Thermal management system of hybrid electric vehicle

Abstract

The invention belongs to the technical field of thermal management of automobiles, and particularly relates to a thermal management system of a hybrid electric vehicle, and an air conditioning module of the thermal management system controls a refrigerant to exchange heat with an engine heat dissipation module, a battery pack heat dissipation module, an electric heat dissipation module and an internal cooling module through a two-position seven-way valve. By the adoption of the heat management system of the hybrid electric vehicle, on one hand, the flow direction of a refrigerant of the air conditioner module is controlled through the two-position seven-way valve, so that the refrigerant can fully exchange heat with the battery pack heat dissipation module, the electric heat dissipation module, the internal cooling module and the engine heat dissipation module, and heat energy is reasonably utilized; secondly, by arranging the two-position seven-way valve, the integration level of the thermal management system can be improved, the number of pipelines is reduced, and the thermal management system is simple in structure and convenient to control and overhaul; and thirdly, the heat management system is only provided with one water pump to drive the cooling liquid, and the requirements of various vehicle using scenes can be met.

Description

Technical Field

[0001] The present invention relates to the technical field of thermal management of automobiles, and in particular to a thermal management system for hybrid vehicles. Background Art

[0002] With the development of new energy vehicles, automotive thermal management systems are becoming increasingly sophisticated. These systems include engine cooling modules, battery pack cooling modules, electric drive cooling modules, air conditioning modules, and internal cooling modules. These modules often have a low level of structural integration, resulting in a complex overall architecture. The refrigerant and coolant piping layout is cumbersome and difficult to control. Summary of the Invention

[0003] Based on this, the present invention provides a thermal management system for a hybrid vehicle to improve the problems of the existing thermal management system being complex in structure and inconvenient to control.

[0004] An embodiment of the present invention provides a hybrid vehicle thermal management system, comprising an air conditioning module, an engine cooling module, a battery pack cooling module, an electric drive cooling module, and an internal cooling module, characterized in that:

[0005] The thermal management system is provided with a two-position seven-way valve, which includes valve port A, valve port B, valve port C, valve port D, valve port E, valve port F, and valve port G. In the heating state of the thermal management system, the valve port D is closed, the valve port B is connected to the valve port A, the valve port C is connected to the valve port G, and the valve port F is connected to the valve port E. In the cooling state, the valve ports A and F are closed, the valve ports C and D are connected to the valve port B, and the valve port E is connected to the valve port G.

[0006] The air conditioning module controls the refrigerant through the two-position seven-way valve to exchange heat with the engine heat dissipation module, the battery pack heat dissipation module, the electric drive heat dissipation module and the internal cooling module.

[0007] In some embodiments, the air conditioning module includes a compressor, a built-in condenser, an outdoor condenser, an evaporator, and a gas-liquid separator; wherein the compressor is provided with a first air conditioning pipe connected to the built-in condenser, the built-in condenser is connected to the C valve port through a second air conditioning pipe, the B valve port is connected to the outdoor condenser through a third air conditioning pipe, the outdoor condenser is connected to the E valve port through a fourth air conditioning pipe, the G valve port is connected to the evaporator through a fifth air conditioning pipe, the evaporator is connected to the gas-liquid separator through a sixth air conditioning pipe, and the gas-liquid separator is connected to the compressor;

[0008] The liquid outlet of the compressor is connected to the D valve port through the seventh air-conditioning pipe, the A valve port is connected to the sixth air-conditioning pipe through the eighth air-conditioning pipe, and the F valve port is connected to the fifth air-conditioning pipe through the ninth air-conditioning pipe; a first solenoid valve is provided on the first air-conditioning pipe, and a first expansion valve and a second solenoid valve are provided in sequence along the flow direction of the fifth air-conditioning pipe. The connection position between the ninth air-conditioning pipe and the fifth air-conditioning pipe is located between the first expansion valve and the second solenoid valve, and a third solenoid valve is provided on the ninth air-conditioning pipe.

[0009] In some embodiments, the battery pack heat dissipation module includes a battery heat exchanger, a first end of the battery heat exchanger is connected to the fifth air conditioning duct through a first battery pipe, and the connection position between the first battery pipe and the fifth air conditioning duct is located on the liquid inlet side of the first expansion valve, and a second expansion valve is provided on the first battery pipe;

[0010] The second end of the battery heat exchanger is connected to the sixth air-conditioning duct through a second battery pipe, and a fourth solenoid valve is provided on the second battery pipe; the second end of the battery heat exchanger is also connected to the liquid outlet of the compressor through a third battery pipe, and a fifth solenoid valve is provided on the third battery pipe.

[0011] In some embodiments, the engine cooling module includes a water pump, an engine assembly, a thermostat and an engine radiator connected in series; the water pump is connected to the liquid inlet end of the engine assembly through a first engine pipe, the liquid outlet end of the engine assembly is connected to the liquid inlet end of the thermostat through a second engine pipe, the liquid outlet end of the thermostat is connected to the liquid inlet end of the engine radiator through a third engine pipe, and the liquid outlet end of the engine radiator is connected to the liquid inlet end of the water pump through a fourth engine pipe; the liquid outlet end of the thermostat is connected to the fourth engine pipe through a fifth engine pipe.

[0012] In some embodiments, the internal cooling module includes a first cooling plate and a second cooling plate, a first end of the first cooling plate is connected to the fifth air conditioning pipe through the first cooler pipe, a connection position between the first cooler pipe and the fifth air conditioning pipe is located between the first expansion valve and the second solenoid valve, and a sixth solenoid valve is provided on the first cooler pipe;

[0013] The second end of the first cooling plate is connected to the gas-liquid separator through a second cooler pipe, and the liquid inlet end of the second cooling plate is connected to the first engine pipe through a third cooler pipe and a first three-way valve.

[0014] In some embodiments, the electric drive heat dissipation module includes a motor radiator, an electronic control component and a motor component connected in series, the liquid inlet end of the motor radiator is provided with a first motor pipe connected to the liquid outlet end of the second cooling plate, the liquid outlet end of the motor radiator is provided with a second motor pipe connected to the liquid inlet end of the electronic control component, the liquid outlet end of the electronic control component is connected to the liquid inlet end of the motor component, the liquid outlet end of the motor component is connected to the liquid inlet end of the water pump through a third motor pipe, and the first motor pipe is connected to the second motor pipe through a second three-way valve.

[0015] In some embodiments, a circulation pipe is further included, one end of which is connected to the liquid inlet side of the gas-liquid separator, and the other end of which is connected to the liquid outlet side of the compressor, and a seventh solenoid valve is provided on the circulation pipe.

[0016] In some embodiments, the outdoor condenser, the motor radiator, and the engine radiator are arranged side by side, wherein the outdoor condenser is arranged between the motor radiator and the engine radiator.

[0017] In some embodiments, a fan is provided on a side of the engine radiator away from the outdoor condenser.

[0018] In some embodiments, an expansion water tank is further included, wherein the expansion water tank is connected to the engine assembly through a first liquid replenishment and exhaust pipe, and the expansion water tank is connected to the liquid inlet end of the water pump through a second liquid replenishment and exhaust pipe.

[0019] The hybrid vehicle thermal management system of the present invention has the following advantages: first, the refrigerant in the air-conditioning module is controlled in its flow direction by a two-position seven-way valve, so that the refrigerant can fully exchange heat with the battery pack heat dissipation module, the electric drive heat dissipation module, the internal cooling module and the engine heat dissipation module, thereby rationally utilizing thermal energy; second, the provision of the two-position seven-way valve can improve the integration of the thermal management system, reduce the number of pipelines, and has a simple structure, which is convenient for control and maintenance; third, the thermal management system only has one water pump to drive the coolant, which can meet the needs of various vehicle usage scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic diagram of a thermal management system of a hybrid vehicle according to this embodiment;

[0021] Figure 2 is a schematic diagram of refrigerant cycle mode 1 of this embodiment;

[0022] Figure 3 is a schematic diagram of the refrigerant cycle mode 2 of this embodiment;

[0023] Figure 4Schematic diagram of refrigerant cycle mode 3 of this embodiment;

[0024] Figure 5 is a schematic diagram of refrigerant cycle mode 4 of this embodiment;

[0025] Figure 6 Schematic diagram of coolant circulation mode 1 of this embodiment;

[0026] Figure 7 FIG. 4 is a schematic diagram of the coolant circulation mode 2 of this embodiment.

[0027] In the figure: compressor 10; built-in condenser 11; outdoor condenser 12; evaporator 13; gas-liquid separator 14; circulation pipe 20; first air-conditioning pipe 21; second air-conditioning pipe 22; third air-conditioning pipe 23; fourth air-conditioning pipe 24; fifth air-conditioning pipe 25; sixth air-conditioning pipe 26; seventh air-conditioning pipe 27; eighth air-conditioning pipe 28; ninth air-conditioning pipe 29; battery heat exchanger 30; first battery pipe 31; second battery pipe 32; third battery pipe 33; water pump 40; engine assembly 41; thermostat 42; engine radiator 43; first engine pipe 44; second engine pipe 45; third engine pipe 46; fourth engine pipe 47; fifth engine pipe 48; first cooling plate 51; second cooling plate 52; third cooling plate 53; third cooling plate 54; fourth cooling plate 55; fifth cooling plate 56; fifth cooling plate 57; fifth cooling plate 58; first cooling plate 59; second cooling plate 51; second cooling plate 52; third cooling plate 53; fifth cooling plate 54; fifth cooling plate 55; first cooling plate 56; second cooling plate 57; fifth cooling plate 58; first cooling plate 59; second cooling plate 51; second cooling plate 52; third cooling plate 53; fifth cooling plate 54; first cooling plate 55; second cooling plate 56; third cooling plate 57; fifth cooling plate 58; first cooling plate 59; first cooling plate 51; second cooling plate 51; third cooling plate 52; fifth cooling plate 53; first cooling plate 51; second cooling plate 52; third cooling plate 53; fifth cooling plate 54; first cooling plate 55; first cooling plate 56; first cooling plate 57; first cooling plate 58; first cooling plate 59; Cooling plate 52; first cooler pipe 53; second cooler pipe 54; third cooler pipe 55; motor radiator 60; electronic control component 61; motor assembly 62; first motor pipe 63; second motor pipe 64; third motor pipe 65; two-position seven-way valve 70; first solenoid valve 71; second solenoid valve 72; third solenoid valve 73; fourth solenoid valve 74; fifth solenoid valve 75; sixth solenoid valve 76; seventh solenoid valve 77; first expansion valve 81; second expansion valve 82; first three-way valve 83; second three-way valve 84; expansion water tank 90; fan 91; first temperature sensor 92; second temperature sensor 93; first pressure transmitter 94; second pressure transmitter 95; third pressure transmitter 96; fourth pressure transmitter 97. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be 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.

[0029] The structures, proportions, sizes, etc. depicted in the drawings of this specification are only used to match the contents disclosed in the specification so that people familiar with this technology can understand and read them. They are not used to limit the conditions under which the present invention can be implemented. Any structural modifications, changes in proportional relationships, or adjustments in size should still fall within the scope of the technical contents disclosed in the present invention without affecting the effects and purposes that can be achieved by the present invention.

[0030] Terms such as "upper," "lower," "left," "right," "center," "longitudinal," "transverse," "horizontal," "inner," "outer," "radial," and "circumferential" used in this specification to indicate positions or locations are based on those shown in the accompanying drawings and are intended solely for ease of description. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and are therefore not to be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

[0031] like Figure 1 As shown, this embodiment provides a thermal management system for a hybrid vehicle, which includes an air-conditioning module, a battery pack cooling module, an electric drive cooling module, an internal cooling module and an engine cooling module. The air-conditioning cooling module is connected to other modules via a two-position seven-way valve 70 and a pipeline assembly.

[0032] The two-position, seven-way valve 70 specifically includes valve ports A, B, C, D, E, F, and G. In heating mode, valve port D is closed, valve port B connects to valve port A, valve port C connects to valve port G, and valve port F connects to valve port E. In cooling mode, valve ports A and F are closed, valve ports C and D connect to valve port B, and valve port E connects to valve port G.

[0033] The air conditioning module of this embodiment includes a compressor 10 , a built-in condenser 11 , an outdoor condenser 12 , an evaporator 13 and a gas-liquid separator 14 . The liquid outlet of the compressor 10 is provided with a first air-conditioning pipe 21 connected to the liquid inlet of the built-in condenser 11, the liquid outlet of the built-in condenser 11 is connected to the C valve port of the two-position seven-way valve 70 through the second air-conditioning pipe 22, the B valve port of the two-position seven-way valve 70 is connected to the first end of the outdoor condenser 12 through the third air-conditioning pipe 23, the second end of the outdoor condenser 12 is connected to the E valve port of the two-position seven-way valve 70 through the fourth air-conditioning pipe 24, the G valve port of the two-position seven-way valve 70 is connected to the liquid inlet of the evaporator 13 through the fifth air-conditioning pipe 25, the liquid outlet of the evaporator 13 is connected to the liquid inlet of the gas-liquid separator 14 through the sixth air-conditioning pipe 26, the gas outlet of the gas-liquid separator 14 is connected to the gas inlet of the compressor 10, the liquid outlet of the compressor 10 is connected to the D valve port of the two-position seven-way valve 70 through the seventh air-conditioning pipe 27, the A valve port of the two-position seven-way valve 70 is connected to the sixth air-conditioning pipe 26 through the eighth air-conditioning pipe 28, and the F valve port of the two-position seven-way valve 70 is connected to the fifth air-conditioning pipe 25 through the ninth air-conditioning pipe 29.

[0034] The first air conditioning duct 21 is provided with a first solenoid valve 71, which controls the flow of refrigerant output by the compressor 10 through the internal condenser 11. The fifth air conditioning duct 25 is provided with a first expansion valve 81 and a second solenoid valve 72, respectively, along the flow direction. The second solenoid valve 72 controls the flow of refrigerant through the evaporator 13. The ninth air conditioning duct 29 is connected to the fifth air conditioning duct 25 between the first expansion valve 81 and the second solenoid valve 72. A third solenoid valve 73 is provided on the ninth air conditioning duct 29.

[0035] The battery pack cooling module of this embodiment includes a battery heat exchanger 30. The first end of the battery heat exchanger 30 is connected to the fifth air conditioning duct 25 via a first battery conduit 31. The connection between the first battery conduit 31 and the fifth air conditioning duct 25 is located on the liquid inlet side of the first expansion valve 81. A second expansion valve 82 is provided on the first battery conduit 31. The second end of the battery heat exchanger 30 is connected to the sixth air conditioning duct 26 via a second battery conduit 32. A fourth solenoid valve 74 is provided on the second battery conduit 32. The second end of the battery heat exchanger 30 is also connected to the liquid outlet of the compressor 10 via a third battery conduit 33. A fifth solenoid valve 75 is provided on the third battery conduit 33.

[0036] The engine cooling module of this embodiment includes a water pump 40, an engine assembly 41, a thermostat 42, and an engine radiator 43 connected in series. The water pump 40 is connected to the liquid inlet of the engine assembly 41 via a first engine pipe 44. The liquid outlet of the engine assembly 41 is connected to the liquid inlet of the thermostat 42 via a second engine pipe 45. The liquid outlet of the thermostat 42 is firstly connected to the liquid inlet of the engine radiator 43 via a third engine pipe 46. The liquid outlet of the engine radiator 43 is then connected to the liquid inlet of the water pump 40 via a fourth engine pipe 47. The liquid outlet of the thermostat 42 is secondly connected to the fourth engine pipe 47 via a fifth engine pipe 48.

[0037] The internal cooling module of this embodiment includes a first cooling plate 51 and a second cooling plate 52. The first cooling plate 51 is used to pass refrigerant, and the second cooling plate 52 is used to pass coolant. The refrigerant in the first cooling plate 51 can exchange heat with the coolant in the second cooling plate 52. Specifically, the first end of the first cooling plate 51 is connected to the fifth air conditioning duct 25 via a first cooler pipe 53. The connection point between the first cooler pipe 53 and the fifth air conditioning duct 25 is located between the first expansion valve 81 and the second solenoid valve 72. A sixth solenoid valve 76 is provided on the first cooler pipe 53. The second end of the first cooling plate is connected to the gas-liquid separator 14 via a second cooler pipe 54. The liquid inlet end of the second cooling plate 52 is connected to the first engine duct 44 via a third cooler pipe 55 and a first three-way valve 83.

[0038] The electric drive heat dissipation module of this embodiment includes a motor radiator 60, an electronic control component 61 and a motor component 62 connected in series, wherein the liquid inlet end of the motor radiator 60 is provided with a first motor pipe 63 connected to the liquid outlet end of the second cooling plate 52, the liquid outlet end of the motor radiator 60 is provided with a second motor pipe 64 connected to the liquid inlet end of the electronic control component 61, the liquid outlet end of the electronic control component 61 is connected to the liquid inlet end of the motor component 62, the liquid outlet end of the motor component 62 is connected to the liquid inlet end of the water pump 40 through the third motor pipe 65, and the first motor pipe 63 is connected to the second motor pipe 64 through the second three-way valve 84.

[0039] The thermal management system of this embodiment further includes a circulation pipe 20, one end of which is connected to the liquid inlet of the gas-liquid separator 14, and the other end of which is connected to the liquid outlet of the compressor 10. A seventh solenoid valve 77 is provided on the circulation pipe 20. The thermal management system can rapidly increase the heat of the refrigerant through the circulation pipe 20 to quickly heat the required modules.

[0040] In this embodiment, the outdoor condenser 12, motor radiator 60, and engine radiator 43 are arranged side by side, with the outdoor condenser 12 preferably positioned between the motor radiator 60 and the engine radiator 43. When the vehicle is operating in a low-temperature environment, the outdoor condenser 12 absorbs heat dissipated from the motor radiator 60 and the engine radiator 43, thereby improving heating efficiency and increasing driving range. A fan 91 is located on the side of the engine radiator 43 facing away from the outdoor condenser 12. This fan 91 generates airflow to dissipate heat for the engine radiator 43, the outdoor condenser 12, and the motor radiator 60, respectively.

[0041] The thermal management system of this embodiment also includes temperature sensors and pressure transmitters to detect the temperature and pressure of the refrigerant to ensure the accuracy of the thermal management system. A first temperature sensor 92 is provided on the fifth air-conditioning pipe 25 to detect the temperature of the refrigerant flowing into the first expansion valve 81. A second temperature sensor 93 is provided on the second motor pipe 64 to detect the temperature of the coolant flowing into the electronic control component 61. A first pressure transmitter 94 is provided on the liquid inlet side of the compressor 10, and a second pressure transmitter 95 is provided on the liquid outlet side of the compressor 10 to detect the pressure of the refrigerant entering and leaving the compressor 10; a third pressure transmitter 96 and a fourth pressure transmitter 97 are provided at both ends of the battery heat exchanger 30 to detect the pressure of the refrigerant entering and leaving the battery heat exchanger 30.

[0042] The thermal management system of this embodiment also includes an expansion water tank 90, which is connected to the engine component 41 through a first liquid replenishment and exhaust pipe. The expansion water tank 90 is connected to the liquid inlet end of the water pump 40 through a second liquid replenishment and exhaust pipe. The expansion water tank 90 can meet the system's liquid replenishment and exhaust needs.

[0043] In the hybrid vehicle's thermal management system, the cooling and heating states of the two-position, seven-way valve 70 are used to change the connection mode of each pipeline, thereby realizing multiple refrigerant circulation modes and coolant circulation modes to meet different thermal management requirements. The refrigerant circulation modes are specifically as follows:

[0044] Refrigerant cycle mode 1

[0045] like Figure 2As shown, the high-temperature and high-pressure gaseous refrigerant generated by the compressor 10 first enters the outdoor condenser 12 from the seventh air-conditioning pipe 27, the D valve port and the B valve port of the two-position seven-way valve 70 and the third air-conditioning pipe 23 in sequence. At this time, the refrigerant condenses into a liquid refrigerant at room temperature and high pressure; then flows through the fourth air-conditioning pipe 24, the E valve port and the G valve port of the two-position seven-way valve 70 and the fifth air-conditioning pipe 25 in sequence; next, it passes through the first expansion valve 81 to become a low-pressure mist refrigerant and then enters the evaporator 13 to absorb heat and become a high-temperature and low-pressure gaseous refrigerant, and / or passes through the second expansion valve 82 to become a low-pressure mist refrigerant and then enters the battery heat exchanger 30 to absorb heat and become a high-temperature and low-pressure gaseous refrigerant, and / or passes through the first expansion valve 81 to become a low-pressure mist refrigerant and then enters the first cooling plate 51 to absorb heat and become a high-temperature and low-pressure gaseous refrigerant; finally, it flows back to the compressor 10 through the gas-liquid separator 14.

[0046] Refrigerant cycle mode 2

[0047] like Figure 3 As shown, the high-temperature and high-pressure gaseous refrigerant generated by the compressor 10 first enters the battery heat exchanger 30 from the third battery pipe 33 to condense into a low-temperature and high-pressure liquid refrigerant; then passes through the first expansion valve 81 to condense into a low-pressure mist refrigerant; next, it can choose to first pass through the F valve port and the E valve port of the two-position seven-way valve 70 to enter the outdoor condenser 12 to absorb heat and become a high-temperature and low-pressure gaseous refrigerant, and then pass through the B valve port and the A valve port of the two-position seven-way valve 70, and / or directly pass through the first cooling plate 51 to absorb heat and become a high-temperature and low-pressure gaseous refrigerant, and / or directly pass through the evaporator 13 to absorb heat and become a high-temperature and low-pressure gaseous refrigerant; finally, it passes through the gas-liquid separator 14 and flows back to the compressor 10.

[0048] Refrigerant cycle mode 3

[0049] like Figure 4 As shown, the high-temperature and high-pressure gaseous refrigerant generated by the compressor 10 first passes through the built-in condenser 11 to condense into a low-temperature and high-pressure liquid refrigerant, and then flows through the C valve port and the G valve port of the two-position seven-way valve 70 in sequence; next, it can choose to first pass through the first expansion valve 81 to condense into a low-pressure mist refrigerant, and then pass through the F valve port and the E valve port of the two-position seven-way valve 70 to enter the outdoor condenser 12 to absorb heat and become a high-temperature and low-pressure gaseous refrigerant, and / or first pass through the second expansion valve 82 to condense into a low-pressure mist refrigerant, and then pass through the battery heat exchanger 30 to absorb heat and become a high-temperature and low-pressure gaseous refrigerant, and / or first pass through the first expansion valve 81 to condense into a low-pressure mist refrigerant, and then pass through the first cooling plate 51 to absorb heat and become a high-temperature and low-pressure gaseous refrigerant; finally, it flows back to the compressor 10 through the gas-liquid separator 14.

[0050] Refrigerant cycle mode 4

[0051] like Figure 5As shown, the high-temperature and high-pressure gaseous refrigerant generated by the compressor 10 directly enters the gas-liquid separator 14 through the bypass pipe and then flows back to the compressor 10, so that the refrigerant circulates in the compressor 10 and the gas-liquid separator 14, and the temperature and pressure of the refrigerant can be rapidly increased.

[0052] The coolant circulation modes include:

[0053] Coolant circulation mode 1

[0054] like Figure 6 As shown, the water pump 40 drives the coolant to flow through the engine component 41 to absorb heat and become high-temperature coolant; then it passes through the thermostat 42 and optionally enters the engine radiator 43 to release heat and become low-temperature coolant, and finally returns to the water pump 40; and / or directly returns to the water pump 40 after passing through the thermostat 42.

[0055] Coolant circulation mode 2

[0056] like Figure 7 As shown, the water pump 40 drives the coolant to flow through the second cooling plate 52 to release heat, and then chooses to flow directly through the electronic control component 61 and the motor component 62 to absorb heat and become high-temperature coolant, and / or flows through the motor radiator 60 to release heat and then flows through the electronic control component 61 and the motor component 62 to absorb heat and become high-temperature coolant; finally, it flows back to the water pump 40.

[0057] In the thermal management system of this embodiment, on the one hand, the refrigerant of the air-conditioning module is controlled by the two-position seven-way valve 70 to control the flow direction of the refrigerant, so that the refrigerant can fully exchange heat with the battery pack heat dissipation module, the electric drive heat dissipation module, the internal cooling module and the engine heat dissipation module to reasonably utilize thermal energy; on the other hand, the setting of the two-position seven-way valve 70 can improve the integration of the thermal management system, reduce the number of pipelines, and make installation and maintenance more convenient; on the third hand, the thermal management system only has one water pump 40 to drive the coolant, which can meet the needs of various vehicle usage scenarios and has a simple structure.

[0058] The combination of refrigerant circulation mode and coolant circulation mode can cope with the following thermal management scenarios.

[0059] Scenario 1: Passenger compartment cooling, battery pack cooling, and electric drive part heat dissipation in pure electric drive mode.

[0060] In a high temperature environment (such as summer), the vehicle is driving on the highway in pure electric drive mode. At this time, the electric drive part, battery pack and passenger compartment need to be cooled.

[0061] The second solenoid valve 72 of the thermal management system is opened, the fourth solenoid valve 74 is opened, the first expansion valve 81 is opened and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40 and the second cooling plate 52, and the second three-way valve 84 connects the second cooling plate 52 and the motor radiator 60.

[0062] The refrigerant output by compressor 10 first flows through ports D and B of a two-position, seven-way valve 70 into outdoor condenser 12. It then flows through ports E and G before being split into two paths. One path flows through evaporator 13 to cool the passenger compartment, while the other flows through battery heat exchanger 30 to cool the battery pack. A water pump 40 pumps the coolant through second cooling plate 52, motor radiator 60, electric drive assembly, and motor assembly 62 to meet the heat dissipation requirements of the electric drive.

[0063] Scenario 2: passenger compartment cooling, battery pack cooling, electric drive cooling, and engine cooling in hybrid drive mode.

[0064] In a high temperature environment (such as summer), the vehicle is driving on the highway in hybrid drive mode. At this time, the electric drive part, engine part, battery pack and passenger compartment all need to be cooled.

[0065] The second solenoid valve 72 of the thermal management system is opened, the fourth solenoid valve 74 is opened, the first expansion valve 81 is opened and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40, the second cooling plate 52 and the engine assembly 41, the second three-way valve 84 connects the second cooling plate 52 and the motor radiator 60, and the thermostat 42 connects the engine assembly 41, the engine radiator 43 and the water pump 40.

[0066] The refrigerant output from compressor 10 first flows through ports D and B of a two-position, seven-way valve 70 into outdoor condenser 12. It then flows through ports E and G before being split into two paths. One path flows sequentially through evaporator 13 to cool the passenger compartment, while the other flows through battery heat exchanger 30 to cool the battery pack. Coolant pumped by water pump 40 is initially split into two paths. One path flows sequentially through second cooling plate 52, motor radiator 60, electric drive assembly, and motor assembly 62 to meet the heat dissipation requirements of the electric drive. The other path flows through engine assembly 41 and thermostat 42 and is then split into two branches. One branch flows through engine radiator 43 before returning to water pump 40, while the other branch flows directly back to water pump 40.

[0067] Scenario three: passenger compartment cooling, battery pack cooling, electric drive cooling, and engine cooling in hybrid drive mode.

[0068] In a high temperature environment (such as summer), the vehicle is driving on the highway in hybrid drive mode. When the vehicle's power is insufficient, the engine is needed to generate electricity and supplement power. At this time, the engine part, electric drive part, battery pack and passenger compartment all need to be cooled.

[0069] The second solenoid valve 72 of the thermal management system is opened, the fourth solenoid valve 74 is opened, the sixth solenoid valve 76 is opened, the first expansion valve 81 is opened and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40, the second cooling plate 52 and the engine assembly 41, the second three-way valve 84 connects the second cooling plate 52 and the motor radiator 60, and the thermostat 42 connects the engine assembly 41, the engine radiator 43 and the water pump 40.

[0070] The refrigerant output from compressor 10 first flows through ports D and B of a two-position, seven-way valve 70 into the outdoor condenser 12. It then flows through ports E and G before being split into two paths. One path flows through the battery heat exchanger 30 to cool the battery pack. The other path flows through the first expansion valve 81 and is then split into two branches. One path flows through the first cooling plate 51 to exchange heat with the second cooling plate 52, while the other path flows through the evaporator 13 to cool the passenger compartment. The coolant pumped by water pump 40 is initially split into two paths. One path flows sequentially through the second cooling plate 52, the motor radiator 60, the electric drive assembly, and the motor assembly 62 to meet the heat dissipation requirements of the electric drive. The other path flows through the engine assembly 41 and thermostat 42 and is then split into two paths. One path flows through the engine radiator 43 before returning to the water pump 40, while the other path flows directly back to the water pump 40.

[0071] Scenario 4: Battery pack cooling in charging mode.

[0072] When the battery pack is in charging mode, the driver and passengers are not in the passenger compartment, and the battery pack needs to be cooled.

[0073] The fourth solenoid valve 74 of the thermal management system is opened, and the second expansion valve 82 is opened.

[0074] The refrigerant output by the compressor 10 first passes through the D valve port and the B valve port of the two-position seven-way valve 70 to enter the outdoor condenser 12, and then passes through the E valve port and the G valve port to flow into the battery heat exchanger 30 to cool the battery pack.

[0075] Scenario 5: Battery pack cooling and passenger compartment cooling in charging mode.

[0076] When the battery pack is in charging mode, the driver and passengers are not in the passenger compartment, and both the battery pack and the passenger compartment need to be cooled.

[0077] The second solenoid valve 72 of the thermal management system is opened, the fourth solenoid valve 74 is opened, the sixth solenoid valve 76 is opened, the first expansion valve 81 is opened, and the second expansion valve 82 is opened.

[0078] The refrigerant output by the compressor 10 first passes through the D valve port and the B valve port of the two-position seven-way valve 70 to enter the outdoor condenser 12, and then passes through the E valve port and the G valve port to be split into two paths. One path of the refrigerant flows through the battery heat exchanger 30 to cool the battery pack; the other path of the refrigerant flows through the first expansion valve 81 and then flows through the evaporator 13 to cool the passenger compartment.

[0079] Scene six: remote control of cabin cooling.

[0080] In high temperature environments (such as summer), remote control of passenger compartment cooling is required to ensure comfort.

[0081] The second solenoid valve 72 of the thermal management system is opened, and the second expansion valve 82 is opened.

[0082] The refrigerant output by the compressor 10 first passes through the D valve port and the B valve port of the two-position seven-way valve 70 to enter the outdoor condenser 12, then passes through the E valve port and the G valve port and flows through the first expansion valve 81 and the evaporator 13 in sequence to cool the passenger compartment.

[0083] In scenario seven, the heat from the motor and passenger compartment is stored in the battery pack.

[0084] In low temperature environments (such as winter), when the vehicle stops briefly on the highway, the heat in the electric drive part and the passenger compartment can be stored in the battery pack.

[0085] The second solenoid valve 72 of the thermal management system is opened, the fifth solenoid valve 75 is opened, the sixth solenoid valve 76 is opened, the first expansion valve 81 is opened and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40 and the second cooling plate 52, and the second three-way valve 84 connects the second cooling plate 52 and the electronic control component 61.

[0086] The refrigerant output by the compressor 10 first flows through the third battery pipe 33 and the battery radiator to heat the battery pack. It is then split into two paths: one path flows through the evaporator 13 to absorb heat from the passenger compartment, and the other path flows through the first cooling plate 51 to absorb heat from the second cooling plate 52. The water pump 40 first pumps the coolant through the second cooling plate 52 to release heat, and then flows through the electronic control assembly 61 and the motor assembly 62 to absorb heat.

[0087] In scenario eight, the heat from the engine, motor, and passenger compartment is stored in the battery pack.

[0088] In low temperature environments (such as winter), when the vehicle stops briefly on the highway, the heat in the engine and passenger compartment can be stored in the battery pack.

[0089] The second solenoid valve 72 of the thermal management system is opened, the fifth solenoid valve 75 is opened, and the sixth solenoid valve 76 is opened; the first expansion valve 81 is opened, and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40, the engine assembly 41 and the second cooling plate 52, the second three-way valve 84 connects the second cooling plate 52 and the electronic control assembly 61, and the thermostat 42 connects the engine assembly 41 and the water pump 40.

[0090] The refrigerant output by the compressor 10 first flows through the third battery pipe 33 and the battery radiator to heat the battery pack before being split into two paths. One path flows through the evaporator 13 to absorb heat from the passenger compartment, and the other path flows through the first cooling plate 51 to absorb heat from the second cooling plate 52. The water pump 40 first pumps the coolant into two paths. One path flows through the engine assembly 41 to absorb heat, and the other path flows through the second cooling plate 52 to release heat. The coolant then flows through the electronic control assembly 61 and the motor assembly 62 to absorb heat.

[0091] Scenario nine: Rapid heating of the battery pack in hybrid drive mode.

[0092] In low temperature environments, especially when the ambient temperature is above -10°C, the heat from the environment, engine and motor parts is fully utilized to heat the battery pack.

[0093] The third solenoid valve 73 of the thermal management system is opened, the fifth solenoid valve 75 is opened, and the sixth solenoid valve 76 is opened; the first expansion valve 81 is opened, and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40, the engine assembly 41 and the second cooling plate 52, the second three-way valve 84 connects the second cooling plate 52 and the electronic control assembly 61, and the thermostat 42 connects the engine assembly 41 and the water pump 40.

[0094] The refrigerant output by the compressor 10 first flows through the third battery pipe 33 and the battery radiator to heat the battery pack before being split into two paths. One path flows through ports F and E of the two-position, seven-way valve 70 and enters the outdoor condenser 12 to absorb heat from the air; the other path flows through the first cooling plate 51 to absorb heat from the second cooling plate 52. The water pump 40 first pumps the coolant into two paths. One path flows through the engine assembly 41 to absorb heat, and the other path flows through the second cooling plate 52 to release heat. The coolant then flows through the electronic control assembly 61 and the motor assembly 62 to absorb heat.

[0095] Scene 10: Rapid heating of the battery pack in pure electric driving mode.

[0096] In low temperature environments, especially when the ambient temperature is above -10°C, the heat from the air and motor is fully utilized to heat the battery pack.

[0097] The first solenoid valve 71 of the thermal management system is opened, the third solenoid valve 73 is opened, and the fifth solenoid valve 75 is opened; the first expansion valve 81 is opened, and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40 and the second cooling plate 52, and the second three-way valve 84 connects the second cooling plate 52 and the motor radiator 60.

[0098] The refrigerant output from compressor 10 is split into two paths. The first path of refrigerant first flows through the internal condenser 11 to heat the passenger compartment before passing through ports C and F of the two-position, seven-way valve. The second path of refrigerant first flows through the third battery pipe 33, flows through the battery radiator 30 to heat the battery pack, and then merges with the first path of refrigerant. The merged refrigerant then flows through the internal condenser 11, ports F and E of the two-position, seven-way valve 70, and enters the outdoor condenser 12 to absorb heat from the air. The water pump 40 first pumps the coolant through two cooling plates and the motor radiator 60 to release heat to the outdoor condenser 12, and then flows through the electronic control assembly 61 and the motor assembly 62 to absorb heat.

[0099] Scene 11: The battery pack heats up quickly in pure electric driving mode.

[0100] In low temperature environments, especially when the ambient temperature is above -10°C, the heat from the air and motor is fully utilized to heat the battery pack.

[0101] The first solenoid valve 71 of the thermal management system is opened, the third solenoid valve 73 is opened, the fifth solenoid valve 75 is opened, and the sixth solenoid valve 76 is opened; the first expansion valve 81 is opened, and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40 and the second cooling plate 52, and the second three-way valve 84 connects the second cooling plate 52 and the motor radiator 60.

[0102] The refrigerant output from compressor 10 is split into two paths. The first path first flows through internal condenser 11 to heat the passenger compartment before passing through ports C and F of the two-position, seven-way valve. The second path first flows through third battery pipe 33, flows through battery radiator 30 to heat the battery pack, and then merges with the first path. The merged refrigerant is then split into two branches. One branch of refrigerant flows sequentially through ports F and E of two-position, seven-way valve 70 before entering outdoor condenser 12 to absorb heat from the air; the other branch of refrigerant flows through first cooling plate 51 to absorb heat from second cooling plate 52. Water pump 40 first pumps the coolant through the two cooling plates and motor radiator 60 to release heat to the first cooling plate 51 and outdoor condenser 12 respectively, and then flows through electronic control assembly 61 and the motor to absorb heat.

[0103] Scene 12: Rapid heating of the passenger compartment in pure electric drive mode.

[0104] In low temperature environments, especially when the ambient temperature is above -10°C, the air conditioning module heats the passenger compartment by absorbing heat from the motor, battery pack and air.

[0105] The first solenoid valve 71 of the thermal management system is opened, the third solenoid valve 73 is opened, and the fourth solenoid valve 74 is opened; the first expansion valve 81 is opened, and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40 and the second cooling plate 52, and the second three-way valve 84 connects the second cooling plate 52 and the motor radiator 60.

[0106] The refrigerant output by compressor 10 first flows through internal condenser 11 to heat the passenger compartment before being split into two paths through ports C and F of a two-position, seven-way valve. One path flows through ports F and E of a two-position, seven-way valve 70 to enter outdoor condenser 12, absorbing heat from the air; the other path flows through battery heat exchanger 30 to absorb heat from the battery pack. Water pump 40 first pumps the coolant through two cooling plates and motor radiator 60 to release heat, and then flows through electronic control unit 61 and the motor to absorb heat.

[0107] Scene 13: Maximum power heating of the passenger compartment in pure electric drive mode.

[0108] In low temperature environments, especially when the ambient temperature is above -10°C, the air conditioning module heats the passenger compartment by absorbing heat from the motor, battery pack and air.

[0109] The first solenoid valve 71 of the thermal management system is opened, the third solenoid valve 73 is opened, the fourth solenoid valve 74 is opened and the sixth solenoid valve 76 is opened; the first expansion valve 81 and the second expansion valve 82 are opened; the first three-way valve 83 connects the water pump 40 and the electric drive component, and the second three-way valve 84 connects the motor radiator 60 and the second cooling plate 52.

[0110] The refrigerant output by compressor 10 first flows through internal condenser 11 to heat the passenger compartment before being split into two paths through ports C and F of a two-position, seven-way valve. One path flows through battery heat exchanger 30 to absorb heat from the battery pack. The other path flows through first expansion valve 81 and then splits into two branches. One path flows through ports F and E of two-position, seven-way valve 70 to enter outdoor condenser 12 to absorb heat from the air, while the other path flows through first cooling plate 51 to absorb heat from second cooling plate 52. Water pump 40 first pumps the coolant through the two cooling plates and motor radiator 60, releasing heat to first cooling plate 51 and outdoor condenser 12 respectively. The flow then flows through electronic control assembly 61 and motor assembly 62 to absorb heat.

[0111] Scenario 14: Heating of the passenger compartment and battery pack in hybrid drive mode.

[0112] In low temperature environments, especially when the ambient temperature is above -10°C, the air conditioning module heats the passenger compartment and battery pack by absorbing heat from the engine, motor and air.

[0113] The first solenoid valve 71 of the thermal management system is opened, the third solenoid valve 73 is opened, and the fifth solenoid valve 75 is opened; the first expansion valve 81 is opened and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40, the first cooling plate 51 and the engine assembly 41, the second three-way valve 84 connects the motor radiator 60 and the second cooling plate 52, and the thermostat 42 connects the engine assembly 41, the engine radiator 43 and the water pump 40.

[0114] The refrigerant output from compressor 10 is split into two paths. The first path flows through internal condenser 11 to heat the passenger compartment before flowing through ports C and G of two-position, seven-way valve 70. The second path flows through battery heat exchanger 30, releasing heat to the battery pack, before merging with the first path. The merged refrigerant flows through ports F and E of two-position, seven-way valve 70 and enters outdoor condenser 12 to absorb heat from the air. Coolant pumped by water pump 40 is initially split into two paths. One path flows through second cooling plate 52, motor radiator 60, electric drive assembly, and motor assembly 62. The other path passes through engine assembly 41 and thermostat 42 and is then split into two branches. One branch flows through engine radiator 43 before returning to water pump 40, while the other branch flows directly back to water pump 40.

[0115] Scenario 15: Heating of the passenger compartment and battery pack in hybrid drive mode.

[0116] In low temperature environments, especially when the ambient temperature is above -10°C, the air conditioning module heats the passenger compartment and battery pack by absorbing heat from the engine, motor and air.

[0117] The first solenoid valve 71 of the thermal management system is opened, the third solenoid valve 73 is opened, the fifth solenoid valve 75 is opened, and the sixth solenoid valve 76 is opened; the first expansion valve 81 is opened and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40, the first cooling plate 51 and the engine assembly 41, the second three-way valve 84 connects the motor radiator 60 and the second cooling plate 52, and the thermostat 42 connects the engine assembly 41, the engine radiator 43 and the water pump 40.

[0118] The refrigerant output by the compressor 10 is split into two paths, wherein the first path of refrigerant flows through the built-in condenser 11 in turn to release heat to heat the passenger compartment and then flows through the C valve port and the G valve port of the two-position seven-way valve 70; the second path of refrigerant flows through the battery heat exchanger 30 to release heat to the battery pack and then merges with the first path of refrigerant; the merged refrigerant is further split into two branches, wherein the refrigerant in one branch flows through the F valve port and the E valve port of the two-position seven-way valve 70 to enter the outdoor condenser 12 to absorb heat from the air; the refrigerant in the other branch flows through the first cooling plate 51 to absorb heat from the second cooling plate 52. The water pump 40 pumps the coolant and splits it into two paths for the first time. One path of the coolant flows through the second cooling plate 52, the motor radiator 60, the electric drive assembly and the motor assembly 62 in sequence. The other path of the coolant passes through the engine assembly 41 and the thermostat 42 and splits into two branches. One branch of the coolant flows through the engine radiator 43 and then flows back to the water pump 40, and the other branch of the coolant flows directly back to the water pump 40.

[0119] Scene 16: Rapid heating of the passenger compartment in hybrid drive mode.

[0120] In low temperature environments, especially when the ambient temperature is above -10°C, the air-conditioning module quickly heats the passenger compartment by absorbing heat from the engine, electric drive, battery pack and air.

[0121] The first solenoid valve 71 of the thermal management system is opened, the third solenoid valve 73 is opened, and the fourth solenoid valve 74 is opened; the first expansion valve 81 is opened and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40, the first cooling plate 51 and the engine assembly 41, the second three-way valve 84 connects the motor radiator 60 and the second cooling plate 52, and the thermostat 42 connects the engine assembly 41, the engine radiator 43 and the water pump 40.

[0122] The refrigerant output from compressor 10 flows through internal condenser 11, releasing heat to heat the passenger compartment. It then flows through ports C and G of a two-position, seven-way valve 70, splitting into two paths. One path flows through ports F and E of the two-position, seven-way valve 70 and enters outdoor condenser 12, absorbing heat from the air. The other path flows through battery heat exchanger 30, absorbing heat from the battery pack. Coolant pumped by water pump 40 is initially split into two paths. One path flows sequentially through second cooling plate 52, motor radiator 60, electric drive assembly, and motor assembly 62. The other path passes through engine assembly 41 and thermostat 42, splitting into two branches. One path flows through engine radiator 43 before returning to water pump 40, while the other path flows directly back to water pump 40.

[0123] Scenario 17: Maximum power heating of the passenger compartment in hybrid drive mode.

[0124] In low temperature environments, especially when the ambient temperature is above -10°C, the air-conditioning module quickly heats the passenger compartment by absorbing heat from the engine, electric drive, battery pack and air.

[0125] The first solenoid valve 71 of the thermal management system is opened, the third solenoid valve 73 is opened, the fourth solenoid valve 74 is opened, and the sixth solenoid valve 76 is opened; the first expansion valve 81 is opened and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40, the first cooling plate 51 and the engine assembly 41, the second control three-way valve connects the motor radiator 60 and the second cooling plate 52, and the thermostat 42 connects the engine assembly 41, the engine radiator 43 and the water pump 40.

[0126] The refrigerant output from compressor 10 flows through built-in condenser 11, releasing heat to heat the passenger compartment. It then flows through ports C and G of two-position, seven-way valve 70, splitting into two paths. One path flows through battery heat exchanger 30 to absorb heat from the battery pack. The other path flows through first expansion valve 81 of two-position, seven-way valve 70, splitting into two branches. One path passes through ports F and E to enter outdoor condenser 12, absorbing heat from the air, while the other path passes through first cooling plate 51 to absorb heat from second cooling plate 52. Coolant pumped by water pump 40 is initially split into two paths. One path flows sequentially through second cooling plate 52, motor radiator 60, electric drive assembly, and motor assembly 62. The other path passes through engine assembly 41 and thermostat 42, splitting into two paths. One path flows through engine radiator 43 before returning to water pump 40, while the other path flows directly back to water pump 40.

[0127] Scene 18, triangle loop.

[0128] In extremely low temperature environments, especially when the ambient temperature is less than or equal to -10°C, the air conditioning module quickly increases the heat of the refrigerant.

[0129] The seventh solenoid valve 77 of the thermal management system is opened.

[0130] The refrigerant output by the compressor 10 circulates directly between the compressor 10 and the gas-liquid separator 14 through the circulation pipe 20, which can quickly increase the heat of the refrigerant to quickly heat the passenger compartment and the battery pack.

[0131] Scene 19: The passenger compartment is quickly heated in pure electric mode.

[0132] In extremely low temperature environments, especially when the ambient temperature is less than or equal to -10°C, the air-conditioning module absorbs heat from the motor to heat the battery pack and the passenger compartment quickly.

[0133] The first solenoid valve 71 of the thermal management system is opened, the second solenoid valve 72 is opened, the fourth solenoid valve 74 is opened, and the sixth solenoid valve 76 is opened; the first expansion valve 81 is opened, and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40 and the first cooling plate 51, and the second three-way valve 84 connects the motor radiator 60 and the second cooling plate 52.

[0134] The refrigerant output from compressor 10 is split into two paths. The first path flows through built-in condenser 11, releasing heat to heat the passenger compartment, before flowing through ports C and G of two-position, seven-way valve 70. The second path flows through battery heat exchanger 30, releasing heat to the battery pack, before merging with the first path. The combined refrigerant flows through first cooling plate 51 to absorb heat from second cooling plate 52. Water pump 40 pumps coolant through second cooling plate 52, releasing heat, and then through the electric drive assembly and motor assembly 62 to absorb heat.

[0135] Scene 20: The passenger compartment is quickly heated in pure electric mode.

[0136] In extremely low temperature environments, especially when the ambient temperature is equal to or lower than -10°C, the air-conditioning module quickly heats the passenger compartment by absorbing heat from the motor part and battery pack.

[0137] The first solenoid valve 71 of the thermal management system is opened, the second solenoid valve 72 is opened, the fourth solenoid valve 74 is opened, and the sixth solenoid valve 76 is opened; the first expansion valve 81 is opened, and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40 and the first cooling plate 51, and the second three-way valve 84 connects the motor radiator 60 and the second cooling plate 52.

[0138] The refrigerant output by compressor 10 flows through built-in condenser 11, releasing heat to heat the passenger compartment. It then flows through ports C and G of two-position, seven-way valve 70, where it splits into two paths. One path flows through battery heat exchanger 30 to absorb heat, while the other path releases heat to the battery pack before merging with the first path. The combined refrigerant flows through first cooling plate 51 to absorb heat from second cooling plate 52. Water pump 40 pumps coolant through second cooling plate 52 to release heat before flowing through the electric drive assembly and motor assembly 62 to absorb heat.

[0139] Scene 21, battery pack and passenger compartment heating in hybrid drive mode.

[0140] In low temperature environments, especially when the ambient temperature is above -10°C, the air conditioning module heats the passenger compartment and battery pack by absorbing heat dissipated into the air from the engine and motor parts.

[0141] The first solenoid valve 71 of the thermal management system is opened, the third solenoid valve 73 is opened, the fifth solenoid valve 75 is opened, and the sixth solenoid valve 76 is opened; the first expansion valve 81 is opened, and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40 and the first cooling plate 51, the second three-way valve 84 connects the motor radiator 60 and the second cooling plate 52, and the thermostat 42 connects the engine assembly 41, the engine radiator 43 and the water pump 40.

[0142] The refrigerant output by the compressor 10 is split into two paths, wherein the first path of refrigerant first passes through the third battery pipe 33 and flows through the battery radiator to heat the battery pack, and the second path of refrigerant flows through the built-in condenser 11 to heat the passenger compartment and then flows through the C valve port and the G valve port of the two-position seven-way valve 70 to merge with the first path; the merged refrigerant is then split into two branches, wherein the refrigerant in one branch flows through the F valve port and the E valve port of the two-position seven-way valve 70 to enter the outdoor condenser 12 to absorb heat from the air; the refrigerant in the other branch flows through the first cooling plate 51 to absorb heat from the second cooling plate 52. The water pump 40 pumps the coolant and splits it into two paths for the first time. One path of the coolant flows through the second cooling plate 52, the motor radiator 60, the electric drive assembly and the motor assembly 62 in sequence. The other path of the coolant passes through the engine assembly 41 and the thermostat 42 and splits into two branches. One branch of the coolant flows through the engine radiator 43 and then flows back to the water pump 40, and the other branch of the coolant flows directly back to the water pump 40.

[0143] Scene 22: The passenger compartment in hybrid drive mode is quickly heated.

[0144] In low temperature environments, especially when the ambient temperature is above -10°C, the air conditioning module heats the passenger compartment and battery pack by absorbing heat from the engine, motor and battery pack.

[0145] The first solenoid valve 71 of the thermal management system is opened, the third solenoid valve 73 is opened, the fourth solenoid valve 74 is opened, and the sixth solenoid valve 76 is opened; the first expansion valve 81 is opened and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40, the first cooling plate 51 and the engine assembly 41, the second control three-way valve connects the motor radiator 60 and the second cooling plate 52, and the thermostat 42 connects the engine assembly 41, the engine radiator 43 and the water pump 40.

[0146] The refrigerant output from compressor 10 flows through built-in condenser 11, releasing heat to heat the passenger compartment. It then flows through ports C and G of two-position, seven-way valve 70, splitting into two paths. One path flows through battery heat exchanger 30 to absorb heat from the battery pack. The other path flows through first expansion valve 81 of two-position, seven-way valve 70, splitting into two branches. One path passes through ports F and E to enter outdoor condenser 12, absorbing heat from the air, while the other path passes through first cooling plate 51 to absorb heat from second cooling plate 52. Coolant pumped by water pump 40 is initially split into two paths. One path flows sequentially through second cooling plate 52, motor radiator 60, electric drive assembly, and motor assembly 62. The other path passes through engine assembly 41 and thermostat 42, splitting into two paths. One path flows through engine radiator 43 before returning to water pump 40, while the other path flows directly back to water pump 40.

[0147] Scene 23, battery pack and passenger compartment heating in hybrid drive mode.

[0148] In extremely low temperature environments, the air conditioning module heats the battery pack and passenger compartment by absorbing heat from the engine and motor parts.

[0149] The first solenoid valve 71 of the thermal management system is opened, the fifth solenoid valve 75 is opened, the sixth solenoid valve 76 is opened, the first expansion valve 81 is opened, and the second expansion valve 82 is opened; the first three-way valve 83 connects the water pump 40, the engine assembly 41 and the second cooling plate 52, the second three-way valve 84 connects the second cooling plate 52 and the electronic control assembly 61, and the thermostat 42 connects the engine assembly 41 and the water pump 40.

[0150] The refrigerant output from compressor 10 is split into two paths. The first path first flows through built-in condenser 11, releasing heat to heat the passenger compartment, before flowing through ports C and G of two-position, seven-way valve 70. The second path flows through battery heat exchanger 30, releasing heat to the battery pack, before merging with the first path. The merged refrigerant is then split into two branches. One branch flows through ports F and E of two-position, seven-way valve 70, entering outdoor condenser 12 to absorb heat from the air. The other branch flows through first cooling plate 51 to absorb heat from second cooling plate 52. Coolant pumped by water pump 40 is split into two paths for the first time. One branch of coolant flows through second cooling plate 52, releasing heat, before flowing through the electric drive assembly and motor assembly 62 to absorb heat. The other branch of coolant flows through engine assembly 41 and thermostat 42 before returning directly to water pump 40.

[0151] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0152] The above-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. A hybrid vehicle thermal management system, comprising an air conditioning module, an engine cooling module, a battery pack cooling module, an electric drive cooling module, and an internal cooling module, characterized in that: A two-position seven-way valve (70) is provided in the thermal management system, and the two-position seven-way valve (70) includes valve port A, valve port B, valve port C, valve port D, valve port E, valve port F, and valve port G; in the heating state of the thermal management system, the valve port D is closed, the valve port B is connected to the valve port A, the valve port C is connected to the valve port G, and the valve port F is connected to the valve port E; In the cooling state, the valve port A and the valve port F are closed, the valve port C and the valve port D are connected to the valve port B, and the valve port E is connected to the valve port G; The air conditioning module controls the refrigerant through the two-position seven-way valve (70) to exchange heat with the engine heat dissipation module, the battery pack heat dissipation module, the electric drive heat dissipation module and the internal cooling module.

2. The hybrid vehicle thermal management system according to claim 1, characterized in that: The air conditioning module comprises a compressor (10), a built-in condenser (11), an outdoor condenser (12), an evaporator (13) and a gas-liquid separator (14); wherein the compressor (10) is provided with a first air conditioning pipe (21) connected to the built-in condenser (11), the built-in condenser (11) is connected to the C valve port via a second air conditioning pipe (22), the B valve port is connected to the outdoor condenser (12) via a third air conditioning pipe (23), the outdoor condenser (12) is connected to the E valve port via a fourth air conditioning pipe (24), the G valve port is connected to the evaporator (13) via a fifth air conditioning pipe (25), the evaporator (13) is connected to the gas-liquid separator (14) via a sixth air conditioning pipe (26), and the gas-liquid separator (14) is connected to the compressor (10); The liquid outlet of the compressor (10) is connected to the D valve port through a seventh air-conditioning pipe (27), the A valve port is connected to the sixth air-conditioning pipe (26) through an eighth air-conditioning pipe (28), and the F valve port is connected to the fifth air-conditioning pipe (25) through a ninth air-conditioning pipe (29); a first solenoid valve (71) is provided on the first air-conditioning pipe (21), a first expansion valve (81) and a second solenoid valve (72) are provided in sequence along the flow direction of the fifth air-conditioning pipe (25), a connection position between the ninth air-conditioning pipe (29) and the fifth air-conditioning pipe (25) is located between the first expansion valve (81) and the second solenoid valve (72), and a third solenoid valve (73) is provided on the ninth air-conditioning pipe (29).

3. The hybrid vehicle thermal management system according to claim 2, characterized in that: The battery pack heat dissipation module includes a battery heat exchanger (30), a first end of the battery heat exchanger (30) is connected to the fifth air conditioning pipe (25) through a first battery pipe (31), and a connection position between the first battery pipe (31) and the fifth air conditioning pipe (25) is located on the liquid inlet side of the first expansion valve (81), and a second expansion valve (82) is provided on the first battery pipe (31); The second end of the battery heat exchanger (30) is connected to the sixth air-conditioning pipe (26) through a second battery pipe (32), and a fourth solenoid valve (74) is provided on the second battery pipe (32); the second end of the battery heat exchanger (30) is also connected to the liquid outlet of the compressor (10) through a third battery pipe (33), and a fifth solenoid valve (75) is provided on the third battery pipe (33).

4. The hybrid vehicle thermal management system according to claim 3, characterized in that: The engine cooling module comprises a water pump (40), an engine assembly (41), a thermostat (42) and an engine radiator (43) connected in series; the water pump (40) is connected to the liquid inlet of the engine assembly (41) through a first engine pipeline (44); the liquid outlet of the engine assembly (41) is connected to the liquid inlet of the thermostat (42) through a second engine pipeline (45); the liquid outlet of the thermostat (42) is connected to the liquid inlet of the engine radiator (43) through a third engine pipeline (46); the liquid outlet of the engine radiator (43) is connected to the liquid inlet of the water pump (40) through a fourth engine pipeline (47); the liquid outlet of the thermostat (42) is connected to the fourth engine pipeline (47) through a fifth engine pipeline (48).

5. The hybrid vehicle thermal management system according to claim 4, characterized in that: The internal cooling module comprises a first cooling plate (51) and a second cooling plate (52); a first end portion of the first cooling plate (51) is connected to the fifth air-conditioning pipe (25) via the first cooler pipe (53); a connection position between the first cooler pipe (53) and the fifth air-conditioning pipe (25) is located between the first expansion valve (81) and the second solenoid valve (72); and a sixth solenoid valve (76) is provided on the first cooler pipe (53); The second end of the first cold plate is connected to the gas-liquid separator (14) through a second cooler pipe (54), and the liquid inlet end of the second cooling plate (52) is connected to the first engine pipe (44) through a third cooler pipe (55) and a first three-way valve (83).

6. The hybrid vehicle thermal management system according to claim 5, characterized in that: The electric drive heat dissipation module includes a motor radiator (60), an electric control component (61) and a motor component (62) connected in series, a first motor pipe (63) is provided at the liquid inlet end of the motor radiator (60) and connected to the liquid outlet end of the second cooling plate (52), a second motor pipe (64) is provided at the liquid outlet end of the motor radiator (60) and connected to the liquid inlet end of the electric control component (61), the liquid outlet end of the electric control component (61) is connected to the liquid inlet end of the motor component (62), the liquid outlet end of the motor component (62) is connected to the liquid inlet end of the water pump (40) through a third motor pipe (65), and the first motor pipe (63) is connected to the second motor pipe (64) through a second three-way valve (84).

7. The hybrid vehicle thermal management system according to claim 2, characterized in that: The invention also includes a circulation pipe (20), one end of which is connected to the liquid inlet side of the gas-liquid separator (14), and the other end of which is connected to the liquid outlet side of the compressor (10), and a seventh solenoid valve (77) is provided on the circulation pipe (20).

8. The hybrid vehicle thermal management system according to claim 6, characterized in that: The outdoor condenser (12), the motor radiator (60) and the engine radiator (43) are arranged side by side, wherein the outdoor condenser (12) is arranged between the motor radiator (60) and the engine radiator (43).

9. The hybrid vehicle thermal management system according to claim 8, characterized in that: A fan (91) is provided on a side of the engine radiator (43) away from the outdoor condenser (12).

10. The hybrid vehicle thermal management system according to claim 6, characterized in that: It also includes an expansion water tank (90), which is connected to the engine component (41) through a first liquid replenishment and exhaust pipe, and the expansion water tank (90) is connected to the liquid inlet end of the water pump (40) through a second liquid replenishment and exhaust pipe.

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