Hybrid vehicle thermal management architecture and vehicle

Abstract

The present invention provides a hybrid vehicle thermal management architecture and vehicle, which belongs to the technical field of vehicle thermal management architecture, and includes a first battery pack circuit, an air-conditioning function circuit and a passenger compartment circuit, wherein the air-conditioning function circuit includes a main circuit and a bypass branch. The present invention circulates a heat exchange medium through a bypass branch to form compressor heat generation, which can realize dual heating of the power battery pack and the passenger compartment without providing an electric heater, and can also effectively reduce the use cost by avoiding the electric heater. By adding a motor system heat dissipation circuit and a waste heat recovery circuit, or adding a motor system circuit and a waste heat recovery circuit, the waste heat of the motor system is transferred to the main circuit, so that the heat energy is fully utilized. By providing an engine heat dissipation circuit and a second on-off control component, the heat energy generated by the engine is used for heating the passenger compartment, further reducing energy consumption. By providing a second heat exchange branch, the power battery pack can be heated or cooled by air conditioning, which is beneficial to reducing energy consumption.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle thermal management architectures, 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 driving range and lower energy consumption, but they also face problems such as reduced driving range in low-temperature conditions.

[0003] The decline in driving range in winter is not only due to the battery's inherent capacity fluctuations, but also to the inefficiency of the thermal management system at low temperatures. Conventional positive temperature coefficient (PTC) electric heaters are widely used in traditional thermal management systems due to their high heat output, rapid heating rate, and simple control. However, based on the principle of electro-thermal efficiency, the heating efficiency of conventional PTC electric heaters is always less than 100%, resulting in high energy consumption during winter heating. The high cost of conventional PTC electric heaters also contributes to high vehicle costs. Summary of the Invention

[0004] Embodiments of the present invention provide a hybrid vehicle thermal management architecture and vehicle, aiming to solve the problem of high thermal management architecture costs caused by the existing hybrid vehicle thermal management system design using electric heating for auxiliary heating.

[0005] To achieve the above object, the technical solution adopted by the present invention is:

[0006] In a first aspect, an embodiment of the present invention provides a hybrid vehicle thermal management architecture, including:

[0007] The first battery pack circuit, the air conditioning function circuit and the passenger compartment circuit;

[0008] The air conditioning functional circuit includes a main circuit provided with a compressor, and a bypass branch connected in parallel to the compressor;

[0009] Heat exchange is achieved between the main circuit and the passenger compartment circuit via a first heat exchanger, and heat exchange is achieved between the first battery pack circuit and the passenger compartment circuit via a second heat exchanger.

[0010] Existing thermal management architectures often utilize conventional positive temperature coefficient (PTC) heaters and other electric heating devices for auxiliary heating, particularly in dual heating of the battery pack and passenger compartment, which requires high thermal energy. For example, an electric heater is installed in the warm air duct supplying the passenger compartment to assist the air conditioner in delivering warm air. This results in high heating power consumption, which, combined with the impact of low winter temperatures on the battery pack's storage capacity, directly leads to a significant reduction in driving range, impacting the user experience. Compared with the prior art, the solution shown in the embodiment of the present application is that the air-conditioning functional circuit is used to circulate 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 realizing 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 carried out with the first battery pack circuit through the second heat exchanger, thereby realizing 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 functional circuit is insufficient, the first control valve will be opened. Under the premise that the basic operation of the air-conditioning functional circuit is not greatly affected, the bypass branch can be used to circulate the heat exchange medium. By continuously performing small circulation in the area where the compressor is located, the heat of the heat exchange medium can be effectively increased, and the purpose of converting the compressor's electrical energy into thermal energy is achieved, forming compressor heat creation, and increasing the air-conditioning heating temperature. Therefore, 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 unchanged, 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.

[0011] In conjunction with the first aspect, in one possible implementation, the hybrid vehicle thermal management architecture further includes a motor system circuit, a waste heat recovery circuit, and a first on-off control component, wherein the motor system 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 and the main circuit;

[0012] The first on-off control component enables the motor system circuit to communicate with 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);

[0013] The first on-off control component can also enable the motor system loop to self-circulate to achieve heat storage.

[0014] 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, wherein 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;

[0015] The first on-off control component can put the motor system heat dissipation circuit into a self-circulating state disconnected from the waste heat recovery circuit, or put the motor system heat dissipation circuit into 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.

[0016] 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;

[0017] 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 switching between the motor system heat dissipation circuit and the second battery pack circuit between a self-circulation state and a heat dissipation state;

[0018] In the self-circulation state, the motor system heat dissipation circuit is disconnected from the second battery pack circuit, and the motor system heat dissipation circuit 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 batteries;

[0019] In the heat dissipation state, the second battery pack circuit is connected so that the medium discharged from the first radiator in the motor system heat dissipation circuit can passively cool the power battery pack.

[0020] In some embodiments, the motor system heat dissipation circuit includes a water pump, motor system components and a first radiator connected in series. The hybrid vehicle thermal management architecture also includes a motor system cooling overflow and water replenishment flow path. The inlet end of the motor system cooling overflow and 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.

[0021] In conjunction with the first aspect, in one 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 configured to connect an engine liquid inlet side and a liquid outlet side of the engine cooling circuit to the passenger compartment circuit in an on-off manner, respectively, so as to switch the states of the engine cooling circuit and the passenger compartment circuit between a self-circulating state, a first heat transfer state, and a second heat transfer state;

[0022] In the self-circulation state, the engine heat dissipation circuit is disconnected from the passenger compartment circuit, and the engine heat dissipation circuit forms a closed loop;

[0023] In a first heat transfer state, the engine heat dissipation circuit is connected to the passenger compartment circuit to transfer heat energy from the engine to the passenger compartment circuit, and the engine heat dissipation circuit itself maintains circulation;

[0024] 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.

[0025] In some embodiments, the hybrid vehicle thermal management architecture further includes an engine body overflow air and water supply flow path, wherein the inlet end of the engine body overflow air and water supply flow path is connected to the engine, and the outlet end is connected to the liquid inlet side of the engine (8).

[0026] In conjunction with the first aspect, in one 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;

[0027] The first on-off control component is a multi-way valve, which can disconnect the first battery pack circuit from the passenger compartment circuit to form a closed loop.

[0028] In combination with the first aspect, in one possible implementation, a second heat exchange branch is further connected in parallel to the power battery pack in the first battery pack circuit. 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.

[0029] In some embodiments, the main circuit includes a main flow path, a branch flow path, and a first branch flow path and a second branch flow path connected in parallel to each other, wherein the main flow path is connected in series with a compressor and a first heat exchanger; the first branch flow path and the second branch flow path are respectively connected to the main flow path, the first branch flow path is provided with the third heat exchanger, and the second branch flow path 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;

[0030] An air conditioning control component is further 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;

[0031] 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;

[0032] 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.

[0033] In a second aspect, an embodiment of the present invention further provides a vehicle comprising the above-mentioned hybrid vehicle thermal management architecture.

[0034] 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, achieves 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

[0035] Figure 1 Schematic diagram of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention Figure 1 ;

[0036] Figure 2 Schematic diagram of the thermal management architecture of a hybrid vehicle provided by an embodiment of the present invention Figure 2 ;

[0037] Figure 3 for Figure 1 An enlarged view of the first on-off control component;

[0038] Figure 4 A state diagram of Mode 1 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0039] Figure 5 A state diagram of Mode 2 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0040] Figure 6 A state diagram of Mode 3 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0041] Figure 7 A state diagram of Mode 4 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0042] Figure 8 A state diagram of Mode 5 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0043] Figure 9 A state diagram of Mode 6 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0044] Figure 10 A state diagram of Mode 7 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0045] Figure 11 A state diagram of Mode 8 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0046] Figure 12 A state diagram of Mode 9 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0047] Figure 13 A state diagram of mode 10 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0048] Figure 14 A state diagram of mode 11 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0049] Figure 15 A state diagram of mode 12 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0050] Figure 16 A state diagram of mode 13-1 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0051] Figure 17 A state diagram of mode 13-2 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0052] Figure 18 A state diagram of mode 14 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0053] Figure 19 A state diagram of mode 15 of the hybrid vehicle thermal management architecture provided by an embodiment of the present invention;

[0054] Description of reference numerals:

[0055] 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, first 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

[0056] 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 with reference to 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.

[0057] In the claims, description and drawings of the present invention, unless otherwise clearly defined, the use of terms such as "first", "second" or "third" is for the purpose of distinguishing different objects rather than for describing a specific order.

[0058] In the claims, specifications and the above-mentioned drawings of the present invention, unless otherwise expressly 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" and the like 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 scope of protection of the present invention.

[0059] In the claims, description and above-mentioned drawings of the present invention, unless otherwise expressly defined, the terms "fixed connection" or "fixed connection" should be understood in a broad sense, that is, any connection method without displacement relationship and relative rotation relationship between the two parties, that is, including non-detachable fixed connection, detachable fixed connection, integral connection and fixed connection through other devices or elements.

[0060] 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".

[0061] Please also refer to 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 comprises a first battery pack circuit 010, an air conditioning circuit, and a passenger compartment circuit 020. The air conditioning circuit comprises a main circuit 030 equipped with a compressor 1 and a bypass branch 040 connected in parallel to compressor 1. Heat exchange is achieved between the main circuit 030 and the passenger compartment circuit 020 via a first heat exchanger 3, while heat exchange is achieved between the first battery pack circuit 010 and the passenger compartment circuit 020 via a second heat exchanger 4.

[0062] In this embodiment, a first control valve 2 is provided on the bypass branch 040, and the on and 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.

[0063] To maintain operational stability across the entire architecture, the hybrid vehicle thermal management architecture of this embodiment also includes a motor system cooling circuit 050 and an engine cooling circuit 060. Motor system cooling circuit 050 comprises a series-connected motor system component 6 and a first radiator 5. Motor system components 6 include high- and low-voltage components such as a motor controller, charger, DC-DC converter, power distribution unit, generator, drive motor, and intelligent driving domain controller. First radiator 5 is a low-temperature radiator. Engine cooling circuit 060 comprises a series-connected water pump 7, engine 8, and a second radiator 9. Second radiator 9 is a high-temperature radiator. Furthermore, to heat the passenger compartment, a heater core 16 is provided within passenger compartment circuit 020 to deliver heated air.

[0064] Existing thermal management architectures often utilize conventional positive temperature coefficient (PTC) heaters and other electric heating devices for auxiliary heating, particularly in dual heating of the battery pack and passenger compartment, which requires high thermal energy. For example, an electric heater is installed in the warm air duct supplying the passenger compartment to assist the air conditioner in delivering warm air. This results in high heating power consumption, which, combined with the impact of low winter temperatures on the battery pack's storage capacity, directly leads to a significant reduction in driving range, impacting the user experience.

[0065] 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. 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 functional circuit is insufficient, the first control valve 2 is opened. Under the premise that the basic operation of the air conditioning functional circuit is not significantly affected, the bypass branch 040 can circulate the heat exchange medium. By continuously performing small circulation 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 to dissipate or absorb heat, forming compressor heat generation, and increasing the air conditioning heating temperature. In addition, dual heating of the power battery pack 12 and the passenger compartment can be achieved without the need for an electric heater, and the operating power of the air conditioner is basically unchanged. This greatly reduces the power consumption pressure of dual heating the passenger compartment and the power battery pack 12 in winter, and can also effectively reduce the cost of use by avoiding the electric heater. It should be noted that the heat exchange medium can be implemented by including but not limited to water.

[0066] In some embodiments, see Figure 1 and Figure 2The hybrid vehicle's thermal management architecture also includes 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. 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 connects the motor system circuit 070 and the waste heat recovery circuit 080 to form a circulation loop, transferring waste heat from the motor system to the main circuit 030 via the third heat exchanger 10. The first on-off control component 11 also enables self-circulation in the motor system circuit 070 to achieve heat storage. A heat sink is not required in the motor system circuit 070, which is suitable for operating conditions where the temperature of the motor system components 6 is relatively low. This embodiment adds a motor system loop 070 and a waste heat recovery loop 080. By connecting the motor system loop 070 and 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, playing an auxiliary heating role during heating, making full use of heat energy, and further optimizing the heating effect.

[0067] 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 ambient heat, and the absorbed heat is further transferred to the heat exchange medium in the motor system heat dissipation circuit 050. Heat exchange occurs between the heat exchange medium and the third heat exchanger 10, and then the ambient heat is transferred to the main circuit 030 of the air conditioner, playing an auxiliary heating role during heating, so that the heat energy is fully utilized and the heating effect is further optimized.

[0068] 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. 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 also includes a motor system heat dissipation circuit 050 and a first on-off control component 11. 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.

[0069] 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. Alternatively, 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 uniform temperature of the power batteries. Alternatively, the motor system heat dissipation circuit 050 and the second battery pack circuit 090 form a closed loop, achieving heat dissipation of the motor system and uniform temperature of the power batteries. 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.

[0070] To achieve cooling without air conditioning, even when the power battery pack 12 generates no more than a threshold amount of heat, this embodiment employs a first heat exchange branch 150. This branch forms a second battery pack circuit 090 without a heat exchanger. In the heat dissipation state, heat can be dissipated from the power battery pack 12 via the heat exchange medium flowing through the first radiator 5, further reducing energy consumption. In this embodiment, the first self-circulating state created by the first on / off control assembly 11 satisfies the requirement for closed-loop heat dissipation of the motor system components 6, while the second self-circulating state meets the requirements for temperature uniformity and thermal runaway control within the power battery pack 12, thus broadening its application scope.

[0071] Based on the above embodiments, see Figure 1 and Figure 2 To dissipate heat from the motor system components 6, the motor system heat dissipation circuit 050 includes a water pump 7, motor system components 6, and a first radiator 5, connected in series. To prevent excessive gas from entering the circulating medium, which could affect heat exchange efficiency and circulation stability, and to reduce the difficulty of replenishing lost medium, the hybrid vehicle's thermal management architecture also includes a motor system cooling overflow air and water replenishment flow path 100. The inlet of this flow path 100 is connected to the first radiator 5, and the outlet is connected between the first radiator 5 and the liquid inlet side of the water pump 7. This ensures that the overflow air and water replenishment process does not affect the normal operation of the motor system heat dissipation circuit 050.

[0072] Optional, see Figure 1 and Figure 2In order to prevent the power battery pack 12 from mixing with too much gas during the medium circulation process, which may affect the heat exchange efficiency and circulation stability, and to reduce the difficulty of replenishing the lost medium, the hybrid vehicle thermal management architecture 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. In this way, the overflow water replenishment process does not affect the normal circulation of the power battery pack 12 medium.

[0073] 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.

[0074] 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.

[0075] The self-circulating state created by the second on-off control assembly ensures the normal operation of engine 8. The first heat transfer state maintains the basic heat dissipation requirements of engine 8 while also utilizing excess heat for passenger compartment heating, further reducing heating energy consumption. The second heat transfer state utilizes the heat generated by engine 8 for passenger compartment heating when the engine temperature does not reach the heat dissipation threshold, further reducing energy consumption. This embodiment fully utilizes the thermal energy of engine 8, providing greater flexibility and diversity in usage scenarios.

[0076] Based on the above embodiments, see Figure 1 and Figure 2 In order to avoid the problem of excessive 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.

[0077] Optional, see Figure 1 and Figure 2 In order to avoid the problem of excessive gas mixing 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 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.

[0078] In some embodiments, see Figure 1 and Figure 2 The hybrid vehicle's thermal management architecture also includes a first on-off control assembly 11, which is connected to the first battery pack circuit 010 and the passenger compartment circuit 020, respectively. This first on-off control assembly 11 is a multi-way valve that disconnects the first battery pack circuit 010 from the passenger compartment circuit 020, forming a closed loop. The first on-off control assembly 11 in this embodiment is identical to the first on-off control assembly 11 in the aforementioned embodiments. Specifically, the first on-off control assembly 11 is a multi-way valve with multiple integrated pathways, reducing the number of valves required. When the first battery pack circuit 010 or the passenger compartment circuit 020 is no longer required for thermal management, the corresponding circuit's circulating power components (e.g., the water pump) can be simply shut down.

[0079] In some embodiments, see Figure 1 and Figure 2 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 the third heat exchanger 10. The provision of the second heat exchange branch 160 enables switching between the first battery pack circuit 010 and the third battery pack circuit 140, thereby enabling heat exchange between the power battery pack 12 and the air conditioner. This allows the air conditioner to heat or cool the power battery pack 12, eliminating the need for a separate electric heater for the power battery pack 12, further simplifying the structure, and helping to reduce energy consumption.

[0080] Based on the above embodiments, see Figure 1 and Figure 2Main 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. Compressor 1 and first heat exchanger 3 are connected in series to main flow path 031. First branch flow path 033 and second branch flow path 034 are respectively connected to main flow path 031. First branch flow path 033 is provided with a third heat exchanger 10, and second branch flow path 034 is provided with an evaporator 13. Branch flow path 032 is connected to main flow path 031 and is provided with a condenser 14. An air conditioning on / off control valve assembly is also provided between main flow path 031, branch flow path 032, first branch flow path 033, and second branch flow path 034. The air conditioning control assembly is used to control the switching of main circuit 030 between self-circulation and external circulation.

[0081] 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; alternatively, the compressor 1, the first heat exchanger 3, the condenser 14, and the evaporator 13 are connected in series to form a closed loop; alternatively, 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.

[0082] The self-circulation state formed by the air-conditioning on-off control valve group can meet the needs of heating and heat supply, the first external circulation state can meet the cooling needs of the power battery pack 12, the second external circulation state can meet the cooling needs of the passenger compartment, and the third external circulation state can meet the cooling needs of the battery pack and the passenger compartment at the same time. The usage scenarios are more extensive and can meet different usage needs.

[0083] 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 or 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.

[0084] 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 and the first on-off control component 11 in this embodiment can be found in Figure 1 and Figure 2 :

[0085] The motor system cooling circuit 050 includes a water pump 7 (e.g., 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. The water pump 7 is connected to valve port K7, and the first radiator 5 is connected to valve port K9. A heat storage branch 170 is also provided on the motor system cooling 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 valve port K8. The heat storage branch 170 and the motor system component 6 cooperate to form the motor system circuit 070.

[0086] 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 provided 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.

[0087] The first battery pack loop 010 includes a water pump 7 (e.g., 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.

[0088] In order to simplify the pipeline setting, the first heat exchange branch 150 cooperates with the power battery pack 12 to form the 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.

[0089] 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, and the valve port T3 is connected to the liquid inlet side of the two parallel branches. 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.

[0090] The liquid inlet side of the compressor 1 is provided with a gas-liquid separator 20 and a pressure-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, reduce the moisture content of the heat exchange medium, and 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-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 provided on the liquid outlet side of the engine 8, and a waste heat three-way valve 24 provided on the liquid inlet side of the engine 8. In addition to being connected to the engine cooling 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.

[0091] In some embodiments, see Figure 1 and Figure 2 The engine overflow water supply flow path 120 includes a one-way valve 22 and an overflow tank 25 connected in series. The inlet of the one-way valve 22 is connected to the engine 8, and the outlet 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 equipped with a one-way valve 22, and the outlet of the radiator overflow water supply flow path 130 is located on the liquid inlet side of the overflow tank 25.

[0092] In some embodiments, see Figure 1 and Figure 2 The motor system cooling overflow water supply circuit 100 includes an overflow tank 25. The inlet of the overflow tank 25 is connected to the first radiator 5, and the outlet is connected to the first battery pack circuit 010, between the first on / off control assembly 11 and the power battery pack 12. Based on this, the battery pack overflow water supply circuit 110 includes a one-way valve 22. The inlet of the one-way valve 22 is connected to the power battery pack 12, and the outlet is connected to the overflow tank 25.

[0093] Examples of usage modes for the hybrid vehicle thermal management architecture in this application are as follows:

[0094] 1. See Figure 4In hybrid mode, engine 8 is started to participate in driving or generating electricity. Components such as the generator and DC-DC converter in the motor system require cooling, but the passenger compartment does not require cooling or heating. Under this operating condition, the heat exchange medium in engine cooling circuit 060 flows through: water pump 7 → engine 8 → thermostat 23 → water temperature sensor 15 → second radiator 9 → water pump 7. The heat exchange medium in engine overflow water supply flow path 120 flows through: engine 8 → check valve 22 → overflow tank 25 → water pump 7 → engine 8. The heat exchange medium in radiator overflow water supply flow path 130 flows through: 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.

[0095] 2. See Figure 5 In hybrid mode, the passenger compartment requires neither cooling nor heating. Both the motor system components 6 and the engine 8 require cooling, while the power battery pack 12 requires passive cooling, which is achieved through the first radiator 5. The heat exchange medium in the engine cooling circuit 060 flows through: water pump 7 → engine 8 → thermostat 23 → water temperature sensor 15 → second radiator 9 → water pump 7. The heat exchange medium in the engine overflow water supply flow path 120 flows through: engine 8 → check valve 22 → overflow tank 25 → water pump 7 → engine 8. The heat exchange medium in the radiator overflow water supply flow path 130 flows through: 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.

[0096] 3. See Figure 6In hybrid mode, the passenger compartment requires neither cooling nor heating. Both motor system components 6 and engine 8 require cooling, and power battery pack 12 requires active cooling. In this mode, the flow patterns of engine cooling circuit 060, engine overflow air and water supply path 120, radiator overflow air and water supply path 130, motor system cooling circuit 050, and motor system cooling overflow air and water supply path 100 are identical to those in Mode 1. The main difference is that the battery pack switches from passive cooling to cooling via the third heat exchanger 10. In this mode, the air conditioning system must be operated, and heat from the battery pack is removed via 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 the 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 and temperature sensor 21 → air conditioner three-way valve 17 → condenser 14 → one-way valve 22 → first air conditioner control valve 18 → third heat exchanger 10 → gas-liquid separator 20 → pressure and temperature sensor 21 → compressor 1. At this time, the first heat exchanger 3 does not participate in heat exchange.

[0097] 4. See Figure 7 In hybrid mode, the passenger compartment requires cooling, requiring cooling of both motor system components 6 and engine 8, and active cooling of the power battery pack 12. In this mode, the air conditioning system operates to dissipate heat from the power battery pack 12 and the passenger compartment. The flow patterns in this mode, including the engine cooling circuit 060, engine overflow air and water supply path 120, radiator overflow air and water supply path 130, motor system cooling circuit 050, and motor system cooling overflow air and water supply path 100, are identical to those in Mode 1 above and are not further detailed 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 the 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 and temperature sensor 21 → air conditioner three-way valve 17 → condenser 14 → one-way valve 22 → first air conditioner control valve 18 → third heat exchanger 10 → gas-liquid separator 20 → pressure and temperature sensor 21 → compressor 1. 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 and temperature sensor 21 → air conditioner three-way valve 17 → condenser 14 → one-way valve 22 → second air conditioner control valve 19 → evaporator 13 → one-way valve 22 → gas-liquid separator 20 → pressure and temperature sensor 21 → compressor 1. At this time, the first heat exchanger 3 does not participate in heat exchange.

[0098] 5. See Figure 8In hybrid mode, the passenger compartment requires cooling. Both the motor system components 6 and the engine 8 require cooling, and the power battery pack 12 requires passive cooling. This mode adds to Mode 2 by addressing the passenger compartment cooling requirement. The air conditioning main circuit 030 is in external circulation. The heat exchange medium required to cool the passenger compartment flows through the following path: compressor 1 → water temperature sensor 15 → first heat exchanger 3 → pressure and 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 and temperature sensor 21 → compressor 1. At this point, the first heat exchanger 3 does not participate in heat exchange.

[0099] 6. See Figure 9 In hybrid mode, the passenger compartment requires heating, requiring cooling of both motor system components 6 and engine 8. The power battery pack 12 requires neither cooling nor heating. If the engine 8 water temperature exceeds the temperature limit allowing heating, the passenger compartment can be heated using the engine 8's waste heat. This mode, based on Mode 1, opens both the thermostat 23 and the residual heat three-way valve 24. The engine cooling circuit 060 and the passenger compartment circuit 020 are in the first heat transfer state. The heat exchange medium required for passenger compartment heating flows along the following path: water pump 7 → first heat exchanger 3 → heater 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 point, neither the first heat exchanger 3 nor the second heat exchanger 4 participates in heat exchange.

[0100] 7. See Figure 10 In hybrid mode, the passenger compartment and the power battery pack 12 both need heating, and the motor system components 6 and the engine 8 both need cooling. On the basis of mode 6, heating of the power battery pack 12 is added, and the flow path of the heat exchange medium that meets the heating needs 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.

[0101] 8. See Figure 11 In 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.

[0102] 9. See Figure 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 phase. In this mode, the engine 8's water temperature is low and cannot provide heat to the heater and power battery pack 12. In this mode, compressor 1 can be used to generate heat for dual heating. The air conditioner's main circuit 030 is in a self-circulating state, with the heat exchange medium flowing through: compressor 1 → water temperature sensor 15 → first heat exchanger 3 → pressure and 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. During the initial low ambient temperature phase, a hot gas bypass circuit can be used to maintain a predetermined minimum return air pressure in the air conditioning system. This also increases the air intake mass flow rate, preventing compressor 1 from liquid hammering. This allows compressor 1 to rotate faster, increasing system heating capacity and ultimately achieving compressor heat generation. The heat exchange medium flow path in bypass branch 040 is: compressor 1 → water temperature sensor 15 → first control valve 2 → gas-liquid separator 20 → pressure and temperature sensor 21 → compressor 1. The heat exchange medium flow path for passenger compartment heating is: water pump 7 → first heat exchanger 3 → heater 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 for motor system components 6 and the heating flow path for power battery pack 12 are identical to those in Mode 7 and are not further described here. It should be noted that in the flow path of the main circuit 030 of the air conditioner, the third heat exchanger 10 does not absorb other heat and 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.

[0103] 10. See Figure 13In pure electric mode, the engine 8 is not working, and the power battery pack 12 is the only energy source to provide electricity to the motor to meet the driving and other power needs of the vehicle. In this mode, the main thermal management needs are the cooling of the motor and electronic control, the cooling and heating of the power battery pack 12, and the cooling and heating of the passenger compartment. In this mode, in pure electric mode, the power battery pack 12 needs passive cooling, the motor system component 6 needs cooling, and the air-conditioning system has no cooling and heating needs. The motor system heat dissipation circuit 050 and the second battery pack circuit 090 are in a heat dissipation state, where 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 and 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 and 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.

[0104] 11. See Figure 14 In pure electric mode, the power battery pack 12 is actively cooled, and the motor system is also cooled, requiring no cooling or heating from the air conditioning system. Compared to the EV mode, the power battery pack 12 temperature rises further in this mode, and the first radiator 5 is no longer able to meet the heat dissipation requirements. Therefore, the air conditioning system must be activated to cool the power battery pack 12 via 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 in Scenario 10, and the air conditioning main circuit 030 is in the first external circulation state. The heat exchange medium in the power battery pack 12 flows through the following path: water pump 7 → power battery pack 12 → valve port K3 → valve port K1 → third heat exchanger 10 → water pump 7. Heat from the power battery pack 12 is exchanged through the third heat exchanger 10, and the refrigerant transfers the heat to the air conditioning system, which dissipates the heat to the air through the condenser 14.

[0105] 12. See Figure 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, the passenger compartment cooling scene is added. To implement 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.

[0106] In some usage scenarios, both hybrid and pure electric modes will appear. The following examples illustrate these scenarios:

[0107] 13. A water-source heat pump heats the power battery pack 12 and the passenger compartment. By activating the air conditioning system, waste heat from the motor system circuit 070 is absorbed by the third heat exchanger 10 and released to the passenger compartment circuit 020 via the first heat exchanger 3, achieving dual heating of the power battery pack 12 and the passenger compartment. During operation, the battery pack can be heated alone by shutting down the blower corresponding to the evaporator 13; alternatively, the passenger compartment can be heated alone by stopping the battery pack water pump 7. This mode reduces energy waste from converting electrical energy into heat by recycling motor heat and also reduces the amount of electricity consumed specifically for heat generation. This allows for coupled heat utilization between the motor system, power battery pack 12, and the passenger compartment, and also addresses heat shortages by leveraging the motor's active heat generation technology.

[0108] 13-1) See Figure 16 To achieve dual heating of the power battery pack 12 and the passenger compartment using a water-source heat pump, the air conditioner's main circuit 030 is in a self-circulating state, while the passenger compartment circuit 020 and the first battery pack circuit 010 are each in a closed-loop state. The specific flow paths of these three are not detailed here. The motor system circuit 070 is connected to the waste heat recovery circuit 080. The heat exchange medium flows through the following path: 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.

[0109] 13-2) See Figure 17 During the waste heat recovery process, if motor system circuit 070 lacks sufficient heat, heat can be quickly accumulated through thermal storage. During this heat storage period, compressor 1 can be switched to generate heat to provide passenger compartment and battery pack heating. The main flow path in this mode is similar to that in Mode 9, with the main difference being that motor system cooling circuit 050 and engine cooling circuit 060 are not in operation, and motor system cooling circuit 050 is switched to the closed-loop operation state of motor system circuit 070.

[0110] 14. See Figure 18The air-source heat pump achieves dual heating for the power battery pack 12 and the passenger compartment. It absorbs ambient heat through the first radiator 5, transfers it to the air conditioning system through heat exchange via the third heat exchanger 10, and then releases the refrigerant heat to the passenger compartment circuit 020 via the first heat exchanger 3, achieving dual heating for the battery pack and the passenger compartment. Because the heat pump system is utilized, the overall COP (cost of performance) is greater than 1, also saving energy. In this mode, the heat exchange medium on the coolant side flows through: 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 air conditioning main circuit 030 is in a self-circulating state, while the passenger compartment circuit 020 and the first battery pack circuit 010 are both in closed-loop operation and will not be further described here.

[0111] 15. See Figure 19 The modules within the power battery pack 12 will experience temperature differences. When this temperature difference exceeds a safe threshold, the power battery pack 12's temperature equalization function is triggered. Alternatively, if the power battery pack 12 experiences thermal runaway, this function can slow the rapid temperature rise, giving the driver sufficient time to escape. The heat exchange medium that achieves the power battery pack temperature equalization and thermal runaway control functions flows through the following path: water pump 7 → power battery pack 12 → valve port K3 → valve port K2 → water pump 7.

[0112] 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.

[0113] Compared with the prior art, the vehicle provided in this embodiment, by adopting the above-mentioned hybrid vehicle thermal management architecture, achieves 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 impact on cruising range, which is beneficial to improving the user experience.

[0114] 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 scope of protection 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); The hybrid vehicle thermal management architecture further comprises a motor system heat dissipation circuit (050), 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 communicate with 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 circuit (070) to self-circulate to achieve heat storage; The motor system heat dissipation circuit (050) and the waste heat recovery circuit (080) are connected via the first on-off control component (11); 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 allow the heat exchange medium flowing out of the first radiator (5) in the motor system heat dissipation circuit (050) to exchange heat with the main circuit (030) through the third heat exchanger (10); 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 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 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), and 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 uniformity 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); 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 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).

2. The hybrid vehicle thermal management architecture according to claim 1, 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) connected in series, and the hybrid vehicle thermal management architecture further comprises a motor system cooling overflow water supply flow path (100), wherein the inlet end of the motor system cooling overflow water supply 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).

3. The hybrid vehicle thermal management architecture according to claim 1, characterized in that: The hybrid vehicle thermal management architecture further includes 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 as to switch the states of the engine cooling circuit (060) and the passenger compartment circuit (020) between a self-circulating state, a first heat transfer state, and a second heat transfer state; In the self-circulating state, the engine heat dissipation circuit (060) is disconnected from the passenger compartment circuit (020), and the engine heat dissipation 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 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.

4. The hybrid vehicle thermal management architecture according to claim 3, characterized in that: The hybrid vehicle thermal management architecture further includes 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).

5. The hybrid vehicle thermal management architecture according to 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); and heat exchange is achieved between the main circuit (030) and the third battery pack circuit (140) via a third heat exchanger (10).

6. The hybrid vehicle thermal management architecture according to claim 5, characterized in that: An air conditioning control component is further provided between the main flow path (031), the branch flow path (032), the first branch flow path (033) and the second branch flow 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.

7. A vehicle, characterized in that: Comprising a hybrid vehicle thermal management architecture as described in any one of claims 1-6.

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