Hybrid vehicle type thermal management architecture and vehicle

Abstract

The invention provides a hybrid vehicle type thermal management architecture and a vehicle, and belongs to the technical field of vehicle thermal management architectures, the hybrid vehicle type thermal management architecture comprises a first battery pack loop, an air conditioner function loop and a passenger compartment loop, and the air conditioner function loop comprises a main loop and a bypass branch. The bypass branch is used for circulation of the heat exchange medium to form compressor heat generation, double heating of the power battery pack and the passenger compartment can be achieved on the premise that an electric heater is not arranged, and the use cost can be effectively reduced by avoiding the electric heater. By adding the motor system heat dissipation loop and the waste heat recovery loop or adding the motor system loop and the waste heat recovery loop, the waste heat of the motor system is transmitted to the main loop, and heat energy is fully utilized. And by arranging the engine heat dissipation loop and the second on-off control assembly, heat energy generated by the engine is used for heating the passenger compartment, and energy consumption is further reduced. By arranging the second heat exchange branch, the power battery pack can be heated or refrigerated through the air conditioner, and energy consumption can be reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle thermal management architecture, and specifically relates to a hybrid vehicle thermal management architecture and a vehicle. Background Art

[0002] Hybrid vehicles are gradually gaining market share due to their advantages of longer range and lower energy consumption, but they also face problems such as reduced range in low-temperature conditions.

[0003] The decline in driving range in winter is not only due to the change in the battery's own storage capacity, but also due to the inefficiency of the thermal management system at low temperatures. In traditional thermal management systems, conventional positive temperature coefficient electric heaters are widely used due to their high heat output, fast heating rate, and simple control. However, based on the principle of electro-thermal efficiency, the heating efficiency of conventional positive temperature coefficient electric heaters is always less than 100%, and the energy consumption is high during winter heating. Since the cost of using conventional positive temperature coefficient electric heaters is also relatively high, the cost of the entire vehicle remains high. Summary of the invention

[0004] The embodiments of the present invention provide a hybrid vehicle thermal management architecture and a vehicle, aiming to solve the problem that the existing hybrid vehicle thermal management system adopts an electric heating method for auxiliary heating, which leads to a high cost of the thermal management architecture.

[0005] To achieve the above object, the technical solution adopted by the present invention is: In a first aspect, an embodiment of the present invention provides a hybrid vehicle thermal management architecture, including: The first battery pack circuit, the air conditioning function circuit and the passenger compartment circuit; The air conditioning functional circuit includes a main circuit provided with a compressor, and a bypass branch connected in parallel to the compressor; The main circuit and the passenger compartment circuit are heat exchanged via a first heat exchanger, and the first battery pack circuit and the passenger compartment circuit are heat exchanged via a second heat exchanger.

[0006] The existing thermal management architecture, when encountering a mode with high demand for heat energy, such as dual heating of the battery pack and the passenger compartment, often uses conventional positive temperature coefficient electric heaters and other electric heating devices for auxiliary heating. For example, an electric heater is installed in the warm air duct that supplies air to the passenger compartment to assist the air conditioner in delivering warm air to the passenger compartment. In this way, the power consumption for heating remains high, and combined with the impact of low temperatures in winter on the battery pack's storage capacity, it directly leads to a serious reduction in cruising range, affecting the user experience. Compared with the prior art, the solution shown in the embodiment of the present application has an air-conditioning functional circuit for circulating the heat exchange medium used for air conditioning. In the heating state, the operation of the compressor in the air-conditioning functional circuit can heat the heat exchange medium. The heat exchange medium with a higher temperature can exchange heat with the passenger compartment circuit through the first heat exchanger, and the passenger compartment circuit then transfers the heat to the warm air core that supplies air to the passenger compartment, thereby achieving heating of the passenger compartment. At the same time, since the temperature of the medium circulating in the passenger compartment circuit is relatively high, heat exchange is performed with the first battery pack circuit through the second heat exchanger, thereby achieving heating of the power battery pack in the first battery pack circuit, thereby maintaining the basic performance of the power battery pack. Based on this, if the heat energy generated by the normal operation of the air-conditioning function circuit is insufficient, the first control valve is opened. Under the premise that the basic operation of the air-conditioning function circuit is not greatly affected, the bypass branch can circulate the heat exchange medium. By continuously performing small cycles in the area where the compressor is located, the heat of the heat exchange medium can be effectively increased, thereby achieving the purpose of converting the electric energy of the compressor into thermal energy, forming compressor heat creation, and increasing the air-conditioning heating temperature. Furthermore, dual heating of the power battery pack and the passenger compartment can be achieved without setting an electric heater, and the operating power of the air conditioner is basically not increased, which greatly reduces the power consumption pressure for dual heating of the passenger compartment and the power battery pack in winter, and can also effectively reduce the use cost by avoiding the electric heater.

[0007] In combination with the first aspect, in a possible implementation, the hybrid vehicle thermal management architecture further includes a motor system loop, a waste heat recovery loop, and a first on-off control component, the motor system loop and the waste heat recovery loop are connected via the first on-off control component, and a third heat exchanger is provided between the waste heat recovery loop and the main loop; The first on-off control component enables the motor system circuit to be connected to the waste heat recovery circuit to form a circulation circuit, so as to conduct the waste heat of the motor system to the main circuit through the third heat exchanger (10); The first on-off control component can also enable the motor system loop to self-circulate to achieve heat storage.

[0008] In combination with the first aspect, in a possible implementation, the hybrid vehicle thermal management architecture further includes a motor system heat dissipation circuit, a waste heat recovery circuit and a first on-off control component, the motor system heat dissipation circuit and the waste heat recovery circuit are connected via the first on-off control component, and a third heat exchanger is provided between the waste heat recovery circuit (080) and the main circuit; The first on-off control component can put the motor system heat dissipation circuit in a self-circulation state disconnected from the waste heat recovery circuit, or put the motor system heat dissipation circuit in a heat transfer state connected to the waste heat recovery circuit so that the heat exchange medium flowing out of the first radiator in the motor system heat dissipation circuit is transferred to the main circuit through the third heat exchanger for heat exchange.

[0009] In some embodiments, a first heat exchange branch is further connected in parallel to the power battery pack in the first battery pack loop, and the first heat exchange branch and the power battery pack form a second battery pack loop; The hybrid vehicle thermal management architecture further includes a motor system heat dissipation circuit and a first on-off control component, wherein the first on-off control component is used to control the motor system heat dissipation circuit and the second battery pack circuit to switch between a self-circulation state and a heat dissipation state; In the self-circulation state, the heat dissipation circuit of the motor system is disconnected from the second battery pack circuit, and the heat dissipation circuit of the motor system forms a closed loop to achieve heat dissipation of the motor system, and / or the second battery pack circuit forms a closed loop to achieve temperature equalization of the power battery; In the heat dissipation state, the second battery pack circuit is connected so that the medium discharged from the first radiator in the heat dissipation circuit of the motor system can passively cool the power battery pack.

[0010] In some embodiments, the motor system heat dissipation circuit includes a water pump, motor system components and a first radiator connected in series, and the hybrid vehicle thermal management architecture also includes a motor system cooling overflow water replenishment flow path, the inlet end of the motor system cooling overflow water replenishment flow path is connected to the first radiator, and the outlet end is connected between the first radiator and the liquid inlet side of the water pump.

[0011] In combination with the first aspect, in a possible implementation, the hybrid vehicle thermal management architecture further includes an engine cooling circuit and a second on-off control component, the second on-off control component being used to connect a liquid inlet side and a liquid outlet side of the engine in the engine cooling circuit to the passenger compartment circuit in an on-off manner, respectively, so that the states of the engine cooling circuit and the passenger compartment circuit are switched between a self-circulation state, a first heat transfer state, and a second heat transfer state; In the self-circulation state, the engine cooling circuit is disconnected from the passenger compartment circuit, and the engine cooling circuit forms a closed loop; In a first heat transfer state, the engine heat dissipation circuit is connected to the passenger compartment circuit to transfer the heat energy of the engine to the passenger compartment circuit, and the engine heat dissipation circuit itself maintains circulation; In the second heat transfer state, the engine heat dissipation circuit is connected to the passenger compartment circuit to transfer the heat energy of the engine to the passenger compartment circuit, and the engine heat dissipation circuit itself is interrupted.

[0012] In some embodiments, the hybrid vehicle thermal management architecture further includes an engine body overflow air and water replenishment flow path, wherein the inlet end of the engine body overflow air and water replenishment flow path is connected to the engine, and the outlet end is connected to the liquid inlet side of the engine (8).

[0013] In combination with the first aspect, in a possible implementation, the hybrid vehicle thermal management architecture further includes a first on-off control component, and the first battery pack circuit and the passenger compartment circuit are respectively connected to the first on-off control component; The first on-off control component is a multi-way valve, and the first on-off control component can disconnect the first battery pack circuit from the passenger compartment circuit to form a closed loop.

[0014] In combination with the first aspect, in a possible implementation, a second heat exchange branch is also connected in parallel to the power battery pack in the first battery pack circuit, and the second heat exchange branch and the power battery pack form a third battery pack circuit. Heat exchange is achieved between the main circuit and the third battery pack circuit through a third heat exchanger.

[0015] In some embodiments, the main circuit includes a main flow path, a branch flow path, and a first branch and a second branch connected in parallel, the main flow path is connected in series with a compressor and a first heat exchanger; the first branch and the second branch are respectively connected to the main flow path, the first branch is provided with the third heat exchanger, and the second branch is provided with an evaporator; the branch flow path is connected to the main flow path, and a condenser is provided on the branch flow path; An air conditioning control component is also provided between the main flow path, the branch flow path, the first branch flow path and the second branch flow path, and the air conditioning control component is used to control the main circuit to switch between a self-circulation state and an external circulation state; In the self-circulation state, the compressor, the first heat exchanger and the third heat exchanger are connected in series to form a closed loop; In the external circulation state, the compressor, the first heat exchanger, the condenser and the third heat exchanger are connected in series to form a closed loop, and / or the compressor, the first heat exchanger, the condenser and the evaporator are connected in series to form a closed loop.

[0016] In a second aspect, an embodiment of the present invention further provides a vehicle, comprising the above-mentioned hybrid vehicle thermal management architecture.

[0017] Compared with the prior art, the solution shown in the embodiment of the present application, by adopting the above-mentioned hybrid vehicle thermal management architecture, realizes dual heating of the passenger compartment and the power battery pack without providing an electric heater, and greatly reduces the degree to which heating reduces the cruising range, which is beneficial to improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A schematic diagram of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention Figure 1 ; Figure 2 A schematic diagram of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention Figure 2 ; Figure 3 for Figure 1 An enlarged view of the first on-off control component; Figure 4 A state diagram of mode 1 of a hybrid vehicle thermal management architecture provided by an embodiment of the present invention; Figure 5 A state diagram of mode 2 of a hybrid vehicle thermal management architecture provided by an embodiment of the present invention; Figure 6 A state diagram of mode 3 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Figure 7 A state diagram of mode 4 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Figure 8 A state diagram of mode 5 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Fig. 9 A state diagram of mode 6 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Fig.10 A state diagram of mode 7 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Fig.11 A state diagram of mode 8 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Fig.12 A state diagram of mode 9 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Fig.13 A state diagram of mode 10 of a hybrid vehicle thermal management architecture provided by an embodiment of the present invention; Fig.14 A state diagram of mode 11 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Fig.15A state diagram of mode 12 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Fig.16 A state diagram of mode 13-1 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Fig.17 A state diagram of mode 13-2 of a hybrid vehicle thermal management architecture provided by an embodiment of the present invention; Fig.18 A state diagram of mode 14 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Fig.19 A state diagram of mode 15 of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention; Description of reference numerals: 010, first battery pack circuit; 020, passenger compartment circuit; 030, main circuit; 031, main flow; 032, branch flow; 033, first branch; 034, second branch; 040, bypass branch; 050, motor system cooling circuit; 060, engine cooling circuit; 070, motor system circuit; 080, waste heat recovery circuit; 090, second battery pack circuit; 100, motor system cooling overflow water supply circuit; 110, battery pack overflow water supply circuit; 120, engine body overflow water supply circuit; 130, radiator overflow water supply circuit; 140, third battery pack circuit; 150, first heat exchange branch; 160, the Second heat exchange branch; 170, heat storage branch; 1, compressor; 2, first control valve; 3, first heat exchanger; 4, second heat exchanger; 5, first radiator; 6, motor system components; 7, water pump; 8, engine; 9, second radiator; 10, third heat exchanger; 11, first on-off control assembly; 12, power battery pack; 13, evaporator; 14, condenser; 15, water temperature sensor; 16, heater core; 17, air conditioning three-way valve; 18, first air conditioning control valve; 19, second air conditioning control valve; 20, gas-liquid separator; 21, pressure and temperature sensor; 22, one-way valve; 23, thermostat; 24, waste heat three-way valve; 25, overflow tank. DETAILED DESCRIPTION

[0019] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0020] In the claims, description and the above-mentioned drawings of the present invention, unless otherwise clearly defined, the use of terms such as "first", "second" or "third" etc. are for distinguishing different objects rather than for describing a specific order.

[0021] In the claims, specification and the above-mentioned drawings of the present invention, unless otherwise explicitly defined, directional words, such as the terms "center", "lateral", "longitudinal", "horizontal", "vertical", "top", "bottom", "inside", "outside", "up", "down", "front", "back", "left", "right", "clockwise", "counterclockwise", "high", "low", etc., indicating directions or positional relationships are based on the directions and positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction or be constructed and operated in a specific direction, and therefore cannot be understood as limiting the specific protection scope of the present invention.

[0022] In the claims, specification and the above drawings of the present invention, unless otherwise clearly defined, if the term "fixed connection" or "fixed connection" is used, it should be understood in a broad sense, that is, any connection method without a displacement relationship and relative rotation relationship between the two, that is to say, including non-detachable fixed connection, detachable fixed connection, integrated connection and fixed connection through other devices or elements.

[0023] In the claims, description and drawings of the present invention, if the terms "include", "have" and their variations are used, they are intended to mean "including but not limited to".

[0024] Please also read Figure 1 and Figure 2 The hybrid vehicle thermal management architecture provided by the present invention is now described. The hybrid vehicle thermal management architecture includes a first battery pack circuit 010, an air conditioning function circuit and a passenger compartment circuit 020; the air conditioning function circuit includes a main circuit 030 provided with a compressor 1, and a bypass branch 040 connected in parallel to the compressor 1; the main circuit 030 and the passenger compartment circuit 020 are heat exchanged through a first heat exchanger 3, and the first battery pack circuit 010 and the passenger compartment circuit 020 are heat exchanged through a second heat exchanger 4.

[0025] In this embodiment, a first control valve 2 is provided on the bypass branch 040, and the on-off of the bypass branch 040 is controlled by the first control valve 2. When the bypass branch 040 is on, the heat creation capacity of the compressor can be improved. When the bypass branch 040 is blocked, the compressor cannot create heat.

[0026] In order to maintain the operational stability of the entire architecture, the hybrid vehicle thermal management architecture of this embodiment also includes a motor system heat dissipation circuit 050 and an engine heat dissipation circuit 060. The motor system heat dissipation circuit 050 includes a motor system component 6 and a first radiator 5 connected in series, wherein the motor system component 6 includes high and low voltage components such as a motor controller, a charger, a DCDC, a power distribution unit, a generator, a drive motor, and an intelligent driving domain controller, and the first radiator 5 is a low-temperature radiator; the engine heat dissipation circuit 060 includes a water pump 7, an engine 8, and a second radiator 9 connected in series in sequence, and the second radiator 9 is a high-temperature radiator. In addition, in order to achieve heating for the passenger compartment, a warm air core 16 is provided in the passenger compartment circuit 020 to blow hot air into the passenger compartment.

[0027] The existing thermal management architecture, when encountering a mode with high demand for heat energy, such as dual heating of the battery pack and the passenger compartment, often uses conventional positive temperature coefficient electric heaters and other electric heating devices for auxiliary heating. For example, an electric heater is installed in the warm air duct that supplies air to the passenger compartment to assist the air conditioner in delivering warm air to the passenger compartment. In this way, the power consumption for heating remains high, and combined with the impact of low temperatures in winter on the battery pack's storage capacity, it directly leads to a serious reduction in cruising range, affecting the user experience.

[0028] Compared with the prior art, the thermal management architecture of the hybrid vehicle provided in this embodiment has an air-conditioning function loop for circulating the heat exchange medium used for air conditioning. In the heating state, the operation of the compressor 1 in the air-conditioning function loop can heat the heat exchange medium. The heat exchange medium with a higher temperature can exchange heat with the passenger compartment loop 020 through the first heat exchanger 3, and the passenger compartment loop 020 then transfers the heat to the warm air core 16 that supplies air to the passenger compartment, thereby achieving heating of the passenger compartment. At the same time, since the temperature of the medium circulating in the passenger compartment loop 020 is relatively high, heat exchange is performed with the first battery pack loop 010 through the second heat exchanger 4, thereby achieving heating of the power battery pack 12 in the first battery pack loop 010, thereby maintaining the basic performance of the power battery pack 12. Based on this, if the heat energy generated by the normal operation of the air conditioning function circuit is insufficient, the first control valve 2 is opened, and the bypass branch 040 can circulate the heat exchange medium under the premise that the basic operation of the air conditioning function circuit is not greatly affected. By continuously performing small cycles in the area where the compressor 1 is located, the heat of the heat exchange medium can be effectively increased, and the phase change of the heat exchange medium in the compressor 1 can be used for heat dissipation or heat absorption, forming compressor heat creation, and increasing the air conditioning heating temperature. Therefore, dual heating of the power battery pack 12 and the passenger compartment can be achieved without setting an electric heater, and the air conditioning operating power is basically not increased, which greatly reduces the power consumption pressure for dual heating of the passenger compartment and the power battery pack 12 in winter, and can also effectively reduce the use cost by avoiding the electric heater. It should be noted that the implementation of the heat exchange medium includes but is not limited to water.

[0029] In some embodiments, see Figure 1 and Figure 2 The thermal management architecture of the hybrid vehicle also includes a motor system loop 070, a waste heat recovery loop 080 and a first on-off control component 11. The motor system loop 070 is connected to the waste heat recovery loop 080 through the first on-off control component 11. A third heat exchanger 10 is provided between the waste heat recovery loop 080 and the main loop 030. The first on-off control component 11 enables the motor system loop 070 to be connected to the waste heat recovery loop 080 to form a circulation loop, so as to conduct the waste heat of the motor system to the main loop 030 through the third heat exchanger 10. The first on-off control component 11 can also enable the motor system loop 070 to self-circulate to achieve heat storage. Among them, the motor system loop 070 may not be provided with a radiator, which is suitable for the working state where the temperature of the motor system component 6 is relatively low. The present embodiment adds a motor system loop 070 and a waste heat recovery loop 080. By connecting the motor system loop 070 with the waste heat recovery loop 080, the waste heat of the motor system can be transferred to the main loop 030 of the air conditioner through the third heat exchanger 10, which plays an auxiliary heating role during heating, fully utilizes the heat energy, and further optimizes the heating effect.

[0030] In some embodiments, see Figure 1 and Figure 2 The thermal management architecture of the hybrid vehicle also includes a motor system heat dissipation circuit 050, a waste heat recovery circuit 080 and a first on-off control component 11. A third heat exchanger 10 is provided between the waste heat recovery circuit 080 and the main circuit 030; the first on-off control component 11 can put the motor system heat dissipation circuit 050 in a self-circulating state disconnected from the waste heat recovery circuit 080. The first on-off control component 11 can also connect the motor system heat dissipation circuit 050 with the waste heat recovery circuit 080, so as to transfer the heat exchange medium flowing out of the first radiator 5 in the motor system heat dissipation circuit 050 to the main circuit 030 through the third heat exchanger 10. Under the premise of ensuring the heat dissipation requirements of the motor system components 6, this embodiment adds a motor system heat dissipation circuit 050 and a waste heat recovery circuit 080. The first radiator 5 absorbs environmental heat, and the absorbed heat is further transferred to the heat exchange medium in the motor system heat dissipation circuit 050. Heat is exchanged between the heat exchange medium and the third heat exchanger 10, and then the environmental heat is transferred to the main circuit 030 of the air conditioner, playing an auxiliary heating role during heating, making full use of thermal energy, and further optimizing the heating effect.

[0031] In some embodiments, see Figures 1 to 3A first heat exchange branch 150 is also connected in parallel to the power battery pack 12 in the first battery pack circuit 010, and the first heat exchange branch 150 and the power battery pack 12 form a second battery pack circuit 090; the thermal management architecture of the hybrid vehicle also includes a motor system heat dissipation circuit 050 and a first on-off control component 11, and the first on-off control component 11 is used to control the switching between the motor system heat dissipation circuit 050 and the second battery pack circuit 090 between the self-circulation state and the heat dissipation state.

[0032] In the self-circulation state, the motor system heat dissipation circuit 050 is disconnected from the second battery pack circuit 090, and the motor system heat dissipation circuit 050 forms a closed loop to achieve heat dissipation of the motor system; or, the motor system heat dissipation circuit 050 is disconnected from the second battery pack circuit 090, and the second battery pack circuit 090 forms a closed loop to achieve equal temperature of the power battery; or, the motor system heat dissipation circuit 050 forms a closed loop, and the second battery pack circuit 090 forms a closed loop, which achieves heat dissipation of the motor system and equal temperature of the power battery. In the heat dissipation state, the second battery pack circuit 090 is connected so that the medium discharged from the first radiator 5 in the motor system heat dissipation circuit 050 can passively cool the power battery pack 12.

[0033] In order to achieve the scenario that the power battery pack 12 can be cooled without turning on the air conditioner when the heat generated by the power battery pack 12 does not exceed the threshold, the first heat exchange branch 150 is set in this embodiment. There is no heat exchanger on the second battery pack loop 090 formed by it. In the heat dissipation state, the heat exchange medium flowing through the first radiator 5 can be used to dissipate heat for the power battery pack 12, which plays a role in further reducing energy consumption. In this embodiment, the first self-circulation state formed by the first on-off control component 11 can meet the requirements of the motor system component 6 for self-enclosed heat dissipation, and the second self-circulation state can meet the requirements of the power battery pack 12 for temperature equalization and control of thermal runaway, and the use scenarios are more extensive.

[0034] Based on the above embodiments, see Figure 1 and Figure 2 In order to achieve heat dissipation of the motor system component 6, the motor system heat dissipation circuit 050 includes a water pump 7, a motor system component 6 and a first radiator 5 connected in series. In order to avoid the problem of excessive gas mixing into the medium during circulation and affecting the heat exchange efficiency and circulation stability, and to reduce the difficulty of replenishing the loss medium, the hybrid vehicle thermal management architecture also includes a motor system cooling overflow water replenishment flow path 100, the inlet end of the motor system cooling overflow water replenishment flow path 100 is connected to the first radiator 5, and the outlet end is connected between the first radiator 5 and the liquid inlet side of the water pump 7, so that the overflow water replenishment process does not affect the normal operation of the motor system heat dissipation circuit 050.

[0035] Optional, see Figure 1 and Figure 2In order to avoid the problem that too much gas is mixed into the power battery pack 12 during the circulation of the medium, affecting the heat exchange efficiency and circulation stability, and also to reduce the difficulty of replenishing the loss medium, the thermal management architecture of the hybrid vehicle also includes a battery pack overflow water replenishment flow path 110, the inlet end of the battery pack overflow water replenishment flow path 110 is connected to the power battery pack 12, and the outlet end is connected to the motor system cooling overflow water replenishment flow path 100, so that the overflow water replenishment process does not affect the normal circulation of the power battery pack 12 medium.

[0036] In some embodiments, see Figure 1 and Figure 2 The thermal management architecture of the hybrid vehicle also includes an engine cooling circuit 060 and a second on-off control component. The second on-off control component is used to connect the liquid inlet side and the liquid outlet side of the engine 8 in the engine cooling circuit 060 to the passenger compartment circuit 020 in an on-off manner, so that the states of the engine cooling circuit 060 and the passenger compartment circuit 020 can be switched between the self-circulation state, the first heat transfer state and the second heat transfer state.

[0037] In the self-circulation state, the engine cooling circuit 060 is disconnected from the passenger compartment circuit 020, and the engine cooling circuit 060 forms a closed loop; in the first heat transfer state, the engine cooling circuit 060 is connected to the passenger compartment circuit 020 to transfer the heat energy of the engine 8 to the passenger compartment circuit 020, and the engine cooling circuit 060 itself maintains circulation; in the second heat transfer state, the engine cooling circuit 060 is connected to the passenger compartment circuit 020 to transfer the heat energy of the engine 8 to the passenger compartment circuit 020, and the engine cooling circuit 060 itself is interrupted.

[0038] The self-circulation state formed by the second on-off control component ensures the normal operation of the engine 8; the first heat transfer state can use the residual heat for heating the passenger compartment while maintaining the basic heat dissipation requirements of the engine 8, which is conducive to further reducing the heating energy consumption; the second heat transfer state can use the heat energy generated by the engine 8 for heating the passenger compartment when the temperature of the engine 8 does not reach the heat dissipation threshold, which can also further reduce energy consumption. This embodiment realizes the full utilization of the heat energy of the engine 8, and the usage scenarios are more flexible and diverse.

[0039] Based on the above embodiments, see Figure 1 and Figure 2 In order to avoid the problem of too much gas being mixed into the engine 8 during the circulation of the cooling medium, which affects the heat exchange efficiency and circulation stability, and to reduce the difficulty of replenishing the loss medium, the hybrid vehicle thermal management architecture also includes an engine body overflow air and water replenishment flow path 120. The inlet end of the engine body overflow air and water replenishment flow path 120 is connected to the engine 8, and the outlet end is connected to the liquid inlet side of the engine 8. In this way, the overflow air and water replenishment process does not affect the normal circulation of the cooling medium in the engine 8.

[0040] Optional, see Figure 1 and Figure 2 In order to avoid the problem that too much gas is mixed into the second radiator 9 in the engine heat dissipation circuit 060 during the circulation of the cooling medium, affecting the heat exchange efficiency and circulation stability, and also to reduce the difficulty of replenishing the loss medium and avoid the overflow and water replenishment process affecting the normal circulation of the cooling medium, the hybrid vehicle thermal management architecture also includes a radiator overflow and water replenishment flow path 130, the inlet end of the radiator overflow and water replenishment flow path 130 is connected to the second radiator 9, and the outlet end is connected to the engine body overflow and water replenishment flow path 120.

[0041] In some embodiments, see Figure 1 and Figure 2 The hybrid vehicle thermal management architecture also includes a first on-off control component 11, and the first battery pack circuit 010 and the passenger compartment circuit 020 are respectively connected to the first on-off control component 11; the first on-off control component 11 is a multi-way valve, and the first on-off control component 11 can disconnect the first battery pack circuit 010 from the passenger compartment circuit 020 to form a closed loop. The first on-off control component 11 in this embodiment is the same component as the first on-off control component 11 in each of the aforementioned embodiments, that is, the first on-off control component 11 is a multi-way valve, which integrates multiple passage forms, can reduce the number of valve settings, and when the first battery pack circuit 010 or the passenger compartment circuit 020 is not needed to participate in thermal management, the circulation power components (such as water pumps) of the corresponding circuits can be directly closed.

[0042] In some embodiments, see Figure 1 and Figure 2 , a second heat exchange branch 160 is also connected in parallel at the power battery pack 12 in the first battery pack loop 010, and the second heat exchange branch 160 and the power battery pack 12 form a third battery pack loop 140, and heat exchange is achieved between the main loop 030 and the third battery pack loop 140 through the third heat exchanger 10. By setting the second heat exchange branch 160, the switching of the first battery pack loop 010 and the third battery pack loop 140 can be achieved, and then the heat exchange between the power battery pack 12 and the air conditioner can be achieved, and the power battery pack 12 can be heated or cooled by the air conditioner, avoiding the need to set up an electric heater for the power battery pack 12 separately, further simplifying the structure, and helping to reduce energy consumption.

[0043] Based on the above embodiments, see Figure 1 and Figure 2The main circuit 030 includes a main circuit 031, a branch circuit 032, and a first branch circuit 033 and a second branch circuit 034 connected in parallel. The main circuit 031 is connected in series with a compressor 1 and a first heat exchanger 3; the first branch circuit 033 and the second branch circuit 034 are connected to the main circuit 031 respectively, the first branch circuit 033 is provided with a third heat exchanger 10, and the second branch circuit 034 is provided with an evaporator 13; the branch circuit 032 is connected to the main circuit 031, and the branch circuit 032 is provided with a condenser 14. An air conditioning on-off control valve group is also provided between the main circuit 031, the branch circuit 032, the first branch circuit 033 and the second branch circuit 034, and the air conditioning control component is used to control the main circuit 030 to switch between the self-circulation state and the external circulation state.

[0044] In the self-circulation state, the compressor 1, the first heat exchanger 3 and the third heat exchanger 10 are connected in series to form a closed loop. In the external circulation state, the compressor 1, the first heat exchanger 3, the condenser 14 and the third heat exchanger 10 are connected in series to form a closed loop; or, the compressor 1, the first heat exchanger 3, the condenser 14 and the evaporator 13 are connected in series to form a closed loop; or, the compressor 1, the first heat exchanger 3 and the condenser 14 are connected in series, and the third heat exchanger 10 and the evaporator 13 are connected in parallel between the compressor 1 and the condenser 14.

[0045] The self-circulation state formed by the air-conditioning on-off control valve group can meet the needs of heating, the first external circulation state can meet the needs of cooling the power battery pack 12, the second external circulation state can meet the needs of cooling the passenger compartment, and the third external circulation state can meet the needs of cooling the battery pack and the passenger compartment at the same time. The usage scenarios are more extensive and can meet different usage needs.

[0046] In some specific embodiments of the first on-off control valve group, see Figure 3 The first on-off control component 11 is a multi-way valve. In specific implementation, it is provided with nine valve ports. In clockwise order, the nine valve ports are marked as K1, K2, K3, K4, K5, K6, K7, K8, and K9. Each valve port can be controlled to be on and off according to actual use requirements. The integrated design reduces the number of control valves used and the space occupied by the control valve lock, which is also conducive to simplifying the control strategy.

[0047] Based on the above specific configuration of the first on-off control component 11, the specific adaptation method of the hybrid vehicle thermal management structure of this embodiment and the first on-off control component 11 is shown in FIG. Figure 1 and Figure 2 : The motor system heat dissipation circuit 050 includes a water pump 7 (for example, an electronic water pump 7), a water temperature sensor 15 (for detecting the cooling water temperature), a motor system component 6, and a first radiator 5 which are connected in series in sequence. The water pump 7 is connected to the valve port K7, and the first radiator 5 is connected to the valve port K9. A heat storage branch 170 is also provided on the motor system heat dissipation circuit 050. One end of the heat storage branch 170 is connected between the first radiator 5 and the motor system component 6, and the other end is connected to the valve port K8. The heat storage branch 170 cooperates with the motor system component 6 to form a motor system circuit 070.

[0048] The passenger compartment circuit 020 includes a water pump 7 (e.g., an electronic pump), a first heat exchanger 3 (e.g., a two-phase heat exchanger) and a heater core 16 connected in series. A second heat exchanger 4 (e.g., a liquid-liquid heat exchanger) is arranged on the liquid outlet side of the heater core 16. In the passenger compartment circuit 020, the outlet end of the second heat exchanger 4 is connected to the valve port K5, and the inlet end of the water pump 7 is connected to the valve port K6.

[0049] The first battery pack loop 010 includes a water pump 7 (such as an electronic pump) and a power battery pack 12 connected in series. The second heat exchanger 4 is arranged on the liquid inlet side of the water pump 7. In the first battery pack loop 010, the inlet end of the second heat exchanger 4 is connected to the valve port K4, and the outlet end of the power battery pack 12 is connected to the valve port K3.

[0050] In order to simplify the pipeline setting, the first heat exchange branch 150 cooperates with the power battery pack 12 to form a second battery pack loop 090. The first heat exchange branch 150 also cooperates with the third heat exchanger 10 to form a waste heat recovery loop 080. One end of the first heat exchange branch 150 is connected between the water pump 7 and the third heat exchanger 10, and the other end is connected to the valve port K2. The inlet end of the third heat exchanger 10 is connected to the valve port K1.

[0051] In some embodiments, see Figure 1 and Figure 2 The air conditioning on-off control component includes an air conditioning three-way valve 17, a first air conditioning control valve 18 and a second air conditioning control valve 19. The air conditioning three-way valve 17 is arranged on the liquid inlet side of the first branch 033 and the second branch 034, and its valve port T1 is connected to the liquid outlet side of the first heat exchanger 3, the valve port T2 is connected to the liquid inlet side of the condenser 14, the valve port T3 is connected to the liquid inlet side of the two parallel branches, and the outlet side of the condenser 14 is located between the valve port T3 and the two parallel branches; the first air conditioning control valve 18 is arranged on the first branch 033 and is located on the liquid inlet side of the third heat exchanger 10, and the second air conditioning control valve 19 is arranged on the second branch 034 and is located on the liquid inlet side of the evaporator 13.

[0052] The liquid inlet side of the compressor 1 is provided with a gas-liquid separator 20 and a pressure and temperature sensor 21, and the liquid outlet side is provided with a water temperature sensor 15. In order to avoid the situation where the heat exchange medium fails to be completely vaporized under certain working conditions and flows into the compressor in a gas-liquid mixed state, causing the risk of liquid hammer and affecting the reliable and durable performance of the compressor, and at the same time ensure that the compressor inhales pure gaseous heat exchange medium, improve the compression efficiency, adjust the refrigerant flow, prevent the dilution of the lubricating oil, and reduce the moisture content of the heat exchange medium to avoid ice blockage in the expansion device, a gas-liquid separator 20 is provided. On the second branch 034, a one-way valve 22 is provided on the liquid outlet side of the evaporator 13 to prevent the heat exchange medium from flowing back; a pressure and temperature sensor 21 is provided between the first heat exchanger 3 and the air-conditioning three-way valve 17. In some embodiments, see Figure 1 and Figure 2 The second on-off control component includes a thermostat 23 arranged on the liquid outlet side of the engine 8, and a waste heat three-way valve 24 arranged on the liquid inlet side of the engine 8. In addition to being connected to the engine heat dissipation circuit 060, the thermostat 23 is also connected to the liquid inlet side of the first heat exchanger 3 in the passenger compartment circuit 020. Two ports of the waste heat three-way valve 24 are connected to the passenger compartment circuit 020, and the other port is connected to the liquid inlet side of the engine 8, and the connection position is located on the liquid inlet side of the thermostat 23.

[0053] In some embodiments, see Figure 1 and Figure 2 The engine body overflow water supply flow path 120 includes a one-way valve 22 and an overflow tank 25 connected in series, the inlet end of the one-way valve 22 is connected to the engine 8, and the outlet end of the overflow tank 25 is connected to the liquid inlet side of the water pump 7 in the engine cooling circuit 060. Based on this, the radiator overflow water supply flow path 130 is provided with a one-way valve 22, and the outlet end of the radiator overflow water supply flow path 130 is provided at the liquid inlet side of the overflow tank 25.

[0054] In some embodiments, see Figure 1 and Figure 2 The motor system cooling overflow water supply flow path 100 includes an overflow tank 25, the inlet end of the overflow tank 25 is connected to the first radiator 5, and the outlet end is connected to the position between the first on-off control component 11 and the power battery pack 12 on the first battery pack circuit 010. Based on this, the battery pack overflow water supply flow path 110 includes a one-way valve 22, the inlet end of the one-way valve 22 is connected to the power battery pack 12, and the outlet end is connected to the overflow tank 25.

[0055] The following are examples of usage modes of the thermal management architecture of hybrid vehicles in this application: 1. See Figure 4In hybrid mode, the engine 8 starts to participate in driving or generating electricity, the generator and DCDC in the motor system have cooling requirements, and the passenger compartment has no cooling and heating requirements. Under this working condition, the flow path of the heat exchange medium in the engine cooling circuit 060 is: water pump 7 → engine 8 → thermostat 23 → water temperature sensor 15 → second radiator 9 → water pump 7, and the flow path of the heat exchange medium in the engine body overflow water supply flow path 120 is: engine 8 → check valve 22 → overflow tank 25 → water pump 7 → engine 8; the flow path of the radiator overflow water supply flow path 130 is: second radiator 9 → check valve 22 → overflow tank 25 → water pump 7 → engine 8 → thermostat 23 → water temperature sensor 15 → second radiator 9. The flow path of the heat exchange medium in the motor system heat dissipation circuit 050 is: water pump 7 → water temperature sensor 15 → motor system component 6 → first radiator 5 → valve port K9 → valve port K7 → water pump 7; the flow path of the heat exchange medium in the motor system cooling overflow water replenishment flow path 100 is: first radiator 5 → overflow tank 25 → valve port K9 → water pump 7 → water temperature sensor 15 → motor system component 6 → first radiator 5.

[0056] 2. See Figure 5 In the hybrid mode, there is no need for cooling and heating in the passenger compartment. The motor system components 6 and the engine 8 need to be cooled, and the power battery pack 12 needs to be passively cooled, wherein the passive cooling of the power battery pack 12 is performed through the first radiator 5. The flow path of the heat exchange medium in the engine heat dissipation circuit 060 is: water pump 7 → engine 8 → thermostat 23 → water temperature sensor 15 → second radiator 9 → water pump 7, the flow path of the heat exchange medium in the engine body overflow water supply flow path 120 is: engine 8 → check valve 22 → overflow tank 25 → water pump 7 → engine 8, and the flow path of the heat exchange medium in the radiator overflow water supply flow path 130 is: second radiator 9 → check valve 22 → overflow tank 25 → water pump 7 → engine 8 → thermostat 23 → water temperature sensor 15 → second radiator 9. The motor system and the power battery pack 12 are in a heat dissipation state, wherein the flow path of the heat exchange medium is: water pump 7 → water temperature sensor 15 → motor system component 6 → first radiator 5 → valve port K9 → valve port K2 → water pump 7 → power battery pack 12 → valve port K3 → valve port K7 → water pump 7; the flow path of the heat exchange medium in the motor system cooling overflow water replenishment flow path 100 is: first radiator 5 → overflow tank 25 → valve port K9 → valve port K2 → water pump 7 → power battery pack 12 → valve port K3 → valve port K7 → water pump 7 → water temperature sensor 15 → motor system component 6 → first radiator 5, and the flow path of the heat exchange medium in the battery pack overflow water replenishment flow path 110 is: water pump 7 → power battery pack 12 → one-way valve 22 → overflow tank 25 → valve port K9 → valve port K2 → water pump 7.

[0057] 3. See Figure 6In hybrid mode, there is no need for cooling and heating in the passenger compartment, the motor system components 6 and the engine 8 need to be cooled, and the power battery pack 12 needs to be actively cooled. In this mode, the circulation method of the engine heat dissipation circuit 060, the engine body overflow water supply flow path 120, the radiator overflow water supply flow path 130, the motor system heat dissipation circuit 050 and the motor system cooling overflow water supply flow path 100 is the same as the aforementioned mode 1. The main difference is that the battery pack is switched from passive cooling to cooling through the third heat exchanger 10. At this time, the air conditioning system needs to be operated, and the heat of the battery pack is taken away by the refrigerant. In this mode, the cooling circuit of the power battery pack 12 is: water pump 7→power battery pack 12→valve port K3→valve port K1→third heat exchanger 10→water pump 7; the main circuit 030 of the air conditioner is in an external circulation state, in which the flow path of the heat exchange medium is: compressor 1→water temperature sensor 15→first heat exchanger 3→pressure temperature sensor 21→air conditioning three-way valve 17→condenser 14→check valve 22→first air conditioning control valve 18→third heat exchanger 10→gas-liquid separator 20→pressure temperature sensor 21→compressor 1, and the first heat exchanger 3 does not participate in heat exchange at this time.

[0058] 4. See Figure 7 In hybrid mode, the passenger compartment needs cooling, the motor system components 6 and the engine 8 need cooling, and the power battery pack 12 needs active cooling. In this mode, the heat of the power battery pack 12 and the passenger compartment is dissipated by running the air conditioning system. In this mode, the circulation mode of the engine heat dissipation circuit 060, the engine body overflow water supply flow path 120, the radiator overflow water supply flow path 130, the motor system heat dissipation circuit 050 and the motor system cooling overflow water supply flow path 100 is the same as the aforementioned mode 1, and will not be repeated here. The flow path of the heat exchange medium in the power battery pack 12 is: water pump 7→power battery pack 12→valve port K1→valve port K3→third heat exchanger 10→water pump 7; the main loop 030 of the air conditioner is in an external circulation state, and the flow path of the heat exchange medium that meets the cooling of the power battery pack 12 is: compressor 1→water temperature sensor 15→first heat exchanger 3→pressure temperature sensor 21→air conditioning three-way valve 17→condenser 14→check valve 22→first air conditioning control valve 18→third heat exchanger 10→gas-liquid separator 20→pressure temperature sensor 21→compressor 1, and the flow path of the heat exchange medium that meets the cooling of the passenger compartment is: compressor 1→water temperature sensor 15→first heat exchanger 3→pressure temperature sensor 21→air conditioning three-way valve 17→condenser 14→check valve 22→second air conditioning control valve 19→evaporator 13→check valve 22→gas-liquid separator 20→pressure temperature sensor 21→compressor 1, and the first heat exchanger 3 does not participate in heat exchange at this time.

[0059] 5. See Figure 8In hybrid mode, the passenger compartment needs cooling, the motor system components 6 and the engine 8 need cooling, and the power battery pack 12 needs passive cooling. This mode adds the passenger compartment cooling requirement on the basis of mode 2. The main loop 030 of the air conditioner is in the external circulation state. The flow path of the heat exchange medium that meets the cooling of the passenger compartment is: compressor 1→water temperature sensor 15→first heat exchanger 3→pressure temperature sensor 21→air conditioner three-way valve 17→condenser 14→check valve 22→second air conditioner control valve 19→evaporator 13→check valve 22→gas-liquid separator 20→pressure temperature sensor 21→compressor 1. At this time, the first heat exchanger 3 does not participate in heat exchange.

[0060] 6. See Fig. 9 In hybrid mode, the passenger compartment needs heating, the motor system components 6 and the engine 8 need cooling, and the power battery pack 12 has no cooling or heating requirements; if the water temperature of the engine 8 is higher than the water temperature limit that allows the use of warm air, the waste heat of the engine 8 can be used to achieve passenger compartment heating. Based on mode 1, this mode opens the thermostat 23 and the residual heat three-way valve 24, and the engine cooling circuit 060 and the passenger compartment circuit 020 are in the first heat transfer state. The flow path of the heat exchange medium that meets the heating of the passenger compartment is: water pump 7 → first heat exchanger 3 → warm air core 16 → second heat exchanger 4 → valve port K5 → valve port K6 → residual heat three-way valve 24 → water pump 7 → engine 8 → thermostat 23 → water pump 7. At this time, the first heat exchanger 3 and the second heat exchanger 4 do not participate in heat exchange.

[0061] 7. See Fig.10 In hybrid mode, both the passenger compartment and the power battery pack 12 require heating, and both the motor system components 6 and the engine 8 need to be cooled; on the basis of mode 6, heating for the power battery pack 12 is added, and the flow path of the heat exchange medium that meets the heating of the power battery pack 12 is: water pump 7→power battery pack 12→valve port K3→valve port K4→second heat exchanger 4→water pump 7. At this time, the second heat exchanger 4 performs heat exchange, transferring the heat energy in the passenger compartment circuit 020 to the power battery pack 12, thereby realizing hot water heating of the power battery pack 12.

[0062] 8. See Fig.11 In the hybrid mode, the passenger compartment and the power battery pack 12 have heating requirements at the same time, and the motor system needs to be in the warm-up stage with the engine 8; in this mode, the engine 8 has not yet completed warm-up, and the water temperature has not reached the opening threshold of the thermostat 23, but the water temperature requirement for heating is met. Compared with mode 7, this mode needs to reduce the flow path of the engine 8 large circulation, and at the same time cancel the radiator overflow water supply flow path 130. The engine cooling circuit 060 and the passenger compartment circuit 020 are in the second heat transfer state, and the specific flow path will not be repeated here.

[0063] 9. See Fig.12In hybrid mode, the passenger compartment and power battery pack 12 are heated, the motor system components 6 are cooled, and the engine 8 is in the warm-up stage; in this mode, the water temperature of the engine 8 is low and cannot provide heat to the warm air and power battery pack 12. In this mode, the compressor 1 can be used to create heat to achieve dual heating. The main loop 030 of the air conditioner is in a self-circulating state, in which the flow path of the heat exchange medium is: compressor 1→water temperature sensor 15→first heat exchanger 3→pressure temperature sensor 21→air conditioner three-way valve 17→first air conditioner control valve 18→third heat exchanger 10→gas-liquid separator 20→temperature and pressure sensor→compressor 1. In the initial stage, when the ambient temperature is low, the hot gas bypass loop can be used to allow the air conditioning system to always have a given minimum return air pressure. At the same time, it can also increase the air conditioning intake mass flow rate, avoid liquid hammer in compressor 1, increase the speed of compressor 1, increase the system heating capacity, and thus achieve compressor heat creation; the flow path of the heat exchange medium in the bypass branch 040 is: compressor 1→water temperature sensor 15→first control valve 2→gas-liquid separator 20→pressure temperature sensor 21→compressor 1. The flow path of the heat exchange medium that meets the heating of the passenger compartment is: water pump 7→first heat exchanger 3→heat core 16→second heat exchanger 4→valve port K5→valve port K6→residual heat three-way valve 24→water pump 7. The cooling flow path of the motor system component 6 and the heating flow path of the power battery pack 12 are the same as those in mode 7, and will not be repeated here. It should be noted that in the flow path of the main loop 030 of the air conditioner, the third heat exchanger 10 does not absorb other heat, but only provides a circulation channel for the heat exchange medium. This is because the compressor 1 generates heat when working. In order to form a working mode in which the compressor actively generates heat, the third heat exchanger 10 is not required to absorb heat.

[0064] 10. See Fig.13In pure electric mode, the engine 8 is not in operation. The power battery pack 12 is the only energy source to provide electrical energy to the motor to meet the driving and other power needs of the vehicle. In this mode, the main thermal management needs are cooling of the motor, electronic control, cooling and heating of the power battery pack 12, and cooling and heating of the passenger compartment. In this mode, in pure electric mode, the power battery pack 12 requires passive cooling, the motor system component 6 requires cooling, the air-conditioning system has no cooling and heating requirements, the motor system heat dissipation circuit 050 and the second battery pack circuit 090 are in a heat dissipation state, and the flow path of the heat exchange medium is: water pump 7→water temperature sensor 15→motor system component 6→first radiator 5→valve port K9→valve port K2→water pump 7→power battery pack 12→valve port K3→valve port K7→water pump 7; motor system cooling However, the flow path of the heat exchange medium in the overflow water replenishment flow path 100 is: first radiator 5 → overflow tank 25 → valve port K9 → valve port K2 → water pump 7 → power battery pack 12 → valve port K3 → valve port K7 → water pump 7 → water temperature sensor 15 → motor system component 6 → first radiator 5, and the flow path of the heat exchange medium in the battery pack overflow water replenishment flow path 110 is: overflow tank 25 → valve port K9 → valve port K2 → water pump 7 → power battery pack 12 → one-way valve 22 → overflow tank 25.

[0065] 11. See Fig.14 In pure electric mode, the power battery pack 12 is actively cooled, and the motor system is cooled, and the air conditioning system has no cooling and heating requirements; compared with the mode, the temperature of the power battery pack 12 in this mode is further increased, and the first radiator 5 can no longer meet the heat dissipation requirements of the battery pack. It is necessary to turn on the air conditioner and cool the power battery pack 12 through the refrigerant. In this mode, the motor system heat dissipation circuit 050 is in a self-circulating state, the motor system cooling overflow water replenishment flow path 100 is the same as scene 10, the air conditioning main circuit 030 is in the first external circulation state, and the flow path of the heat exchange medium in the power battery pack 12 is: water pump 7→power battery pack 12→valve port K3→valve port K1→third heat exchanger 10→water pump 7. The heat of the power battery pack 12 is exchanged through the third heat exchanger 10, and the refrigerant brings the heat into the air conditioning system, and the air conditioning system dissipates the heat to the air through the condenser 14.

[0066] 12. See Fig.15 In pure electric mode, the power battery pack 12 is actively cooled, the motor system is cooled, and the air-conditioning system has a cooling demand; compared with mode 11, a passenger compartment cooling scenario is added. To achieve the function, it is only necessary to open the second air-conditioning control valve 19, and the air-conditioning main circuit 030 is in the third external circulation state.

[0067] In some usage scenarios, both hybrid and pure electric modes will appear. The following are examples of these scenarios: 13. The water source heat pump heats the power battery pack 12 and the passenger compartment. By turning on the air conditioning system, the waste heat of the motor system loop 070 is absorbed by the third heat exchanger 10, and the heat is released to the passenger compartment loop 020 through the first heat exchanger 3, so as to realize dual heating of the power battery pack 12 and the passenger compartment. During operation, by turning off the blower corresponding to the evaporator 13, the battery pack can be heated alone; or, by stopping the operation of the battery pack water pump 7, the passenger compartment can be heated alone. This mode reduces the energy waste of converting electrical energy into thermal energy by recycling the heat of the motor, and can also reduce the consumption of electrical energy specifically used for heat generation, so that the motor system, the power battery pack 12, and the passenger compartment can realize heat coupling utilization, and can also use the active heat generation technology of the motor to solve the problem of insufficient heat.

[0068] 13-1) See Fig.16 In order to achieve dual heating of the power battery pack 12 and the passenger compartment through the water source heat pump, the main loop 030 of the air conditioner is in a self-circulating state, and the passenger compartment loop 020 and the first battery pack loop 010 are each in a closed-loop circulation state. The specific circulation paths of the three are not repeated here. The motor system loop 070 is connected to the waste heat recovery loop 080, and the circulation path of the heat exchange medium is: water pump 7→water temperature sensor 15→motor system component 6→valve port K8→valve port K1→third heat exchanger 10→valve port K2→valve port K7→water pump 7.

[0069] 13-2) See Fig.17 During the waste heat recovery process, if the heat of the motor system circuit 070 is insufficient, the heat can be quickly accumulated by heat storage; when storing heat, the passenger compartment heating and battery pack heating can be achieved by switching the heat creation function of compressor 1. The main flow path of this mode is similar to that of mode 9. The main difference from mode 9 is that the motor system heat dissipation circuit 050 and the engine heat dissipation circuit 060 are not running, and the motor system heat dissipation circuit 050 is switched to the closed-loop operation state of the motor system circuit 070.

[0070] 14. See Fig.18, the air source heat pump realizes dual heating of the power battery pack 12 and the passenger compartment, absorbs ambient heat through the first radiator 5, exchanges heat to the air conditioning system through the heat exchange of the third heat exchanger 10, and then releases the refrigerant heat to the passenger compartment circuit 020 through the first heat exchanger 3, realizing dual heating of the battery pack and the passenger compartment. Because the heat pump system is used, the overall energy efficiency COP is greater than 1, which also has the effect of saving energy consumption. In this mode, the flow path of the heat exchange medium in the coolant side is: water pump 7→water temperature sensor 15→motor system component 6→first radiator 5→valve port K9→valve port K1→third heat exchanger 10→valve port K2→valve port K7→water pump 7. The main circuit 030 of the air conditioner is in a self-circulating state, and the passenger compartment circuit 020 and the first battery pack circuit 010 are both in a closed-loop operation state, which will not be repeated here.

[0071] 15. See Fig.19 , the temperature of the modules inside the power battery pack 12 will be different. When the temperature difference exceeds the safety threshold, the temperature equalization function of the power battery pack 12 will be triggered; or, when the power battery pack 12 has a thermal runaway failure, it can also delay the trend of rapid temperature rise of the power battery pack 12, giving the owner enough time to escape. The flow path of the heat exchange medium that realizes the temperature equalization and thermal runaway function of the power battery pack is: water pump 7 → power battery pack 12 → valve port K3 → valve port K2 → water pump 7.

[0072] Based on the same inventive concept, an embodiment of the present application also provides a vehicle, including the above-mentioned hybrid vehicle thermal management architecture.

[0073] Compared with the prior art, the vehicle provided in this embodiment, by adopting the above-mentioned hybrid vehicle thermal management architecture, realizes dual heating of the passenger compartment and the power battery pack 12 without providing an electric heater, and greatly reduces the degree to which heating reduces the cruising range, which is beneficial to improving the user experience.

[0074] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A hybrid vehicle thermal management architecture, characterized in that: include: A first battery pack circuit (010), an air conditioning function circuit and a passenger compartment circuit (020); The air conditioning functional circuit comprises a main circuit (030) provided with a compressor (1), and a bypass branch (040) connected in parallel to the compressor (1); Heat exchange is achieved between the main circuit (030) and the passenger compartment circuit (020) via a first heat exchanger (3), and heat exchange is achieved between the first battery pack circuit (010) and the passenger compartment circuit (020) via a second heat exchanger (4).

2. The hybrid vehicle thermal management architecture as claimed in claim 1, characterized in that: The hybrid vehicle thermal management architecture further comprises a motor system circuit (070), a waste heat recovery circuit (080) and a first on-off control component (11); the motor system circuit (070) and the waste heat recovery circuit (080) are connected via the first on-off control component (11); and a third heat exchanger (10) is provided between the waste heat recovery circuit (080) and the main circuit (030); The first on-off control component (11) enables the motor system circuit (070) to be connected to the waste heat recovery circuit (080) to form a circulation circuit, so as to conduct the waste heat of the motor system to the main circuit (030) through the third heat exchanger (10); The first on-off control component (11) can also enable the motor system loop (070) to self-circulate to achieve heat storage.

3. The hybrid vehicle thermal management architecture as claimed in claim 1, characterized in that: The hybrid vehicle thermal management architecture further comprises a motor system heat dissipation circuit (050), a waste heat recovery circuit (080) and a first on-off control component (11); the motor system heat dissipation circuit (050) and the waste heat recovery circuit (080) are connected via the first on-off control component (11); and a third heat exchanger (10) is provided between the waste heat recovery circuit (080) and the main circuit (030); The first on-off control component (11) can place the motor system heat dissipation circuit (050) in a self-circulating state disconnected from the waste heat recovery circuit (080), or place the motor system heat dissipation circuit (050) in a heat transfer state connected to the waste heat recovery circuit (080) so as to transfer the heat exchange medium flowing out of the first radiator (5) in the motor system heat dissipation circuit (050) to the main circuit (030) through the third heat exchanger (10).

4. The hybrid vehicle thermal management architecture as claimed in claim 3, characterized in that: A first heat exchange branch (150) is also connected in parallel to the power battery pack (12) in the first battery pack circuit (010), and the first heat exchange branch (150) and the power battery pack (12) form a second battery pack circuit (090); The hybrid vehicle thermal management architecture further comprises a motor system heat dissipation circuit (050) and a first on-off control component (11), wherein the first on-off control component (11) is used to control the motor system heat dissipation circuit (050) and the second battery pack circuit (090) to switch between a self-circulation state and a heat dissipation state. In the self-circulation state, the motor system heat dissipation circuit (050) is disconnected from the second battery pack circuit (090), the motor system heat dissipation circuit (050) forms a closed loop to achieve heat dissipation of the motor system, and / or the second battery pack circuit (090) forms a closed loop to achieve temperature equalization of the power battery; In the heat dissipation state, the second battery pack circuit (090) is connected so that the medium discharged from the first radiator (5) in the motor system heat dissipation circuit (050) passively cools the power battery pack (12).

5. The hybrid vehicle thermal management architecture as claimed in claim 3, characterized in that: The motor system heat dissipation circuit (050) comprises a water pump (7), a motor system component (6) and a first radiator (5) which are connected in series in sequence. The hybrid vehicle thermal management architecture also comprises a motor system cooling overflow water replenishment flow path (100). The inlet end of the motor system cooling overflow water replenishment flow path (100) is connected to the first radiator (5), and the outlet end is connected between the first radiator (5) and the liquid inlet side of the water pump (7).

6. The hybrid vehicle thermal management architecture as claimed in claim 1, characterized in that: The hybrid vehicle thermal management architecture further comprises an engine cooling circuit (060) and a second on-off control component, wherein the second on-off control component is used to connect the liquid inlet side and the liquid outlet side of the engine (8) in the engine cooling circuit (060) to the passenger compartment circuit (020) in an on-off manner, so that the states of the engine cooling circuit (060) and the passenger compartment circuit (020) are switched between a self-circulating state, a first heat transfer state, and a second heat transfer state; In the self-circulating state, the engine cooling circuit (060) is disconnected from the passenger compartment circuit (020), and the engine cooling circuit (060) forms a closed loop; In a first heat transfer state, the engine heat dissipation circuit (060) is connected to the passenger compartment circuit (020) to transfer heat energy of the engine (8) to the passenger compartment circuit (020), and the engine heat dissipation circuit (060) itself maintains a circulation; In the second heat transfer state, the engine heat dissipation circuit (060) is connected to the passenger compartment circuit (020) to transfer the heat energy of the engine (8) to the passenger compartment circuit (020), and the engine heat dissipation circuit (060) itself is interrupted.

7. The hybrid vehicle thermal management architecture as claimed in claim 6, characterized in that: The hybrid vehicle thermal management architecture further comprises an engine body overflow air and water replenishment flow path (120), wherein the inlet end of the engine body overflow air and water replenishment flow path (120) is connected to the engine (8), and the outlet end is connected to the liquid inlet side of the engine (8).

8. The hybrid vehicle thermal management architecture as claimed in claim 1, characterized in that: The hybrid vehicle thermal management architecture further comprises a first on-off control component (11), and the first battery pack circuit (010) and the passenger compartment circuit (020) are respectively connected to the first on-off control component (11); The first on-off control component (11) is a multi-way valve, and the first on-off control component (11) can disconnect the first battery pack circuit (010) from the passenger compartment circuit (020) to form a closed loop.

9. The hybrid vehicle thermal management architecture as claimed in claim 1, characterized in that: A second heat exchange branch (160) is also connected in parallel to the power battery pack (12) in the first battery pack circuit (010); the second heat exchange branch (160) and the power battery pack (12) form a third battery pack circuit (140); heat exchange is achieved between the main circuit (030) and the third battery pack circuit (140) via a third heat exchanger (10).

10. The hybrid vehicle thermal management architecture as claimed in claim 9, characterized in that: The main circuit (030) comprises a main flow path (031), a branch flow path (032), and a first branch flow path (033) and a second branch flow path (034) connected in parallel with each other; the main flow path (031) is connected in series with a compressor (1) and a first heat exchanger (3); the first branch flow path (033) and the second branch flow path (034) are respectively connected to the main flow path (031); the first branch flow path (033) is provided with the third heat exchanger (10), and the second branch flow path (034) is provided with an evaporator (13); the branch flow path (032) is connected to the main flow path (031), and the branch flow path (032) is provided with a condenser (14); An air conditioning control component is also provided between the main flow path (031), the branch flow path (032), the first branch path (033) and the second branch path (034), and the air conditioning control component is used to control the main circuit (030) to switch between a self-circulation state and an external circulation state; In the self-circulating state, the compressor (1), the first heat exchanger (3) and the third heat exchanger (10) are connected in series to form a closed loop; In the external circulation state, the compressor (1), the first heat exchanger (3), the condenser (14) and the third heat exchanger (10) are connected in series to form a closed loop, and / or the compressor (1), the first heat exchanger (3), the condenser (14) and the evaporator (13) are connected in series to form a closed loop.

11. A vehicle, characterized in that: Comprising a hybrid vehicle thermal management architecture as described in any one of claims 1-10.

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