using high voltage, integrating it with the integrated module would be extremely complex. Considering practical application and operability, the coolant-side integrated module of this invention does not include the high-voltage HVH. This invention uses a water circuit substrate (integrated within the expansion body 5) to replace the traditional at least 6 water pipes and 12 clamps. This not only shortens the pipe length in the actual distributed layout but also provides an installation structure for connecting two water pumps 12, water valves 11, water-to-water heat exchangers 14, battery coolers 6, etc. In addition to eliminating water pipes and clamps, the upper parts of water pumps 12 and water valves 11 are also free. The components are also replaced by a substructure of the water circuit board (integrated within the expansion body 5). The water pump 12, water valve 11, water-to-water heat exchanger 14, and battery cooler 6 are assembled on the water circuit board (integrated within the expansion body 5), and with the connecting harness 16, they finally form a complete coolant-side integrated module product. This product can fully realize the functions of the eight modes shown in the schematic diagram, possess all the functions of a distributed layout, and effectively reduce the number of parts. According to calculations, compared with the distributed layout, it reduces 6 water pipes, 12 clamps, 6 brackets, and optimizes the wiring harness, reducing the weight by about 2kg, effectively optimizing the overall vehicle weight and process, and reducing the overall vehicle cost.

[0072] Figure 3 This is an exploded view of the coolant-side integrated module of the present invention, showing the overall structure of the coolant-side integrated module and the preliminary construction of the present invention. The internal structure of the water channel substrate (integrated within the expansion body 5) is relatively complex. Its components are sealed by hot plate welding using a plastic injection molding process. The internal flow channels connect the two components according to the heat pipe system architecture schematic diagram. Furthermore, its internal structure varies depending on the schematic diagram. This schematic diagram is intended to illustrate the core invention of the present invention, namely the design and fabrication of this water channel substrate. This integrated approach can be implemented in similar thermal management system architectures.

[0073] Figure 4This is a schematic diagram of the "anti-wave" structure inside the coolant-side integrated module. It shows a structure inside the low-temperature cooling expansion tank that prevents water from rolling and impacting the inner wall, thus preventing foam generation. This structure is an independent unit and is assembled with the internal expansion structure. In practical applications, this invention has been confirmed to have a good effect on the "anti-wave" control of the fluid. It has an opening at the bottom and long "tentacles" at the mating point. The opening is to decompose the impact of the water, and the "tentacles" are used to absorb the vibration caused by the impact.

[0074] Figure 5 This is a schematic diagram of the internal degassing structure of the coolant measurement integrated module. It shows a degassing structure inside the module. The red part is the gas outflow channel. Because the module is large and the channel is long, it is difficult for the gas to be discharged by itself once it is compressed inside. Therefore, the degassing port is located on one side not far from the high temperature expansion box for easy after-sales maintenance.

[0075] The hybrid vehicle coolant-side integrated module of this invention features a rational structural design. It integrates components within the high and low temperature system range that are physically close to each other and participate in the system circulation function within the coolant-side system. By replacing water pipes with a coolant plate, it connects the water pump, water valve, water-to-water heat exchanger, battery cooler, high and low temperature expansion tank, water pipes, and fixed standard parts and brackets into an integrated product. Its integrated design is compact and facilitates layout and installation. Furthermore, it offers diverse thermal management modes to meet the thermal management needs of various driving modes.

[0076] The above description is merely an illustration of preferred embodiments of the present invention, and the above technical features can be arbitrarily combined to form multiple embodiments of the present invention.

[0077] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the concept and technical solution of the present invention, or the direct application of the concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A thermal management system for a hybrid vehicle's coolant-side integrated module, characterized in that: The hybrid vehicle coolant-side integrated module includes an expansion tank, a water pump, a water valve, and a water-to-water heat exchanger for heating the battery pack. The expansion tank comprises a connected expansion tank body and a water circuit board; the water pump, water valve, and water-to-water heat exchanger for heating the battery pack are all integrated on the water circuit board; the expansion tank body is located on one side of the water circuit board, and the water valve, water pump, and water-to-water heat exchanger are located on the other side of the water circuit board; the water valve is a four-way valve; the expansion tank includes a high-temperature expansion tank and a low-temperature expansion tank connected together, with the high-temperature expansion tank connected to one end of the water circuit board, and a gap between the low-temperature expansion tank and the water circuit board, within which a battery cooler and an electromagnetic expansion valve assembly are integrated. The four-way valve has valve port 1, valve port 2, valve port 3 and valve port 4; valve port 1 is connected to the car engine water circuit, valve port 2 is connected to the water-to-water heat exchanger, valve port 3 is connected to the car's electric heater via a water pump, and valve port 4 is connected to the car's heater core. The engine water circuit, water-to-water heat exchanger, electric heater and heater core are connected by pipelines to form a thermal management system.

2. The thermal management system as described in claim 1, characterized in that: The expansion chamber is equipped with a wave-proof structure to prevent air bubbles from being generated due to liquid impact.

3. The thermal management system as described in claim 1, characterized in that: The expansion chamber is equipped with a degassing valve, and the water circuit board is equipped with a gas outflow channel that leads into the expansion chamber and is connected to the degassing valve.

4. The thermal management system as described in claim 2, characterized in that: The wave-proof structure includes a base plate and a set of tentacles extending upward from the base plate, and the base plate is provided with a set of through holes.

5. The thermal management system as described in claim 3, characterized in that: The expansion chamber is connected to one end of the water channel substrate, and the port of the gas outflow channel in the water channel substrate is located in the middle of the inner cavity of the water channel substrate.

6. The thermal management system as described in claim 1, characterized in that: The thermal management system has the following functional modes: In the first mode, pure EV mode, the passenger compartment is heated by an electric heater. At this time, valve ports 3 and 4 are internally connected, while ports 1 and 2 are closed. The water pump drives the liquid to flow through the electric heater, to the warm air core, then to valve port 4, and then back to the water pump through port 3. The second mode, pure EV mode, uses an electric heater to heat the battery. At this time, valves 2 and 3 are internally connected, while valves 1 and 4 are closed. The water pump drives the liquid to flow through the electric heater, to the water-to-water heat exchanger used to heat the battery pack, then to valve 2, and then back to the water pump through valve 3. The third mode, in pure EV mode, uses an electric heater to heat the battery and passenger compartment. At this time, valve port 3 is connected to ports 2 and 4, and port 1 is closed. The water pump drives the liquid to flow through the electric heater, to the water-to-water heat exchanger and the warm air core, then to valve ports 2 and 4, and then back to the water pump through port 3. The fourth mode is engine-operated mode, where the engine heats the crew compartment. At this time, valves 1 and 4 are internally connected, while valves 2 and 3 are closed. The engine main water pump drives the liquid to flow to the heater core, then to valve 4, and then back to the engine main water pump through valve 1. The fifth mode is engine-operated mode, where the engine heats the battery. At this time, valve 1 and valve 2 are internally connected, while valve 3 and valve 4 are closed. The engine main water pump drives the liquid water heat exchanger, then to valve 2, and then back to the engine main water pump through valve 1. The sixth mode, in engine-operated mode, uses the engine to heat the crew compartment and batteries; At this time, valve port 1 is connected to ports 2 and 4, and port 3 is closed. The engine main water pump drives the liquid to the water-to-water heat exchanger and the heater core, then to valve ports 2 and 4, and then back to the engine main water pump through port 1. The seventh mode involves using engine waste heat to heat the battery heaters while simultaneously heating the crew compartment with electric heaters. At this time, valve 1 and valve 2 are internally connected. The engine main water pump drives the liquid to flow to the water-to-water heat exchanger, then to valve 2, and then back to the engine main water pump through valve 1. At the same time, valve 3 and valve 4 are also internally connected. The water pump drives the liquid to flow through the electric heater, to the heater core, then to valve 4, and then back to the water pump through valve 3. The eighth mode, the refueling mode, is used to improve venting capacity during after-sales refueling. At this time, valve ports 1 and 4 are internally connected, and ports 2 and 3 are also internally connected. The engine's main water pump drives the liquid to flow to the water-to-water heat exchanger, then to valve port 2, and then back to the water pump through port 3. It then flows through the electric heater to the heater core, and then from port 4 to port 1 through the high-temperature expansion tank, and back to the engine's main water pump, thus maximizing the degassing capacity.

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