Hybrid thermal management architecture and hybrid vehicles

Abstract

The present invention provides a hybrid thermal management architecture and a hybrid vehicle, belonging to the field of vehicle thermal management technology, including a battery circuit, an air-conditioning circuit, a passenger compartment heating circuit and a condensing heat exchanger. The compressor creates heat through the air-conditioning circuit, and dual heating of the power battery pack and the passenger compartment is achieved without providing an electric heater. By connecting the battery heat dissipation bypass branch, the power battery pack and the first on-off controller in series to form a circulation loop, the air-conditioning cooling capacity can be transferred to the power battery pack through the battery heat exchanger, achieving dual cooling of the power battery pack and the passenger compartment. The refrigerant is dissipated by the low-temperature radiator in the motor heat dissipation circuit, without the need to provide a separate refrigerant heat dissipation device, thereby reducing the number of components used and reducing the cost of use. By providing a motor heat dissipation bypass branch and an auxiliary waste heat bypass branch, water source heat pump heating, water source heat pump heat storage and air source heat pump heating scenarios can be achieved, and the usage scenarios are more diverse.

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 high torque instantly, ensuring strong power output. Moreover, the coordinated work of the internal combustion engine and electric motors achieves the optimal configuration of the power system, significantly reducing the load on the internal combustion engine and thus 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 issue of power battery range degradation in winter cannot be ignored. In addition to the battery's reduced energy storage capacity, winter heating demand is also a significant factor affecting range. Currently, conventional positive temperature coefficient electric heaters are widely used to meet heating needs, primarily due to their fast heating rate, simple control, and high heat output. Furthermore, the overall cost of the thermal management architecture is relatively high, including the large number of components and the high cost of conventional positive temperature coefficient electric heaters. This makes it difficult to further optimize vehicle costs, hindering the vehicle's market competitiveness. Summary of the Invention

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

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

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

[0007] Battery circuit, air conditioning circuit, passenger compartment heating circuit, condensing heat exchanger, first on / off controller, motor cooling circuit and condenser cooling bypass branch;

[0008] 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 exchange heat with the battery circuit and the passenger compartment heating circuit respectively;

[0009] The condensing heat exchanger is provided 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;

[0010] The first on-off controller can connect the condensing heat exchanger and the low-temperature radiator in the motor heat dissipation circuit in series to form a circulation circuit, and keep the motor heat dissipation circuit in self-circulation.

[0011] Existing thermal management architectures often utilize conventional positive temperature coefficient electric heaters and other electric heating devices for auxiliary heating, such as dual heating of the battery pack and passenger compartment, which requires high thermal energy. For example, electric heaters, water heaters, and other electric heating devices are installed in the warm air ducts supplying air to the passenger compartment to assist the air conditioner in delivering warm air to the passenger compartment. This results in high heating power consumption. Combined with the impact of low winter temperatures on the battery pack's storage capacity, this directly reduces driving range and affects the user experience. Furthermore, the high cost of electric heaters negatively impacts the overall cost-effectiveness of the vehicle. The solution shown in the embodiment of the present application is compared with the prior art. In the heating state, the compressor in the air-conditioning circuit can increase the temperature of the refrigerant in the air-conditioning circuit when working. The high-temperature refrigerant exchanges heat with the passenger compartment heating circuit through the condensing heat exchanger, and then transfers the heat to the heater core that supplies air to the passenger compartment, thereby heating 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 heat the power battery pack and maintain 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 connects the condensing heat exchanger in series with the low-temperature radiator in the motor cooling circuit to form a circulation loop. The motor cooling circuit operates in parallel with the condenser cooling bypass branch. In addition to meeting the cooling needs of each motor system component, a portion 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, flows through the condensing heat exchanger, and exchanges heat with the coolant in the condenser cooling bypass branch. After absorbing the refrigerant's heat, the coolant reflows back into the motor cooling circuit, where it is dissipated through the low-temperature radiator to meet the refrigerant's cooling needs. Because the compressor in the air conditioning circuit compresses the refrigerant during operation, raising its temperature, the compressor generates heat, which increases the air conditioning heating temperature. This allows dual heating of the power battery pack and the passenger compartment without the need for an electric heater, with minimal increase in air conditioning operating power. This significantly reduces the electrical load required to heat both the passenger compartment and the power battery pack in winter, and also effectively reduces operating costs by avoiding the need for an electric heater. 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 traditional air-conditioning circulation loops, in order to cool the refrigerant, it is often necessary to set up an outdoor heat exchanger or other cooling device. The hybrid thermal management architecture of this application uses a low-temperature radiator in the motor heat dissipation circuit to achieve the heat dissipation and cooling requirements of the refrigerant, that is, using a low-temperature radiator 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. 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.

[0012] In conjunction with the first aspect, in one 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 exchanges heat with the air conditioning circuit through the battery heat exchanger. The battery heat dissipation bypass branch is connected to the first on-off controller.

[0013] 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 cooling energy of the air-conditioning loop to the power battery pack through the battery heat exchanger.

[0014] By connecting the battery heat dissipation bypass branch, the power battery pack and the first on-off controller in series to form a circulation loop, 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, and then realizes dual cooling of the power battery pack and the passenger compartment through the air-conditioning loop, which enriches the usage scenarios.

[0015] 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.

[0016] 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 are simultaneously converged on the liquid inlet side of the low-temperature radiator, without affecting the heat dissipation of the motor system components.

[0017] 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.

[0018] 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.

[0019] In some embodiments, the hybrid thermal management architecture further includes a motor heat dissipation bypass branch and an auxiliary waste heat bypass branch, wherein the motor heat dissipation bypass branch is connected in parallel to the motor system component, and 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;

[0020] 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

[0021] The first on-off controller can connect the motor system component and the motor heat dissipation bypass branch to form a circulation loop; or

[0022] 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.

[0023] 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 has more usage scenarios.

[0024] In conjunction with the first aspect, in one possible implementation, the hybrid thermal management architecture further includes an engine bypass branch and a second on-off controller, the engine bypass branch being connected in parallel to a heater core in the passenger compartment heating circuit, and the second on-off controller being disposed between the passenger compartment heating circuit and the engine bypass branch;

[0025] 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

[0026] The second on-off controller can connect the engine in the engine bypass branch, the heater core and the condensing heat exchanger in series to form a circulation loop.

[0027] When the engine water temperature is higher than the water temperature limit t1 allowing the use of heaters, the engine waste heat can be used to directly heat the heater core and power battery pack to achieve passenger compartment heating and further reduce heating energy consumption.

[0028] 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 further includes a passenger compartment heating liquid pump disposed on the liquid inlet side of the heater core, and the hybrid thermal management architecture further includes a heating bypass branch;

[0029] 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;

[0030] 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.

[0031] 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, the series circulation of the engine, the heater core and the condensing heat exchanger and other states can be realized, and the circulation of the coolant in the passenger compartment heating circuit and the engine bypass branch is reasonably controlled, making the structure of the second on-off controller simple and the control logic more reasonable.

[0032] 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.

[0033] 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. This not only reduces the number of component settings in the overall architecture, but also improves the simplicity of the control strategy, reduces the failure rate, and effectively reduces maintenance costs.

[0034] 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.

[0035] 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 of the power battery pack. At the same time, it can also reduce the number and length of the pipes, thereby reducing production costs.

[0036] In a second aspect, an embodiment of the present invention further provides a hybrid vehicle, comprising the above-mentioned hybrid thermal management architecture.

[0037] 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 length of the heat exchange pipe 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. 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 use cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 A schematic diagram of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0039] Figure 2 A schematic diagram of mode 1) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0040] Figure 3 A schematic diagram of mode 2) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0041] Figure 4 A schematic diagram of mode 3) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0042] Figure 5 A schematic diagram of mode 4) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0043] Figure 6 A schematic diagram of mode 5) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0044] Figure 7 A schematic diagram of mode 6) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0045] Figure 8 A schematic diagram of mode 7) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0046] Figure 9 A schematic diagram of mode 8) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0047] Figure 10 A schematic diagram of mode 9) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0048] Figure 11 A schematic diagram of mode 10) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0049] Figure 12 A schematic diagram of mode 11) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0050] Figure 13 A schematic diagram of mode 12-1) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0051] Figure 14 A schematic diagram of mode 12-2) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0052] Figure 15 A schematic diagram of mode 13) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0053] Figure 16 A schematic diagram of mode 14) of a hybrid thermal management architecture provided by an embodiment of the present invention;

[0054] Description of reference numerals:

[0055] 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 supply 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 supply branch; 023, high-temperature radiator overflow water supply 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 pipe; 810, first heat pipe; 9, liquid outlet pipe; 10, tee pipe B; 11, cross pipe; 12, tee pipe A; 13, overflow tank A; 14, tee pipe C; 15, tee 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

[0056] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0057] Unless otherwise expressly defined, the terms "first," "second," or "third" in the claims, description, and accompanying drawings of the present invention, such as "first," "second," or "third," are intended to distinguish between different items and not to describe a specific order. The terms "including," "having," and their variations, used in the claims, description, and accompanying drawings of the present invention, are intended to mean "including, but not limited to."

[0058] Existing thermal management architectures often utilize conventional positive temperature coefficient (PTC) electric heaters, or other electric heating devices, for auxiliary heating in scenarios requiring high thermal energy, such as dual heating of the battery pack and the passenger compartment. For example, electric heaters, water heaters, and other electric heating devices are installed in the warm air ducts supplying air to the passenger compartment to assist the air conditioner in delivering warm air to the passenger compartment. This results in high heating power consumption. Combined with the impact of low winter temperatures on the battery pack's storage capacity, this directly reduces driving range and impacts the user experience. Furthermore, the high cost of electric heaters negatively impacts the overall vehicle cost-effectiveness. Furthermore, existing air conditioning circuits absorb heat from the hot side (e.g., the battery circuit and passenger compartment) during cooling, raising the temperature of the refrigerant in their flow path. This heat dissipation requires cooling to maintain continuous cooling of the hot side components. Conventional air conditioning circuits require separate cooling devices, such as outdoor heat exchangers, to cool the refrigerant during cooling. The use of outdoor heat exchangers also contributes to the high cost of thermal management architectures.

[0059] To solve the above problems, please 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, air conditioning circuit 011, and passenger compartment heating circuit 012 are each connected to the condensing heat exchanger 1, enabling the air conditioning circuit 011 to exchange heat with the battery circuit 010 and the passenger compartment heating circuit 012, respectively. The hybrid thermal management architecture also includes a motor cooling circuit 014 and a condenser cooling bypass branch 015. The condensing heat exchanger 1 is disposed on the condenser cooling bypass branch 015. A motor system component 5 is disposed within the motor cooling circuit 014. The condenser cooling bypass branch 015 is connected in parallel with the motor system component 5. The motor cooling circuit 014 and the condenser cooling bypass branch 015 are each connected to a first on / off controller 2. The motor cooling circuit 014 is used to dissipate heat from the motor system component 5.

[0060] 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 the cooling function.

[0061] Compared with the prior art, the hybrid thermal management architecture provided in this embodiment is capable of increasing the temperature of the refrigerant in the air-conditioning circuit 011 when in the heating state. 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 achieving 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 achieve heating of the power battery pack 45, thereby maintaining the temperature of the power battery pack 45 within the normal operating temperature range. Because compressor 31 in air conditioning circuit 011 compresses the refrigerant during operation, thereby increasing the refrigerant temperature, compressor 31 generates heat, raising the air conditioning heating temperature. This allows dual heating of the power battery pack 45 and the passenger compartment without the need for an electric heater, with minimal increase in air conditioning operating power. This significantly reduces the electrical load required to heat both the passenger compartment and the power battery pack 45 in winter, and also effectively reduces operating costs by avoiding the use of electric heaters. Furthermore, because heat exchange with both battery circuit 010 and passenger compartment heating circuit 012 is achieved simultaneously through a single condensing heat exchanger 1, the length of the heat exchange piping is minimized, thereby preventing heat loss during the circulation of the refrigerant or coolant and ensuring heating energy efficiency.

[0062] In the non-air-conditioning cooling state, the first on-off controller 2 can make the motor heat dissipation circuit 014 self-circulate, meeting the basic heat dissipation requirements of the motor system component 5; in the cooling process of 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 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 traditional air-conditioning circulation loops, in order to achieve cooling of the refrigerant, it is often necessary to set up cooling devices such as outdoor heat exchangers. 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 outdoor heat exchangers, so that the low-temperature radiator 6 has a heat dissipation function that can adapt to more scenarios. 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.

[0063] 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.

[0064] In specific implementation, the implementation method of the condensing heat exchanger 1 is as follows: 1) The condensing heat exchanger 1 includes an inner casing, a middle casing and an outer casing which are sequentially connected 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.

[0065] 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 as follows: 3) The condensing heat exchanger 1 is a three-tube heat exchanger, which includes an inner tube, a middle tube, and an outer tube that are sequentially connected from the inside to the outside. A first heat exchange channel is formed in the inner tube, a third heat exchange channel is formed between the inner tube and the middle tube, and a second heat exchange channel is formed between the middle tube and the outer tube.

[0066] 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.

[0067] 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. The cold energy of the air-conditioning circuit 011 can be transferred to the power battery pack 45 through the battery heat exchanger 3, thereby realizing 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 cooling 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 circulated 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 complexity 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, 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, 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, realizing dual cooling of the power battery pack 45 and the passenger compartment, and the usage scenarios are more diverse.

[0068] In some embodiments that can meet the need to dissipate 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.

[0069] In order to achieve the purpose of cooling the refrigerant by means of the motor heat dissipation circuit 014, in other embodiments, see Figure 1 Motor cooling circuit 014 includes a motor liquid pump 4, a motor system assembly 5, and a low-temperature radiator 6, which are connected in series. The liquid inlet of condenser cooling bypass branch 015 is connected between motor liquid pump 4 and motor system assembly 5. Coolant in motor cooling circuit 014 can effectively enter condenser cooling bypass branch 015 upon exiting motor liquid pump 4. The liquid outlet of condenser cooling bypass branch 015 is connected between low-temperature radiator 6 and motor system assembly 5. This ensures that coolant absorbing refrigerant heat and coolant absorbing motor system assembly 5 simultaneously converge at the liquid inlet side of low-temperature radiator 6, without affecting heat dissipation of motor system assembly 5.

[0070] It should be noted that the motor system component 5 includes high and low voltage components such as the motor controller, charger, DCDC, distribution unit, generator, drive motor, and intelligent driving domain control. These components will generate a lot of heat during operation, so they need to be cooled.

[0071] 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 specifically arranging the pipes, 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 referred to as the liquid inlet end of the condenser heat dissipation bypass branch 015; alternatively, only one pipe can be arranged in the liquid inlet section of the condenser heat dissipation bypass branch 015, thereby providing the condenser heat dissipation bypass branch 015 with a single liquid inlet, which 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 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.

[0072] 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.

[0073] 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 set a control valve at the liquid inlet and / or liquid outlet of the condenser heat dissipation bypass branch 015. The 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 opening and closing of the valve, and the purpose of making the condenser heat dissipation bypass branch 015 conductive as needed can be achieved. The overall control strategy of the architecture is relatively simple, and the use and maintenance costs are low.

[0074] In some embodiments, see Figure 1The condenser heat dissipation bypass branch 015 has a liquid inlet pipe 8 and a liquid outlet pipe 9. The liquid inlet 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, 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 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 pipe 8, the condensing heat exchanger 1, the one-way valve 7, and the liquid outlet 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. This 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 maintenance costs.

[0075] 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 pipe layout length 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 use cost.

[0076] 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 condensing heat exchanger 1 needs to dissipate heat through the low-temperature radiator 6 when cooling the passenger compartment and / or the power battery pack. Taking the cooling of 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. In this case, the pipe on the liquid inlet side of the power battery pack 45 is utilized to participate in the heat dissipation process of the condensing heat exchanger 1. This does not affect the cooling effect on the power battery pack 45, but also reduces the number and length of pipes installed, thereby reducing production costs.

[0077] For specific implementation, see Figure 1The condenser heat dissipation bypass branch 015 is connected in series with the condensing heat exchanger 1 and the one-way valve 7. The liquid inlet of the condenser heat dissipation bypass branch 015 is connected to the motor heat dissipation circuit 014 via a 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 a pipe in the condenser heat dissipation bypass branch 015. The liquid outlet 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 via a four-way pipe 11. Two ports of the four-way pipe 11 are connected to the motor heat dissipation circuit 014, and the remaining port is connected to the liquid outlet of the condenser heat dissipation bypass branch 015. The liquid inlet of the motor heat dissipation bypass branch 017 is connected to the last port of the four-way pipe 11.

[0078] 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.

[0079] In some specific embodiments of the motor heat dissipation circuit 014, see Figure 1 The motor cooling circuit 014 is connected in series with the motor liquid pump 4, tee pipe B10, motor system assembly 5, low-temperature radiator 6, tee pipe A12, and first on / off controller 2. Tee pipe B10 is located between the motor liquid pump 4 and motor system assembly 5. To prevent excessive gas from mixing into the coolant during circulation, which could affect heat exchange efficiency and circulation stability, and to reduce the difficulty of replenishing lost media, the hybrid thermal management architecture also includes a motor overflow water replenishment branch 016. This branch 016 includes an overflow tank A13. The inlet of overflow tank A13 is connected to the low-temperature radiator 6, and the outlet is connected to one port of tee pipe A12. The other two ports of tee pipe A12 are connected to the motor cooling circuit 014.

[0080] More specifically, the liquid inlet end of the battery heat dissipation bypass branch 013 is connected to the battery circuit 010 through a tee 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 tee pipe D15.

[0081] 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:

[0082] 1) First on / off controller 2 connects motor system assembly 5, motor cooling bypass branch 017, auxiliary waste heat bypass branch 018, and battery cooling bypass branch 013 to form a circulation loop. This circulation loop transfers waste heat from motor system assembly 5 directly through motor cooling bypass branch 017 to battery heat exchanger 3 on battery cooling bypass branch 013. Battery heat exchanger 3 then transfers the heat to air conditioning circuit 011, achieving the goal of heating the power battery pack 45 and the passenger compartment using a water-source heat pump. By recycling waste heat from motor system assembly 5, this scenario reduces the energy consumed in converting electrical energy into thermal energy (i.e., the energy consumed in raising the refrigerant temperature using compressor 31), effectively resolving the problem of insufficient thermal energy.

[0083] It should be noted that a blower 36 is provided corresponding to the evaporator 34 in the air-conditioning circuit 011. The blower 36 not only corresponds to the evaporator 34, but also corresponds to the heater core 17. The blower 36 blows the evaporator 34 to blow the cold air of the evaporator 34 to the passenger compartment, and blows the heater core 17 to deliver 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 respectively through the condensing heat exchanger 1, thereby realizing 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 heat exchange can be carried out between the passenger compartment heating circuit 012 and the air-conditioning circuit 011 through the condensing heat exchanger 1, heat is not transported to the passenger compartment, and the air-conditioning circuit 011 can still realize Heating of the power battery pack 45; if the passenger compartment heating circuit 012 remains in a circulation state and the blower 36 continues to run, but the battery liquid pump 44 stops working, 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 remains in a circulation state, the coolant in the passenger compartment heating circuit 012 does not circulate, 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 realized, but the function of heating the power battery pack 45 can still be realized.

[0084] 2) If insufficient heat is recovered from motor system assembly 5, first on / off controller 2 connects motor system assembly 5 to motor heat dissipation bypass branch 017, forming a circulation loop. This allows heat from motor system assembly 5 to continuously circulate and accumulate through motor heat dissipation bypass branch 017, achieving heat storage. At this point, battery circuit 010 circulates automatically, generating heat through compressor 31 of air conditioning circuit 011 to heat passenger compartment heating circuit 012 and battery circuit 010.

[0085] 3) First on / off controller 2 connects motor cooling circuit 014, auxiliary waste heat bypass branch 018, and battery cooling bypass branch 013 to form a circulation loop. Within this circulation loop, low-temperature radiator 6 absorbs ambient heat into the coolant in motor cooling circuit 014. The coolant's heat is then transferred to the refrigerant in air conditioning circuit 011 via battery heat exchanger 3. When air conditioning circuit 011 is in heating mode, the water-source heat pump heats the power battery pack 45 and the passenger compartment. This scenario implements indirect air-source heat pump heating, with an overall COP greater than 1, effectively saving energy and reducing consumption.

[0086] 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.

[0087] Based on this, the second on-off controller 16 can connect the engine 22 in the engine bypass branch 019 and the heater core 17 in series 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.

[0088] 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.

[0089] 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, and other states 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 heating 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.

[0090] Optionally, a tee pipe E19 is provided in the middle of the heating bypass branch 020, the two ports of the tee pipe E19 are respectively connected to the heating bypass branch 020, and the other port is connected to the passenger compartment heating circuit 012; the liquid outlet end of the heating bypass branch 020 is provided with a tee pipe F20, the first port of the tee 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.

[0091] Optionally, the engine bypass branch 019 includes an engine liquid pump 21, an engine 22 and a thermostat 23 arranged in series, and a tee pipe G24 is provided on the liquid inlet side of the engine liquid pump 21. The first port of the tee pipe G24 is connected to the tee 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.

[0092] 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 .

[0093] In some embodiments, see Figure 1The hybrid thermal management architecture also includes an engine cooling branch 021. The engine bypass branch 019 also includes a thermostat 23 located on the outlet side of the engine 22. The engine cooling branch 021 is connected in series with the engine 22 and the thermostat 23. The thermostat 23 may be implemented in a variety of ways, including but not limited to wax-type thermostats, paraffin-type thermostats, and electronic thermostats, as long as it meets the requirements of a temperature control switch. The engine cooling branch 021 of this embodiment can meet the cooling requirements of the engine 22. By connecting it in series with the engine bypass branch 019, it forms a large circulation loop for cooling the engine 22. The thermostat 23 can control the flow of the large circulation loop. When the engine 22 is in a warm-up state, the engine 22 coolant is prevented from circulating in a large amount, ensuring that the temperature of the engine 22 quickly rises to the specified operating temperature.

[0094] Based on the above embodiments, see Figure 1 Engine bypass branch 019 includes a high-temperature radiator 29 connected in series with engine 22. To prevent excessive gas from mixing into the coolant during circulation, impacting heat exchange efficiency and circulation stability, and to reduce the difficulty of replenishing lost media, the hybrid thermal management architecture also includes an engine overflow air and water replenishment branch 022 and a high-temperature radiator overflow air and water replenishment branch 023. The inlet of engine overflow air and water replenishment branch 022 is connected to engine 22, and the outlet is connected between the inlet and outlet sides of high-temperature radiator 29. The inlet of high-temperature radiator overflow air and water replenishment branch 023 is connected to high-temperature radiator 29, and the outlet is connected to engine overflow air and water replenishment branch 022.

[0095] Specifically, the engine overflow water replenishment branch 022 has a one-way flow limiting valve B26 and an overflow tank B27 connected in series. The liquid inlet end of the one-way flow 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.

[0096] Optionally, high-temperature radiator overflow water supply branch 023 includes a one-way flow restrictor valve A28. The inlet of one-way flow restrictor valve A28 is connected to high-temperature radiator 29, and the outlet is connected to engine overflow water supply branch 022 via a tee pipe I46. Specifically, tee pipe I46 is disposed between one-way flow restrictor valve B26 and overflow tank B27. Two of its ports are connected to engine overflow water supply branch 022, corresponding to the inlet side of overflow tank B27 and the outlet side of one-way flow restrictor valve B26, respectively. The remaining port is connected to the outlet of high-temperature radiator overflow water supply branch 023.

[0097] In some specific embodiments of air conditioning circuit 011, the main passage of air conditioning circuit 011 is connected in series with a gas-liquid separator 30, a compressor 31, and a condensing heat exchanger 1. Two branch passages are formed between the outlet of condensing heat exchanger 1 and the inlet of gas-liquid separator 30. One branch passage is connected in series with an expansion valve A 32 and a battery heat exchanger 3, while the other branch passage is connected in series with an expansion valve B 33, an evaporator 34, and a refrigerant check valve 35. A blower 36 is also provided adjacent to evaporator 34, and the outlet side of blower 36 corresponds not only to evaporator 34 but also to heater core 17.

[0098] 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 the refrigerant three-way pipe B37, and the outlet ends of the two branch passages are connected to the main passage through the refrigerant three-way pipe A38.

[0099] 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.

[0100] The shut-off thermal expansion valve is a mechanical automatic control valve that uses changes in the refrigerant's superheat at the evaporator outlet to adjust the valve opening, thereby controlling the refrigerant flow entering the evaporator. By controlling the operating state of evaporator 34, the opening of expansion valve B33 can be controlled, eliminating the need for electronic control of expansion valve B33 and simplifying the control strategy. The shut-off thermal expansion valve primarily consists of a valve body, valve needle, diaphragm, spring, temperature-sensing bulb, and pressure-equalizing tube. The temperature-sensing bulb is connected to the evaporator outlet via a capillary tube and senses changes in the refrigerant's saturation temperature. The interaction between the diaphragm and spring adjusts the valve needle opening. The specific structure can be referenced in existing shut-off thermal expansion valves and will not be further described here.

[0101] Expansion valve A32 utilizes an electronically controlled expansion valve, driven by a stepper motor or servo motor. A controller receives temperature, pressure, and other sensor signals, and, in conjunction with a control algorithm, outputs a control signal to precisely adjust the valve opening, achieving active on-off control of the branch path where battery heat exchanger 3 is located, resulting in higher control accuracy. The electronically controlled expansion valve primarily consists of a valve body, valve needle, motor, driver, and controller. The controller calculates and outputs control signals based on system operating parameters. The driver receives these signals and drives the motor to precisely adjust the valve needle position, changing the valve opening and flow area, achieving continuous regulation of the refrigerant flow. The specific structure can be referenced with existing electronically controlled expansion valves and will not be further described here.

[0102] 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.

[0103] In some specific embodiments of the first on-off controller 2, the first on-off controller 2 is a multi-way valve having valve port A1, valve port A2, valve port A3, valve port A4, valve port A5, valve port A6, valve port A7, and valve port A8. Based on this, the specific connection method of the above-mentioned circuits and branches to the first on-off controller 2 is: the liquid outlet end of the low-temperature radiator 6 is connected to valve port A1, and the liquid inlet end of the motor liquid pump 4 is connected to valve port A7; the liquid inlet end of the battery heat dissipation bypass branch 013 is connected to valve port A2, and the liquid outlet end is connected to the liquid inlet side of the power battery pack 45 in the battery circuit 010; the liquid inlet end of the battery circuit 010 is connected to valve port A5, and the liquid outlet end is connected to 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 end of the first heat dissipation pipe 810 is connected to valve port A6; the liquid outlet end of the motor heat dissipation bypass branch 017 is connected to valve port A8.

[0104] First three-way water valve 1610 has valve ports B1, B2, and B3. Ports B1 and B2 are connected to passenger compartment heating circuit 012, respectively, while port B3 is connected to the liquid inlet of heating bypass branch 020. Second three-way water valve 1620 has valve ports C1, C2, and C3. Port C1 is connected to the liquid outlet of engine bypass branch 019, while ports C2 and C3 are connected to passenger compartment heating circuit 012, respectively.

[0105] Based on the 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:

[0106] 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.

[0107] The flow path for engine cooling branch 021, which serves to dissipate heat from engine 22, is as follows: engine fluid pump 21 → engine 22 → thermostat 23 → high-temperature radiator 29 → tee pipe H25 → tee pipe G24 → engine fluid pump 21. The flow path for engine overflow air and water supply branch 022 is as follows: engine fluid pump 21 → engine 22 → one-way flow restrictor valve B26 → tee pipe I46 → overflow tank B27 → tee pipe H25 → tee pipe G24 → engine fluid pump 21. The flow path for high-temperature radiator overflow air and water supply branch 023 is as follows: high-temperature radiator 29 → one-way flow restrictor valve A28 → tee pipe I46 → overflow tank B27 → tee pipe H25 → tee pipe G24 → engine fluid pump 21 → engine 22 → thermostat 23 → high-temperature radiator 29. The flow path of motor cooling circuit 014 is: motor fluid 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 fluid pump 4. The flow path of motor overflow air and water replenishment branch 016 is: low-temperature radiator 6 → overflow tank A13 → tee pipe A12 → valve port A1 → valve port A7 → motor fluid pump 4 → tee pipe B10 → motor system component 5 → cross pipe 11 → low-temperature radiator 6.

[0108] 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.

[0109] The flow pattern for engine cooling branch 021, engine overflow air and water supply branch 022, high-temperature radiator overflow air and water supply branch 023, and motor overflow air and water supply branch 016 is the same as in mode 1 and will not be repeated here. The flow path for cooling motor system assembly 5 and power battery pack 45 is: motor fluid pump 4 → tee pipe B10 → motor system assembly 5 → cross-piece pipe 11 → low-temperature radiator 6 → tee pipe A12 → valve port A1 → valve port A3 → tee pipe D15 → tee pipe C14 → battery fluid pump 44 → power battery pack 45 → valve port A4 → valve port A7 → motor fluid pump 4.

[0110] 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.

[0111] The flow pattern for engine cooling branch 021, engine overflow air supply branch 022, high-temperature radiator overflow air supply branch 023, motor cooling circuit 014, and motor overflow air supply branch 016 is the same as in mode 1 and will not be further described here. The air conditioning refrigerant flow path 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, expansion valve B33 is closed. 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 → tee pipe D15 → tee pipe C14 → battery liquid pump 44. The condensing heat exchanger 1 is cooled by the low-temperature radiator 6 to meet the heat dissipation requirements 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 → one-way 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 operate in parallel.

[0112] 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.

[0113] The flow patterns of engine cooling branch 021, engine overflow air supply branch 022, high-temperature radiator overflow air supply branch 023, motor cooling circuit 014, motor overflow air supply branch 016, the cooling paths for power battery pack 45, and the cooling paths for condensing heat exchanger 1 are identical to those in Mode 1 and are not further described here. Compared to Mode 3, expansion valve B33 in air conditioning circuit 011 is opened to cool the passenger compartment. The passenger compartment cooling path 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 B33 → evaporator 34 → refrigerant check valve 35 → refrigerant tee pipe A38 → gas-liquid separator 30 → refrigerant pressure sensor A39 → refrigerant temperature sensor B40 → compressor 31. At this point, blower 36 is activated to deliver the cooling air from evaporator 34 to the passenger compartment.

[0114] 5) See Figure 6 In hybrid mode, the passenger compartment needs heating, the motor system component 5 and the engine 22 both need cooling, and the power battery pack 45 does not need cooling or heating. If the water temperature of the engine 22 is higher than the water temperature limit t1 that allows the use of heating, the waste heat of the engine 22 can be used to heat the passenger compartment.

[0115] The flow patterns of engine cooling branch 021, engine overflow air supply branch 022, high-temperature radiator overflow air supply branch 023, motor cooling circuit 014, and motor overflow air supply branch 016 are the same as in mode 1 and will not be repeated here. The flow path of passenger compartment heating circuit 012 is: passenger compartment heating fluid pump 18 → heater core 17 → valve port B1 → valve port B3 → tee pipe E19 → tee pipe F20 → tee pipe G24 → engine fluid pump 21 → engine 22 → thermostat 23 → valve port C1 → valve port C2 → passenger compartment heating fluid pump 18. At this time, both air conditioning circuit 011 and battery circuit 010 are inactive.

[0116] 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.

[0117] The flow pattern for engine cooling branch 021, engine overflow water supply branch 022, high-temperature radiator overflow water supply branch 023, motor cooling circuit 014, and motor overflow water supply branch 016 is the same as in mode 1 and will not be further described here. The flow path for battery circuit 010 is: battery fluid pump 44 → power battery → valve port A4 → valve port A5 → condensing heat exchanger 1 → tee pipe C14 → battery fluid pump 44. The flow path for passenger compartment heating is: passenger compartment heating fluid pump 18 → heater core 17 → valve port B1 → valve port B2 → condensing heat exchanger 1 → tee pipe E19 → tee pipe F20 → tee pipe G24 → engine fluid pump 21 → engine 22 → thermostat 23 → valve port C1 → valve port C2 → passenger compartment heating fluid pump 18. The waste heat from the engine 22 directly heats the heater core 17 , and the waste heat from the engine 22 heats the power battery pack 45 through the condensing heat exchanger 1 .

[0118] 7) See Figure 8 In hybrid mode, the passenger compartment and the power battery pack 45 both require 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 reach the opening threshold of the thermostat 23, but meets the water temperature requirement for heating.

[0119] The engine cooling branch 021, the engine overflow water supply branch 022 and the high-temperature radiator overflow water supply 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.

[0120] 8) See Figure 9In 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, 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 circuit 011 can be used to create heat to achieve dual heating.

[0121] The flow path of 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, expansion valve B33 is closed, and battery heat exchanger 3 does not exchange heat, ensuring the heat generation effect of compressor 31. Condensing heat exchanger 1 serves as the heat source for power battery pack 45 and heater core 17. The flow path for 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 fluid pump 44 → power battery → valve port A4 → valve port A5 → condensing heat exchanger 1 → tee pipe C14 → battery fluid pump 44. The flow method of motor overflow water replenishment branch 016 is the same as mode 1) and will not be repeated here.

[0122] It should also be noted that if the power battery pack 45 is heated, or the heating needs to be suspended due to 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.

[0123] 9) See Figure 10 In pure electric mode, the power battery pack 45 needs passive cooling, the motor system component 5 needs cooling, and the passenger compartment has no cooling or heating requirements.

[0124] The cooling flow path for the power battery pack 45 is: motor fluid pump 4 → tee pipe B10 → motor system assembly 5 → cross pipe 11 → low-temperature radiator 6 → tee pipe A12 → valve port A1 → valve port A3 → tee pipe D15 → tee pipe C14 → battery fluid pump 44 → power battery pack 45 → valve port A4 → valve port A7 → motor fluid pump 4. The flow path for the motor overflow air and water replenishment branch 016 is: overflow tank A13 → tee pipe A12 → valve port A1 → valve port A3 → tee pipe D15 → tee pipe C14 → battery fluid pump 44 → power battery pack 45 → valve port A4 → valve port A7 → motor fluid pump 4 → tee pipe B10 → motor system assembly 5 → cross pipe 11 → low-temperature radiator 6 → overflow tank A13. In this mode, the check valve 7 prevents water from flowing between the motor system assembly 5 and the power battery pack 45.

[0125] 10) See Figure 11 In pure electric mode, the power battery pack 45 requires active cooling, the motor system assembly 5 requires cooling, and the passenger compartment does not require cooling or heating. Compared to mode 9, the power battery pack 45 temperature 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.

[0126] The flow paths for 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 further described here. The air conditioning refrigerant flow path 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, expansion valve B33 is closed. 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 → tee pipe D15 → tee pipe C14 → battery liquid pump 44. The condensing heat exchanger 1 is cooled by the low-temperature radiator 6 to meet the heat dissipation requirements 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 → one-way 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 operate in parallel.

[0127] 11) See Figure 12 In pure electric mode, the power battery pack 45 requires active cooling, the motor system assembly 5 requires cooling, and the passenger compartment does not require cooling. Compared to mode 10), this mode adds a passenger compartment cooling scenario. This is accomplished by simply opening expansion valve B33 in addition to mode 10. 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 tee pipe B37 → expansion valve B33 → evaporator 34 → refrigerant check valve 35 → refrigerant tee pipe A38 → gas-liquid separator 30 → refrigerant pressure sensor A39 → refrigerant temperature sensor B40 → compressor 31. At this point, blower 36 is activated to deliver the cooling air from evaporator 34 to the passenger compartment.

[0128] 12) In some scenarios where both hybrid and pure electric modes are applicable, a water-source heat pump can be used to heat the power battery pack 45 and the passenger compartment. In this mode, the air conditioner's heat pump is activated, absorbing waste heat from the motor cooling circuit 014 through the battery heat exchanger 3 and releasing this heat to the passenger compartment heating circuit 012 and the battery circuit 010 through the condensing heat exchanger 1, achieving dual heating of the passenger compartment and the power battery pack 45.

[0129] 12-1) See Figure 13 , using a water source heat pump to achieve dual heating of the power battery pack 45 and the passenger compartment.

[0130] The flow path for the water source heat pump to recover the waste heat of the motor system component 5 is:

[0131] 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. Expansion valve B33 is currently closed. Coolant side: Motor pump 4 → T-pipe B10 → Motor system assembly 5 → Cross pipe 11 → Valve port A8 → Valve port A2 → Battery heat exchanger 3 → T-pipe D15 → Valve port A3 → Valve port A7 → Motor pump 4.

[0132] Passenger compartment heating flow path: Passenger compartment heating fluid 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 fluid pump 18. Power battery pack 45 heating flow path: battery fluid pump 44 → power battery pack 45 → valve port A4 → valve port A5 → condensing heat exchanger 1 → tee pipe C14 → battery fluid pump 44. In this mode, the check valve 7 prevents water from flowing between the motor system assembly 5 and the power battery pack 45.

[0133] 12-2) See Figure 14 If motor system assembly 5 lacks sufficient waste heat during waste heat recovery, heat is rapidly accumulated through thermal storage. During this heat storage process, compressor 31 generates heat to heat the passenger compartment and power battery pack 45. The passenger compartment heating circuit 012 and battery circuit 010 are each closed loops. The heat storage flow path is: motor fluid pump 4 → tee pipe B10 → motor system assembly 5 → cross-pipe 11 → valve port A8 → valve port A7 → motor fluid pump 4.

[0134] 13) See Figure 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.

[0135] The flow path for the air source heat pump to absorb ambient heat is:

[0136] Coolant side: Motor pump 4 → Tee B10 → Motor system assembly 5 → Cross pipe 11 → Low-temperature heat exchanger → Tee A12 → Valve A1 → Valve A2 → Battery heat exchanger 3 → Tee D15 → Valve A3 → Valve A7 → Motor pump 4. Refrigerant side: Compressor 31 → Refrigerant temperature sensor A41 → Condensing heat exchanger 1 → Refrigerant temperature sensor C42 → Refrigerant pressure sensor B43 → Refrigerant Tee B37 → Expansion valve A32 → Battery heat exchanger 3 → Refrigerant Tee A38 → Gas-liquid separator 30 → Refrigerant pressure sensor A39 → Refrigerant temperature sensor B40 → Compressor 31. Expansion valve B33 is currently closed.

[0137] Ambient heat absorbed by low-temperature radiator 6 is absorbed by battery heat exchanger 3 and transferred to air conditioning circuit 011. It is then transferred to battery circuit 010 and passenger compartment heating circuit 012 via condensing heat exchanger 1. Passenger compartment heating flow path: Passenger compartment heating fluid 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 fluid pump 18. Heating flow path for power battery pack 45: battery fluid pump 44 → power battery pack 45 → valve port A4 → valve port A5 → condensing heat exchanger 1 → tee pipe C14 → battery fluid pump 44.

[0138] 14) See Figure 16 In some scenarios where both hybrid and pure electric modes are applicable, the power battery pack 45's temperature equalization / thermal runaway control function is implemented. Temperature differences between the cells within the power battery pack 45 will occur. When this temperature difference exceeds a safety threshold, the power battery pack 45's temperature equalization function will be triggered. Alternatively, if a thermal runaway fault occurs within the power battery pack 45, the entire vehicle will also trigger this function to slow the rapid temperature rise of the power battery pack 45, giving the driver sufficient time to escape. The flow path in this mode is: battery fluid pump 44 → power battery pack 45 → valve port A4 → valve port A3 → tee pipe D15 → tee pipe C14 → battery fluid pump 44.

[0139] Based on the same inventive concept, an embodiment of the present application further provides a hybrid vehicle, comprising the above-mentioned hybrid thermal management architecture.

[0140] Compared to the prior art, the hybrid vehicle provided in this embodiment utilizes the aforementioned hybrid thermal management architecture to achieve dual heating of the power battery pack 45 and the passenger compartment through heat generation by the compressor 31. This significantly reduces the power consumption required for dual heating of the passenger compartment and the power battery pack 45 in winter. Furthermore, by avoiding the use of electric heaters and traditional condensers, the cost of use is effectively reduced. Furthermore, the length of the heat exchange piping is minimized, thereby avoiding heat loss during the circulation of the refrigerant or coolant and ensuring heating energy efficiency. Furthermore, the low-temperature radiator 6 is utilized to replace cooling devices such as outdoor heat exchangers, enabling the low-temperature radiator 6 to have heat dissipation capabilities that can adapt to a wider range of scenarios. This eliminates the need for separate devices such as outdoor heat exchangers for cooling the refrigerant, thereby reducing the number of components used and further reducing the cost of use.

[0141] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A hybrid 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). The condensing heat exchanger (1) is provided on the condenser heat dissipation bypass branch (015), a motor system component (5) is provided 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, the motor heat dissipation circuit (014) and the condenser heat dissipation bypass branch (015) are operated in parallel, and the motor heat dissipation circuit (014) is kept in self-circulation; The motor heat dissipation circuit (014) comprises a motor liquid pump (4), a motor system component (5) and a low-temperature radiator (6) arranged in series, the liquid inlet end of the condenser heat dissipation bypass branch (015) being connected between the motor liquid pump (4) and the motor system component (5), and the liquid outlet end being connected between the low-temperature radiator (6) and the motor system component (5).

2. The hybrid thermal management architecture according to claim 1, wherein: The hybrid thermal management architecture further includes a battery heat dissipation bypass branch (013) and a battery heat exchanger (3), wherein 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, wherein: A one-way valve (7) is provided in an area near the liquid outlet of the condenser heat dissipation bypass branch (015), 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).

4. The hybrid thermal management architecture according to claim 2, wherein: The hybrid thermal management architecture further includes 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.

5. The hybrid thermal management architecture according to claim 1, wherein: The hybrid thermal management architecture further includes 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 provided 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) and the heater core (17) in series to form a circulation loop; or 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.

6. The hybrid thermal management architecture according to claim 5, wherein: 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) provided 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 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 of the engine bypass branch (019) is connected between the liquid outlet of the heating bypass branch (020) and the second three-way water valve (1620).

7. The hybrid thermal management architecture according to claim 2, wherein: 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), 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 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).

8. The hybrid thermal management architecture according to claim 7, wherein: 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).

9. A hybrid vehicle, characterized in that: Comprising a hybrid thermal management architecture as described in any one of claims 1-8.

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