Hybrid thermal management architecture and hybrid vehicle

Abstract

The invention provides a hybrid power heat management framework and a hybrid power vehicle, and belongs to the technical field of vehicle heat management, and the hybrid power heat management framework comprises a battery loop, an air conditioner loop, a passenger compartment heating loop and a condensation heat exchanger. Compressor heat generation is achieved through an air conditioner loop, and double heating of a power battery pack and a passenger compartment is achieved on the premise that an electric heater is not arranged. The battery heat dissipation bypass branch, the power battery pack and the first on-off controller are connected in series to form a circulation loop, air conditioner cooling capacity can be transmitted to the power battery pack through the battery heat exchanger, and dual refrigeration of the power battery pack and the passenger compartment is achieved. Cooling of the refrigerant is achieved through the low-temperature radiator in the motor cooling loop, a refrigerant cooling device does not need to be independently arranged, the number of used parts is reduced, and the use cost is reduced. And by arranging the motor heat dissipation bypass branch and the auxiliary waste heat bypass branch, the scenes of water source heat pump heating, water source heat pump heat storage and air source heat pump heating are achieved, and the use scenes are richer.

Description

Technical Field

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

[0002] Hybrid vehicles are equipped with a dual drive system of electric motors and engines. The electric motors provide large torque instantly to ensure strong power output. Moreover, the coordinated work of the internal combustion engine and the electric motor achieves the optimal configuration of the power system, significantly reducing the load of the internal combustion engine, thereby reducing fuel consumption. In addition, hybrid vehicles can switch to pure electric mode when driving in the city, reducing fuel consumption and exhaust emissions. When driving at high speeds, the fuel engine can work efficiently. The overall fuel consumption is lower than that of traditional fuel vehicles, and exhaust emissions are also reduced, which is more environmentally friendly.

[0003] Power batteries and engines are the core power sources of hybrid vehicles. The problem of power battery range degradation in winter cannot be ignored. In addition to the reduction in the battery's own energy storage capacity, winter heating demand is also an important factor affecting the range. At present, in order to meet the heating needs, conventional positive temperature coefficient electric heaters are widely used, mainly because of their fast heating rate, simple control and high heat generation. In addition, the overall cost of the thermal management architecture is relatively high, including the large number of parts and the high cost of conventional positive temperature coefficient electric heaters, which makes it difficult to further optimize the cost of the vehicle, which is not conducive to improving the market competitiveness of the vehicle. Summary of the invention

[0004] Embodiments of the present invention provide a hybrid thermal management architecture and a hybrid vehicle, which aim to solve the problem that using conventional positive temperature coefficient electric heaters for winter heating has a significant negative impact on the cruising range, and the overall cost of using the thermal management architecture remains high.

[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 thermal management architecture, including: Battery circuit, air conditioning circuit, passenger compartment heating circuit, condensing heat exchanger, first on-off controller, motor cooling circuit and condenser cooling bypass branch; The battery circuit, the air conditioning circuit and the passenger compartment heating circuit are respectively connected to the condensing heat exchanger, so that the air conditioning circuit can perform heat exchange with the battery circuit and the passenger compartment heating circuit respectively; The condensing heat exchanger is arranged on the condenser heat dissipation bypass branch, the motor heat dissipation circuit is provided with a motor system component, the condenser heat dissipation bypass branch is connected in parallel with the motor system component, and the motor heat dissipation circuit and the condenser heat dissipation bypass branch are respectively connected to the first on-off controller; The first on-off controller can connect the condensing heat exchanger in series with the low-temperature radiator in the motor heat dissipation circuit to form a circulation circuit, and keep the motor heat dissipation circuit in self-circulation.

[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, electric heating blowers, water heating electric heaters and other electric heating devices are 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 storage capacity of the battery pack, it directly leads to a reduction in cruising range, affecting the user experience. In addition, the high cost of using electric heaters has a negative impact on improving the cost performance of the entire vehicle. Compared with the prior art, the scheme shown in the embodiment of the present application can increase the temperature of the refrigerant in the air-conditioning circuit when the compressor in the air-conditioning circuit is working in the heating state. The high-temperature refrigerant exchanges heat with the passenger compartment heating circuit through the condensing heat exchanger, and 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, the high-temperature refrigerant exchanges heat with the battery circuit through the condensing heat exchanger, and then transfers the heat to the power battery pack to achieve heating of the power battery pack, thereby maintaining the temperature of the power battery pack within the normal operating temperature range. During the cooling process of the air-conditioning circuit, The first on-off controller can connect the condensing heat exchanger and the low-temperature radiator in the motor cooling circuit in series to form a circulation circuit, and the motor cooling circuit and the condenser cooling bypass branch are operated in parallel. In addition to the cooling needs of each group of motor system components, a part of the coolant in the motor cooling circuit is diverted to the condenser cooling bypass branch. The refrigerant in the air conditioning circuit absorbs heat and flows through the condensing heat exchanger, and exchanges heat with the coolant in the condenser cooling bypass branch. The coolant absorbs the heat of the refrigerant and then re-converges into the motor cooling circuit, and dissipates heat through the low-temperature radiator to meet the cooling needs of the refrigerant. Since the compressor in the air conditioning circuit can compress the refrigerant when working, thereby increasing the temperature of the refrigerant, the compressor creates heat, and the air conditioning heating temperature is increased. Therefore, dual heating of the power battery pack 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 of dual heating of the passenger compartment and the power battery pack in winter, and can also effectively reduce the use cost by avoiding the use of electric heaters. At the same time, since heat exchange with the battery circuit and the passenger compartment heating circuit is achieved simultaneously through a condensing heat exchanger, the length of the heat exchange pipe is minimized to the greatest extent, thereby avoiding heat loss of the refrigerant or coolant during the circulation process and ensuring heating energy efficiency. In addition, in the traditional air-conditioning circulation loop, in order to achieve the cooling of the refrigerant, it is often necessary to set up a cooling device such as an outdoor heat exchanger, and the hybrid thermal management architecture of the present application uses the low-temperature radiator in the motor heat dissipation circuit to achieve the heat dissipation and cooling requirements of the refrigerant, that is, the low-temperature radiator is used to replace the outdoor heat exchanger and other cooling devices, so that the low-temperature radiator has a heat dissipation function that can adapt to more scenarios, and there is no need to set up a separate outdoor heat exchanger or other device for cooling the refrigerant, thereby reducing the number of components used and further reducing the cost of use.

[0007] In combination with the first aspect, in a possible implementation, the hybrid thermal management architecture further includes a first on-off controller, a battery heat dissipation bypass branch and a battery heat exchanger, the battery heat dissipation bypass branch is connected in parallel to the power battery pack in the battery circuit, the battery heat dissipation bypass branch performs heat exchange with the air conditioning circuit through the battery heat exchanger, and the battery heat dissipation bypass branch is connected to the first on-off controller; The first on-off controller can connect the power battery pack and the battery heat exchanger in series to form a circulation loop, so as to transfer the cold energy of the air-conditioning loop to the power battery pack through the battery heat exchanger.

[0008] A circulation loop is formed by connecting the battery heat dissipation bypass branch, the power battery pack and the first on-off controller in series. When the air-conditioning loop is cooling, its cold energy can be transferred to the power battery pack through the battery heat exchanger to achieve cooling of the power battery pack. In some scenarios, the air-conditioning loop also meets the cooling needs of the passenger compartment, thereby achieving dual cooling of the power battery pack and the passenger compartment through the air-conditioning loop, which enriches the usage scenarios.

[0009] In some embodiments, the motor heat dissipation circuit includes a motor liquid pump, a motor system component and a low-temperature radiator arranged in series, the liquid inlet end of the condenser heat dissipation bypass branch is connected between the motor liquid pump and the motor system component, and the liquid outlet end is connected between the low-temperature radiator and the motor system component.

[0010] The coolant in the motor heat dissipation circuit can effectively enter the condenser heat dissipation bypass branch when flowing out of the motor liquid pump. The coolant that absorbs the heat of the refrigerant and the coolant that absorbs the motor system components converge at the liquid inlet side of the low-temperature radiator at the same time, without affecting the heat dissipation of the motor system components.

[0011] In some embodiments, a one-way valve is provided in the area of ​​the condenser heat dissipation bypass branch near its own liquid outlet, and the one-way valve prevents the coolant in the motor heat dissipation circuit from flowing back from the liquid outlet of the condenser heat dissipation bypass branch to the condensing heat exchanger.

[0012] The condenser heat dissipation bypass branch can share the heat exchange channel in the same condensing heat exchanger with the battery circuit or the passenger compartment circuit, avoiding the problem of complex structure of the condensing heat exchanger and also helping to reduce the control difficulty of the first on-off controller.

[0013] In some embodiments, the hybrid thermal management architecture further includes a motor heat dissipation bypass branch and an auxiliary waste heat bypass branch, the motor heat dissipation bypass branch is connected in parallel to the motor system component, the auxiliary waste heat bypass branch is connected in parallel to the power battery pack, and the motor heat dissipation bypass branch and the auxiliary waste heat bypass branch are respectively connected to the first on-off controller; The first on-off controller can connect the motor system component, the motor heat dissipation bypass branch, the auxiliary waste heat bypass branch and the battery heat dissipation bypass branch to form a circulation loop; or The first on-off controller can connect the motor system component and the motor heat dissipation bypass branch to form a circulation loop; or The first on-off controller can connect the motor heat dissipation circuit, the auxiliary waste heat bypass branch and the battery heat dissipation bypass branch to form a circulation circuit.

[0014] This embodiment can realize the scenarios of water source heat pump heating, water source heat pump heat storage and air source heat pump heating, and the usage scenarios are more diverse.

[0015] In combination with the first aspect, in a possible implementation, the hybrid thermal management architecture further includes an engine bypass branch and a second on-off controller, the engine bypass branch is connected in parallel to a heater core in the passenger compartment heating circuit, and the second on-off controller is disposed between the passenger compartment heating circuit and the engine bypass branch; The second on-off controller can connect the engine in the engine bypass branch and the heater core in series to form a circulation loop; or The second on-off controller can connect the engine in the engine bypass branch in series with the heater core and the condensing heat exchanger to form a circulation loop.

[0016] When the engine water temperature is higher than the water temperature limit t1 that allows the use of heaters, the engine waste heat can be used to directly heat the heater core and the power battery pack to achieve passenger compartment heating and further reduce heating energy consumption.

[0017] In some embodiments, the second on-off controller includes a first three-way water valve and a second three-way water valve, the passenger compartment heating circuit also includes a passenger compartment heating liquid pump disposed on the liquid inlet side of the heater core, and the hybrid thermal management architecture also includes a heating bypass branch; The liquid inlet end of the heating bypass branch is connected to the liquid outlet side of the heater core through the first three-way water valve, and the liquid outlet end of the heating bypass branch is connected to the liquid inlet side of the passenger compartment heating liquid pump; The liquid outlet of the engine bypass branch is connected to the liquid inlet side of the passenger compartment heating liquid pump through the second three-way water valve, and the liquid inlet of the engine bypass branch is connected between the liquid outlet of the heating bypass branch and the second three-way water valve.

[0018] Through the cooperation of the first three-way water valve, the second three-way water valve and the heating bypass branch, the self-circulation of the passenger compartment heating circuit, the series circulation of the engine and the heater core, and the series circulation of the engine, the heater core and the condensing heat exchanger can be realized, and the circulation of the coolant in the passenger compartment heater circuit and the engine bypass branch can be reasonably controlled, making the structure of the second on-off controller simple and the control logic more reasonable.

[0019] In some embodiments, the condenser heat dissipation bypass branch has a liquid inlet side pipe and a liquid outlet side pipe, the liquid inlet side pipe includes a first heat dissipation pipe and a second heat dissipation pipe, the liquid outlet end of the first heat dissipation pipe is connected to the first on-off controller, and the liquid inlet end is connected to the liquid inlet side of the motor system component, the liquid outlet end of the second heat dissipation pipe is connected to the condensing heat exchanger, and the liquid inlet end is connected to the first on-off controller; the liquid outlet end of the liquid outlet side pipe is connected to the liquid outlet side of the motor system component, and the liquid inlet end is connected to the condensing heat exchanger.

[0020] This embodiment integrates the function of on-off control of the condenser heat dissipation bypass branch into the first on-off controller, reducing the number of valve settings, which not only reduces the number of component settings of the overall architecture, but also improves the simplicity of the control strategy, reduces the failure rate, and effectively reduces maintenance costs.

[0021] In some embodiments, the second heat dissipation pipe overlaps with a pipe in the battery circuit located on the liquid inlet side of the power battery pack.

[0022] When cooling the power battery pack, the pipes on the liquid inlet side of the power battery pack are used to participate in the heat dissipation process of the condensing heat exchanger, which does not affect the cooling effect on the power battery pack. At the same time, it can also reduce the number and length of the pipes, thereby reducing production costs.

[0023] In a second aspect, an embodiment of the present invention further provides a hybrid vehicle, comprising the above-mentioned hybrid thermal management architecture.

[0024] Compared with the prior art, the solution shown in the embodiment of the present application, by adopting the above-mentioned hybrid thermal management architecture, realizes dual heating of the power battery pack and the passenger compartment by creating heat through the compressor, which greatly reduces the power consumption pressure of dual heating of the passenger compartment and the power battery pack in winter, and can also effectively reduce the use cost by avoiding the use of electric heaters and traditional condensers. In addition, the setting length of the heat exchange pipeline is minimized to the greatest extent, thereby avoiding the heat loss of the refrigerant or coolant during the circulation process, and ensuring the heating energy efficiency. In addition, a low-temperature radiator is used to replace cooling devices such as outdoor heat exchangers, so that the low-temperature radiator has a heat dissipation function that can adapt to more scenarios, and there is no need to separately set up outdoor heat exchangers and other devices for cooling the refrigerant, thereby reducing the number of components used and further reducing the use cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A schematic diagram of a hybrid thermal management architecture provided by an embodiment of the present invention; Figure 2 A schematic diagram of mode 1) of a hybrid thermal management architecture provided by an embodiment of the present invention; Figure 3 A schematic diagram of mode 2) of a hybrid thermal management architecture provided by an embodiment of the present invention; Figure 4 A schematic diagram of mode 3) of a hybrid thermal management architecture provided by an embodiment of the present invention; Figure 5 A schematic diagram of mode 4) of a hybrid thermal management architecture provided by an embodiment of the present invention; Figure 6 A schematic diagram of mode 5) of a hybrid thermal management architecture provided by an embodiment of the present invention; Figure 7 A schematic diagram of mode 6) of a hybrid thermal management architecture provided by an embodiment of the present invention; Figure 8 A schematic diagram of mode 7) of a hybrid thermal management architecture provided by an embodiment of the present invention; Fig. 9 A schematic diagram of mode 8) of a hybrid thermal management architecture provided by an embodiment of the present invention; Fig.10 A schematic diagram of mode 9) of a hybrid thermal management architecture provided by an embodiment of the present invention; Fig.11 A schematic diagram of mode 10) of a hybrid thermal management architecture provided by an embodiment of the present invention; Fig.12 A schematic diagram of mode 11) of a hybrid thermal management architecture provided by an embodiment of the present invention; Fig.13 A schematic diagram of mode 12-1) of a hybrid thermal management architecture provided by an embodiment of the present invention; Fig.14 A schematic diagram of mode 12-2) of a hybrid thermal management architecture provided by an embodiment of the present invention; Fig.15 A schematic diagram of mode 13) of a hybrid thermal management architecture provided by an embodiment of the present invention; Fig.16 A schematic diagram of mode 14) of a hybrid thermal management architecture provided by an embodiment of the present invention; Description of reference numerals: 010, battery circuit; 011, air conditioning circuit; 012, passenger compartment heating circuit; 013, battery cooling bypass branch; 014, motor cooling circuit; 015, condenser cooling bypass branch; 016, motor overflow water replenishment branch; 017, motor cooling bypass branch; 018, auxiliary waste heat bypass branch; 019, engine bypass branch; 020, heating bypass branch; 021, engine cooling branch; 022, engine overflow Water replenishment branch; 023, high-temperature radiator overflow water replenishment branch; 1, condensing heat exchanger; 2, first on-off controller; 3, battery heat exchanger; 4, motor liquid pump; 5, motor system components; 6, low-temperature radiator; 7, one-way valve; 8, liquid inlet side pipeline; 810, first heat dissipation pipe; 9, liquid outlet side pipeline; 10, three-way pipe B; 11, four-way pipe; 12, three-way pipe A; 13, overflow tank A; 14, three-way pipe C; 15, three-way pipe D; 16 , second on-off controller; 1610, first three-way water valve; 1620, second three-way water valve; 17, heater core; 18, passenger compartment heating liquid pump; 19, three-way pipe E; 20, three-way pipe F; 21, engine liquid pump; 22, engine; 23, thermostat; 24, three-way pipe G; 25, three-way pipe H; 26, one-way flow limiting valve B; 27, overflow tank B; 28, one-way flow limiting valve A; 29, high-temperature radiator; 30, gas-liquid separator ; 31. Compressor; 32. Expansion valve A; 33. Expansion valve B; 34. Evaporator; 35. Refrigerant one-way valve; 36. Blower; 37. Refrigerant three-way pipe B; 38. Refrigerant three-way pipe A; 39. Refrigerant pressure sensor A; 40. Refrigerant temperature sensor B; 41. Refrigerant temperature sensor A; 42. Refrigerant temperature sensor C; 43. Refrigerant pressure sensor B; 44. Battery liquid pump; 45. Power battery pack; 46. Three-way pipe I. DETAILED DESCRIPTION

[0026] 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.

[0027] In the claims, specification and drawings of the present invention, unless otherwise clearly defined, the terms "first", "second" or "third" are used to distinguish different objects rather than to describe a specific order. In the claims, specification and drawings of the present invention, the terms "including", "having" and their variations are used to mean "including but not limited to".

[0028] The existing thermal management architecture, when encountering a mode with high demand for thermal energy such as dual heating of battery pack + passenger compartment, often uses conventional positive temperature coefficient electric heaters and other electric heating devices for auxiliary heating. For example, electric heating blowers, water heating electric heaters and other electric heating devices are set at 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. Combined with the impact of low temperatures in winter on the storage capacity of the battery pack, it directly leads to a decrease in cruising range, affecting the user experience. In addition, the high cost of using electric heaters has a negative impact on improving the cost performance of the entire vehicle. In addition, the existing air conditioning circulation loop absorbs heat from the high-temperature side (such as the battery circuit and the passenger compartment) during the cooling process, which increases the temperature of the refrigerant in its own flow path. The refrigerant needs to be dissipated and cooled to achieve continuous cooling of the high-temperature side components. In the traditional air conditioning circulation loop, a separate cooling device such as an outdoor heat exchanger needs to be set up to cool the refrigerant in the air conditioning loop when cooling. The use of outdoor heat exchangers also makes the cost of using the thermal management architecture high.

[0029] To solve the above problems, please also refer to Figure 1 , the hybrid thermal management architecture provided by the present invention is now described. The hybrid thermal management architecture includes a battery circuit 010, an air conditioning circuit 011, a passenger compartment heating circuit 012 and a condensing heat exchanger 1; the battery circuit 010, the air conditioning circuit 011 and the passenger compartment heating circuit 012 are respectively connected to the condensing heat exchanger 1, so that the air conditioning circuit 011 can perform heat exchange with the battery circuit 010 and the passenger compartment heating circuit 012 respectively. The hybrid thermal management architecture also includes a motor heat dissipation circuit 014 and a condenser heat dissipation bypass branch 015, the condensing heat exchanger 1 is arranged on the condenser heat dissipation bypass branch 015, a motor system component 5 is arranged in the motor heat dissipation circuit 014, the condenser heat dissipation bypass branch 015 is connected in parallel with the motor system component 5, the motor heat dissipation circuit 014 and the condenser heat dissipation bypass branch 015 are respectively connected to the first on-off controller 2, wherein the motor heat dissipation circuit 014 is used to dissipate heat from the motor system component 5.

[0030] In this embodiment, the air conditioning circuit 011 has devices such as a compressor 31 and an evaporator 34 that meet the basic functions of air conditioning, and the evaporator 34 can realize a refrigeration function.

[0031] Compared with the prior art, the hybrid thermal management architecture provided in the present embodiment is able to increase the temperature of the refrigerant in the air-conditioning circuit 011 when the compressor 31 in the air-conditioning circuit 011 is working in the heating state, and the high-temperature refrigerant exchanges heat with the passenger compartment heating circuit 012 through the condensing heat exchanger 1, and then transfers the heat to the warm air core 17 that supplies air to the passenger compartment, thereby realizing heating of the passenger compartment; at the same time, the high-temperature refrigerant exchanges heat with the battery circuit 010 through the condensing heat exchanger 1, and then transfers the heat to the power battery pack 45 to heat the power battery pack 45, thereby maintaining the temperature of the power battery pack 45 within the normal working temperature range. Since the compressor 31 in the air conditioning circuit 011 can compress the refrigerant when working, thereby increasing the temperature of the refrigerant, the compressor 31 creates heat, and the air conditioning heating temperature is increased, and then the dual heating of the power battery pack 45 and the passenger compartment can be achieved without setting an electric heater, and the air conditioning operation power is basically not increased, which greatly reduces the power consumption pressure for dual heating of the passenger compartment and the power battery pack 45 in winter, and can also effectively reduce the use cost by avoiding the use of electric heaters. At the same time, since heat exchange with the battery circuit 010 and the passenger compartment heating circuit 012 is achieved simultaneously through a condensing heat exchanger 1, the setting length of the heat exchange pipeline is minimized to the greatest extent, thereby avoiding heat loss of the refrigerant or coolant during the circulation process, and ensuring heating energy efficiency.

[0032] In the non-air-conditioning refrigeration state, the first on-off controller 2 can make the motor heat dissipation circuit 014 self-circulate to meet the basic heat dissipation requirements of the motor system component 5; in the process of cooling the air-conditioning circuit 011, the first on-off controller 2 can make the condensing heat exchanger 1 and the low-temperature radiator 6 in the motor heat dissipation circuit 014 connected in series to form a circulation circuit, and the motor heat dissipation circuit 014 and the condenser heat dissipation bypass branch 015 operate in parallel. In addition to being able to self-circulate, the coolant in the motor heat dissipation circuit 014 also has a part of the coolant that is diverted at the inlet side of the motor system component 5 and diverted to the condenser heat dissipation bypass branch 015. The coolant in the condenser heat dissipation bypass branch 015 absorbs the heat of the high-temperature refrigerant in the air-conditioning circuit 011 through the condensing heat exchanger 1. The coolant that absorbs the heat of the high-temperature refrigerant in the condenser heat dissipation bypass branch 015 is re-converged into the motor heat dissipation circuit 014 through the liquid outlet of the condenser heat dissipation bypass branch 015, and dissipates heat through the low-temperature radiator 6 to meet the refrigerant heat dissipation requirements. In a traditional air-conditioning circulation loop, in order to achieve the cooling of the refrigerant, it is often necessary to set up a cooling device such as an outdoor heat exchanger. The hybrid thermal management architecture of the present application uses the low-temperature radiator 6 in the motor heat dissipation loop 014 to achieve the heat dissipation and cooling requirements of the refrigerant. That is, the low-temperature radiator 6 is used to replace cooling devices such as an outdoor heat exchanger, so that the low-temperature radiator 6 has a heat dissipation function that can adapt to more scenarios. There is no need to separately set up an outdoor heat exchanger or other device for cooling the refrigerant, thereby reducing the number of components used and further reducing the cost of use.

[0033] In some embodiments, the condensing heat exchanger 1 is a shell-and-tube heat exchanger having a first heat exchange channel, a second heat exchange channel and a third heat exchange channel. The refrigerant in the air-conditioning circuit 011 flows through the first heat exchange channel, the coolant in the battery circuit 010 flows through the second heat exchange channel, and the coolant in the passenger compartment heating circuit 012 flows through the third heat exchange channel. By reasonably arranging the position of the first heat exchange channel, the first heat exchange channel is adjacent to the second heat exchange channel and the third heat exchange channel, respectively, thereby achieving the effect of transferring the heat of the refrigerant to the coolant in the battery circuit 010 and the coolant in the passenger compartment heating circuit 012, respectively.

[0034] In specific implementation, the implementation method of the condensing heat exchanger 1 is exemplified as follows: 1) The condensing heat exchanger 1 includes an inner casing, a middle casing and an outer casing which are sequentially sleeved from the inside to the outside, a second heat exchange channel is formed in the inner casing, a first heat exchange channel is formed between the inner casing and the middle casing, and a third heat exchange channel is formed between the middle casing and the outer casing. The condensing heat exchanger 1 constitutes a three-tube heat exchanger; 2) The condensing heat exchanger 1 includes an outer casing, a battery heat exchange pipe and a passenger compartment heat exchange pipe. The outer casing has a heat exchange inner cavity. The battery heat exchange pipe and the passenger compartment heat exchange pipe are respectively placed in the heat exchange inner cavity. The heat exchange inner cavity forms a first heat exchange channel, the battery heat exchange pipe forms a second heat exchange channel, and the passenger compartment heat exchange pipe forms a third heat exchange channel.

[0035] Furthermore, heat exchange can also occur between the second heat exchange channel and the third heat exchange channel, thereby enriching the usage scenarios. For example, after the coolant in the third heat exchange channel absorbs the heat of the refrigerant in the first heat exchange channel, it can also transfer its own heat to the coolant in the second heat exchange channel. The implementation method of the condensing heat exchanger 1 of this embodiment is exemplified as follows: 3) The condensing heat exchanger 1 is a three-dimensional shell-and-tube heat exchanger, which includes an inner shell, a middle shell and an outer shell that are sequentially connected from the inside to the outside, a first heat exchange channel is formed in the inner shell, a third heat exchange channel is formed between the inner shell and the middle shell, and a second heat exchange channel is formed between the middle shell and the outer shell.

[0036] In some embodiments, the hybrid thermal management architecture also includes a first on-off controller 2, a battery cooling bypass branch 013 and a battery heat exchanger 3. The battery cooling bypass branch 013 is connected in parallel with the power battery pack 45 in the battery circuit 010. The battery cooling bypass branch 013 exchanges heat with the air conditioning circuit 011 through the battery heat exchanger 3. The battery cooling bypass branch 013 is connected to the first on-off controller 2; the first on-off controller 2 can connect the power battery pack 45 and the battery heat exchanger 3 in series to form a circulation loop.

[0037] In this embodiment, a circulation loop is formed by connecting the battery heat dissipation bypass branch 013, the power battery pack 45 and the first on-off controller 2 in series, and the cold energy of the air-conditioning circuit 011 can be transferred to the power battery pack 45 through the battery heat exchanger 3 to realize the cooling of the power battery pack 45. At this time, in the original battery circuit 010, the pipeline on the liquid inlet side of the power battery pack 45 is isolated from the circulation loop formed by the power battery pack 45 and the first on-off controller 2 in series, and does not participate in the refrigeration cycle of the power battery pack 45. At this time, the three heat exchange channels of the condensing heat exchanger 1 are respectively used to circulate the refrigerant in the air-conditioning circuit 011, the coolant in the passenger compartment heating circuit 012 and the coolant in the condenser heat dissipation bypass branch 015 (that is, the condenser heat dissipation bypass branch 015 occupies the heat exchange channel in the condensing heat exchanger 1 that originally circulates the coolant in the battery circuit 010). There is no need to set an additional heat exchange channel in the condensing heat exchanger 1 that can adapt to the heat dissipation of the condensing heat exchanger 1, thereby avoiding the complication of the structure of the condensing heat exchanger 1. In some specific scenarios, the air-conditioning circuit 011 meets the cooling demand of the passenger compartment through the condensing heat exchanger 1, thereby realizing single cooling of the passenger compartment; the air-conditioning circuit 011 meets the cooling demand of the power battery pack 45 through the condensing heat exchanger 1, thereby realizing single cooling of the power battery pack 45; the air-conditioning circuit 011 meets the cooling demand of the passenger compartment through the condensing heat exchanger 1, and meets the cooling demand of the power battery pack 45 through the battery heat exchanger 3, thereby realizing dual cooling of the power battery pack 45 and the passenger compartment, and the usage scenarios are more diverse.

[0038] In some embodiments that can meet the requirement of dissipating heat from the refrigerant with the help of the motor heat dissipation circuit 014, the motor heat dissipation circuit 014 includes a motor liquid pump 4, a motor system component 5 and a low-temperature radiator 6 arranged in series, and the liquid inlet end of the condenser heat dissipation bypass branch 015 is located on the liquid inlet side of the motor liquid pump 4 and is arranged closer to the motor liquid pump 4, so as to utilize the circulating power generated by the motor liquid pump 4 to deliver the coolant into the condenser heat dissipation bypass branch 015.

[0039] In order to achieve the purpose of cooling the refrigerant by means of the motor cooling circuit 014, in other embodiments, see Figure 1 The motor heat dissipation circuit 014 includes a motor liquid pump 4, a motor system component 5 and a low-temperature radiator 6 which are arranged in series. The liquid inlet end of the condenser heat dissipation bypass branch 015 is connected between the motor liquid pump 4 and the motor system component 5, and the coolant in the motor heat dissipation circuit 014 can effectively enter the condenser heat dissipation bypass branch 015 when flowing out of the motor liquid pump 4; the liquid outlet end of the condenser heat dissipation bypass branch 015 is connected between the low-temperature radiator 6 and the motor system component 5, so that the coolant that absorbs the heat of the refrigerant and the coolant that absorbs the motor system component 5 are simultaneously merged into the liquid inlet side of the low-temperature radiator 6, without affecting the heat dissipation of the motor system component 5.

[0040] It should be noted that the motor system component 5 includes high and low voltage components such as motor controller, charger, DCDC, distribution unit, generator, drive motor, intelligent driving domain control, etc. These components will generate a lot of heat during operation, so heat dissipation is required.

[0041] In addition, it should be noted that the description of "the liquid inlet end of the condenser heat dissipation bypass branch 015" does not limit the number of liquid inlets actually provided in the condenser heat dissipation bypass branch 015. When the pipeline is specifically provided, a liquid inlet manifold can be arranged in the liquid inlet section of the condenser heat dissipation bypass branch 015 to form multiple liquid inlets, each of which can be called the liquid inlet end of the condenser heat dissipation bypass branch 015; or, only one pipeline can be arranged in the liquid inlet section of the condenser heat dissipation bypass branch 015, so that the condenser heat dissipation bypass branch 015 has one liquid inlet, and this single liquid inlet is the liquid inlet end of the condenser heat dissipation bypass branch 015. If the condenser heat dissipation bypass branch 015 has multiple liquid inlets, the aforementioned “the liquid outlet end of the condenser heat dissipation bypass branch 015 is connected between the low-temperature radiator 6 and the motor system component 5” specifically means: some of the liquid inlets of the condenser heat dissipation bypass branch 015 are located between the low-temperature radiator 6 and the motor system component 5, and the remaining liquid inlets are located at other positions of the motor heat dissipation circuit 014; or, all of the liquid inlets of the condenser heat dissipation bypass branch 015 are located between the low-temperature radiator 6 and the motor system component 5.

[0042] Of course, the description of the "liquid outlet end of the condenser heat dissipation bypass branch 015" is similar to that of the liquid inlet end, and will not be repeated here.

[0043] In some embodiments, see Figure 1 A one-way valve 7 is provided in the area near the liquid outlet of the condenser heat dissipation bypass branch 015. The one-way valve 7 prevents the coolant in the motor heat dissipation circuit 014 from flowing back to the condensing heat exchanger 1 from the liquid outlet of the condenser heat dissipation bypass branch 015. There is no need to additionally provide a control valve at the liquid inlet and / or liquid outlet of the condenser heat dissipation bypass branch 015. One-way flow control of the coolant in the condenser heat dissipation bypass branch 015 can also be achieved, making the structure of the condenser heat dissipation bypass branch 015 simpler. There is no need to electrically control the switch of the valve, and the purpose of making the condenser heat dissipation bypass branch 015 conductive can be achieved as needed. The overall control strategy of the architecture is relatively simple, and the use and maintenance costs are low.

[0044] In some embodiments, see Figure 1, the condenser heat dissipation bypass branch 015 has a liquid inlet side pipe 8 and a liquid outlet side pipe 9, the liquid inlet side pipe 8 includes a first heat dissipation pipe 810 and a second heat dissipation pipe, the liquid outlet end of the first heat dissipation pipe 810 is connected to the first on-off controller 2, the liquid inlet end is connected to the liquid inlet side of the motor system component 5, the liquid outlet end of the second heat dissipation pipe is connected to the condensing heat exchanger 1, and the liquid inlet end is connected to the first on-off controller 2; the liquid outlet end of the liquid outlet side pipe 9 is connected to the liquid outlet side of the motor system component 5, and the liquid inlet end is connected to the condensing heat exchanger 1; the liquid inlet side pipe 8, the condensing heat exchanger 1, the one-way valve 7 and the liquid outlet side pipe 9 together constitute the condenser heat dissipation bypass branch 015. The first on-off controller 2 is set as a multi-channel controller. In this embodiment, the on-off control function of the condenser heat dissipation bypass branch 015 is integrated into the first on-off controller 2, reducing the number of valve settings, which not only reduces the number of components set in the overall architecture, but also improves the simplicity of the control strategy, reduces the failure rate, and effectively reduces the maintenance cost.

[0045] Optionally, the liquid outlet side pipe 9 forms a manifold structure with the pipe of the battery circuit 010, that is, the liquid inlet end of the liquid outlet side pipe 9 is connected to the battery circuit 010, thereby shortening the length of the pipe layout and avoiding the setting of a complex joint structure on the outlet side of the condensing heat exchanger 1, which is conducive to further reducing the cost of use.

[0046] Based on the above embodiments, see Figure 1 , the second heat dissipation pipe overlaps with the pipe on the liquid inlet side of the power battery pack 45 in the battery circuit 010. The situation where the condensing heat exchanger 1 needs to dissipate heat through the low-temperature radiator 6 is the scenario of cooling the passenger compartment and / or the power battery pack. Taking the case of cooling the power battery pack 45 as an example, the power battery pack 45 and the battery heat exchanger 3 are connected in series to form a circulation loop. In the battery circuit 010, the pipe on the liquid inlet side of the power battery pack 45 is idle. At this time, the pipe on the liquid inlet side of the power battery pack 45 is used to participate in the heat dissipation process of the condensing heat exchanger 1, which does not affect the cooling effect of the power battery pack 45, and at the same time can reduce the number and length of the pipes, thereby reducing the production cost.

[0047] For specific implementation, see Figure 1, the condenser heat dissipation bypass branch 015 is connected in series with the condensing heat exchanger 1 and the one-way valve 7, and the liquid inlet end of the condenser heat dissipation bypass branch 015 is connected to the motor heat dissipation circuit 014 through the three-way pipe B10. Specifically, the three-way pipe B10 is located between the liquid outlet side of the motor liquid pump 4 and the liquid inlet side of the motor system component 5, two ports of the three-way pipe B10 are connected to the motor heat dissipation circuit 014, and the other port is connected to the first on-off controller 2 through the pipeline in the condenser heat dissipation bypass branch 015; the liquid outlet end of the condenser heat dissipation bypass branch 015 is connected between the motor system component 5 and the low-temperature radiator 6 in the motor heat dissipation circuit 014 through the four-way pipe 11, two ports of the four-way pipe 11 are connected to the motor heat dissipation circuit 014, and the remaining one port is connected to the liquid outlet end of the condenser heat dissipation bypass branch 015, and the liquid inlet end of the motor heat dissipation bypass branch 017 is connected to the last port of the four-way pipe 11.

[0048] The above embodiments mainly list the implementation method in which the first on-off control is set on the condenser heat dissipation bypass branch. In other implementation methods, the first on-off controller 2 is set at the intersection of the liquid inlet end of the condenser heat dissipation bypass branch 015 and the motor heat dissipation circuit 014, which is not shown in the figure.

[0049] In some specific embodiments of the motor cooling circuit 014, see Figure 1 The motor cooling circuit 014 is connected in series with the motor liquid pump 4, the three-way pipe B10, the motor system component 5, the low-temperature radiator 6, the three-way pipe A12 and the first on-off controller 2, and the three-way pipe B10 is located between the motor liquid pump 4 and the motor system component 5. In order to avoid the problem of excessive gas mixing into the coolant during circulation, which affects the heat exchange efficiency and circulation stability, and to reduce the difficulty of replenishing the loss medium, the hybrid thermal management architecture also includes a motor overflow water replenishment branch 016, which has an overflow tank A13, the liquid inlet end of the overflow tank A13 is connected to the low-temperature radiator 6, and the liquid outlet end is connected to one of the ports of the three-way pipe A12, and the other two ports of the three-way pipe A12 are connected to the motor cooling circuit 014.

[0050] More specifically, the liquid inlet end of the battery heat dissipation bypass branch 013 is connected to the battery circuit 010 through a three-way pipe C14, and the liquid inlet end of the auxiliary waste heat bypass branch 018 is connected to the battery heat dissipation bypass branch 013 through a three-way pipe D15.

[0051] In some embodiments, see Figure 1The hybrid thermal management architecture also includes a motor heat dissipation bypass branch 017 and an auxiliary waste heat bypass branch 018. The motor heat dissipation bypass branch 017 is connected in parallel to the motor system component 5, and the auxiliary waste heat bypass branch 018 is connected in parallel to the power battery pack 45. The motor heat dissipation bypass branch 017 and the auxiliary waste heat bypass branch 018 are respectively connected to the first on-off controller 2. Based on this, this embodiment has the following usage scenarios: 1) The first on-off controller 2 can connect the motor system component 5, the motor heat dissipation bypass branch 017, the auxiliary waste heat bypass branch 018 and the battery heat dissipation bypass branch 013 to form a circulation loop. Through this circulation loop, the waste heat of the motor system component 5 can be directly transferred to the battery heat exchanger 3 on the battery heat dissipation bypass branch 013 through the motor heat dissipation bypass branch 017. The battery heat exchanger 3 can transfer the heat to the air conditioning circuit 011, so as to achieve the purpose of heating the power battery pack 45 and the passenger compartment by using the water source heat pump. In this scenario, the waste heat of the motor system component 5 is recovered, which reduces the energy consumption of converting electrical energy into heat energy (that is, the energy consumption of using the compressor 31 to increase the temperature of the refrigerant), effectively solving the problem of insufficient heat energy.

[0052] It should be noted that a blower 36 is provided corresponding to the evaporator 34 in the air-conditioning circuit 011. The blower 36 corresponds not only to the evaporator 34, but also to the heater core 17. The blower 36 can blow the evaporator 34 to blow the cold air of the evaporator 34 to the passenger compartment, and can blow the heater core 17 to deliver the hot air to the passenger compartment. If both the battery circuit 010 and the passenger compartment heating circuit 012 are kept in a circulation state, and the blower 36 is continuously running, the heat in the air conditioning circuit 011 can be transferred to the power battery pack 45 and the heater core 17 through the condensing heat exchanger 1, respectively, to achieve dual heating of the power battery pack 45 and the passenger compartment; if both the battery circuit 010 and the passenger compartment heating circuit 012 are kept in a circulation state, but the blower 36 is turned off, the passenger compartment heating function is turned off, and although the passenger compartment heating circuit 012 and the air conditioning circuit 011 can exchange heat through the condensing heat exchanger 1, the heat is not transported to the passenger compartment, and the air conditioning circuit 011 can still achieve Heating of the power battery pack 45; if the passenger compartment heating circuit 012 maintains a circulation state and the blower 36 continues to run, but the battery liquid pump 44 stops operating, the coolant in the battery circuit 010 does not circulate, and the heat in the air-conditioning circuit 011 cannot be transferred to the power battery pack 45, but the heating of the passenger compartment is still maintained; if the battery circuit 010 maintains a circulation state, the coolant in the passenger compartment heating circuit 012 does not circulate, then at this time, regardless of whether the blower 36 is running or not, the heat in the air-conditioning circuit 011 cannot be transferred to the heater core 17, and the passenger compartment heating function cannot be achieved, but the function of heating the power battery pack 45 can still be achieved.

[0053] 2) If the problem of insufficient heat occurs during the waste heat recovery process of the motor system component 5, the first on-off controller 2 controls the motor system component 5 and the motor heat dissipation bypass branch 017 to form a circulation loop, so that the heat of the motor system component 5 is continuously circulated and accumulated through the motor heat dissipation bypass branch 017 to achieve the heat storage function. At this time, the battery circuit 010 circulates automatically, and the compressor 31 of the air conditioning circuit 011 generates heat to heat the passenger compartment heating circuit 012 and the battery circuit 010.

[0054] 3) The first on-off controller 2 can connect the motor heat dissipation circuit 014, the auxiliary waste heat bypass branch 018 and the battery heat dissipation bypass branch 013 to form a circulation circuit. In this circulation circuit, the low-temperature radiator 6 absorbs ambient heat into the coolant in the motor heat dissipation circuit 014, and then conducts the heat of the coolant to the refrigerant in the air conditioning circuit 011 through the battery heat exchanger 3. When the air conditioning circuit 011 is in the heating state, the water source heat pump heats the power battery pack 45 and the passenger compartment. This scenario realizes indirect air source heat pump heating, and the overall energy efficiency COP is greater than 1, which has the effect of energy saving and consumption reduction.

[0055] In some embodiments, see Figure 1 The hybrid thermal management architecture also includes an engine bypass branch 019 and a second on-off controller 16. The engine bypass branch 019 is connected in parallel to the heater core 17 in the passenger compartment heating circuit 012. The second on-off controller 16 is arranged between the passenger compartment heating circuit 012 and the engine bypass branch 019.

[0056] Based on this, the second on-off controller 16 can connect the engine 22 in the engine bypass branch 019 in series with the heater core 17 to form a circulation loop. When the water temperature of the engine 22 is higher than the water temperature limit t1 allowing the use of heaters, the waste heat of the engine 22 can be used to directly heat the heater core 17 to achieve passenger compartment heating and further reduce heating energy consumption.

[0057] Alternatively, the second on-off controller 16 can connect the engine 22 in the engine bypass branch 019 in series with the heater core 17 and the condensing heat exchanger 1 to form a circulation loop. At this time, the waste heat of the engine 22 is transferred to the heater core 17 and the condensing heat exchanger 1 along this circulation loop. The heater core 17 realizes heating of the passenger compartment, and the condensing heat exchanger 1 can perform heat exchange with the battery circuit 010 to realize heating of the power battery pack 45.

[0058] In some embodiments of the second on-off controller 16, see Figure 1The second on-off controller 16 includes a first three-way water valve 1610 and a second three-way water valve 1620. The passenger compartment heating circuit 012 also includes a passenger compartment heating liquid pump 18 arranged on the liquid inlet side of the heater core 17. The hybrid thermal management architecture also includes a heating bypass branch 020. The liquid inlet end of the heating bypass branch 020 is connected to the liquid outlet side of the heater core 17 through the first three-way water valve 1610, and the liquid outlet end of the heating bypass branch 020 is connected to the liquid inlet side of the passenger compartment heating liquid pump 18; the liquid outlet end of the engine bypass branch 019 is connected to the liquid inlet side of the passenger compartment heating liquid pump 18 through the second three-way water valve 1620, and the liquid inlet end of the engine bypass branch 019 is connected between the liquid outlet end of the heating bypass branch 020 and the second three-way water valve 1620. The second on-off controller 16 of this embodiment can realize the self-circulation of the passenger compartment heating circuit 012, the series circulation of the engine 22 and the heater core 17, the series circulation of the engine 22, the heater core 17 and the condensing heat exchanger 1 through the cooperation of the first three-way water valve 1610, the second three-way water valve 1620 and the heating bypass branch 020, and reasonably controls the circulation of the coolant in the passenger compartment heater circuit and the engine bypass branch 019, so that the structure of the second on-off controller 16 is simple and the control logic is more reasonable.

[0059] Optionally, a three-way pipe E19 is provided in the middle of the heating bypass branch 020, two ports of the three-way pipe E19 are respectively connected to the heating bypass branch 020, and the other port is connected to the passenger compartment heating circuit 012; a three-way pipe F20 is provided at the liquid outlet end of the heating bypass branch 020, the first port of the three-way pipe F20 is connected to the liquid outlet end of the heating bypass branch 020, the second port is connected to the passenger compartment heating circuit 012, and the third port is connected to the liquid inlet end of the engine bypass branch 019.

[0060] Optionally, the engine bypass branch 019 includes an engine liquid pump 21, an engine 22 and a thermostat 23 arranged in series, and a three-way pipe G24 is provided on the liquid inlet side of the engine liquid pump 21. The first port of the three-way pipe G24 is connected to the three-way pipe F20 through the pipeline of the engine bypass branch 019, the second port is connected to the engine liquid pump 21 through the pipeline of the engine bypass branch 019, and the third port is connected to the liquid outlet end of the engine cooling branch 021.

[0061] Optionally, a three-way pipe H25 is provided on the engine cooling branch 021 , two ports of the three-way pipe H25 are respectively connected to the engine cooling branch 021 , and the other port is connected to the liquid outlet of the engine overflow water replenishment branch 022 .

[0062] In some embodiments, see Figure 1The hybrid thermal management architecture also includes an engine cooling branch 021, and the engine bypass branch 019 also has a thermostat 23 arranged on the liquid outlet side of the engine 22. The engine cooling branch 021 is connected in series with the engine 22 and the thermostat 23. Among them, the implementation of the thermostat 23 includes but is not limited to a wax thermostat, a paraffin thermostat, an electronic thermostat, etc., which can meet the requirements of the temperature control switch. The engine cooling branch 21 of this embodiment can meet the heat dissipation requirements of the engine 22. It forms a large circulation loop for the heat dissipation of the engine 22 by connecting it in series with the engine bypass branch 019. The thermostat 23 can control the circulation of the large circulation loop. When the engine 22 is in a warm-up state, the coolant of the engine 22 is prevented from circulating in a large amount, ensuring that the temperature of the engine 22 rises quickly to the specified working temperature.

[0063] Based on the above embodiments, see Figure 1 , the engine bypass branch 019 includes a high-temperature radiator 29 connected in series to the engine 22. In order to avoid the problem of excessive gas mixing into the coolant during circulation, which affects the heat exchange efficiency and circulation stability, and to reduce the difficulty of replenishing the loss medium, the hybrid thermal management architecture also includes an engine overflow water replenishment branch 022 and a high-temperature radiator overflow water replenishment branch 023. The liquid inlet end of the engine overflow water replenishment branch 022 is connected to the engine 22, and the liquid outlet end is connected between the liquid inlet side of the high-temperature radiator 29 and the liquid outlet side of the high-temperature radiator 29; the liquid inlet end of the high-temperature radiator overflow water replenishment branch 023 is connected to the high-temperature radiator 29, and the liquid outlet end is connected to the engine overflow water replenishment branch 022.

[0064] Specifically, the engine overflow water replenishment branch 022 has a one-way limiting valve B26 and an overflow tank B27 connected in series. The liquid inlet end of the one-way limiting valve B26 is connected to the engine 22, and the liquid outlet end of the overflow tank B27 is connected to the engine cooling branch 021 through a three-way pipe H25.

[0065] Optionally, the high-temperature radiator overflow water supply branch 023 has a one-way limiting valve A28, the liquid inlet end of the one-way limiting valve A28 is connected to the high-temperature radiator 29, and the liquid outlet end is connected to the engine overflow water supply branch 022 through a three-way pipe I46. Specifically, the three-way pipe I46 is arranged between the one-way limiting valve B26 and the overflow tank B27, two ports of which are connected to the engine overflow water supply branch 022, and correspond to the liquid inlet side of the overflow tank B27 and the liquid outlet side of the one-way limiting valve B26, respectively, and the remaining port is connected to the liquid outlet end of the high-temperature radiator overflow water supply branch 023.

[0066] In some specific embodiments of the air conditioning circuit 011, the main passage of the air conditioning circuit 011 is connected in series with the gas-liquid separator 30, the compressor 31 and the condensing heat exchanger 1, and two branch passages are formed between the outlet side of the condensing heat exchanger 1 and the inlet side of the gas-liquid separator 30, one of which is connected in series with the expansion valve A32 and the battery heat exchanger 3, and the other branch passage is connected in series with the expansion valve B33, the evaporator 34 and the refrigerant check valve 35. Among them, a blower 36 is also correspondingly arranged next to the evaporator 34, and the air outlet side of the blower 36 corresponds not only to the evaporator 34, but also to the warm air core 17.

[0067] Optionally, in order to achieve effective connection between the branch passages and the main passage, the inlet ends of the two branch passages are connected to the main passage through a refrigerant three-way pipe B37, and the outlet ends of the two branch passages are connected to the main passage through a refrigerant three-way pipe A38.

[0068] Optionally, the expansion valve A32 is an electrically controlled expansion valve, the expansion valve B33 is a thermal expansion valve with a cut-off function, and the refrigerant one-way valve 35 can only allow the refrigerant to flow from the evaporator 34 to the outlet end of the branch passage.

[0069] The cut-off thermal expansion valve is a mechanical automatic control valve that uses the change in the superheat of the refrigerant at the evaporator outlet to adjust the valve opening, thereby controlling the refrigerant flow entering the evaporator. By controlling the working state of the evaporator 34, the opening of the expansion valve B33 can be controlled. There is no need to electrically control the expansion valve B33, which simplifies the control strategy. The cut-off thermal expansion valve is mainly composed of a valve body, a valve needle, a diaphragm, a spring, a temperature-sensing package, and a pressure-equalizing tube. The temperature-sensing package is connected to the evaporator outlet through a capillary tube to sense the change in the saturation temperature of the refrigerant and adjust the opening of the valve needle through the interaction between the diaphragm and the spring. The specific structure can refer to the existing cut-off thermal expansion valve, which will not be repeated here.

[0070] The expansion valve A32 adopts an electronically controlled expansion valve, which is driven by a stepper motor or a servo motor. The controller receives temperature, pressure and other sensor signals, and outputs control signals in combination with the control algorithm to accurately adjust the valve opening, thereby realizing active control of the on-off of the branch passage where the battery heat exchanger 3 is located, and the control accuracy is higher. The electronically controlled expansion valve is mainly composed of a valve body, a valve needle, a motor, a driver and a controller. The controller calculates and outputs control signals according to the system operating parameters. After receiving these signals, the driver drives the motor to accurately adjust the valve needle position, change the valve opening and flow area, and realize continuous regulation of the refrigerant flow. The specific structure can refer to the existing electronically controlled expansion valve, which will not be repeated here.

[0071] Optionally, in order to monitor the refrigerant circulation temperature and pressure, a refrigerant pressure sensor A39 and a refrigerant temperature sensor B40 are sequentially provided between the gas-liquid separator 30 and the compressor 31 to monitor the temperature and pressure of the refrigerant before entering the compressor 31; a refrigerant temperature sensor A41 is provided between the compressor 31 and the condensing heat exchanger 1 to monitor the temperature of the refrigerant discharged from the compressor 31; a refrigerant temperature sensor C42 and a refrigerant pressure sensor B43 are sequentially provided between the condensing heat exchanger 1 and the branch passage to monitor the temperature and pressure of the refrigerant after heat exchange.

[0072] In some specific embodiments of the first on-off controller 2, the first on-off controller 2 is a multi-way valve, which has valve ports A1, A2, A3, A4, A5, A6, A7 and A8. Based on this, the specific connection methods of the above-mentioned circuits and branches with the first on-off controller 2 are as follows: the liquid outlet of the low-temperature radiator 6 is connected to the valve port A1, and the liquid inlet of the motor liquid pump 4 is connected to the valve port A7; the liquid inlet of the battery heat dissipation bypass branch 013 is connected to the valve port A2, and the liquid outlet is connected to the liquid inlet side of the power battery pack 45 in the battery circuit 010; the liquid inlet of the battery circuit 010 is connected to the valve port A5, and the liquid outlet is connected to the valve port A4; the first heat dissipation pipe 810 of the pipeline between the liquid inlet side of the first on-off controller 2 and the motor heat dissipation circuit 014, the liquid outlet of the first heat dissipation pipe 810 is connected to the valve port A6; the liquid outlet of the motor heat dissipation bypass branch 017 is connected to the valve port A8.

[0073] The first three-way water valve 1610 has valve ports B1, B2 and B3, wherein the valve ports B1 and B2 are respectively connected to the passenger compartment heating circuit 012, and the valve port B3 is connected to the liquid inlet end of the heating bypass branch 020. The second three-way water valve 1620 has valve ports C1, C2 and C3, wherein the valve port C1 is connected to the liquid outlet end of the engine bypass branch 019, and the valve ports C2 and C3 are respectively connected to the passenger compartment heating circuit 012.

[0074] Based on the above-mentioned configuration of the first on-off controller 2 and the second on-off controller, the usage mode of the hybrid thermal management architecture of the present application is exemplified as follows: 1) See Figure 2 In hybrid mode, there is no need for cooling or heating the passenger compartment, there is no need for cooling or heating the power battery pack 45, and both the motor system component 5 and the engine 22 need to be cooled.

[0075] The engine cooling branch 021 flows, and the flow path that meets the heat dissipation of the engine 22 is: engine liquid pump 21→engine 22→thermostat 23→high temperature radiator 29→tee pipe H25→tee pipe G24→engine liquid pump 21. The flow path of the engine overflow water replenishment branch 022 is: engine liquid pump 21→engine 22→one-way limiting valve B26→tee pipe I46→overflow tank B27→tee pipe H25→tee pipe G24→engine liquid pump 21. The flow path of the high temperature radiator overflow water replenishment branch 023 is: high temperature radiator 29→one-way limiting valve A28→tee pipe I46→overflow tank B27→tee pipe H25→tee pipe G24→engine liquid pump 21→engine 22→thermostat 23→high temperature radiator 29. The flow path of the motor heat dissipation circuit 014 is: motor liquid pump 4 → tee pipe B10 → motor system component 5 → cross pipe 11 → low-temperature radiator 6 → tee pipe A12 → valve port A1 → valve port A7 → motor liquid pump 4. The flow path of the motor overflow water replenishment branch 016 is: low-temperature radiator 6 → overflow tank A13 → tee pipe A12 → valve port A1 → valve port A7 → motor liquid pump 4 → tee pipe B10 → motor system component 5 → cross pipe 11 → low-temperature radiator 6.

[0076] 2) See Figure 3 In hybrid mode, there is no need for cooling or heating in the passenger compartment, the motor system component 5 and the engine 22 both need to be cooled, and the power battery pack 45 is passively cooled.

[0077] The flow modes of the engine cooling branch 021, the engine overflow water replenishment branch 022, the high temperature radiator overflow water replenishment branch 023, and the motor overflow water replenishment branch 016 are the same as those in mode 1), and will not be repeated here. The flow path that satisfies the cooling of the motor system component 5 and the power battery pack 45 is: motor liquid pump 4→tee pipe B10→motor system component 5→four-way pipe 11→low temperature radiator 6→tee pipe A12→valve port A1→valve port A3→tee pipe D15→tee pipe C14→battery liquid pump 44→power battery pack 45→valve port A4→valve port A7→motor liquid pump 4.

[0078] 3) See Figure 4 In hybrid mode, there is no need for cooling or heating in the passenger compartment, the motor system component 5 and the engine 22 both need to be cooled, and the power battery pack 45 is actively cooled.

[0079] The circulation mode of the engine cooling branch 021, the engine overflow water replenishment branch 022, the high temperature radiator overflow water replenishment branch 023, the motor cooling circuit 014 and the motor overflow water replenishment branch 016 is the same as that of mode 1), and will not be repeated here. The flow path of the air conditioning refrigerant is: compressor 31 → refrigerant temperature sensor A41 → condensing heat exchanger 1 → refrigerant temperature sensor C42 → refrigerant pressure sensor B43 → refrigerant three-way pipe B37 → expansion valve A32 → battery heat exchanger 3 → refrigerant three-way pipe A38 → gas-liquid separator 30 → refrigerant pressure sensor A39 → refrigerant temperature sensor B40 → compressor 31, at this time, the expansion valve B33 is in a closed state. The flow path for cooling the power battery pack 45 is: battery liquid pump 44 → power battery pack 45 valve port A4 → valve port A2 → battery heat exchanger 3 → three-way pipe D15 → three-way pipe C14 → battery liquid pump 44. The condensing heat exchanger 1 is cooled by the low-temperature radiator 6 to meet the heat dissipation demand of the air-conditioning circuit 011. The specific flow path is: motor liquid pump 4→tee pipe B10 valve port A6→valve port A5→condensing heat exchanger 1→check valve 7→four-way pipe 11→low-temperature radiator 6→tee pipe A12→valve port A1→valve port A7→motor liquid pump 4. At this time, the heat dissipation of the motor system component 5 and the heat dissipation of the condensing heat exchanger 1 run in parallel.

[0080] 4) See Figure 5 In hybrid mode, the passenger compartment needs cooling, the motor system component 5 and the engine 22 both need cooling, and the power battery pack 45 is actively cooled, that is, the passenger compartment and the power battery pack 45 are dual-cooled through the air-conditioning circuit 011.

[0081] The flow modes of the engine cooling branch 021, the engine overflow water supply branch 022, the high temperature radiator overflow water supply branch 023, the motor cooling circuit 014, the motor overflow water supply branch 016, the cooling flow path of the power battery pack 45 and the cooling flow path of the condensing heat exchanger 1 are the same as those in mode 1), and will not be repeated here. Compared with mode 3), the expansion valve B33 in the air conditioning circuit 011 is opened to achieve passenger compartment cooling. The passenger compartment cooling flow path is: compressor 31→refrigerant temperature sensor A41→condensing heat exchanger 1→refrigerant temperature sensor C42→refrigerant pressure sensor B43→refrigerant three-way pipe B37→expansion valve B33→evaporator 34→refrigerant one-way valve 35→refrigerant three-way pipe A38→gas-liquid separator 30→refrigerant pressure sensor A39→refrigerant temperature sensor B40→compressor 31. At this time, the blower 36 is turned on to blow the cooling capacity of the evaporator 34 to the passenger compartment.

[0082] 5) See Figure 6 In hybrid mode, the passenger compartment needs heating, the motor system component 5 and the engine 22 need to be cooled, and the power battery pack 45 does not need to be cooled or heated. If the water temperature of the engine 22 is higher than the water temperature limit t1 that allows the use of warm air, the waste heat of the engine 22 can be used to heat the passenger compartment.

[0083] The flow modes of the engine cooling branch 021, the engine overflow water replenishment branch 022, the high temperature radiator overflow water replenishment branch 023, the motor cooling circuit 014 and the motor overflow water replenishment branch 016 are the same as those in mode 1), and will not be repeated here. The flow path of the passenger compartment heating circuit 012 is: passenger compartment heating liquid pump 18 → heater core 17 → valve port B1 → valve port B3 → tee pipe E19 → tee pipe F20 → tee pipe G24 → engine liquid pump 21 → engine 22 → thermostat 23 → valve port C1 → valve port C2 → passenger compartment heating liquid pump 18. At this time, the air conditioning circuit 011 and the battery circuit 010 are both in non-operating state.

[0084] 6) See Figure 7 In hybrid mode, the passenger compartment and the power battery pack 45 both need heating, and the motor system component 5 and the engine 22 both need cooling. If the water temperature of the engine 22 is higher than the water temperature limit t1 that allows the use of warm air, the waste heat of the engine 22 can be used to heat the passenger compartment and the power battery pack 45.

[0085] The flow modes of the engine cooling branch 021, the engine overflow water replenishment branch 022, the high temperature radiator overflow water replenishment branch 023, the motor cooling circuit 014 and the motor overflow water replenishment branch 016 are the same as those in mode 1), and will not be repeated here. The battery circuit 010 flows, and its path is: battery liquid pump 44→power battery→valve port A4→valve port A5→condensing heat exchanger 1→tee pipe C14→battery liquid pump 44. The flow path that meets the passenger compartment heating is: passenger compartment heating liquid pump 18→heating core 17→valve port B1→valve port B2→condensing heat exchanger 1→tee pipe E19→tee pipe F20→tee pipe G24→engine liquid pump 21→engine 22→thermostat 23→valve port C1→valve port C2→passenger compartment heating liquid pump 18. The waste heat of the engine 22 directly heats the heater core 17 , and the waste heat of the engine 22 heats the power battery pack 45 through the condensing heat exchanger 1 .

[0086] 7) See Figure 8 In the hybrid mode, the passenger compartment and the power battery pack 45 both need heating, the motor system component 5 needs cooling, the engine 22 is in the warm-up stage, the water temperature of the engine 22 does not reach the opening threshold of the thermostat 23, but meets the water temperature requirement for heating.

[0087] The engine cooling branch 021, the engine overflow water replenishment branch 022 and the high-temperature radiator overflow water replenishment branch 023 are all inoperative, and the remaining flow paths are the same as those in mode 6) and will not be described in detail here.

[0088] 8) See Fig. 9In hybrid mode, the passenger compartment and the power battery pack 45 both need heating, the motor system component 5 needs to be cooled, the engine 22 is in the warm-up stage, and the water temperature of the engine 22 does not meet the water temperature requirement for heating, and cannot provide heat to the heater core 17 and the power battery pack 45. At this time, the compressor 31 in the air-conditioning loop 011 can be used to create heat to achieve dual heating.

[0089] The flow path of the air conditioning circuit 011 is: compressor 31 → refrigerant temperature sensor A41 → condensing heat exchanger 1 → refrigerant temperature sensor C42 → refrigerant pressure sensor B43 → refrigerant tee pipe B37 → expansion valve A32 → battery heat exchanger 3 → refrigerant tee pipe A38 → gas-liquid separator 30 → refrigerant pressure sensor A39 → refrigerant temperature sensor B40 → compressor 31. At this time, the expansion valve B33 is in a closed state, and the battery heat exchanger 3 does not exchange heat to ensure the heat generation effect of the compressor 31. The condensing heat exchanger 1 serves as the heat source for the power battery pack 45 and the heater core 17. The flow path of passenger compartment heating is: passenger compartment heating liquid pump 18 → heater core 17 → valve port B1 → valve port B2 → condensing heat exchanger 1 → tee pipe E19 → tee pipe F20 → valve port C3 → valve port C2 → passenger compartment heating liquid pump 18. The flow path for power battery heating is: battery liquid pump 44→power battery→valve port A4→valve port A5→condensing heat exchanger 1→tee pipe C14→battery liquid pump 44. The flow mode of motor overflow water replenishment branch 016 is the same as mode 1), which will not be repeated here.

[0090] It should also be noted that if the power battery pack 45 is heated, or the heating needs to be suspended because of the water inlet and temperature channel of the power battery pack 45, the battery liquid pump 44 can be turned off to cut off the circulation of the coolant in the battery circuit 010 to prevent the power battery pack 45 from overheating.

[0091] 9) See Fig.10 In pure electric mode, the power battery pack 45 needs passive cooling, the motor system component 5 needs cooling, and there is no cooling or heating requirement for the passenger compartment.

[0092] The flow path for cooling the power battery pack 45 is: motor liquid pump 4 → tee pipe B10 → motor system component 5 → cross pipe 11 → low temperature radiator 6 → tee pipe A12 → valve port A1 → valve port A3 → tee pipe D15 → tee pipe C14 → battery liquid pump 44 → power battery pack 45 → valve port A4 → valve port A7 → motor liquid pump 4. The flow path of the motor overflow water replenishment branch 016 is: overflow tank A13 → tee pipe A12 → valve port A1 → valve port A3 → tee pipe D15 → tee pipe C14 → battery liquid pump 44 → power battery pack 45 → valve port A4 → valve port A7 → motor liquid pump 4 → tee pipe B10 → motor system component 5 → cross pipe 11 → low temperature radiator 6 → overflow tank A13. In this mode, the one-way valve 7 prevents water from flowing between the motor system component 5 and the power battery pack 45.

[0093] 10) See Fig.11 In pure electric mode, the power battery pack 45 needs to be actively cooled, the motor system component 5 needs to be cooled, and the passenger compartment has no cooling or heating requirements. Compared with mode 9), the temperature of the power battery pack 45 is higher, and the low-temperature radiator 6 can no longer meet the heat dissipation requirements of the power battery pack 45. The air conditioner needs to be turned on to cool the power battery pack 45.

[0094] The flow paths of the motor heat dissipation circuit 014 and the motor overflow water replenishment branch 016 are the same as those in mode 1), and will not be repeated here. The flow path of the air conditioning refrigerant is: compressor 31 → refrigerant temperature sensor A41 → condensing heat exchanger 1 → refrigerant temperature sensor C42 → refrigerant pressure sensor B43 → refrigerant three-way pipe B37 → expansion valve A32 → battery heat exchanger 3 → refrigerant three-way pipe A38 → gas-liquid separator 30 → refrigerant pressure sensor A39 → refrigerant temperature sensor B40 → compressor 31, at which time the expansion valve B33 is in a closed state. The flow path for cooling the power battery pack 45 is: battery liquid pump 44 → power battery pack 45 valve port A4 → valve port A2 → battery heat exchanger 3 → three-way pipe D15 → three-way pipe C14 → battery liquid pump 44. The condensing heat exchanger 1 is cooled by the low-temperature radiator 6 to meet the heat dissipation demand of the air-conditioning circuit 011. The specific flow path is: motor liquid pump 4→tee pipe B10 valve port A6→valve port A5→condensing heat exchanger 1→check valve 7→four-way pipe 11→low-temperature radiator 6→tee pipe A12→valve port A1→valve port A7→motor liquid pump 4. At this time, the heat dissipation of the motor system component 5 and the heat dissipation of the condensing heat exchanger 1 run in parallel.

[0095] 11) See Fig.12 In pure electric mode, the power battery pack 45 needs to be actively cooled, the motor system component 5 needs to be cooled, and there is no need for cooling in the passenger compartment. Compared with mode 10), this mode adds a passenger compartment cooling scenario. It only needs to open the expansion valve B33 on the basis of mode 10). The flow path for cooling the passenger compartment is: compressor 31→refrigerant temperature sensor A41→condensing heat exchanger 1→refrigerant temperature sensor C42→refrigerant pressure sensor B43→refrigerant three-way pipe B37→expansion valve B33→evaporator 34→refrigerant one-way valve 35→refrigerant three-way pipe A38→gas-liquid separator 30→refrigerant pressure sensor A39→refrigerant temperature sensor B40→compressor 31. At this time, the blower 36 is turned on to blow the cold air of the evaporator 34 to the passenger compartment.

[0096] 12) In some scenarios where both hybrid mode and pure electric mode are applicable, the power battery pack 45 and the passenger compartment can be heated by a water source heat pump. In this mode, the heat pump of the air conditioner is turned on, and the waste heat of the motor cooling circuit 014 is absorbed by the battery heat exchanger 3, and the heat is released to the passenger compartment heating circuit 012 and the battery circuit 010 through the condensing heat exchanger 1, so as to realize dual heating of the passenger compartment and the power battery pack 45.

[0097] 12-1) See Fig.13 , using a water source heat pump to achieve dual heating of the power battery pack 45 and the passenger compartment.

[0098] The flow path of the waste heat of the water source heat pump recovery motor system component 5 is: Refrigerant side: compressor 31 → refrigerant temperature sensor A41 → condensing heat exchanger 1 → refrigerant temperature sensor C42 → refrigerant pressure sensor B43 → refrigerant tee pipe B37 → expansion valve A32 → battery heat exchanger 3 → refrigerant tee pipe A38 → gas-liquid separator 30 → refrigerant pressure sensor A39 → refrigerant temperature sensor B40 → compressor 31, at this time, expansion valve B33 is in the closed state. Coolant side: motor liquid pump 4 → tee pipe B10 → motor system component 5 → four-way pipe 11 → valve port A8 → valve port A2 → battery heat exchanger 3 → tee pipe D15 → valve port A3 → valve port A7 → motor liquid pump 4.

[0099] Passenger compartment heating flow path: passenger compartment heating liquid pump 18 → heater core 17 → valve port B1 → valve port B2 → condensing heat exchanger 1 → tee pipe E19 → tee pipe F20 → valve port C3 → valve port C2 → passenger compartment heating liquid pump 18. Power battery pack 45 heating flow path: battery liquid pump 44 → power battery pack 45 → valve port A4 → valve port A5 → condensing heat exchanger 1 → tee pipe C14 → battery liquid pump 44. In this mode, the one-way valve 7 can prevent water from flowing between the motor system component 5 and the power battery pack 45.

[0100] 12-2) See Fig.14 If the motor system component 5 has insufficient waste heat during waste heat recovery, the heat is quickly accumulated by heat storage. During heat storage, the passenger compartment and the power battery pack 45 are heated by the compressor 31. The passenger compartment heating circuit 012 and the battery circuit 010 are closed loops respectively. The heat storage flow path is: motor fluid pump 4→tee pipe B10→motor system component 5→cross pipe 11→valve port A8→valve port A7→motor fluid pump 4.

[0101] 13) See Fig.15 In some scenarios where both hybrid mode and pure electric mode are applicable, the power battery pack 45 and the passenger compartment can be heated by an air source heat pump.

[0102] The flow path for the air source heat pump to absorb ambient heat is: Coolant side: motor liquid pump 4 → tee pipe B10 → motor system component 5 → four-way pipe 11 → low-temperature heat exchanger → tee pipe A12 → valve port A1 → valve port A2 → battery heat exchanger 3 → tee pipe D15 → valve port A3 → valve port A7 → motor liquid pump 4. Refrigerant side: compressor 31 → refrigerant temperature sensor A41 → condensing heat exchanger 1 → refrigerant temperature sensor C42 → refrigerant pressure sensor B43 → refrigerant tee pipe B37 → expansion valve A32 → battery heat exchanger 3 → refrigerant tee pipe A38 → gas-liquid separator 30 → refrigerant pressure sensor A39 → refrigerant temperature sensor B40 → compressor 31. At this time, expansion valve B33 is in the closed state.

[0103] The ambient heat absorbed by the low-temperature radiator 6 is absorbed into the air conditioning circuit 011 through the battery heat exchanger 3, and is transferred to the battery circuit 010 and the passenger compartment heating circuit 012 through the condensing heat exchanger 1. Passenger compartment heating flow path: passenger compartment heating liquid pump 18 → heater core 17 → valve port B1 → valve port B2 → condensing heat exchanger 1 → tee pipe E19 → tee pipe F20 → valve port C3 → valve port C2 → passenger compartment heating liquid pump 18. Power battery pack 45 heating flow path: battery liquid pump 44 → power battery pack 45 → valve port A4 → valve port A5 → condensing heat exchanger 1 → tee pipe C14 → battery liquid pump 44.

[0104] 14) See Fig.16 , in some scenarios where both hybrid mode and pure electric mode are applicable, the temperature averaging / thermal runaway function of the power battery pack 45 is realized. There will be temperature differences between the cells inside the power battery pack 45. When the temperature difference exceeds the safety threshold, the temperature averaging function of the power battery pack 45 will be triggered. Or, when a thermal runaway failure occurs in the power battery pack 45, the whole vehicle will also trigger this function to delay the rapid temperature rise of the power battery pack 45, giving the owner enough time to escape. The flow path in this mode is: battery liquid pump 44→power battery pack 45→valve port A4→valve port A3→tee pipe D15→tee pipe C14→battery liquid pump 44.

[0105] Based on the same inventive concept, an embodiment of the present application also provides a hybrid vehicle, including the above-mentioned hybrid thermal management architecture.

[0106] Compared with the prior art, the hybrid vehicle provided in this embodiment adopts the above-mentioned hybrid thermal management architecture to achieve dual heating of the power battery pack 45 and the passenger compartment in the form of heat creation by the compressor 31, which greatly reduces the power consumption pressure for dual heating of the passenger compartment and the power battery pack 45 in winter, and can also effectively reduce the use cost by avoiding the use of electric heaters and traditional condensers. In addition, the setting length of the heat exchange pipeline is minimized to the greatest extent, thereby avoiding the heat loss of the refrigerant or coolant during the circulation process, and ensuring the heating energy efficiency. In addition, the low-temperature radiator 6 is used to replace the outdoor heat exchanger and other cooling devices, so that the low-temperature radiator 6 has a heat dissipation function that adapts to more scenarios, and there is no need to separately set up an outdoor heat exchanger or other device for cooling the refrigerant, thereby reducing the number of components used and further reducing the use cost.

[0107] 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 thermal management architecture, characterized in that: include: A battery circuit (010), an air conditioning circuit (011), a passenger compartment heating circuit (012), a condensing heat exchanger (1), a first on / off controller (2), a motor heat dissipation circuit (014) and a condenser heat dissipation bypass branch (015); The battery circuit (010), the air conditioning circuit (011) and the passenger compartment heating circuit (012) are respectively connected to the condensing heat exchanger (1), so that the air conditioning circuit (011) can perform heat exchange with the battery circuit (010) and the passenger compartment heating circuit (012) respectively; The condensing heat exchanger (1) is arranged on the condenser heat dissipation bypass branch (015), a motor system component (5) is arranged in the motor heat dissipation circuit (014), the condenser heat dissipation bypass branch (015) and the motor system component (5) are connected in parallel, and the motor heat dissipation circuit (014) and the condenser heat dissipation bypass branch (015) are respectively connected to the first on-off controller (2); The first on-off controller (2) can connect the condensing heat exchanger (1) and the low-temperature radiator (6) in the motor heat dissipation circuit (014) in series to form a circulation circuit, and enable the motor heat dissipation circuit (014) to maintain self-circulation.

2. The hybrid thermal management architecture according to claim 1, characterized in that: The hybrid thermal management architecture further comprises a battery heat dissipation bypass branch (013) and a battery heat exchanger (3); the battery heat dissipation bypass branch (013) is connected in parallel to the power battery pack (45) in the battery circuit (010); the battery heat dissipation bypass branch (013) performs heat exchange with the air conditioning circuit (011) through the battery heat exchanger (3); and the battery heat dissipation bypass branch (013) is connected to the first on / off controller (2); The first on-off controller (2) can connect the power battery pack (45) and the battery heat exchanger (3) in series to form a circulation loop, so as to transfer the cold energy of the air conditioning loop (011) to the power battery pack (45) through the battery heat exchanger (3).

3. The hybrid thermal management architecture according to claim 2, characterized in that: The motor heat dissipation circuit (014) comprises a motor liquid pump (4), a motor system component (5) and a low-temperature radiator (6) which are arranged in series; the liquid inlet end of the condenser heat dissipation bypass branch (015) is connected between the motor liquid pump (4) and the motor system component (5), and the liquid outlet end is connected between the low-temperature radiator (6) and the motor system component (5).

4. The hybrid thermal management architecture according to claim 3, characterized in that: A one-way valve (7) is provided in the area of ​​the condenser heat dissipation bypass branch (015) close to its own liquid outlet, and the one-way valve (7) prevents the coolant in the motor heat dissipation circuit (014) from flowing in the reverse direction from the liquid outlet of the condenser heat dissipation bypass branch (015) to the condensing heat exchanger (1).

5. The hybrid thermal management architecture according to claim 2, characterized in that: The hybrid thermal management architecture further comprises a motor heat dissipation bypass branch (017) and an auxiliary waste heat bypass branch (018), wherein the motor heat dissipation bypass branch (017) is connected in parallel to the motor system component (5), and the auxiliary waste heat bypass branch (018) is connected in parallel to the power battery pack (45), and the motor heat dissipation bypass branch (017) and the auxiliary waste heat bypass branch (018) are respectively connected to the first on-off controller (2); The first on-off controller (2) is capable of connecting the motor system component (5), the motor heat dissipation bypass branch (017), the auxiliary waste heat bypass branch (018) and the battery heat dissipation bypass branch (013) to form a circulation loop; or The first on-off controller (2) can connect the motor system component (5) and the motor heat dissipation bypass branch (017) to form a circulation loop; or The first on-off controller (2) can connect the motor heat dissipation circuit (014), the auxiliary waste heat bypass branch (018) and the battery heat dissipation bypass branch (013) to form a circulation circuit.

6. The hybrid thermal management architecture according to claim 1, characterized in that: The hybrid thermal management architecture further comprises an engine bypass branch (019) and a second on-off controller (16), wherein the engine bypass branch (019) is connected in parallel to a heater core (17) in the passenger compartment heating circuit (012), and the second on-off controller (16) is arranged between the passenger compartment heating circuit (012) and the engine bypass branch (019); The second on-off controller (16) can connect the engine (22) in the engine bypass branch (019) in series with the heater core (17) to form a circulation loop; or The second on-off controller (16) enables the engine (22) in the engine bypass branch (019) to be connected in series with the heater core (17) and the condensing heat exchanger (1) to form a circulation loop.

7. The hybrid thermal management architecture according to claim 6, characterized in that: The second on-off controller (16) includes a first three-way water valve (1610) and a second three-way water valve (1620), the passenger compartment heating circuit (012) also includes a passenger compartment heating liquid pump (18) arranged on the liquid inlet side of the heater core (17), and the hybrid thermal management architecture also includes a heating bypass branch (020); The liquid inlet end of the heating bypass branch (020) is connected to the liquid outlet side of the heater core (17) through the first three-way water valve (1610), and the liquid outlet end of the heating bypass branch (020) is connected to the liquid inlet side of the passenger compartment heating liquid pump (18); The liquid outlet end of the engine bypass branch (019) is connected to the liquid inlet side of the passenger compartment heating liquid pump (18) through the second three-way water valve (1620), and the liquid inlet end of the engine bypass branch (019) is connected between the liquid outlet end of the heating bypass branch (020) and the second three-way water valve (1620).

8. The hybrid thermal management architecture according to claim 2, characterized in that: The condenser heat dissipation bypass branch (015) has a liquid inlet side pipeline (8) and a liquid outlet side pipeline (9), the liquid inlet side pipeline (8) comprising a first heat dissipation pipe (810) and a second heat dissipation pipe, the liquid outlet end of the first heat dissipation pipe (810) is connected to the first on-off controller (2), and the liquid inlet end is connected to the liquid inlet side of the motor system component (5), the liquid outlet end of the second heat dissipation pipe is connected to the condensing heat exchanger (1), and the liquid inlet end is connected to the first on-off controller (2); the liquid outlet end of the liquid outlet side pipeline (9) is connected to the liquid outlet side of the motor system component (5), and the liquid inlet end is connected to the condensing heat exchanger (1).

9. The hybrid thermal management architecture according to claim 8, characterized in that: The second heat dissipation pipe overlaps with a pipe in the battery circuit (010) located on the liquid inlet side of the power battery pack (45).

10. A hybrid vehicle, characterized in that: Comprising a hybrid thermal management architecture as described in any one of claims 1-9.

Images