Thermal management system for hybrid power vehicle and use method of thermal management system

Abstract

The invention discloses a thermal management system for a hybrid power vehicle and a use method of the thermal management system. The system comprises a refrigerant system, a first cooling liquid system and a second cooling liquid system, the refrigerant system is used for absorbing heat through a first heat exchanger by adopting a heat pump technology so as to heat a passenger compartment and / or a battery, or dissipating heat through the first heat exchanger so as to refrigerate the passenger compartment and / or the power battery; the first cooling liquid system is used for dissipating heat generated when a heat source component of the electric drive system works into the atmosphere or through the first heat exchanger, absorbing heat through the first heat exchanger and dissipating the absorbed heat into the atmosphere, and absorbing heat through the second heat exchanger and dissipating the absorbed heat into the atmosphere. The absorbed heat is dissipated through the first heat exchanger; and the second cooling liquid system is used for dissipating heat generated by working of the engine into the atmosphere or dissipating the heat through the second heat exchanger.

Description

Technical Field

[0001] The present invention relates to the field of thermal management technology, and in particular to a thermal management system for a hybrid vehicle and a method of using the same. Background Art

[0002] At present, the heat source of the thermal management system of hybrid new energy vehicles on the market is basically the technical solution of range extender / engine and high-pressure water heater. As the pure electric range of hybrid new energy vehicles increases, the actual working time of the range extender / engine as a heat source is significantly reduced. During pure electric driving, it can only rely on high-pressure water heaters with very low energy efficiency as a heat source. This solution will have a significant impact on the pure electric range. Summary of the invention

[0003] The problem to be solved by the present invention is to overcome the defects of the prior art and provide a thermal management system for a hybrid vehicle and a method of using the same, which can improve the cruising range of the hybrid vehicle in pure electric mode in winter.

[0004] In order to solve the above technical problems, the present invention provides a hybrid vehicle thermal management system on the one hand, including a refrigerant system, a first coolant system and a second coolant system; the refrigerant system is used to adopt heat pump technology, using a first heat exchanger to absorb heat to achieve heating of the passenger compartment and / or the battery, or using the first heat exchanger to dissipate heat to achieve cooling of the passenger compartment and / or the power battery; the first coolant system is used to dissipate the heat generated by the heat source component of the electric drive system into the atmosphere or through the first heat exchanger, and is also used to absorb heat through the first heat exchanger and dissipate the absorbed heat into the atmosphere, and is also used to absorb heat through the second heat exchanger and dissipate the absorbed heat through the first heat exchanger; the second coolant system is used to dissipate the heat generated by the engine into the atmosphere or through the second heat exchanger.

[0005] As an improvement of the thermal management system for hybrid vehicles of the present invention, the refrigerant system includes a compressor, a battery direct cooling plate, a first heat exchanger, an evaporator and an indoor condenser. The compressor is used to drive the refrigerant to flow in the pipeline, the battery direct cooling plate is used to directly cool the power battery, one side of the first heat exchanger is connected to the pipeline of the refrigerant system, the evaporator is used to cool the cockpit, and the indoor condenser is used to heat the cockpit. Preferably, the refrigerant system is also provided with valves and pipelines to realize the functions of the refrigerant system.

[0006] Further, the outlet of the compressor is connected to the battery direct cooling plate, the port a of the first heat exchanger and the indoor condenser through pipelines respectively; the first refrigerant switch valve and the fourth electronic throttle valve are sequentially arranged along the refrigerant flow direction on the connecting pipeline between the outlet of the compressor and the battery direct cooling plate; the pipeline between the first refrigerant switch valve and the fourth electronic throttle valve is connected to the inlet of the compressor, and the second refrigerant switch valve is arranged on the connecting pipeline; the third refrigerant switch valve is arranged on the connecting pipeline between the outlet of the compressor and the port a of the first heat exchanger; the battery direct cooling plate is connected to the port b of the first heat exchanger, and the third electronic throttle valve is arranged on the connecting pipeline; the indoor condenser is connected to the port b of the first heat exchanger, and the second electronic throttle valve is arranged on the connecting pipeline; the evaporator is connected to the port b of the first heat exchanger, and the first electronic throttle valve is arranged on the connecting pipeline; the evaporator is connected to the inlet of the compressor through a pipeline; the a of the first heat exchanger is also connected to the inlet of the compressor through a hanging furnace, and the fourth refrigerant switch valve is arranged on the connecting pipeline.

[0007] Furthermore, the refrigerant system also includes a gas-liquid separator and an air-conditioning blower, wherein the gas-liquid separator is arranged at the inlet of the compressor; the air-conditioning blower can blow air toward the evaporator and the indoor condenser, and finally blow air into the passenger compartment.

[0008] As another improvement of the thermal management system for hybrid vehicles of the present invention, the first coolant system includes a motor circulation pump, a first heat exchanger, a second heat exchanger and a first radiator; the motor circulation pump is used to drive the coolant to flow in the pipeline, the other side of the first heat exchanger and one side of the second heat exchanger are connected to the pipeline of the first coolant system, the first radiator is used to dissipate the heat carried by the coolant into the atmosphere, and the first coolant system is also provided with a section of pipeline that can absorb and take away the heat generated by the operation of the heat source component of the electric drive system. Preferably, the first coolant system is also provided with valves and pipelines to realize its functions.

[0009] Furthermore, the first coolant system also includes a three-way valve B, a water-cooled intercooler, a three-way valve C and a second expansion water tank; the liquid outlet of the motor circulation pump is connected to the d port of the first heat exchanger, the c port of the first heat exchanger is connected to the a port of the three-way valve B, the b port of the three-way valve B is connected to the liquid inlet of the water-cooled intercooler, the c port of the three-way valve B is connected to the liquid outlet of the water-cooled intercooler, the liquid outlet of the water-cooled intercooler is connected to the d port of the second heat exchanger, and the c port of the second heat exchanger is connected to the three-way valve B. The a port of the three-way valve C is connected, the b port of the three-way valve C is connected to the liquid inlet of the first radiator, and the c port of the three-way valve C and the liquid outlet of the first radiator are both connected to the liquid inlet of the motor circulating pump; the second expansion water tank is connected to the liquid inlet of the motor circulating pump and the first radiator through a pipeline; the coolant between the liquid outlet of the water-cooled intercooler and the d port of the second heat exchanger flows through the heat source component of the electric drive system, and can absorb and take away the heat generated by the operation of the heat source component of the electric drive system.

[0010] As another improvement of the thermal management system for hybrid vehicles of the present invention, the second coolant system includes a power circulation pump, a thermostat, a second radiator and a second heat exchanger; the power circulation pump is used to drive the coolant to flow in the pipeline, the thermostat is used to adjust the amount of water entering the second heat exchanger, the second radiator is used to dissipate the heat carried by the coolant into the atmosphere, and the other side of the second heat exchanger is connected to the pipeline of the second coolant system; the second coolant system is also provided with a section of pipeline that can absorb and take away the heat generated by the engine.

[0011] Furthermore, the second coolant system also includes an oil water cooler, a three-way valve A and a first expansion water tank; the liquid outlet of the power circulation pump is connected to the liquid inlet of the thermostat; the liquid outlet a of the thermostat is connected to the second radiator, the liquid outlet b is connected to the first expansion water tank, and the liquid inlet is also connected to the a port of the three-way valve A; the second radiator is connected to the liquid inlet of the power circulation pump; the b port of the three-way valve A is connected to the oil water cooler, and the c port is connected to the a port of the second heat exchanger; the oil water cooler is connected to the liquid inlet of the power circulation pump; the b port of the second heat exchanger is connected to the oil water cooler; the coolant between the liquid outlet of the power circulation pump and the liquid inlet of the thermostat flows through the engine, and can absorb and take away the heat generated by the operation of the engine.

[0012] Furthermore, the second coolant system also includes a cooling fan, and the cooling fan is used to blow air to the second radiator to improve heat dissipation efficiency.

[0013] In order to solve the above technical problems, the present invention provides, on the other hand, a method for using the above hybrid vehicle thermal management system, comprising:

[0014] When the waste heat of the motor drive system is used to heat the passenger compartment: the first coolant system dissipates the heat generated by the heat source components of the electric drive system through the first heat exchanger; the refrigerant system adopts heat pump technology and uses the first heat exchanger to absorb heat to achieve heating of the passenger compartment.

[0015] Furthermore, when the waste heat of the electric drive system is used to heat the power battery: the first coolant system dissipates the heat generated by the operation of the heat source components of the electric drive system through the first heat exchanger; the refrigerant system adopts heat pump technology and utilizes the first heat exchanger to absorb heat to achieve heating of the power battery.

[0016] Furthermore, when the waste heat of the electric drive system is used to heat the passenger compartment and the power battery at the same time: the refrigerant system adopts heat pump technology, utilizes the first heat exchanger to absorb heat, and realizes heating the passenger compartment and the battery at the same time; the first coolant system dissipates the heat generated by the operation of the heat source components of the electric drive system through the first heat exchanger.

[0017] Furthermore, when the engine waste heat is used to heat the passenger compartment: the refrigerant system adopts heat pump technology, utilizes the first heat exchanger to absorb heat, and realizes heating of the passenger compartment; the first coolant system absorbs heat through the second heat exchanger, and dissipates the absorbed heat through the first heat exchanger; the second coolant system dissipates the heat generated by the engine through the second heat exchanger.

[0018] Furthermore, when the waste heat of the engine is used to heat the power battery: the refrigerant system adopts heat pump technology, and utilizes the first heat exchanger to absorb heat to achieve heating of the power battery; the first coolant system absorbs heat through the second heat exchanger, and dissipates the absorbed heat through the first heat exchanger; the second coolant system dissipates the heat generated by the engine through the second heat exchanger.

[0019] Furthermore, when the engine waste heat is used to heat the passenger compartment and the power battery at the same time: the refrigerant system adopts heat pump technology, and utilizes the first heat exchanger to absorb heat to achieve simultaneous heating of the passenger compartment and the battery; the first coolant system absorbs heat through the second heat exchanger, and dissipates the absorbed heat through the first heat exchanger; the second coolant system dissipates the heat generated by the engine through the second heat exchanger.

[0020] In summary, in the above-mentioned hybrid vehicle thermal management system, a heat pump type hybrid vehicle thermal management system is adopted. When driving under pure electric conditions, the heat pump system can obtain heat from the external environment, the motor water circulation system and the engine coolant circulation system. This heat can be used to heat the passenger compartment and the power battery, thereby improving the cruising range of hybrid vehicles in pure electric mode in winter, shortening the operating time of the range extender / engine, and reducing the fuel consumption of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In the attached picture:

[0022] Figure 1 It is a schematic diagram of the structure of the thermal management system for hybrid vehicles of the present invention.

[0023] In the figure, 1, compressor; 2, first refrigerant switch valve; 3, second refrigerant switch valve; 4, third refrigerant switch valve; 5, fourth refrigerant switch valve; 6, first electronic throttle valve; 7, second electronic throttle valve; 8, third electronic throttle valve; 9, fourth electronic throttle valve; 10, battery direct cooling plate; 11, first heat exchanger; 12, evaporator; 13, indoor condenser; 14, gas-liquid separator; 15, air conditioning blower; 16, engine; 17, thermostat; 18, second radiator; 19, power circulation pump; 20, oil water cooler; 21, three-way valve A; 22, second heat exchanger; 23, first expansion water tank; 24, cooling fan; 25, electric drive system; 26, water-cooled intercooler; 27, three-way valve B; 28, motor circulation pump; 29, second expansion water tank; 30, three-way valve C; 31, first radiator. DETAILED DESCRIPTION

[0024] The specific embodiments of the present invention are further described below in conjunction with the accompanying drawings. It should be noted that the description of these embodiments is used to help understand the present invention, but does not constitute a limitation of the present invention.

[0025] Example 1

[0026] Figure 1 FIG. 1 shows a thermal management system for a hybrid vehicle according to the present invention. Figure 1 As shown, the thermal management system for the hybrid vehicle includes a refrigerant system, a first coolant system and a second coolant system; the refrigerant system is used to adopt a heat pump technology, using the first heat exchanger 11 to absorb heat to achieve heating of the passenger compartment and / or the battery, or using the first heat exchanger 11 to dissipate heat to achieve cooling of the passenger compartment and / or the power battery; the first coolant system is used to dissipate the heat generated by the heat source components of the electric drive system 25 into the atmosphere or through the first heat exchanger 11, and is also used to absorb heat through the first heat exchanger 11 and dissipate the absorbed heat into the atmosphere, and is also used to absorb heat through the second heat exchanger 22 and dissipate the absorbed heat through the first heat exchanger 11; the second coolant system is used to dissipate the heat generated by the engine 16 into the atmosphere or through the second heat exchanger 22.

[0027] It should be noted that the heat exchanger usually has a heat absorption side and a heat release side. The heat absorption side and the heat release side of the first heat exchanger 11 are variable and not fixed, so the refrigerant system can use the first heat exchanger 11 to absorb or dissipate heat; while the heat absorption side and the heat exchange side of the second heat exchanger 22 are fixed during operation, and the first coolant system can obtain heat through the second heat exchanger 22, that is, the working heat of the engine 16. The heat source components of the electric drive system 25 include a motor, a motor controller, etc.

[0028] First, the refrigerant system is introduced. The refrigerant system includes a compressor 1, a battery direct cooling plate 10, a first heat exchanger 11, an evaporator 12 and an indoor condenser 13. The compressor 1 is used to drive the refrigerant to flow in the pipeline, the battery direct cooling plate 10 is used to directly cool the power battery, one side of the first heat exchanger 11 is connected to the pipeline of the refrigerant system, the evaporator 12 is used to cool the cockpit, and the indoor condenser 13 is used to heat the cockpit. The refrigerant system is also provided with valves and pipelines to realize the functions of the refrigerant system.

[0029] The outlet of the compressor 1 is connected to the battery direct cooling plate 10, the port a of the first heat exchanger 11 and the indoor condenser 13 through pipelines respectively; the first refrigerant switch valve 2 and the fourth electronic throttle valve 9 are sequentially arranged along the refrigerant flow direction on the connecting pipeline between the outlet of the compressor 1 and the battery direct cooling plate 10; the pipeline between the first refrigerant switch valve 2 and the fourth electronic throttle valve 9 is connected to the inlet of the compressor 1, and the second refrigerant switch valve 3 is arranged on the connecting pipeline; the third refrigerant switch valve is arranged on the connecting pipeline between the outlet of the compressor 1 and the port a of the first heat exchanger 11 4; the battery direct cooling plate 10 is connected to the b port of the first heat exchanger 11, and a third electronic throttle valve 8 is provided on the connecting pipeline; the indoor condenser 13 is connected to the b port of the first heat exchanger 11, and a second electronic throttle valve 7 is provided on the connecting pipeline; the evaporator 12 is connected to the b port of the first heat exchanger 11, and a first electronic throttle valve 6 is provided on the connecting pipeline; the evaporator 12 is connected to the inlet of the compressor 1 through a pipeline; a of the first heat exchanger 11 is also connected to the inlet of the compressor 1 through a hanging boiler, and a fourth refrigerant switch valve 5 is provided on the connecting pipeline.

[0030] The refrigerant system further includes a gas-liquid separator 14 and an air-conditioning blower 15 . The gas-liquid separator 14 is disposed at the inlet of the compressor 1 ; the air-conditioning blower 15 can blow air toward the evaporator 12 and the indoor condenser 13 , and finally into the passenger compartment.

[0031] Next, the first coolant system is introduced. The first coolant system includes a motor circulation pump 28, a first heat exchanger 11, a second heat exchanger 22 and a first radiator 31. The motor circulation pump 28 is used to drive the coolant to flow in the pipeline. The other side of the first heat exchanger 11 and one side of the second heat exchanger 22 are connected to the pipeline of the first coolant system. The first radiator 31 is used to dissipate the heat carried by the coolant into the atmosphere. The first coolant system is also provided with a section of pipeline that can absorb and take away the heat generated by the heat source components of the electric drive system 25. The first coolant system is also provided with valves and pipelines to realize its functions.

[0032] The first coolant system also includes a three-way valve B27, a water-cooled intercooler 26, a three-way valve C30 and a second expansion water tank 29; the liquid outlet of the motor circulation pump 28 is connected to the d port of the first heat exchanger 11, the c port of the first heat exchanger 11 is connected to the a port of the three-way valve B27, the b port of the three-way valve B27 is connected to the liquid inlet of the water-cooled intercooler 26, the c port of the three-way valve B27 is connected to the liquid outlet of the water-cooled intercooler 26, the liquid outlet of the water-cooled intercooler 26 is connected to the d port of the second heat exchanger 22, and the c port of the second heat exchanger 22 is connected to the three-way valve B27. The a port of the valve C30 is connected, the b port of the three-way valve C30 is connected to the liquid inlet of the first radiator 31, and the c port of the three-way valve C30 and the liquid outlet of the first radiator 31 are both connected to the liquid inlet of the motor circulation pump 28; the second expansion water tank 29 is connected to the liquid inlet of the motor circulation pump 28 and the first radiator 31 through a pipeline; the coolant between the liquid outlet of the water-cooled intercooler 26 and the d port of the second heat exchanger 22 flows through the heat source components of the electric drive system 25, and can absorb and take away the heat generated by the operation of the heat source components of the electric drive system 25.

[0033] Finally, the second coolant system is introduced. The second coolant system includes a power circulation pump 19, a thermostat 17, a second radiator 18 and a second heat exchanger 22; the power circulation pump 19 is used to drive the coolant to flow in the pipeline, the thermostat 17 is used to adjust the amount of water entering the second heat exchanger 22, the second radiator 18 is used to dissipate the heat carried by the coolant into the atmosphere, and the other side of the second heat exchanger 22 is connected to the pipeline of the second coolant system; the second coolant system is also provided with a section of pipeline that can absorb and take away the heat generated by the engine 16.

[0034] The second coolant system also includes an oil water cooler 20, a three-way valve A21 and a first expansion water tank 23; the liquid outlet of the power circulation pump 19 is connected to the liquid inlet of the thermostat 17; the liquid outlet a of the thermostat 17 is connected to the second radiator 18, the liquid outlet b is connected to the first expansion water tank 23, and the liquid inlet is also connected to the a port of the three-way valve A21; the second radiator 18 is connected to the liquid inlet of the power circulation pump 19; the b port of the three-way valve A21 is connected to the oil water cooler 20, and the c port is connected to the a port of the second heat exchanger 22; the oil water cooler 20 is connected to the liquid inlet of the power circulation pump 19; the b port of the second heat exchanger 22 is connected to the oil water cooler 20; the coolant between the liquid outlet of the power circulation pump 19 and the liquid inlet of the thermostat 17 flows through the engine 16, and can absorb and take away the heat generated by the operation of the engine 16. The first expansion water tank 23 is also connected to the second radiator 18.

[0035] The second coolant system further includes a cooling fan 24, and the cooling fan 24 is used to blow air toward the second radiator 18 to improve heat dissipation efficiency.

[0036] In addition, in order to simplify the structure, the first radiator 31 and the second radiator 18 can share a cooling fan 24. The compressor 1 adopts an electric drive mode; the first heat exchanger 11 and the second heat exchanger 22 both adopt a plate heat exchange structure; the first radiator 31 is a low-temperature radiator, and the second radiator 18 is a high-temperature radiator; the coolant of the first coolant system and the second coolant system is water; cooling refers to lowering the target temperature, and heating refers to raising the target temperature. In some hybrid vehicles, the engine 16 can also be understood as a range extender.

[0037] In short, this hybrid vehicle thermal management system optimizes the existing thermal management system architecture based on the thermal management requirements of various systems in hybrid new energy vehicles, adopts an optimized direct heat pump system solution, and systematically integrates the cooling, heating and defogger requirements of the passenger compartment, the heat dissipation requirements of the motor, and the heating and cooling requirements of the power battery through a complete architecture solution. It fully utilizes the air source, motor waste heat recovery, and engine / range extender waste heat for heating the passenger compartment and battery, reduces thermal management energy consumption, and increases the winter range of hybrid vehicles.

[0038] Example 2

[0039] The present invention provides a method for using the above hybrid vehicle thermal management system, which specifically includes cooling conditions and heating conditions, and is described in detail as follows.

[0040] 1. Refrigeration conditions

[0041] ① Refrigeration of the passenger compartment: the refrigerant system adopts heat pump technology and utilizes the first heat exchanger 11 to dissipate heat to achieve cooling of the passenger compartment; the first coolant system absorbs heat through the first heat exchanger 11 and dissipates the absorbed heat into the atmosphere. The refrigerant system and the first coolant system work together to achieve cooling. At this time, the second coolant system does not work.

[0042] Specifically, during the passenger compartment cooling process, the control working process of the refrigerant system is as follows: the compressor 1 works, driving the refrigerant to flow through the third refrigerant switch valve 4, and enters one side of the first heat exchanger 11 for heat exchange, the first electronic throttle valve 6 throttles the refrigerant, the refrigerant flows through the evaporator 12 for evaporation and heat absorption, the refrigerant returns to the compressor 1 via the gas-liquid separator 14 to form a refrigerant cycle, the air-conditioning blower 15 works, pushing the hot air to cool down through the air-conditioning evaporator 12, and the cooled air enters the passenger compartment to achieve cooling of the passenger compartment.

[0043] The switching states of the valve components are: the first refrigerant switch valve 2, the second refrigerant switch valve 3, the fourth refrigerant switch valve 5, the second electronic throttle valve 7, the third electronic throttle valve 8 and the fourth electronic throttle valve 9 are closed, and the third refrigerant switch valve 4 and the first electronic throttle valve 6 are opened. The throttle valve and the switch valve have overlapping functions in controlling the on-off of the pipeline. Therefore, the actual switching states of each throttle valve and switch valve may change, but the flow path of the refrigerator remains unchanged.

[0044] Specifically, during the cooling process of the passenger compartment, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11. After absorbing heat in the other side of the first heat exchanger 11, it flows through the three-way valve B27, the water-cooled intercooler 26, the electric drive system 25, one side of the second heat exchanger 22, and the three-way valve C30 in sequence to enter the first radiator 31. The cooling fan 24 works to dissipate heat from the first radiator 31. The coolant after heat dissipation enters the motor circulation pump 28 to form a closed-loop coolant circuit, thereby absorbing heat through the first heat exchanger 11 and dissipating the absorbed heat into the atmosphere, and cooperates with the refrigerant system to complete the cooling of the passenger compartment.

[0045] ② Cooling the power battery: The refrigerant system adopts heat pump technology and uses the first heat exchanger 11 to dissipate heat to achieve cooling of the power battery; the first coolant system absorbs heat through the first heat exchanger 11 and dissipates the absorbed heat into the atmosphere. The refrigerant system and the first coolant system work together to achieve cooling. At this time, the second coolant system does not work.

[0046] Specifically, for power battery cooling, the control working process of the refrigerant system is as follows: the compressor 1 works, driving the refrigerant to flow through the third refrigerant switch valve 4, and enters one side of the first heat exchanger 11 for heat exchange. The third electronic throttle valve 8 throttles the refrigerant. The refrigerant flows through the battery direct cooling plate 10 for evaporation and heat absorption, and returns to the compressor 1 through the gas-liquid separator 14 to form a refrigerant cycle. The power battery exchanges heat and cools down under the action of the battery direct cooling plate 10 to achieve cooling of the power battery.

[0047] The working states of the valve components are: the first electronic throttle valve 6, the second electronic throttle valve 7, the first refrigerant switch valve 2 and the fourth refrigerant switch valve 5 are closed, and the third electronic throttle valve 8, the fourth electronic throttle valve 9, the second refrigerant switch valve 3 and the third refrigerant switch valve 4 are opened.

[0048] Specifically, for power battery cooling, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11. After absorbing heat in the other side of the first heat exchanger 11, it flows through the three-way valve B27, the water-cooled intercooler 26, the electric drive system 25, one side of the second heat exchanger 22, and the three-way valve C30 in sequence to enter the first radiator 31. The cooling fan 24 works to dissipate heat from the first radiator 31. The coolant after heat dissipation enters the motor circulation pump 28 to form a closed-loop coolant circuit, thereby absorbing heat through the first heat exchanger 11 and dissipating the absorbed heat into the atmosphere, and the power battery cooling is completed in combination with the refrigerant system.

[0049] ③ Refrigerate the passenger compartment and the power battery simultaneously: the refrigerant system adopts heat pump technology and utilizes the first heat exchanger 11 to dissipate heat to achieve cooling of the passenger compartment and the power battery; the first coolant system absorbs heat through the first heat exchanger 11 and dissipates the absorbed heat into the atmosphere, and the refrigerant system and the first coolant system work together to achieve this.

[0050] Specifically, the control working process of the refrigerant system for cooling the passenger compartment and the power battery at the same time is as follows: the compressor 1 works, driving the refrigerant to flow through the third refrigerant switch valve 4, and enters one side of the first heat exchanger 11 for heat exchange, the first electronic throttle valve 6 throttles a part of the refrigerant, and the refrigerant flows through the evaporator 12 for evaporation and heat absorption, and at the same time the third electronic throttle valve 8 throttles another part of the refrigerant, and the refrigerant flows through the battery direct cooling plate 10 for evaporation and heat absorption, and both parts of the refrigerant eventually return to the compressor 1 through the gas-liquid separator 14 to form a refrigerant cycle, thereby realizing simultaneous cooling of the passenger compartment and the power battery;

[0051] The switch states of the valves are: the second electronic throttle valve 7, the first refrigerant switch valve 2 and the fourth refrigerant switch valve 5 are closed, the first electronic throttle valve 6, the third electronic throttle valve 8, the fourth electronic throttle valve 9, the second refrigerant switch valve 3 and the third refrigerant switch valve 4 are opened,

[0052] Specifically, for cooling the passenger compartment and the power battery at the same time, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11. After absorbing heat in the first heat exchanger 11, it flows through the three-way valve B27, the water-cooled intercooler 26, the electric drive system 25, one side of the second heat exchanger 22, and the three-way valve C30 in sequence to enter the first radiator 31. The cooling fan 24 works to dissipate the heat of the first radiator 31. The coolant after heat dissipation enters the motor circulation pump 28 to form a closed-loop coolant circuit, thereby absorbing heat through the first heat exchanger 11 and dissipating the absorbed heat into the atmosphere, and cooperates with the refrigerant system to complete the simultaneous cooling of the passenger compartment and the power battery.

[0053] ④ Cooling process of the electric drive system 25: The first coolant system is used alone to dissipate the heat generated by the heat source components of the electric drive system 25 into the atmosphere. The specific control process is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11, passes through the three-way valve B27 and the water-cooled intercooler 26 in sequence, and then flows through the heat source components of the electric drive system 25 for heat exchange, and then flows through one side of the second heat exchanger 22 and the three-way valve C30 to enter the first radiator 31. The cooling fan 24 works to dissipate heat from the first radiator 31, and the coolant after heat dissipation enters the motor circulation pump 28 to form a closed-loop coolant circuit.

[0054] ⑤ Cooling process of the engine 16: The second coolant system is used alone to dissipate the heat generated by the engine 16 into the atmosphere. The specific control process is as follows: the power circulation pump 19 works to push the coolant to flow through the engine 16. After absorbing heat, the coolant enters the second radiator 18 through the electronic thermostat 17. The cooling fan 24 works to dissipate heat from the high-temperature radiator. The coolant after heat dissipation enters the power circulation pump 19; the coolant flows through the oil-water cooler 20 and enters the power circulation pump 19, and returns to the oil-water cooler 20 via the engine 16, the a port and the b port of the three-way valve A21.

[0055] ⑥ The simultaneous cooling process of the electric drive system 25 and the engine 16: The cooling of the electric drive system 25 is completed by the first coolant system alone; the cooling of the engine 16 is completed by the second coolant system alone, which is the superposition of the above-mentioned d, the cooling process of the electric drive system 25 and e, the cooling process of the engine 16.

[0056] Specifically, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11, passes through the three-way valve B27 and the water-cooled intercooler 26 in turn, and then flows through the heat source components of the electric drive system 25 for heat exchange, and then flows through one side of the second heat exchanger 22 and the three-way valve C30 to enter the first radiator 31, and the cooling fan 24 works to dissipate heat for the first radiator 31. The coolant after heat dissipation enters the motor circulation pump 28 to form a closed-loop coolant circuit.

[0057] Specifically, the control working process of the second coolant system is as follows: the power circulation pump 19 works to push the coolant to flow through the engine 16, and after absorbing heat, the coolant enters the second radiator 18 through the electronic thermostat 17, and the cooling fan 24 works to dissipate heat to the high-temperature radiator, and the coolant after heat dissipation enters the power circulation pump 19.

[0058] ⑦ Cooling the passenger compartment and the electric drive system 25 at the same time: the refrigerant system adopts heat pump technology and uses the first heat exchanger 11 to dissipate heat to achieve cooling of the passenger compartment; the first coolant system absorbs heat through the first heat exchanger 11 and dissipates the absorbed heat into the atmosphere, and also dissipates the heat generated by the heat source components of the electric drive system 25 into the atmosphere. The refrigerant system and the first coolant system work together to achieve this. At this time, the second coolant system does not work. Simply put, the ① and ④ control processes are superimposed.

[0059] Specifically, during the passenger compartment cooling process, the control working process of the refrigerant system is as follows: the compressor 1 works, driving the refrigerant to flow through the third refrigerant switch valve 4, and enters one side of the first heat exchanger 11 for heat exchange, the first electronic throttle valve 6 throttles the refrigerant, the refrigerant flows through the evaporator 12 for evaporation and heat absorption, the refrigerant returns to the compressor 1 via the gas-liquid separator 14 to form a refrigerant cycle, the air-conditioning blower 15 works, pushing the hot air to cool down through the air-conditioning evaporator 12, and the cooled air enters the passenger compartment to achieve cooling of the passenger compartment.

[0060] The switching states of the valve components are: the first refrigerant switch valve 2, the second refrigerant switch valve 3, the fourth refrigerant switch valve 5, the second electronic throttle valve 7, the third electronic throttle valve 8 and the fourth electronic throttle valve 9 are closed, and the third refrigerant switch valve 4 and the first electronic throttle valve 6 are opened. The throttle valve and the switch valve have overlapping functions in controlling the on-off of the pipeline. Therefore, the actual switching states of each throttle valve and switch valve may change, but the flow path of the refrigerator remains unchanged.

[0061] Specifically, during the cooling process of the passenger compartment, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11. After absorbing heat in the other side of the first heat exchanger 11, it flows through the three-way valve B27 and the water-cooled intercooler 26 in sequence, and then flows through the heat source component of the electric drive system 25 to absorb heat, and then enters the first radiator 31 through one side of the second heat exchanger 22 and the three-way valve C30. The cooling fan 24 works to dissipate heat from the first radiator 31. The coolant after heat dissipation enters the motor circulation pump 28 to form a closed-loop coolant circuit, thereby absorbing heat through the first heat exchanger 11 and dissipating the absorbed heat into the atmosphere, thereby cooling the electric drive system 25 and coordinating with the refrigerant system to complete the cooling of the passenger compartment.

[0062] ⑧Cooling the passenger compartment and the power battery at the same time, and cooling the electric drive system: the refrigerant system adopts heat pump technology, uses the first heat exchanger 11 to dissipate heat, and realizes cooling the passenger compartment and the power battery; the first coolant system absorbs heat through the first heat exchanger 11 and dissipates the absorbed heat into the atmosphere, and the refrigerant system and the first coolant system work together to achieve; the first coolant system completes it alone, dissipating the heat generated by the heat source components of the electric drive system 25 into the atmosphere. That is, the control processes of the third and fourth cycles are superimposed and will not be described in detail.

[0063] 2. Heating conditions:

[0064] ① When the waste heat of the motor drive system 25 is used to heat the passenger compartment: the first coolant system dissipates the heat generated by the heat source components of the electric drive system 25 through the first heat exchanger 11; the refrigerant system adopts heat pump technology and utilizes the first heat exchanger 11 to absorb heat to achieve heating of the passenger compartment. The two systems work together to achieve this, and the first heat exchanger 11 serves as a heat transfer structure.

[0065] Specifically, the control working process of the refrigerant system is as follows: the compressor 1 works, driving the refrigerant to flow through the indoor condenser 13 to release heat, the second electronic throttle valve 7 throttles and depressurizes the refrigerant, and then enters one side of the first heat exchanger 11 to absorb heat, the refrigerant flows through the gas-liquid separator 14 and returns to the compressor 1 to form a refrigerant cycle, the air conditioning blower 15 works, pushing the cold air to be heated through the indoor condenser 13, and using the first heat exchanger 11 to absorb heat to achieve heating of the passenger compartment;

[0066] The opening and closing states of the valves are: the first refrigerant switch valve 2, the second refrigerant switch valve 3, the third refrigerant switch valve 4, the first electronic throttle valve 6, the third electronic throttle valve 8 and the fourth electronic throttle valve 9 are closed, and the fourth refrigerant switch valve 5 and the second electronic throttle valve 7 are opened.

[0067] Specifically, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11. After releasing heat in the other side of the first heat exchanger 11, the coolant passes through the a port and the c port of the three-way valve B27 in sequence. The coolant absorbs heat in the heat source component of the electric drive system 25, flows through one side of the second heat exchanger 22, and passes through the a port and the c port of the three-way valve C30. The coolant enters the motor circulation pump 28 to form a closed-loop coolant circuit, thereby dissipating the heat generated by the heat source component of the electric drive system 25 through the first heat exchanger 11, that is, transferring it to the refrigerant system for waste heat utilization.

[0068] ② When utilizing the waste heat of the electric drive system 25 to heat the power battery: the first coolant system dissipates the heat generated by the heat source components of the electric drive system 25 through the first heat exchanger 11; the refrigerant system adopts heat pump technology and utilizes the first heat exchanger 11 to absorb heat to achieve heating of the power battery. The two systems work together to achieve this, and the first heat exchanger 11 serves as a heat transfer structure.

[0069] Specifically, the control working process of the refrigerant system is as follows: the compressor 1 works, driving the refrigerant to flow through the first refrigerant switch valve 2, and enters the battery direct cooling plate 10 through the fourth electronic throttle valve 9 to release heat. The third electronic throttle valve 8 throttles and depressurizes the refrigerant and then enters one side of the first heat exchanger 11 to absorb heat, flows through the fourth refrigerant switch valve 5, and the refrigerant flows through the gas-liquid separator 14 back to the compressor 1 to form a refrigerant cycle. The power battery is heated through the battery direct cooling plate 10, and the first heat exchanger 11 is used to absorb heat to achieve heating of the power battery.

[0070] The opening and closing states of the valves are: the second refrigerant switch valve 3, the third refrigerant switch valve 4, the first electronic throttle valve 6 and the second electronic throttle valve 7 are closed, and the first refrigerant switch valve 2, the fourth electronic throttle valve 9, the third electronic throttle valve 8 and the fourth refrigerant switch valve 5 are opened.

[0071] Specifically, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11. After releasing heat in the first heat exchanger 11, the coolant passes through the a port and the c port of the three-way valve B27 in turn. The coolant absorbs heat in the heat source component of the electric drive system 25, flows through one side of the second heat exchanger 22, and passes through the a port and the c port of the three-way valve C30. The coolant enters the motor circulation pump 28 to form a closed-loop coolant circuit, thereby dissipating the heat generated by the heat source component of the electric drive system 25 through the first heat exchanger 11, that is, transferring it to the refrigerant system for waste heat utilization.

[0072] ③ When the waste heat of the electric drive system 25 is used to heat the passenger compartment and the power battery at the same time: the refrigerant system adopts heat pump technology and utilizes the first heat exchanger 11 to absorb heat to achieve simultaneous heating of the passenger compartment and the battery; the first coolant system dissipates the heat generated by the heat source components of the electric drive system 25 through the first heat exchanger 11; the two systems work together to achieve this.

[0073] Specifically, the control working process of the refrigerant system is as follows: the compressor 1 works, driving a part of the refrigerant to flow through the indoor condenser 13 to release heat, the second electronic throttle valve 7 throttles and reduces the pressure of the refrigerant and then enters one side of the first heat exchanger 11 to absorb heat, while the other part of the refrigerant passes through the first refrigerant switch valve 2 and the fourth electronic throttle valve 9, enters the battery direct cooling plate 10 to release heat, the third electronic throttle valve 8 throttles and reduces the pressure of the refrigerant and then enters one side of the first heat exchanger 11 to absorb heat, and finally both parts of the refrigerant flow through the gas-liquid separator 14 back to the compressor 1 to form a refrigerant cycle, the air-conditioning blower 15 works, pushing the cold air to be heated through the indoor condenser 13, and the power battery to be heated through the battery direct cooling plate 10, thereby heating the passenger compartment and the power battery.

[0074] The opening and closing states of the valves are: the first electronic throttle valve 6, the third refrigerant switch valve 4, and the second refrigerant switch valve 3 are closed; the first refrigerant switch valve 2, the fourth electronic throttle valve 9, the third electronic throttle valve 8, the second electronic throttle valve 7 and the fourth refrigerant switch valve 5 are opened.

[0075] Specifically, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the first heat exchanger 11. After releasing heat in the other side of the first heat exchanger 11, the coolant passes through the a port and the c port of the three-way valve B27 in sequence. The coolant absorbs heat in the heat source component of the electric drive system 25, flows through one side of the second heat exchanger 22, and passes through the a port and the c port of the three-way valve C30. The coolant enters the motor circulation pump 28 to form a closed-loop coolant circuit, thereby dissipating the heat generated by the heat source component of the electric drive system 25 through the first heat exchanger 11, that is, transferring it to the refrigerant system for waste heat utilization.

[0076] ④ When the passenger compartment is heated by utilizing the waste heat of the engine 16: the refrigerant system adopts heat pump technology and utilizes the first heat exchanger 11 to absorb heat to heat the passenger compartment; the first coolant system absorbs heat through the second heat exchanger 22 and dissipates the absorbed heat through the first heat exchanger 11; the second coolant system dissipates the heat generated by the operation of the engine 16 through the second heat exchanger 22; the three systems work together to recycle the waste heat of the engine 16 through the first heat exchanger 11 and the second heat exchanger 22.

[0077] Specifically, the control working process of the refrigerant system is as follows: the compressor 1 works, driving the refrigerant to flow through the indoor condenser 13 to release heat, and after flowing through the second electronic throttle valve 7 to throttle and reduce the pressure of the refrigerant, it enters one side of the first heat exchanger 11 to absorb heat, and finally returns to the compressor 1 through the gas-liquid separator 14 to form a refrigerant cycle. The air-conditioning blower 15 works, pushing the cold air to be heated through the indoor condenser 13, and uses the first heat exchanger 11 to absorb heat to achieve heating of the passenger compartment.

[0078] The opening and closing states of the valves are: the first refrigerant switch valve 2, the second refrigerant switch valve 3, the third refrigerant switch valve 4, the first electronic throttle valve 6, the third electronic throttle valve 8 and the fourth electronic throttle valve 9 are closed, and the fourth refrigerant switch valve 5 and the second electronic throttle valve 7 are opened.

[0079] Specifically, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11. After releasing heat in the first heat exchanger 11, it passes through the a port and c port of the three-way valve B27 in turn, and then flows through the heat source component of the electric drive system 25, and enters one side of the second heat exchanger 22 for heat absorption. After absorbing heat, the coolant enters the motor circulation pump 28 through the a port and c port of the three-way valve C30 to form a closed-loop coolant circuit, and is absorbed by the second heat exchanger 22, and the absorbed heat is dissipated through the first heat exchanger 11, completing the heat recovery generated by the engine 16 and transferring it to the refrigerant system.

[0080] Specifically, the control working process of the second coolant system is as follows: the power circulation pump 19 works to push the coolant to flow through the engine 16. After absorbing heat, the coolant enters the other side of the second heat exchanger 22 through the a port and c port of the three-way valve A21 for heat dissipation. After passing through the oil water cooler 20, it enters the power circulation pump 19 and then enters the engine 16 to form a coolant circulation, thereby dissipating the heat generated by the operation of the engine 16 through the second heat exchanger 22.

[0081] ⑤ When utilizing the waste heat of the engine 16 to heat the power battery: the refrigerant system adopts heat pump technology, utilizing the first heat exchanger 11 to absorb heat to achieve heating of the power battery; the first coolant system absorbs heat through the second heat exchanger 22, and dissipates the absorbed heat through the first heat exchanger 11; the second coolant system dissipates the heat generated by the operation of the engine 16 through the second heat exchanger 22; the three systems work together to achieve the recovery and utilization of the waste heat of the engine 16 through the first heat exchanger 11 and the second heat exchanger 22.

[0082] Specifically, the control working process of the refrigerant system is as follows: the compressor 1 works, driving the refrigerant to flow through the first refrigerant switch valve 2, and enters the battery direct cooling plate 10 through the fourth electronic throttle valve 9 to release heat. After the third electronic throttle valve 8 throttles and reduces the pressure of the refrigerant, it enters one side of the first heat exchanger 11 to absorb heat, flows through the fourth refrigerant switch valve 5, and finally the refrigerant flows through the gas-liquid separator 14 back to the compressor 1 to form a refrigerant cycle. The power battery is heated through the battery direct cooling plate 10, and the first heat exchanger 11 is used to absorb heat to achieve heating of the power battery.

[0083] The opening and closing states of the valves are: the second refrigerant switch valve 3, the third refrigerant switch valve 4, the first electronic throttle valve 6 and the second electronic throttle valve 7 are closed, and the first refrigerant switch valve 2, the fourth electronic throttle valve 9, the third electronic throttle valve 8 and the fourth refrigerant switch valve 5 are opened.

[0084] Specifically, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11. After releasing heat in the first heat exchanger 11, it passes through the a port and c port of the three-way valve B27 in turn, and then flows through the heat source component of the electric drive system 25, and enters one side of the second heat exchanger 22 for heat absorption. After absorbing heat, the coolant passes through the a port and c port of the three-way valve C30, and finally enters the motor circulation pump 28 to form a closed-loop coolant circuit, so as to be absorbed by the second heat exchanger 22, and the absorbed heat is dissipated through the first heat exchanger 11, thereby completing the heat recovery generated by the operation of the engine 16 and transferring it to the refrigerant system.

[0085] Specifically, the control working process of the second coolant system is as follows: the power circulation pump 19 works to push the coolant to flow through the engine 16. After absorbing heat, the coolant enters the other side of the second heat exchanger 22 through the a port and c port of the three-way valve A21 for heat dissipation, passes through the oil water cooler 20, enters the power circulation pump 19, and finally enters the engine 16, forming a coolant circulation, and completing the dissipation of the heat generated by the operation of the engine 16 through the second heat exchanger 22.

[0086] ⑥ When the residual heat of the engine 16 is used to heat the passenger compartment and the power battery at the same time: the refrigerant system adopts heat pump technology, and utilizes the first heat exchanger 11 to absorb heat to achieve simultaneous heating of the passenger compartment and the battery; the first coolant system absorbs heat through the second heat exchanger 22, and dissipates the absorbed heat through the first heat exchanger 11; the second coolant system dissipates the heat generated by the operation of the engine 16 through the second heat exchanger 22; the three systems cooperate to achieve this.

[0087] Specifically, the control working process of the refrigerant system is as follows: the compressor 1 works, driving a part of the refrigerant to flow through the indoor condenser 13 to release heat, and the second electronic throttle valve 7 throttles and reduces the pressure of the refrigerant, and then enters one side of the first heat exchanger 11 to absorb heat. At the same time, another part of the refrigerant passes through the first refrigerant switch valve 2 and the fourth electronic throttle valve 9, and enters the battery direct cooling plate 10 to release heat. After the third electronic throttle valve 8 throttles and reduces the pressure of the refrigerant, it enters one side of the first heat exchanger 11 to absorb heat. Finally, both parts of the refrigerant flow through the gas-liquid separator 14 and return to the compressor 1 to form a refrigerant cycle. The air-conditioning blower 15 works to push the cold air to be heated through the indoor condenser 13, and the power battery is heated through the battery direct cooling plate 10, thereby heating the passenger compartment and the power battery.

[0088] The opening and closing states of the valves are: the first electronic throttle valve 6, the third refrigerant switch valve 4, and the second refrigerant switch valve 3 are closed; the first refrigerant switch valve 2, the fourth electronic throttle valve 9, the third electronic throttle valve 8, the second electronic throttle valve 7 and the fourth refrigerant switch valve 5 are opened.

[0089] Specifically, the control working process of the first coolant system is as follows: the motor circulation pump 28 works to drive the coolant to flow to the other side of the first heat exchanger 11. After releasing heat in the first heat exchanger 11, it passes through the a port and c port of the three-way valve B27 in turn, and then flows through the heat source component of the electric drive system 25, and enters one side of the second heat exchanger 22 for heat absorption. After absorbing heat, the coolant passes through the a port and c port of the three-way valve C30, and finally enters the motor circulation pump 28 to form a closed-loop coolant circuit, so as to be absorbed by the second heat exchanger 22, and the absorbed heat is dissipated through the first heat exchanger 11, thereby completing the heat recovery generated by the operation of the engine 16 and transferring it to the refrigerant system.

[0090] Specifically, the control working process of the second coolant system is as follows: the power circulation pump 19 works to push the coolant to flow through the engine 16. After absorbing heat, the coolant enters the other side of the second heat exchanger 22 through the a port and c port of the three-way valve A21 for heat dissipation, passes through the oil water cooler 20, enters the power circulation pump 19, and finally enters the engine 16, forming a coolant circulation, and completing the dissipation of the heat generated by the operation of the engine 16 through the second heat exchanger 22.

[0091] In summary, the above method is based on the system, and the heat pump air conditioning thermal management system with direct cooling and direct heating can fully obtain heat from the waste heat of the engine / range extender and drive motor in spring, autumn and winter for temperature control of the passenger compartment and battery pack. Compared with the system that relies entirely on electric heaters for heating, it saves energy, improves the vehicle's pure electric range, and reduces fuel consumption for heating in winter; when the system is heating, there are two heat sources, namely the engine / range extender and the motor waste heat, which can control their respective working states according to environmental conditions and the needs of the thermal management system, and can meet a variety of needs such as the fastest heating and maximum energy saving; the battery pack thermal management system adopts a direct cooling and direct heating design to improve the battery thermal management efficiency.

[0092] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit its protection scope. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the field should understand that after reading the present invention, those skilled in the art can still make various changes, modifications or equivalent substitutions to the specific implementation methods of the invention, but these changes, modifications or equivalent substitutions are all within the protection scope of the pending claims of the invention.

Claims

1. A thermal management system for a hybrid vehicle, characterized in that: including a refrigerant system, a first coolant system, and a second coolant system; The refrigerant system is used to adopt heat pump technology, using the first heat exchanger (11) to absorb heat to achieve heating of the passenger compartment and / or the battery, or to use the first heat exchanger (11) to dissipate heat to achieve cooling of the passenger compartment and / or the power battery; The first coolant system is used to dissipate heat generated by the operation of the heat source component of the electric drive system (25) into the atmosphere or through the first heat exchanger (11), and is also used to absorb heat through the first heat exchanger (11) and dissipate the absorbed heat into the atmosphere, and is also used to absorb heat through the second heat exchanger (22) and dissipate the absorbed heat through the first heat exchanger (11); The second coolant system is used to dissipate the heat generated by the operation of the engine (16) into the atmosphere or through the second heat exchanger (22).

2. A hybrid vehicle thermal management system according to claim 1, characterized in that: The refrigerant system comprises a compressor (1), a battery direct cooling plate (10), a first heat exchanger (11), an evaporator (12) and an indoor condenser (13). The compressor (1) is used to drive the refrigerant to flow in a pipeline, the battery direct cooling plate (10) is used to directly cool the power battery, one side of the first heat exchanger (11) is connected to the pipeline of the refrigerant system, the evaporator (12) is used to cool the cockpit, and the indoor condenser (13) is used to heat the cockpit.

3. A hybrid vehicle thermal management system according to claim 2, characterized in that: The outlet of the compressor (1) is connected to the battery direct cooling plate (10), the port a of the first heat exchanger (11) and the indoor condenser (13) respectively through pipelines; A first refrigerant switch valve (2) and a fourth electronic throttle valve (9) are sequentially arranged along the refrigerant flow direction on a connecting pipeline between the outlet of the compressor (1) and the battery direct cooling plate (10); a pipeline between the first refrigerant switch valve (2) and the fourth electronic throttle valve (9) is connected to the inlet of the compressor (1), and a second refrigerant switch valve (3) is arranged on the connecting pipeline; A third refrigerant switching valve (4) is provided on the connecting pipeline between the outlet of the compressor (1) and the port a of the first heat exchanger (11); The battery direct cooling plate (10) is connected to the port b of the first heat exchanger (11), and a third electronic throttle valve (8) is provided on the connecting pipeline; The indoor condenser (13) is connected to the port b of the first heat exchanger (11), and a second electronic throttle valve (7) is provided on the connecting pipeline; The evaporator (12) is connected to the port b of the first heat exchanger (11), and a first electronic throttle valve (6) is provided on the connecting pipeline; the evaporator (12) is connected to the inlet of the compressor (1) through a pipeline; The a of the first heat exchanger (11) is also connected to the inlet of the compressor (1) through a hanging boiler, and a fourth refrigerant switching valve (5) is provided on the connecting pipeline.

4. A hybrid vehicle thermal management system according to claim 2, characterized in that: The refrigerant system further comprises a gas-liquid separator (14) and an air-conditioning blower (15), wherein the gas-liquid separator (14) is arranged at the inlet of the compressor (1); the air-conditioning blower (15) is capable of blowing air toward the evaporator (12) and the indoor condenser (13), and finally blowing air into the passenger compartment.

5. The hybrid vehicle thermal management system according to claim 1, characterized in that: The first coolant system comprises a motor circulation pump (28), a first heat exchanger (11), a second heat exchanger (22) and a first radiator (31); The motor circulation pump (28) is used to drive the coolant to flow in the pipeline. The other side of the first heat exchanger (11) and one side of the second heat exchanger (22) are connected to the pipeline of the first coolant system. The first radiator (31) is used to dissipate the heat carried by the coolant into the atmosphere. The first coolant system is also provided with a pipeline that can absorb and carry away the heat generated by the heat source components of the electric drive system (25).

6. A hybrid vehicle thermal management system according to claim 5, characterized in that: The first coolant system further comprises a three-way valve B (27), a water-cooled intercooler (26), a three-way valve C (30) and a second expansion water tank (29); The liquid outlet of the motor circulation pump (28) is connected to the d port of the first heat exchanger (11), the c port of the first heat exchanger (11) is connected to the a port of the three-way valve B (27), the b port of the three-way valve B (27) is connected to the liquid inlet of the water-cooled intercooler (26), the c port of the three-way valve B (27) is connected to the liquid outlet of the water-cooled intercooler (26), and the liquid outlet of the water-cooled intercooler (26) is connected to the d port of the second heat exchanger (22). , the c port of the second heat exchanger (22) is in communication with the a port of the three-way valve C (30), the b port of the three-way valve C (30) is in communication with the liquid inlet of the first radiator (31), the c port of the three-way valve C (30) and the liquid outlet of the first radiator (31) are both in communication with the liquid inlet of the motor circulation pump (28); the second expansion water tank (29) is in communication with the liquid inlet of the motor circulation pump (28) and the first radiator (31) through a pipeline; The coolant between the liquid outlet of the water-cooled intercooler (26) and the port d of the second heat exchanger (22) flows through the heat source components of the electric drive system (25), and can absorb and carry away the heat generated by the operation of the heat source components of the electric drive system (25).

7. The hybrid vehicle thermal management system according to claim 1, characterized in that: The second coolant system comprises a power circulation pump (19), a thermostat (17), a second radiator (18) and a second heat exchanger (22); The power circulation pump (19) is used to drive the coolant to flow in the pipeline, the thermostat (17) is used to adjust the amount of water entering the second heat exchanger (22), the second radiator (18) is used to dissipate the heat carried by the coolant into the atmosphere, and the other side of the second heat exchanger (22) is connected to the pipeline of the second coolant system; the second coolant system is also provided with a section of pipeline that can absorb and take away the heat generated by the operation of the engine (16).

8. A hybrid vehicle thermal management system according to claim 7, characterized in that: The second coolant system further includes an oil water cooler (20), a three-way valve A (21) and a first expansion water tank (23); The liquid outlet of the power circulation pump (19) is in communication with the liquid inlet of the thermostat (17); The liquid outlet a of the thermostat (17) is connected to the second radiator (18), the liquid outlet b is connected to the first expansion water tank (23), and the liquid inlet is also connected to the a port of the three-way valve A (21); The second radiator (18) is in communication with a liquid inlet of the power circulation pump (19); The port b of the three-way valve A (21) is in communication with the oil water cooler (20), and the port c is in communication with the port a of the second heat exchanger (22); The oil water cooler (20) is in communication with the liquid inlet of the power circulation pump (19); The port b of the second heat exchanger (22) is in communication with the oil water cooler (20); The coolant between the liquid outlet of the power circulation pump (19) and the liquid inlet of the thermostat (17) flows through the engine (16), and can absorb and take away the heat generated by the operation of the engine (16).

9. The hybrid vehicle thermal management system according to claim 7, characterized in that: It also includes a cooling fan (24), which is used to blow air toward the second radiator (18) to improve heat dissipation efficiency.

10. A method for using a hybrid vehicle thermal management system according to any one of claims 1 to 9, characterized in that: include: When the residual heat of the motor drive system 25 is used to heat the passenger compartment: the first coolant system dissipates the heat generated by the operation of the heat source component of the electric drive system (25) through the first heat exchanger (11); the refrigerant system adopts heat pump technology and utilizes the first heat exchanger (11) to absorb heat to achieve heating of the passenger compartment.

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