A thermal management system for hybrid vehicles and its usage method

Abstract

The present invention discloses a hybrid vehicle thermal management system and its use method. The system includes a refrigerant system, a first coolant system, and a second coolant system. The refrigerant system is used to heat the passenger compartment and / or battery using heat pump technology, using a first heat exchanger to absorb heat to achieve heating, or to cool the passenger compartment and / or power battery using the first heat exchanger to dissipate heat. The first coolant system is used to dissipate heat generated by the heat source components of the electric drive system into the atmosphere or through the first heat exchanger, absorb heat through the first heat exchanger and dissipate the absorbed heat into the atmosphere, and 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 heat generated by the engine into the atmosphere or through the second heat exchanger.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology, specifically to a thermal management system for hybrid vehicles and its usage method. Background Technology

[0002] Currently, the heat source for the thermal management system of hybrid new energy vehicles on the market is basically the 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, only the high-pressure water heater with very low energy efficiency can be used as a heat source. This solution will have a significant impact on the pure electric range. Summary of the Invention

[0003] The problem this invention aims to solve is to overcome the shortcomings of the prior art and provide a thermal management system for hybrid vehicles and its usage method, which can improve the driving range of hybrid vehicles in pure electric mode during winter.

[0004] To address the aforementioned technical problems, this invention provides a thermal management system for hybrid vehicles, comprising a refrigerant system, a first coolant system, and a second coolant system. The refrigerant system utilizes heat pump technology, employing a first heat exchanger to absorb heat and heat the passenger compartment and / or battery, or to dissipate heat using the first heat exchanger to cool the passenger compartment and / or the power battery. The first coolant system dissipates heat generated by the heat source components of the electric drive system into the atmosphere or through the first heat exchanger; it also absorbs heat through the first heat exchanger and dissipates the absorbed heat into the atmosphere, and absorbs heat through the second heat exchanger and dissipates the absorbed heat through the first heat exchanger. The second coolant system dissipates heat generated by the engine into the atmosphere or through the second heat exchanger.

[0005] As an improvement to the hybrid vehicle thermal management system of the present invention, the refrigerant system includes a compressor, a battery direct cooling plate, a first heat exchanger, an evaporator, and an interior condenser. The compressor drives the refrigerant to flow within the pipeline, the battery direct cooling plate directly cools the power battery, one side of the first heat exchanger is connected to the pipeline of the refrigerant system, the evaporator cools the passenger compartment, and the interior condenser heats the passenger compartment. Preferably, the refrigerant system further includes valves and pipelines to realize the functions of the refrigerant system.

[0006] Furthermore, the compressor outlet is connected to the battery direct cooling plate, port a of the first heat exchanger, and the indoor condenser via pipelines; a first refrigerant switch valve and a fourth electronic throttle valve are sequentially arranged along the refrigerant flow direction on the pipeline connecting the compressor outlet and the battery direct cooling plate; the pipeline between the first refrigerant switch valve and the fourth electronic throttle valve is connected to the compressor inlet, and a second refrigerant switch valve is arranged on the connecting pipeline; a third refrigerant switch valve is arranged on the pipeline connecting the compressor outlet and port a of the first heat exchanger; the battery direct cooling plate is connected to port b of the first heat exchanger, and a third electronic throttle valve is arranged on the connecting pipeline; the indoor condenser is connected to port b of the first heat exchanger, and a second electronic throttle valve is arranged on the connecting pipeline; the evaporator is connected to port b of the first heat exchanger, and a first electronic throttle valve is arranged on the connecting pipeline; the evaporator is connected to the compressor inlet via a pipeline; port a of the first heat exchanger is also connected to the compressor inlet via a wall-mounted boiler, and a 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. The gas-liquid separator is located at the inlet of the compressor. The air conditioning blower can blow air to the evaporator and the indoor condenser, and finally into the passenger compartment.

[0008] As another improvement to the hybrid vehicle thermal management system of the present invention, the first coolant system includes a motor-driven circulating pump, a first heat exchanger, a second heat exchanger, and a first radiator. The motor-driven circulating pump drives the coolant to flow within 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 dissipates the heat carried by the coolant into the atmosphere. The first coolant system also includes a section of pipeline capable of absorbing and carrying away the heat generated by the heat source components of the electric drive system. Preferably, the first coolant system further includes valves and pipelines to achieve its function.

[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 tank; the outlet of the motor circulating pump is connected to port d of the first heat exchanger, port c of the first heat exchanger is connected to port a of the three-way valve B, port b of the three-way valve B is connected to the inlet of the water-cooled intercooler, port c of the three-way valve B is connected to the outlet of the water-cooled intercooler, the outlet of the water-cooled intercooler is connected to port d of the second heat exchanger, and port c of the second heat exchanger is connected to the three-way valve B. The a 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 circulation pump; the second expansion tank is connected to the liquid inlet of the motor circulation 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 carry away the heat generated by the heat source component of the electric drive system.

[0010] As a further improvement of the hybrid vehicle thermal management system 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 regulate the amount of water entering the second heat exchanger, the second radiator is used to dissipate the heat carried by the coolant to 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 pipeline that can absorb and remove the heat generated by the engine operation.

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

[0012] Furthermore, the second coolant system also includes a cooling fan for blowing air onto the second radiator to improve heat dissipation efficiency.

[0013] To solve the above-mentioned technical problems, another aspect of the present invention provides a method for using the above-mentioned hybrid vehicle thermal management system, comprising:

[0014] When the waste heat of the electric drive system is used to heat the passenger compartment: 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 uses the first heat exchanger to absorb heat to heat 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 uses the first heat exchanger to absorb heat to heat the power battery.

[0016] Furthermore, when the waste heat from the electric drive system is used to heat the passenger compartment and the power battery simultaneously: the refrigerant system adopts heat pump technology and uses the first heat exchanger to absorb heat, thereby achieving simultaneous heating of the passenger compartment and the 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.

[0017] Furthermore, when using engine waste heat to heat the passenger compartment: the refrigerant system uses heat pump technology, using the first heat exchanger to absorb heat and heat 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 using the engine's waste heat to heat the power battery: the refrigerant system uses heat pump technology, using the first heat exchanger to absorb heat and heat 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 waste heat from the engine is used to heat the passenger compartment and the power battery simultaneously: the refrigerant system uses heat pump technology, which uses the first heat exchanger to absorb heat and 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 operation through the second heat exchanger.

[0020] In summary, the above-mentioned hybrid vehicle thermal management system adopts a heat pump type. When driving in pure electric mode, 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 driving range of hybrid vehicles in pure electric mode in winter, shortening the running time of the range extender / engine, and reducing the overall vehicle fuel consumption. Attached Figure Description

[0021] In the attached diagram:

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

[0023] In the diagram, 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 tank; 24. Cooling fan; 25. Electric drive system; 26. Water-cooled intercooler; 27. Three-way valve B; 28. Motor circulation pump; 29. ​​Second expansion tank; 30. Three-way valve C; 31. First radiator. Detailed Implementation

[0024] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. It should be noted that these descriptions of the embodiments are for the purpose of helping to understand the present invention, but do not constitute a limitation thereof.

[0025] Example 1

[0026] Figure 1 This invention illustrates a thermal management system for hybrid vehicles. For example... Figure 1 As shown, the hybrid vehicle thermal management system includes a refrigerant system, a first coolant system, and a second coolant system. The refrigerant system uses heat pump technology to absorb heat through the first heat exchanger 11 to heat the passenger compartment and / or the battery, or to dissipate heat through the first heat exchanger 11 to cool the passenger compartment and / or the power battery. The first coolant system dissipates the heat generated by the heat source components of the electric drive system 25 into the atmosphere or through the first heat exchanger 11. It also absorbs heat through the first heat exchanger 11 and dissipates the absorbed heat into the atmosphere, and 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 engine 16 into the atmosphere or through the second heat exchanger 22.

[0027] It should be noted that heat exchangers typically have an absorption side and a release side. The absorption and release sides of the first heat exchanger 11 are variable and not fixed; therefore, the refrigerant system can utilize the first heat exchanger 11 to absorb or dissipate heat. However, the absorption and release sides of the second heat exchanger 22 are fixed during operation, allowing the first coolant system to obtain heat through the second heat exchanger 22, which is the operating heat of the engine 16. The heat source components of the electric drive system 25 include the motor, 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 drives the refrigerant to flow within the pipeline. The battery direct cooling plate 10 directly cools the power battery. One side of the first heat exchanger 11 is connected to the refrigerant system's pipeline. The evaporator 12 cools the cockpit, and the indoor condenser 13 heats the cockpit. The refrigerant system also includes valves and pipelines to realize its functions.

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

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

[0031] Next, the first coolant system is described. The first coolant system includes a motor-driven circulating pump 28, a first heat exchanger 11, a second heat exchanger 22, and a first radiator 31. The motor-driven circulating pump 28 drives the coolant to flow within 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 dissipates the heat carried by the coolant into the atmosphere. The first coolant system also includes a section of pipeline that absorbs and removes the heat generated by the heat source components of the electric drive system 25. The first coolant system also includes valves and pipelines to achieve 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 tank 29; the outlet of the motor circulation pump 28 is connected to port d of the first heat exchanger 11, port c of the first heat exchanger 11 is connected to port a of the three-way valve B27, port b of the three-way valve B27 is connected to the inlet of the water-cooled intercooler 26, port c of the three-way valve B27 is connected to the outlet of the water-cooled intercooler 26, the outlet of the water-cooled intercooler 26 is connected to port d of the second heat exchanger 22, and port c of the second heat exchanger 22 is connected to the three-way valve B27. The a port of 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 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 component of the electric drive system 25, and can absorb and carry away the heat generated by the operation of the heat source component of the electric drive system 25.

[0033] Finally, the second coolant system is described. 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 drives the coolant to flow in the pipeline, the thermostat 17 regulates the amount of water entering the second heat exchanger 22, the second radiator 18 dissipates 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 also has a pipeline that can absorb and remove the heat generated by the engine 16 during operation.

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

[0035] The second coolant system also includes a cooling fan 24, which blows air onto the second radiator 18 to improve heat dissipation efficiency.

[0036] In addition, to simplify the structure, the first radiator 31 and the second radiator 18 can share a cooling fan 24. The compressor 1 is electrically driven; both the first heat exchanger 11 and the second heat exchanger 22 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 in both the first and second coolant systems 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 summary, this hybrid vehicle thermal management system optimizes the existing thermal management system architecture to meet the specific thermal management needs of various systems in hybrid new energy vehicles. It adopts an optimized direct heat pump system solution to systematically integrate the cooling, heating, and defogging needs of the passenger compartment, the heat dissipation needs of the motor, and the heating and cooling needs of the power battery through a comprehensive architecture solution. It makes full use of the air source, motor waste heat recovery, and engine / range extender waste heat for heating the passenger compartment and battery, reducing thermal management energy consumption and improving the winter driving range of hybrid vehicles.

[0038] Example 2

[0039] The present invention discloses a method for using the above-mentioned hybrid vehicle thermal management system, specifically including a cooling mode and a heating mode, which are described in detail below.

[0040] I. Refrigeration Conditions

[0041] ① Cooling of the crew cabin: The refrigerant system uses heat pump technology to dissipate heat through the first heat exchanger 11 to cool the crew cabin; 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 this. The second coolant system does not work at this time.

[0042] Specifically, during the refrigeration process of the passenger compartment, the control process of the refrigerant system is as follows: the compressor 1 operates, driving the refrigerant to flow through the third refrigerant switching valve 4 and enter one side of the first heat exchanger 11 for heat exchange. The first electronic throttle valve 6 throttles the refrigerant, and the refrigerant flows through the evaporator 12 to evaporate and absorb heat. The refrigerant returns to the compressor 1 via the gas-liquid separator 14 to form a refrigerant cycle. The air conditioning blower 15 operates, pushing the hot air through the air conditioning evaporator 12 for cooling. The cooled air enters the passenger compartment, thus achieving the refrigeration of the passenger compartment.

[0043] The valve states are as follows: 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; the third refrigerant switch valve 4 and the first electronic throttle valve 6 are open. The throttle valves and switch valves have overlapping functions in controlling the opening and closing of the pipeline. Therefore, the actual opening and closing states of each throttle valve and switch valve can vary, but the flow path of the refrigerant remains unchanged.

[0044] Specifically, during the refrigeration process of the crew cabin, the control process of the first coolant system is as follows: the motor circulation pump 28 operates, driving 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, the coolant flows sequentially 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 into the first radiator 31. The cooling fan 24 operates to dissipate heat from the first radiator 31. The cooled coolant then 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. This, combined with the refrigerant system, completes the refrigeration of the crew cabin.

[0045] ② Cooling the power battery: The refrigerant system adopts heat pump technology and uses the first heat exchanger 11 to dissipate heat and cool 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 this, while the second coolant system does not work.

[0046] Specifically, the control process of the refrigerant system for cooling the power battery is as follows: the compressor 1 operates, driving the refrigerant to flow through the third refrigerant switching valve 4 and enter one side of the first heat exchanger 11 for heat exchange. The third electronic throttle valve 8 throttles the refrigerant, and the refrigerant flows through the battery direct cooling plate 10 for evaporation and heat absorption. It then returns to the compressor 1 via the gas-liquid separator 14 to form a refrigerant cycle. The power battery is cooled by heat exchange under the action of the battery direct cooling plate 10, thus achieving cooling of the power battery.

[0047] The working states of the valves are as follows: 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 open.

[0048] Specifically, the control process of the first coolant system for cooling the power battery is as follows: the motor circulation pump 28 operates, driving 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, the coolant flows sequentially 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 into the first radiator 31. The cooling fan 24 operates to dissipate heat from the first radiator 31. The cooled coolant then 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, thus coordinating with the refrigerant system to complete the cooling of the power battery.

[0049] ③ Simultaneous cooling of the passenger compartment and the power battery: The refrigerant system adopts heat pump technology and uses the first heat exchanger 11 to dissipate heat, thereby 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. The refrigerant system and the first coolant system work together to achieve this.

[0050] Specifically, the refrigerant system controls the simultaneous cooling of the passenger compartment and the power battery as follows: the compressor 1 operates, driving the refrigerant to flow through the third refrigerant switching valve 4 and enter one side of the first heat exchanger 11 for heat exchange. The first electronic throttle valve 6 throttles a portion of the refrigerant, which flows through the evaporator 12 for evaporation and heat absorption. At the same time, the third electronic throttle valve 8 throttles another portion of the refrigerant, which flows through the battery direct cooling plate 10 for evaporation and heat absorption. Both portions of the refrigerant eventually return to the compressor 1 via the gas-liquid separator 14 to form a refrigerant cycle, thereby achieving simultaneous cooling of the passenger compartment and the power battery.

[0051] The valve switching states are as follows: 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 open.

[0052] Specifically, for simultaneous cooling of the passenger compartment and the power battery, the control process of the first coolant system is as follows: the motor circulation pump 28 operates, driving the coolant to flow to the other side of the first heat exchanger 11. After absorbing heat in the first heat exchanger 11, the coolant flows sequentially 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 into the first radiator 31. The cooling fan 24 operates to dissipate heat from the first radiator 31. The cooled coolant then enters the motor circulation pump 28 to form a closed-loop coolant circuit, realizing the absorption of heat through the first heat exchanger 11 and the dissipation of the absorbed heat into the atmosphere. This, combined with the refrigerant system, completes the simultaneous cooling of the passenger compartment and the power battery.

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

[0054] ⑤ Cooling process of engine 16: This is completed independently by the second coolant system, dissipating the heat generated by engine 16 into the atmosphere. The specific control process is as follows: The power circulation pump 19 operates to push the coolant through engine 16. After absorbing heat, the coolant enters the second radiator 18 through the electronic thermostat 17. The cooling fan 24 operates to dissipate heat from the high-temperature radiator. The cooled coolant then enters the power circulation pump 19. The coolant flows through the oil-water cooler 20 and into the power circulation pump 19, then through engine 16, and through ports a and b of the three-way valve A21, returning to the oil-water cooler 20.

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

[0056] Specifically, the first coolant system control process is as follows: the motor circulation pump 28 operates, driving the coolant to flow to the other side of the first heat exchanger 11, passing through the three-way valve B27 and the water-cooled intercooler 26 in sequence, then flowing through the heat source components of the electric drive system 25 for heat exchange, then flowing through one side of the second heat exchanger 22 and the three-way valve C30 into the first radiator 31, the cooling fan 24 operates, dissipating heat from the first radiator 31, and the cooled coolant enters the motor circulation pump 28 to form a closed-loop coolant circuit.

[0057] Specifically, the second coolant system control process is as follows: the power circulation pump 19 works to push the coolant 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 cooled coolant then enters the power circulation pump 19.

[0058] ⑦ Cooling process for the crew cabin and simultaneously cooling the electric drive system 25: The refrigerant system uses heat pump technology to dissipate heat through the first heat exchanger 11, thereby cooling the crew cabin; the first coolant system absorbs heat through the first heat exchanger 11 and dissipates the absorbed heat into the atmosphere, while also dissipating 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 control processes ① and ④ are superimposed.

[0059] Specifically, during the refrigeration process of the passenger compartment, the control process of the refrigerant system is as follows: the compressor 1 operates, driving the refrigerant to flow through the third refrigerant switching valve 4 and enter one side of the first heat exchanger 11 for heat exchange. The first electronic throttle valve 6 throttles the refrigerant, and the refrigerant flows through the evaporator 12 to evaporate and absorb heat. The refrigerant returns to the compressor 1 via the gas-liquid separator 14 to form a refrigerant cycle. The air conditioning blower 15 operates, pushing the hot air through the air conditioning evaporator 12 for cooling. The cooled air enters the passenger compartment, thus achieving the refrigeration of the passenger compartment.

[0060] The valve states are as follows: 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; the third refrigerant switch valve 4 and the first electronic throttle valve 6 are open. The throttle valves and switch valves have overlapping functions in controlling the opening and closing of the pipeline. Therefore, the actual opening and closing states of each throttle valve and switch valve can vary, but the flow path of the refrigerant remains unchanged.

[0061] Specifically, during the refrigeration process of the crew cabin, the control process of the first coolant system is as follows: the motor circulation pump 28 operates, driving 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, the coolant flows sequentially through the three-way valve B27, the water-cooled intercooler 26, and then through the heat source components of the electric drive system 25 to absorb heat. Then, it enters the first radiator 31 through one side of the second heat exchanger 22 and the three-way valve C30. The cooling fan 24 operates to dissipate heat from the first radiator 31. The cooled coolant then 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, thus cooling the electric drive system 25 and coordinating with the refrigerant system to complete the refrigeration of the crew cabin.

[0062] ⑧ Simultaneous cooling of the passenger compartment and power battery, and cooling of the electric drive system: The refrigerant system uses heat pump technology, utilizing the first heat exchanger 11 to dissipate heat, thereby cooling the passenger compartment and power battery; the first coolant system absorbs heat through the first heat exchanger 11 and dissipates the absorbed heat into the atmosphere, achieved through the coordinated operation of the refrigerant system and the first coolant system; the first coolant system independently dissipates the heat generated by the heat source components of the electric drive system 25 into the atmosphere. This is the superposition of control processes ③ and ④, which will not be detailed further.

[0063] II. Heating Operation:

[0064] ① When the waste heat of the motor drive system 25 is used to heat the crew 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 uses the first heat exchanger 11 to absorb heat to heat the crew compartment. The two systems work together to achieve this, with the first heat exchanger 11 serving as a heat transfer structure.

[0065] Specifically, the control 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. After the second electronic throttle valve 7 throttles and reduces the pressure of the refrigerant, it enters one side of the first heat exchanger 11 to absorb heat. The refrigerant flows 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 through the indoor condenser 13 for heating. The first heat exchanger 11 absorbs heat to achieve heating of the passenger compartment.

[0066] The valves are in the following states: 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, while the fourth refrigerant switch valve 5 and the second electronic throttle valve 7 are open.

[0067] Specifically, the control process of the first coolant system is as follows: the motor circulation pump 28 operates, driving 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 ports a and c 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 enters the motor circulation pump 28 through ports a and c of the three-way valve C30 to form a closed-loop coolant circuit. This realizes the dissipation of the heat generated by the heat source component of the electric drive system 25 through the first heat exchanger 11, that is, the transfer to the refrigerant system for waste heat utilization.

[0068] ② When the waste heat of the electric drive system 25 is used 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 uses the first heat exchanger 11 to absorb heat and heat the power battery. The two systems work together to achieve this, with the first heat exchanger 11 serving as a heat transfer structure.

[0069] Specifically, the control process of the refrigerant system is as follows: the compressor 1 operates, driving the refrigerant to flow through the first refrigerant switching valve 2, and through the fourth electronic throttle valve 9 into the battery direct cooling plate 10 to release heat. The third electronic throttle valve 8 throttles and reduces the pressure of the refrigerant, which then enters one side of the first heat exchanger 11 to absorb heat. The refrigerant flows through the fourth refrigerant switching valve 5, and 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 absorbs heat through the first heat exchanger 11 to achieve heating of the power battery.

[0070] The valves are in the following states: 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; 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 open.

[0071] Specifically, the control process of the first coolant system is as follows: the motor circulation pump 28 operates, driving 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 ports a and c 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 enters the motor circulation pump 28 through ports a and c of the three-way valve C30 to form a closed-loop coolant circuit. This realizes the dissipation of the heat generated by the heat source component of the electric drive system 25 through the first heat exchanger 11, that is, the transfer 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 uses the first heat exchanger 11 to absorb heat and 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 refrigerant system control process is as follows: the compressor 1 operates, driving a portion 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 before it enters one side of the first heat exchanger 11 to absorb heat. At the same time, another portion of the refrigerant passes through the first refrigerant switch valve 2 and the fourth electronic throttle valve 9, entering the battery direct cooling plate 10 to release heat. The third electronic throttle valve 8 throttles and reduces the pressure of the refrigerant before it enters one side of the first heat exchanger 11 to absorb heat. Finally, both portions 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 operates, pushing cold air through the indoor condenser 13 for heating. The power battery is heated through the battery direct cooling plate 10, thus achieving heating for the passenger compartment and the power battery.

[0074] The valves are in the following states: 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 open.

[0075] Specifically, the control process of the first coolant system is as follows: the motor circulation pump 28 operates, driving the coolant to flow to the first heat exchanger 11. After releasing heat on the other side of the first heat exchanger 11, the coolant passes through ports a and c 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 enters the motor circulation pump 28 through ports a and c of the three-way valve C30 to form a closed-loop coolant circuit. This realizes the dissipation of the heat generated by the heat source component of the electric drive system 25 through the first heat exchanger 11, that is, the transfer to the refrigerant system for waste heat utilization.

[0076] ④ When using the waste heat of engine 16 to heat the passenger compartment: The refrigerant system adopts heat pump technology and uses the first heat exchanger 11 to absorb heat and 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 engine 16 through the second heat exchanger 22; the three systems work together to recover and utilize the waste heat of engine 16 through the first heat exchanger 11 and the second heat exchanger 22.

[0077] Specifically, the control process of the refrigerant system is as follows: the compressor 1 operates, driving the refrigerant to flow through the indoor condenser 13 to release heat, and after the refrigerant flows through the second electronic throttle valve 7 to throttle and reduce the pressure, 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 operates, pushing the cold air through the indoor condenser 13 to be heated, and using the first heat exchanger 11 to absorb heat to achieve heating of the passenger compartment.

[0078] The valves are in the following states: 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, while the fourth refrigerant switch valve 5 and the second electronic throttle valve 7 are open.

[0079] Specifically, the control process of the first coolant system is as follows: the motor circulation pump 28 operates, driving 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 ports a and c of the three-way valve B27 in sequence, then flows through the heat source component of the electric drive system 25, and enters one side of the second heat exchanger 22 to absorb heat. After absorbing heat, the coolant enters the motor circulation pump 28 through ports a and c of the three-way valve C30 to form a closed-loop coolant circuit, realizing the absorption of heat through the second heat exchanger 22 and the dissipation of the absorbed heat through the first heat exchanger 11, thus completing the recovery of heat generated by the engine 16 and transferring it to the refrigerant system.

[0080] Specifically, the second coolant system control process is as follows: the power circulation pump 19 operates to push the coolant through the engine 16. After absorbing heat, the coolant enters the other side of the second heat exchanger 22 through the a and c ports 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, forming a coolant circulation, thus completing the dissipation of the heat generated by the engine 16 through the second heat exchanger 22.

[0081] ⑤ When the waste heat of engine 16 is used to heat the power battery: the refrigerant system adopts heat pump technology and uses the first heat exchanger 11 to absorb heat to heat 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 engine 16 through the second heat exchanger 22; the three systems work together to recover and utilize the waste heat of engine 16 through the first heat exchanger 11 and the second heat exchanger 22.

[0082] Specifically, the control process of the refrigerant system is as follows: the compressor 1 operates, driving the refrigerant to flow through the first refrigerant switching valve 2, and through the fourth electronic throttle valve 9 into 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, flows through the fourth refrigerant switching valve 5, and finally 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 absorbs heat through the first heat exchanger 11 to achieve heating of the power battery.

[0083] The valves are in the following states: 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; 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 open.

[0084] Specifically, the control process of the first coolant system is as follows: the motor circulation pump 28 operates, driving 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 flows through ports a and c of the three-way valve B27, then through the heat source component of the electric drive system 25, and enters one side of the second heat exchanger 22 to absorb heat. After absorbing heat, the coolant passes through ports a and c of the three-way valve C30 and finally enters the motor circulation pump 28 to form a closed-loop coolant circuit. This achieves absorption through the second heat exchanger 22 and dissipation of the absorbed heat through the first heat exchanger 11, completing the recovery of heat generated by the engine 16 and transferring it to the refrigerant system.

[0085] Specifically, the second coolant system control process is as follows: the power circulation pump 19 operates to push the coolant through the engine 16. After absorbing heat, the coolant enters the other side of the second heat exchanger 22 through the a and c ports 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 finally enters the engine 16, forming a coolant circulation, thus completing the dissipation of the heat generated by the engine 16 through the second heat exchanger 22.

[0086] ⑥ When the waste heat of 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 uses the first heat exchanger 11 to absorb heat and 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 engine 16 through the second heat exchanger 22; the three systems work together to achieve this.

[0087] Specifically, the refrigerant system control process is as follows: the compressor 1 operates, driving a portion of the refrigerant to flow through the indoor condenser 13 to release heat. After the second electronic throttling valve 7 throttles and reduces the pressure of the refrigerant, it enters one side of the first heat exchanger 11 to absorb heat. At the same time, another portion of the refrigerant passes through the first refrigerant switch valve 2 and the fourth electronic throttling valve 9, entering the battery direct cooling plate 10 to release heat. After the third electronic throttling 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 portions 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 operates, pushing cold air through the indoor condenser 13 for heating. The power battery is heated through the battery direct cooling plate 10, thus achieving heating for the passenger compartment and the power battery.

[0088] The valves are in the following states: 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 open.

[0089] Specifically, the control process of the first coolant system is as follows: the motor circulation pump 28 operates, driving 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 flows through ports a and c of the three-way valve B27, then through the heat source component of the electric drive system 25, and enters one side of the second heat exchanger 22 to absorb heat. After absorbing heat, the coolant passes through ports a and c of the three-way valve C30 and finally enters the motor circulation pump 28 to form a closed-loop coolant circuit. This achieves absorption through the second heat exchanger 22 and dissipation of the absorbed heat through the first heat exchanger 11, completing the recovery of heat generated by the engine 16 and transferring it to the refrigerant system.

[0090] Specifically, the second coolant system control process is as follows: the power circulation pump 19 operates to push the coolant through the engine 16. After absorbing heat, the coolant enters the other side of the second heat exchanger 22 through the a and c ports 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 finally enters the engine 16, forming a coolant circulation and completing the dissipation of the heat generated by the engine 16 through the second heat exchanger 22.

[0091] In summary, the above method, based on a system employing a direct-cooling and direct-heating heat pump air conditioning thermal management system, can fully extract 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 to systems that rely entirely on electric heaters for heating, this saves energy, increases the pure electric range of hybrid electric vehicles, and reduces fuel consumption for winter heating. The system has two heat sources for heating: the engine / range extender and the motor's waste heat. The operating status of each source can be controlled according to environmental conditions and the needs of the thermal management system, meeting various requirements such as fastest heating and maximum energy saving. The battery pack thermal management system adopts a direct-cooling and direct-heating design, improving 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 and not to limit its scope of protection. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that after reading the present invention, they can still make various changes, modifications or equivalent substitutions to the specific implementation of the invention, but these changes, modifications or equivalent substitutions are all within the scope of protection of the pending claims of the invention.

Claims

1. A thermal management system for hybrid vehicles, characterized in that, Includes a refrigerant system, a first coolant system, and a second coolant system; The refrigerant system is used to employ heat pump technology, using the first heat exchanger (11) to absorb heat and heat the passenger compartment and / or battery, or to use the first heat exchanger (11) to dissipate heat and cool the passenger compartment and / or 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); 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. The indoor condenser (13) is used to heat the cockpit. The outlet of the compressor (1) is connected to the battery direct cooling plate (10), the a port of the first heat exchanger (11) and the indoor condenser (13) through pipelines respectively; The outlet of the compressor (1) and the connecting pipe of the battery direct cooling plate (10) are provided with a first refrigerant switching valve (2) and a fourth electronic throttle valve (9) in sequence along the refrigerant flow direction; the pipe between the first refrigerant switching valve (2) and the fourth electronic throttle valve (9) is connected to the inlet of the compressor (1), and a second refrigerant switching valve (3) is provided on the connecting pipe; A third refrigerant switching valve (4) is provided on the connecting pipe 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 port b of the first heat exchanger (11), and a third electronic throttle valve (8) is provided on the connecting pipe; The indoor condenser (13) is connected to port b of the first heat exchanger (11), and a second electronic throttle valve (7) is provided on the connecting pipe; The evaporator (12) is connected to port b of the first heat exchanger (11), and a first electronic throttle valve (6) is provided on the connecting pipe; the evaporator (12) is connected to the inlet of the compressor (1) through a pipe; The first heat exchanger (11) is also connected to the inlet of the compressor (1) via a hanging boiler, and a fourth refrigerant switching valve (5) is provided on the connecting pipeline.

2. The thermal management system for hybrid vehicles according to claim 1, characterized in that, The refrigerant system also includes a gas-liquid separator (14) and an air conditioning blower (15). The gas-liquid separator (14) is located at the inlet of the compressor (1). The air conditioning blower (15) can blow air to the evaporator (12) and the indoor condenser (13) and finally into the passenger compartment.

3. A thermal management system for hybrid vehicles according to claim 1, characterized in that, 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 pipeline that can absorb and carry away the heat generated by the heat source components of the electric drive system (25).

4. A thermal management system for hybrid vehicles according to claim 3, characterized in that, The first coolant system also includes a three-way valve B (27), a water-cooled intercooler (26), a three-way valve C (30), and a second expansion tank (29); The outlet of the motor circulating pump (28) is connected to port d of the first heat exchanger (11), port c of the first heat exchanger (11) is connected to port a of the three-way valve B (27), port b of the three-way valve B (27) is connected to the inlet of the water-cooled intercooler (26), port c of the three-way valve B (27) is connected to the outlet of the water-cooled intercooler (26), and the outlet of the water-cooled intercooler (26) is connected to port d of the second heat exchanger (22). The c port of the second heat exchanger (22) is connected to the a port of the three-way valve C (30), the b port of the three-way valve C (30) is connected to the liquid inlet of the first radiator (31), and the c port of the three-way valve C (30) 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 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 outlet of the water-cooled intercooler (26) and the d-port of the second heat exchanger (22) flows through the heat source component of the electric drive system (25), and can absorb and carry away the heat generated by the heat source component of the electric drive system (25) during operation.

5. A thermal management system for hybrid vehicles according to claim 1, characterized in that, 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 regulate the amount of water entering the second heat exchanger (22), the second radiator (18) is used to dissipate the heat carried by the coolant to 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 pipeline that can absorb and carry away the heat generated by the engine (16) during operation.

6. A thermal management system for hybrid vehicles according to claim 5, characterized in that, The second coolant system also includes an oil cooler (20), a three-way valve A (21), and a first expansion tank (23); The outlet of the power circulation pump (19) is connected to the inlet of the thermostat (17); The outlet a of the thermostat (17) is connected to the second radiator (18), the outlet b is connected to the first expansion tank (23), and the inlet is also connected to the a port of the three-way valve A (21). The second radiator (18) is connected to the inlet of the power circulation pump (19); The b port of the three-way valve A (21) is connected to the oil cooler (20), and the c port is connected to the a port of the second heat exchanger (22); The oil cooler (20) is connected to the inlet of the power circulation pump (19); The b port of the second heat exchanger (22) is connected to the oil cooler (20); The coolant between the outlet of the power circulation pump (19) and the inlet of the thermostat (17) flows through the engine (16), absorbing and carrying away the heat generated by the engine (16) during operation.

7. A thermal management system for hybrid vehicles according to claim 5, characterized in that, It also includes a cooling fan (24) for blowing air onto the second radiator (18) to improve heat dissipation efficiency.

8. A method of using a thermal management system for hybrid vehicles as described in any one of claims 1-7, characterized in that, include: When the waste heat of the electric drive system (25) is used to heat the crew cabin: the first coolant system dissipates the heat generated by the operation of the heat source components of the electric drive system (25) through the first heat exchanger (11); the refrigerant system adopts heat pump technology and uses the first heat exchanger (11) to absorb heat and achieve heating of the crew cabin.

Images