Extended-range vehicle thermal management system and method

Abstract

The application discloses a range-extender vehicle thermal management system and method, which is applied to the technical field of vehicle thermal management and aims at solving the problems of complex structure and energy waste of the range-extender vehicle thermal management system in the prior art. Specifically, a first water outlet of a first electrically-controlled three-way valve is connected with a first heat exchanger module; a second water outlet of the first electrically-controlled three-way valve is connected with an engine cooling circuit through a second heat exchanger module; two water outlets of a motor electrically-controlled cooling circuit are connected with an electrically-controlled six-way valve respectively, and a water inlet is connected with the electrically-controlled six-way valve; a water outlet of a battery thermal management circuit is connected with the electrically-controlled six-way valve through a heating circuit and a refrigerating circuit of the second heat exchanger module respectively, and a water inlet is connected with the electrically-controlled six-way valve; a control module controls the connection state of the water inlets and outlets of the first electrically-controlled three-way valve and the electrically-controlled six-way valve, controls the heat transfer of the engine cooling circuit, the motor electrically-controlled cooling circuit and the battery thermal management circuit, simplifies the system structure and improves the utilization efficiency of the whole vehicle heat source.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and in particular to a thermal management system and method for range-extended vehicles. Background Technology

[0002] With the rapid development of new energy vehicle technology, range-extended electric vehicles (REEVs) have been widely used as an important transitional technology. REEVs effectively alleviate range anxiety by adding an engine-generator set to a pure electric system.

[0003] Currently, the thermal management systems of range-extended electric vehicles (REEVs) generally adopt a distributed architecture with multiple water pumps, multiple electronic valves, and multiple cooling circuits. The power battery cooling circuit, motor control cooling circuit, engine cooling circuit, heater core heating circuit, and battery heating circuit are often independent of each other. To meet the temperature control requirements under different operating conditions, the system needs to frequently start and stop multiple water pumps, adjust the opening of multiple valves, and rely on high-energy-consuming components for power replenishment. This distributed architecture results in lengthy piping layouts, a large number of components, complex control logic, and a large system mass and size. Furthermore, under certain operating conditions, there is a phenomenon where engine waste heat is not effectively recovered, causing significant repeated energy conversion and loss. Therefore, the thermal management systems of REEVs generally suffer from structural complexity and energy waste. Summary of the Invention

[0004] This application provides a thermal management system and method for range-extended vehicles, which solves the problems of complex structure and energy waste in the thermal management system of range-extended vehicles in the prior art.

[0005] The technical solution provided in this application is as follows: On the one hand, this application provides a range-extended vehicle thermal management system, including: an engine cooling circuit, an electric motor control cooling circuit, a battery thermal management circuit, a first heat exchanger module disposed in the passenger compartment, a second heat exchanger module disposed in the battery compartment, a first electronically controlled three-way valve, an electronically controlled six-way valve, and a control module; The outlet of the engine cooling circuit is connected to the first inlet of the first electronically controlled three-way valve; The first outlet of the first electrically controlled three-way valve is connected to the heat medium inlet of the first heat exchanger module; the second outlet of the first electrically controlled three-way valve is connected to the inlet of the engine cooling circuit via the heat medium circuit of the second heat exchanger module. The heat medium outlet of the first heat exchanger module is connected to the water inlet of the engine cooling circuit. The first water outlet of the motor-controlled cooling circuit is connected to the first water inlet of the electric six-way valve, the second water outlet of the motor-controlled cooling circuit is connected to the second water inlet of the electric six-way valve, and the water inlet of the motor-controlled cooling circuit is connected to the first water outlet of the electric six-way valve. The water outlet of the battery thermal management circuit is connected to the third inlet of the electronically controlled six-way valve via the heating circuit of the second heat exchanger module. The water outlet of the battery thermal management circuit is also connected to the fourth inlet of the electronically controlled six-way valve via the cooling circuit of the second heat exchanger module. The water inlet of the battery thermal management circuit is connected to the second outlet of the electronically controlled six-way valve. The control module is electrically connected to the first electrically controlled three-way valve and the electrically controlled six-way valve respectively; the control module is used to control the heat transfer of the engine cooling circuit, the motor electronic cooling circuit and the battery thermal management circuit by controlling the connection status of the inlet and outlet of the first electrically controlled three-way valve and the electrically controlled six-way valve.

[0006] Optionally, the engine cooling circuit includes: a high-temperature radiator, an engine, a heater, a heater pump, a second electronically controlled three-way valve, and a first temperature sensor; The first temperature sensor is located at the heat medium inlet of the first heat exchanger module; The inlet of the high-temperature radiator is connected to the outlet of the engine through the first pipe, and the outlet of the high-temperature radiator is connected to the inlet of the engine through the second pipe. The engine's water outlet is also connected to the first water inlet of the first electronically controlled three-way valve via a third pipeline, and the heater pump and heater are connected in series on the third pipeline. The first inlet of the second electronically controlled three-way valve is connected to the heat medium outlet of the first heat exchanger module and the heat medium outlet of the second heat exchanger module through the fourth pipeline. The first outlet of the second electronically controlled three-way valve is connected to the engine inlet through the fifth pipeline. The second outlet of the second electronically controlled three-way valve is connected to the third pipeline between the engine outlet and the heater pump through the sixth pipeline. The control module is also electrically connected to the second electronically controlled three-way valve. The control module is also used to control the internal circulation of the engine cooling circuit by controlling the connection status of the inlet and outlet of the second electronically controlled three-way valve.

[0007] Optionally, the motor control cooling circuit includes: a motor module, a low-temperature radiator, a motor water pump, a second temperature sensor, and a third temperature sensor; The outlet of the motor module is connected to the inlet of the low-temperature radiator through the seventh pipe, and to the first inlet of the electronically controlled six-way valve through the eighth pipe. The outlet of the low-temperature radiator is connected to the second inlet of the electrically controlled six-way valve via the ninth pipe. The inlet of the motor-driven water pump is connected to the first outlet of the electrically controlled six-way valve through the tenth pipeline, and the outlet of the motor-driven water pump is connected to the inlet of the motor module through the eleventh pipeline. The second temperature sensor is located at the outlet of the motor module; the third temperature sensor is located at the inlet of the motor module.

[0008] Optionally, the battery thermal management loop includes: a battery system, a battery water pump, and a fourth temperature sensor; the second heat exchanger module includes: a heating heat exchanger and a cooling heat exchanger. The outlet of the battery system is connected to the heating inlet of the heating heat exchanger via the twelfth pipe, and the heating outlet of the heating heat exchanger is connected to the third inlet of the electronically controlled six-way valve via the thirteenth pipe; the outlet of the battery system is connected to the cooling inlet of the refrigeration heat exchanger via the fourteenth pipe, and the cooling outlet of the refrigeration heat exchanger is connected to the fourth inlet of the electronically controlled six-way valve via the fifteenth pipe. The inlet of the battery water pump is connected to the second outlet of the electronically controlled six-way valve through the sixteenth pipe, and the outlet of the battery water pump is connected to the inlet of the battery system through the seventeenth pipe. The fourth temperature sensor is located at the water inlet of the battery system.

[0009] Optionally, the range-extended vehicle thermal management system may also include: an air conditioning cooling circuit, a first expansion valve, and a second expansion valve; The water outlet of the air conditioning refrigeration circuit is connected to the refrigerant inlet of the first heat exchanger module via the first expansion valve, and to the refrigerant inlet of the second heat exchanger module via the second expansion valve. The water inlet of the air conditioning refrigeration circuit is connected to the refrigerant outlet of the first heat exchanger module and the refrigerant outlet of the second heat exchanger module, respectively.

[0010] On the other hand, this application provides a thermal management method for range-extended vehicles, applied to the control module in the aforementioned thermal management system for range-extended vehicles, comprising: Obtain the target temperature data corresponding to the current vehicle operating mode; Based on the target temperature data, the inlet and outlet of the first electronically controlled three-way valve and the electronically controlled six-way valve are controlled to enable heat transfer between the engine cooling circuit, the motor electronically controlled cooling circuit, and the battery thermal management circuit.

[0011] Optionally, if the current vehicle operating mode is range extender mode, the target temperature data includes the current battery temperature; Based on the target temperature data, control the inlet and outlet connection status of the first electrically controlled three-way valve and the electrically controlled six-way valve, including: When the current battery temperature is lower than the first preset threshold, the first inlet and the second outlet of the first electronically controlled three-way valve are connected, so that the heat medium in the engine cooling circuit can release heat to the battery thermal management circuit through the second heat exchanger module. When the current battery temperature rises to the second preset threshold, the first electronically controlled three-way valve is switched to connect the first water inlet and the first water outlet, so that the heat medium in the engine cooling circuit releases heat to the passenger compartment through the first heat exchanger module.

[0012] Optionally, if the current vehicle operating mode is pure electric mode, the target temperature data includes the current battery temperature and the current motor outlet water temperature. Based on the target temperature data, control the inlet and outlet connection status of the first electrically controlled three-way valve and the electrically controlled six-way valve, including: When the current battery temperature is lower than the first preset threshold and the current motor outlet water temperature is lower than the third preset threshold, the heater is controlled to start, and the first inlet and the second outlet of the first electronically controlled three-way valve are connected, so that the heated heat medium releases heat to the battery thermal management circuit through the second heat exchanger module. When the current battery temperature is lower than the first preset threshold and the current motor outlet water temperature is not lower than the third preset threshold, the third inlet of the control six-way valve is connected to the first outlet and the first inlet is connected to the second outlet, so that the motor control cooling circuit and the battery thermal management circuit are switched to the waste heat exchange state.

[0013] Optionally, when controlling the inlet and outlet connection states of the first electrically controlled three-way valve and the electrically controlled six-way valve based on the target temperature data, the following additional steps are also included: When the current battery temperature rises to the second preset threshold, obtain the passenger compartment heating demand level and the water inlet temperature of the battery thermal management circuit. Based on the target water temperature corresponding to the crew cabin heating demand setting and the inlet water temperature of the battery thermal management circuit, adjust the output power of the heater and control the conduction ratio of the first inlet and the first outlet of the first electronically controlled three-way valve.

[0014] Optionally, when controlling the inlet and outlet connection states of the first electrically controlled three-way valve and the electrically controlled six-way valve based on the target temperature data, the following additional steps are also included: Get the current ambient temperature, current motor temperature, current controller temperature, and current battery temperature; When the current ambient temperature is lower than the ambient temperature threshold, and the current motor temperature, current controller temperature and current battery temperature meet the cooling conditions, the fourth inlet of the control six-way valve is connected to the first outlet and the second inlet is connected to the second outlet, so that the motor control cooling circuit and the battery thermal management circuit are switched to the series cooling state. When the current ambient temperature is not lower than the ambient temperature threshold, and the current motor temperature, current controller temperature, and current battery temperature meet the cooling conditions, the second inlet of the control six-way valve is connected to the first outlet and the fourth inlet is connected to the second outlet, so that the motor control cooling circuit and the battery thermal management circuit are switched to independent cooling state, and the air conditioning refrigeration circuit is started to provide refrigerant to the second heat exchanger module.

[0015] The beneficial effects of this application are as follows: In this application, the engine cooling circuit, the motor cooling circuit, and the battery thermal management circuit are connected in multiple circuits by setting up a first electronically controlled three-way valve and an electronically controlled six-way valve. By setting up a shared second heat exchanger module, the first electronically controlled three-way valve, and the electronically controlled six-way valve, the overall vehicle piping layout is simplified, the number of parts is reduced, and the system structure is simplified. The engine cooling circuit is connected to the first heat exchanger module located in the passenger compartment via the first electronically controlled three-way valve and to the battery thermal management circuit via the second heat exchanger module. This allows the heat from the engine cooling circuit to be selectively transferred to either the passenger compartment or the battery thermal management circuit. The motor cooling circuit and the battery thermal management circuit form a heat transfer path through the electronically controlled six-way valve and the second heat exchanger module. The control module adjusts the connection status of the inlet and outlet of the first electronically controlled three-way valve and the electronically controlled six-way valve to achieve directional allocation and coordinated transfer of heat between the circuits, thereby improving the overall vehicle heat source utilization efficiency and reducing additional heating energy consumption.

[0016] Other features and advantages of this application will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the first framework of the thermal management system for range-extended vehicles in this application embodiment; Figure 2 This is a schematic diagram of a second framework for the thermal management system of a range-extended vehicle in this application embodiment; Figure 3 This is a schematic flowchart illustrating the thermal management method for range-extended vehicles in the embodiments of this application. Figure 4 This is a schematic diagram of the first working state of the thermal management system for range-extended vehicles in the range-extended mode in the embodiments of this application; Figure 5 This is a schematic diagram of the second working state of the thermal management system for range-extended vehicles in the range-extended mode in the embodiments of this application; Figure 6 This is a schematic diagram of the first battery system preheating state of the thermal management system for a range-extended vehicle in pure electric mode in the embodiments of this application; Figure 7 This is a schematic diagram of the second battery system preheating state of the thermal management system for a range-extended vehicle in pure electric mode, as shown in the embodiments of this application. Figure 8This is a schematic diagram of the series cooling state of the thermal management system of the range-extended vehicle in pure electric mode in the embodiments of this application. Figure 9 This is a schematic diagram of the independent cooling state of the thermal management system of the range-extended vehicle in pure electric mode in the embodiments of this application.

[0018] Icons: 100 - Range-extended vehicle thermal management system; 110 - Engine cooling circuit; 120 - Motor and electronic control cooling circuit; 130 - Battery thermal management circuit; 140 - First heat exchanger module; 150 - Second heat exchanger module; K1 - First electronically controlled three-way valve; K2 - Electronically controlled six-way valve; 160 - Control module. Detailed Implementation

[0019] To make the objectives, technical solutions, and beneficial effects of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] To facilitate a better understanding of this application by those skilled in the art, the technical terms used in this application will be briefly introduced below.

[0021] The first heat exchanger module, located within the passenger compartment, serves as an integrated heat exchange interface for the engine cooling circuit's heat transfer medium and the air conditioning cooling circuit's refrigerant to release air into or absorb heat from the passenger compartment. Internally, the first heat exchanger module integrates two independent heat exchange devices: a heater core and an evaporator. Structurally, the heater core and evaporator are arranged side-by-side within the same housing or installed adjacent to each other within the passenger compartment air ducts, together forming the heat exchanger core assembly for passenger compartment air conditioning. The heater core is a partitioned heat exchanger, containing a heat transfer medium circuit. The inlet of the heat transfer medium circuit becomes the heat transfer medium inlet for the first heat exchanger module, and the outlet of the heat transfer medium circuit becomes the heat transfer medium outlet for the first heat exchanger module. Similarly, the evaporator contains a refrigerant circuit, with its inlet becoming the refrigerant inlet for the first heat exchanger module, and its outlet becoming the refrigerant outlet for the first heat exchanger module.

[0022] The second heat exchanger module, located within the battery compartment or adjacent to the battery system, serves as an integrated heat exchange interface for cross-loop heat exchange between the engine cooling circuit's heat transfer medium, the battery thermal management circuit's heat transfer medium, and the air conditioning cooling circuit's refrigerant. Internally, the second heat exchanger module integrates two independent heat exchange devices: a heating heat exchanger and a cooling heat exchanger. Structurally, the heating and cooling heat exchangers are arranged side-by-side within the same housing or installed independently. The heating heat exchanger uses a water-to-water plate heat exchanger, while the cooling heat exchanger uses a Chiller-type heat exchanger. The heating heat exchanger internally includes a heat transfer medium passage and a heating passage. The inlet of the heat transfer medium passage becomes the heat transfer medium inlet of the second heat exchanger module, and the outlet of the heat transfer medium passage becomes the heat transfer medium outlet of the second heat exchanger module. Similarly, the inlet of the heating passage becomes the heating inlet of the heating heat exchanger, and the outlet of the heating passage becomes the heating outlet of the heating heat exchanger. The refrigeration heat exchanger has a refrigerant passage and a refrigeration passage inside. The inlet of the refrigerant passage forms the refrigerant inlet of the second heat exchanger module, and the outlet of the refrigerant passage forms the refrigerant outlet of the second heat exchanger module. The inlet of the refrigeration passage forms the refrigeration inlet of the refrigeration heat exchanger, and the outlet of the refrigeration passage forms the refrigeration outlet of the refrigeration heat exchanger.

[0023] It should be noted that the terms "first," "second," etc., used in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments described herein can be implemented in a sequence other than that illustrated or described herein.

[0024] After introducing the technical terms used in this application, the technical solutions provided by the embodiments of this application will be described in detail below.

[0025] Based on the above embodiments, this application provides a thermal management system for range-extended vehicles, see below. Figure 1 As shown, the range-extended vehicle thermal management system 100 provided in this application embodiment includes at least: an engine cooling circuit 110, a motor electronic control cooling circuit 120, a battery thermal management circuit 130, a first heat exchanger module 140 disposed in the passenger compartment, a second heat exchanger module 150 disposed in the battery compartment, a first electronically controlled three-way valve K1, an electronically controlled six-way valve K2, and a control module 160. The outlet of the engine cooling circuit 110 is connected to the first inlet of the first electronically controlled three-way valve K1; The first outlet of the first electrically controlled three-way valve K1 is connected to the heat medium inlet of the first heat exchanger module 140; the second outlet of the first electrically controlled three-way valve K1 is connected to the inlet of the engine cooling circuit 110 via the heat medium circuit of the second heat exchanger module 150. The heat medium outlet of the first heat exchanger module 140 is connected to the water inlet of the engine cooling circuit 110. The first water outlet of the motor-controlled cooling circuit 120 is connected to the first water inlet of the electric six-way valve K2, the second water outlet of the motor-controlled cooling circuit 120 is connected to the second water inlet of the electric six-way valve K2, and the water inlet of the motor-controlled cooling circuit 120 is connected to the first water outlet of the electric six-way valve K2. The water outlet of the battery thermal management circuit 130 is connected to the third water inlet of the electronically controlled six-way valve K2 via the heating circuit of the second heat exchanger module 150. The water outlet of the battery thermal management circuit 130 is also connected to the fourth water inlet of the electronically controlled six-way valve K2 via the cooling circuit of the second heat exchanger module 150. The water inlet of the battery thermal management circuit 130 is connected to the second water outlet of the electronically controlled six-way valve K2. The control module 160 is electrically connected to the first electrically controlled three-way valve K1 and the electrically controlled six-way valve K2 respectively. The control module 160 is used to control the heat transfer of the engine cooling circuit 110, the motor electronic cooling circuit 120 and the battery thermal management circuit 130 by controlling the connection status of the inlet and outlet of the first electrically controlled three-way valve K1 and the electrically controlled six-way valve K2.

[0026] exist Figure 1 In the range-extended vehicle thermal management system 100 shown, the engine cooling circuit 110 collects the heat generated during engine operation and delivers it to the heat-consuming end, which can be the passenger compartment and / or the battery compartment. A heat transfer medium is led out from the outlet of the engine cooling circuit 110 and flows into the first inlet of the first electrically controlled three-way valve K1. The first outlet of the first electrically controlled three-way valve K1 is connected to the heat transfer medium inlet of the first heat exchanger module 140, and the second outlet of the first electrically controlled three-way valve K1 is connected to the heat transfer medium circuit of the second heat exchanger module 150. When the first inlet and first outlet of the first electrically controlled three-way valve K1 are connected, the heat transfer medium in the engine cooling circuit 110 enters the first heat exchanger module 140, exchanges heat with the passenger compartment air, and then flows back from the heat transfer medium outlet of the first heat exchanger module 140 to the inlet of the engine cooling circuit 110, forming a passenger compartment heating circuit. When the first inlet and second outlet of the first electrically controlled three-way valve K1 are connected, the heat medium enters the heat medium passage of the second heat exchanger module 150, exchanges heat with the heat transfer medium in the heating circuit connected to the battery thermal management circuit 130, and then flows back to the inlet of the engine cooling circuit 110. The engine waste heat can be selectively distributed to the passenger compartment or the battery compartment through the switching action of the first electrically controlled three-way valve K1, realizing the directional supply of a single heat source to different objects.

[0027] The motor-controlled cooling circuit 120 is used to regulate the temperature of the motor module and serves as a heat source or cold source for the battery thermal management circuit 130. The two outlets of the motor-controlled cooling circuit 120 are connected to the first and second inlets of the electronically controlled six-way valve K2, respectively, while the inlet of the motor-controlled cooling circuit 120 is connected to the first outlet of the electronically controlled six-way valve K2. After absorbing heat at the heat-generating components in the motor module, the heat transfer medium in the motor-controlled cooling circuit 120 can flow directly into the electronically controlled six-way valve K2 at a higher temperature through the first outlet, or after being cooled by a low-temperature radiator, flow into the electronically controlled six-way valve K2 at a lower temperature through the second outlet. The first outlet of the electronically controlled six-way valve K2 returns the heat transfer medium to the inlet of the motor-controlled cooling circuit 120, re-entering the motor module to form a complete cycle. This dual-outlet design provides the electronically controlled six-way valve K2 with two interfaces: one for high-temperature heat transfer medium and one for low-temperature heat transfer medium, facilitating subsequent energy interaction and topology reconfiguration with the battery thermal management circuit 130.

[0028] The battery thermal management circuit 130 is used to maintain the operating temperature of the battery system and exchanges energy with the heat medium or refrigerant through the second heat exchanger module 150. The outlet of the battery thermal management circuit 130 is connected to the third inlet of the electronically controlled six-way valve K2 via the heating passage of the second heat exchanger module 150, and also to the fourth inlet of the electronically controlled six-way valve K2 via the cooling passage of the second heat exchanger module 150. The inlet of the battery thermal management circuit 130 is connected to the second outlet of the electronically controlled six-way valve K2. The second heat exchanger module 150 integrates two independent heat-carrying medium channels: a heating passage and a cooling passage. The heating passage receives heat from the heat medium in the engine cooling circuit 110 and releases heat energy into the battery thermal management circuit 130, while the cooling passage receives cold energy from the refrigerant in the air conditioning cooling circuit and absorbs heat energy into the battery thermal management circuit 130. The heat transfer medium in the battery thermal management circuit 130 selectively enters the heating or cooling path in the second heat exchanger module 150 according to the temperature control requirements. After completing the heat exchange, it flows into the third or fourth inlet of the electronically controlled six-way valve K2 and finally flows back to the water inlet of the battery system through the second outlet of the electronically controlled six-way valve K2, forming a closed loop of temperature regulation on the battery side.

[0029] The electrically controlled six-way valve K2, serving as a connection hub and topology reconfiguration device between the motor-controlled cooling circuit 120 and the battery thermal management circuit 130, has four inlets and two outlets. By switching the conduction states of each port of the electrically controlled six-way valve K2 through the control module 160, the connection state between the motor-controlled cooling circuit 120 and the battery thermal management circuit 130 can be reconfigured. When the fourth inlet of the electrically controlled six-way valve K2 is connected to the first outlet and the second inlet is connected to the second outlet, the motor-side heat transfer medium cooled by the low-temperature radiator can flow into the battery thermal management circuit 130, forming a series cooling state. When the second inlet is connected to the first outlet and the fourth inlet is connected to the second outlet, the two circuits circulate independently, forming an independent cooling state. When the third inlet is connected to the first outlet and the first inlet is connected to the second outlet, the high-temperature heat transfer medium on the motor side can flow into the heating path to release heat to the battery, forming a waste heat exchange state. When the fourth inlet is connected to the second outlet, and the second inlet or the first inlet is connected to the first outlet, the two circuits circulate independently, forming an independent battery heating state. Thus, the electronically controlled six-way valve K2, through the switching of its internal flow channels, realizes multiple topologies between multiple circuits on a single valve body. The control module 160 establishes electrical connections with the control terminals of the first electronically controlled three-way valve K1 and the electronically controlled six-way valve K2, respectively. Based on parameters such as the current vehicle operating mode, current battery temperature, current motor outlet water temperature, current motor temperature, current controller temperature, and current ambient temperature, the control module 160 outputs control signals to the first electronically controlled three-way valve K1 and the electronically controlled six-way valve K2, adjusting the internal flow channel connectivity of each valve body. The switching action of the first electronically controlled three-way valve K1 determines whether the engine waste heat is preferentially supplied to the passenger compartment or the battery compartment. The switching action of the electronically controlled six-way valve K2 determines whether the motor electronic cooling circuit 120 and the battery thermal management circuit 130 operate independently, in series, or through waste heat exchange. The coordinated action of the first electronically controlled three-way valve K1 and the electronically controlled six-way valve K2 ensures that the engine cooling circuit 110, the electric motor cooling circuit 120, and the battery thermal management circuit 130 are relatively independent in physical structure but coupled at the thermodynamic level, thereby adapting to the diverse thermal management needs in range-extended mode and pure electric mode without the need to set up independent circulation pipelines for each operating condition.

[0030] Thus, the range-extended vehicle thermal management system 100 provided in this application embodiment connects the engine cooling circuit 110, the motor electronic cooling circuit 120, and the battery thermal management circuit 130 through the setting of the first electronically controlled three-way valve K1 and the electronically controlled six-way valve K2. Furthermore, by setting up a shared second heat exchanger module 150, the first electronically controlled three-way valve K1, and the electronically controlled six-way valve K2, the overall vehicle piping layout is simplified, the number of components is reduced, and the system structure is simplified. The engine cooling circuit 110 is connected via the first electronically controlled three-way valve K1 to the first heat exchanger module 150 located in the passenger compartment. The 40 and the second heat exchanger module 150 are connected to the battery thermal management circuit 130, so that the heat of the engine cooling circuit 110 can be selectively transferred to the passenger compartment or the battery thermal management circuit 130. The motor electronic control cooling circuit 120 and the battery thermal management circuit 130 form a heat transfer path through the electronically controlled six-way valve K2 and the second heat exchanger module 150. The control module 160 adjusts the connection status of the inlet and outlet of the first electronically controlled three-way valve K1 and the electronically controlled six-way valve K2 to realize the directional allocation and coordinated transfer of heat between the circuits, improve the heat source utilization efficiency of the whole vehicle and reduce the additional heating energy consumption.

[0031] In one possible implementation, see [reference] Figure 2 As shown, the engine cooling circuit includes: a high-temperature radiator, an engine, a heater, a heater pump, a second electronically controlled three-way valve, and a first temperature sensor; The first temperature sensor is located at the heat medium inlet of the first heat exchanger module; The inlet of the high-temperature radiator is connected to the outlet of the engine through the first pipe, and the outlet of the high-temperature radiator is connected to the inlet of the engine through the second pipe. The engine's water outlet is also connected to the first water inlet of the first electronically controlled three-way valve via a third pipeline, and the heater pump and heater are connected in series on the third pipeline. The first inlet of the second electronically controlled three-way valve is connected to the heat medium outlet of the first heat exchanger module and the heat medium outlet of the second heat exchanger module through the fourth pipeline. The first outlet of the second electronically controlled three-way valve is connected to the engine inlet through the fifth pipeline. The second outlet of the second electronically controlled three-way valve is connected to the third pipeline between the engine outlet and the heater pump through the sixth pipeline. The control module is also electrically connected to the second electronically controlled three-way valve. The control module is also used to control the internal circulation of the engine cooling circuit by controlling the connection status of the inlet and outlet of the second electronically controlled three-way valve.

[0032] exist Figure 2In the range-extended vehicle thermal management system shown, the high-temperature radiator is located on the main circulation path of the engine cooling circuit. The inlet of the high-temperature radiator is connected to the engine outlet via a first pipe, and the outlet of the high-temperature radiator is connected to the engine inlet via a second pipe, forming a conventional large-circulation heat dissipation path during engine operation. When the engine is in its normal operating temperature range and there is no need to supply waste heat to the passenger compartment or battery compartment, the heat transfer medium flows sequentially through the engine outlet, the first pipe, the high-temperature radiator, the second pipe, and the engine inlet. Heat exchange occurs between the high-temperature radiator and the outside air, maintaining the engine within a suitable operating temperature range. A third pipe extends from the engine outlet, bypassing the high-temperature radiator and directly connecting to the first inlet of the first electronically controlled three-way valve. The heater pump and heater are connected in series along the third pipe. The heater pump provides forced circulation power, overcoming the flow resistance from the first heat exchanger module, the second heat exchanger module, and related pipes, ensuring a stable volumetric flow rate of the heat transfer medium between the engine and the heat-consuming end. The heater is located downstream of the warm air pump and upstream of the first inlet of the first electronically controlled three-way valve. When the engine outlet water temperature is insufficient to meet the heating needs of the passenger compartment or the battery, the heater supplements the heating medium in the third pipeline before it enters the first electronically controlled three-way valve for path distribution.

[0033] The second electrically controlled three-way valve is located at the heat medium outlet of both the first and second heat exchanger modules, used for managing the flow and path allocation of the water from the two heat-using branches. The first inlet of the second electrically controlled three-way valve is connected to the heat medium outlets of both the first and second heat exchanger modules via a fourth pipe, receiving heat medium after heat exchange from the passenger compartment heating circuit or battery heating circuit. The first outlet of the second electrically controlled three-way valve is connected to the engine inlet via a fifth pipe, and the second outlet is connected to the third pipe section between the engine outlet and the heater core pump via a sixth pipe. When the engine is in a cold start phase and the cylinder block temperature is low, the second electrically controlled three-way valve connects its first inlet and second outlet, allowing the return water to flow directly back to the heater core pump inlet without passing through the engine. There, it mixes with the high-temperature heat medium drawn from the engine outlet and re-enters the heat-using end, thus shortening the warm-up time and reducing the thermal shock of the engine during cold starts. Once the engine reaches normal operating temperature, the second electronically controlled three-way valve connects its first inlet and first outlet, allowing all return water to flow through the engine for regular heating and maintaining a stable circulation. The control terminal of the second electronically controlled three-way valve is electrically connected to the control module, receiving switching commands from the control module based on engine coolant temperature, heating requirements, and operating mode.

[0034] The first temperature sensor is located at the inlet of the heat transfer medium in the first heat exchanger module to monitor the temperature of the heat transfer medium entering the module in real time. The output of the first temperature sensor is electrically connected to the control module, converting the detected heat transfer medium temperature into an electrical signal and transmitting it to the control module. The control module can use this temperature signal to determine whether the heat transfer medium temperature in the passenger compartment heating circuit has reached the set value, and accordingly adjust the conduction state of the first electrically controlled three-way valve, the bypass ratio of the second electrically controlled three-way valve, and the output power of the heater, thus achieving closed-loop control of the passenger compartment heating temperature. By placing the first temperature sensor at the inlet of the first heat exchanger module instead of the engine outlet, the control module can directly obtain the actual temperature of the heat transfer medium, eliminating the temperature rise lag and heat loss errors caused by the third pipeline and heater, and improving temperature control accuracy and response speed.

[0035] In one possible implementation, see [reference] Figure 2 As shown, the motor control cooling circuit includes: a motor module, a low-temperature radiator, a motor water pump, a second temperature sensor, and a third temperature sensor; The outlet of the motor module is connected to the inlet of the low-temperature radiator through the seventh pipe, and to the first inlet of the electronically controlled six-way valve through the eighth pipe. The outlet of the low-temperature radiator is connected to the second inlet of the electrically controlled six-way valve via the ninth pipe. The inlet of the motor-driven water pump is connected to the first outlet of the electrically controlled six-way valve through the tenth pipeline, and the outlet of the motor-driven water pump is connected to the inlet of the motor module through the eleventh pipeline. The second temperature sensor is located at the outlet of the motor module; the third temperature sensor is located at the inlet of the motor module.

[0036] exist Figure 2In the range-extended vehicle thermal management system shown, the motor module includes a generator, drive motor, inverter controller, V2V (Vehicle-to-Vehicle) controller, and power management controller. During operation, the motor and electronic control components inside the motor module generate heat, raising the temperature of the heat transfer medium flowing through the module. The motor module's outlet simultaneously leads to two parallel branches: a seventh branch and an eighth branch. The seventh branch directs the heat transfer medium discharged from the motor module to the inlet of the cryogenic radiator. Inside the cryogenic radiator, the heat transfer medium exchanges heat with the outside air, and after its temperature decreases, it is transported from the cryogenic radiator's outlet to the second inlet of the electronically controlled six-way valve via a ninth branch. The eighth branch directly transports the heat transfer medium discharged from the motor module to the first inlet of the electronically controlled six-way valve. This dual-branch design allows the electronically controlled six-way valve to receive either high-temperature heat transfer medium from the motor module or low-temperature heat transfer medium cooled by the cryogenic radiator, providing different temperature medium sources for subsequent series cooling with the battery thermal management circuit, waste heat exchange, or independent operation. The motor-driven water pump provides forced circulation power for the motor's electronic control cooling circuit. The pump draws heat transfer medium from the first outlet of the electronically controlled six-way valve, pressurizes it, and delivers it to the inlet of the motor module, ensuring a stable flow of the heat transfer medium through the motor and electronic control components to maintain the motor module's heat dissipation requirements. A second temperature sensor is located at the motor module's outlet to monitor the temperature of the heat transfer medium discharged from the motor module in real time, i.e., the motor outlet water temperature. The motor outlet water temperature directly reflects the heat load intensity and heating state of the motor and electronic control components under current operating conditions. A third temperature sensor is located at the motor module's inlet to monitor the temperature of the heat transfer medium entering the motor module in real time, i.e., the motor inlet water temperature. The outputs of both the second and third temperature sensors are electrically connected to the control module, transmitting the detected temperature signals to the control module. The control module can determine the motor's thermal management requirement level based on the temperature difference between the motor inlet and outlet water temperatures and generate speed control commands for the motor-driven water pump accordingly. When the temperature difference between the motor inlet water temperature and the motor outlet water temperature exceeds the set threshold, the control module determines that the motor heat load is high and can control the motor pump speed to increase the heat dissipation capacity.

[0037] In one possible implementation, see [reference] Figure 2 As shown, the battery thermal management loop includes: a battery system, a battery water pump, and a fourth temperature sensor; the second heat exchanger module includes: a heating heat exchanger and a cooling heat exchanger. The outlet of the battery system is connected to the heating inlet of the heating heat exchanger via the twelfth pipe, and the heating outlet of the heating heat exchanger is connected to the third inlet of the electronically controlled six-way valve via the thirteenth pipe; the outlet of the battery system is connected to the cooling inlet of the refrigeration heat exchanger via the fourteenth pipe, and the cooling outlet of the refrigeration heat exchanger is connected to the fourth inlet of the electronically controlled six-way valve via the fifteenth pipe. The inlet of the battery water pump is connected to the second outlet of the electronically controlled six-way valve through the sixteenth pipe, and the outlet of the battery water pump is connected to the inlet of the battery system through the seventeenth pipe. The fourth temperature sensor is located at the water inlet of the battery system.

[0038] exist Figure 2 In the range-extended vehicle thermal management system shown, the battery system's outlet simultaneously leads to two parallel branches: the twelfth and fourteenth pipes. The twelfth pipe directs the heat transfer medium discharged from the battery system to the heating inlet of the heating heat exchanger, while the fourteenth pipe directs it to the cooling inlet of the cooling heat exchanger. This structure ensures that the heat transfer medium in the battery thermal management circuit, after leaving the battery system, enters either the heating or cooling path according to the current temperature control requirements, avoiding the thermal inertia delay and cross-contamination issues that occur when switching between hot and cold flow channels within a single heat exchanger.

[0039] The heating heat exchanger, serving as the heating function unit of the second heat exchanger module, has its heating inlet connected to the battery system's outlet via the twelfth pipe, and its heating outlet connected to the third inlet of the electronically controlled six-way valve via the thirteenth pipe. When the battery temperature falls below a set lower limit and requires external heat source heating, the heat transfer medium discharged from the battery system enters the heating path of the heating heat exchanger. Inside the heat exchanger, it exchanges heat with the heat transfer medium introduced into the engine cooling circuit via the first electronically controlled three-way valve, absorbing waste heat from the engine or auxiliary heat from the heater, thus increasing its temperature. It then flows through the thirteenth pipe to the third inlet of the electronically controlled six-way valve. The heating path is physically completely isolated from the refrigeration path, ensuring that the heat transfer medium does not thermally short-circuit with the low-temperature refrigerant, improving heating efficiency in low-temperature environments.

[0040] The refrigeration heat exchanger, serving as the refrigeration functional unit of the second heat exchanger module, has its refrigeration inlet connected to the battery system's outlet via the fourteenth pipe, and its refrigeration outlet connected to the fourth inlet of the electronically controlled six-way valve via the fifteenth pipe. When the battery temperature exceeds the set upper limit and active cooling is required, the heat transfer medium discharged from the battery system enters the refrigeration passage of the refrigeration heat exchanger. Inside the refrigeration heat exchanger, it exchanges heat with the low-temperature refrigerant in the refrigerant passage, releasing heat to the refrigerant and lowering its temperature. The cooled medium then flows through the fifteenth pipe to the fourth inlet of the electronically controlled six-way valve. This refrigeration passage is also physically isolated from the heating passage, ensuring that the battery cooling process is not affected by residual heat from the heating branch, thus guaranteeing the cooling rate and temperature control accuracy under high-temperature conditions.

[0041] The battery water pump, as the circulating power component of the battery thermal management loop, draws heat transfer medium from the second outlet of the electronically controlled six-way valve, pressurizes it, and delivers it to the inlet of the battery system. After absorbing or releasing heat inside the battery system, the heat transfer medium flows out again from the battery system outlet, forming a complete forced circulation closed loop. A fourth temperature sensor is located at the battery system inlet to monitor the temperature of the heat transfer medium entering the battery system in real time, reflecting the cooling or heating temperature obtained by the battery system under the current circulation state, i.e., the inlet water temperature of the battery thermal management loop. The output of the fourth temperature sensor is electrically connected to the control module, transmitting the detected battery system inlet water temperature to the control module. The control module compares the detected battery system inlet water temperature with a preset target temperature range. When the detected inlet water temperature deviates from the target range, the control module sends a switching command to the electronically controlled six-way valve to adjust the conduction state between the second outlet and the third or fourth inlet, or sends a power adjustment command to the heater or expansion valve, thereby achieving closed-loop control of the battery system inlet water temperature.

[0042] In one possible implementation, see [reference] Figure 2 As shown, the thermal management system for range-extended vehicles also includes: an air conditioning cooling circuit, a first expansion valve, and a second expansion valve; The water outlet of the air conditioning refrigeration circuit is connected to the refrigerant inlet of the first heat exchanger module via the first expansion valve, and to the refrigerant inlet of the second heat exchanger module via the second expansion valve. The water inlet of the air conditioning refrigeration circuit is connected to the refrigerant outlet of the first heat exchanger module and the refrigerant outlet of the second heat exchanger module, respectively.

[0043] exist Figure 2In the thermal management system of the range-extended vehicle shown, the air conditioning refrigeration circuit includes a condenser, temperature and pressure sensors, a compressor, a pressure sensor, a temperature sensor, and an evaporator. As the source of cooling capacity for the entire vehicle, the air conditioning refrigeration circuit supplies low-temperature refrigerant to the passenger compartment and battery compartment separately through a split structure at its outlet. This allows the first and second heat exchanger modules to receive independent refrigerant supplies during cooling operations, enabling parallel operation or independent control of passenger compartment air conditioning cooling and battery system cooling. A first expansion valve, acting as a throttling control element for refrigerant flow and pressure, is located in the pipeline section between the air conditioning refrigeration circuit outlet and the refrigerant inlet of the first heat exchanger module. The opening of the first expansion valve is adjusted by the control module based on the deviation between the target temperature and the actual temperature in the passenger compartment. By changing the throttling cross-section, the refrigerant mass flow rate entering the first heat exchanger module is controlled, achieving continuous adjustment of the passenger compartment cooling capacity. A second expansion valve, also acting as a throttling control element, is independently located in the pipeline section between the air conditioning refrigeration circuit outlet and the refrigerant inlet of the second heat exchanger module. Inside the second heat exchanger module, low-temperature refrigerant flows through the refrigeration passage and exchanges heat with the heat transfer medium in the battery thermal management circuit, achieving active cooling of the battery system. The opening of the second expansion valve is independently adjusted by the control module based on the battery temperature and the inlet water temperature of the battery thermal management circuit, controlling the refrigerant flow rate into the refrigeration passage of the second heat exchanger module. This decouples the battery cooling rate from the cabin cooling demand, avoiding unstable battery cooling caused by fluctuations in cabin air conditioning load under single expansion valve control. The water inlet of the air conditioning refrigeration circuit is connected to the refrigerant outlets of both the first and second heat exchanger modules, receiving the low-temperature, low-pressure gaseous refrigerant after heat exchange. The refrigerant from the first and second heat exchanger modules converges at the water inlet of the air conditioning refrigeration circuit or flows separately into the compressor suction end of the air conditioning refrigeration circuit. After compression and condensation, it reverts to high-temperature, high-pressure liquid refrigerant, which is then supplied to the two heat exchanger modules again from the water outlet, forming a complete vapor compression refrigeration cycle.

[0044] In one possible implementation, the range-extended vehicle thermal management system further includes a total expansion tank consisting of a motor expansion tank and a battery expansion tank. The total expansion tank is connected to the motor control cooling circuit and the battery thermal management circuit through corresponding pipelines; the total expansion tank, motor water pump, battery water pump, first electrically controlled three-way valve, and electrically controlled six-way valve are integrated in the same housing.

[0045] exist Figure 2In the range-extended vehicle thermal management system shown, the total expansion tank serves as a thermal expansion and contraction compensation device for the heat transfer medium and a system exhaust pressure stabilizing element. It is fluidly connected to both the motor control cooling circuit and the battery thermal management circuit via corresponding pipelines. During operation, the heat transfer medium in the motor control cooling circuit expands due to heat generation from the motor module or contracts due to a decrease in ambient temperature. The total expansion tank, with its upper air chamber and lower liquid chamber structure, absorbs these volume changes, maintaining stable internal pressure and preventing damage to pipelines or seals due to excessive pressure or cavitation due to insufficient pressure. Similarly, the heat transfer medium in the battery thermal management circuit experiences temperature fluctuations during battery charging and discharging or external heating and cooling. The total expansion tank, connected to the battery thermal management circuit via corresponding pipelines, provides the same pressure buffering and volume compensation functions. By sharing a total expansion tank or connecting to it via independent interfaces, the number of expansion tanks in the overall vehicle thermal management system is reduced, simplifying water replenishment and maintenance operations.

[0046] Furthermore, the total expansion tank, motor-driven water pump, battery-powered water pump, first electrically controlled three-way valve, and electrically controlled six-way valve are integrated into the same housing, forming an integrated modular unit of the thermal management system. The motor-driven and battery-powered water pumps, as the circulating power components of their respective circuits, have their housings, inlet / outlet flanges, and mounting bases integrated with or rigidly connected to the total expansion tank structure. This shortens the pipe length between the pump inlet and the total expansion tank outlet, reduces the friction and local resistance at the pump inlet, and improves the pump's suction conditions. The first electrically controlled three-way valve and the electrically controlled six-way valve, as the system's flow channel switching actuators, have their valve bodies directly mounted on the internal flow channel plate of the integrated housing. The valve body inlet and outlet are connected to the corresponding pump outlet, heat exchanger inlet, and total expansion tank interface through cast or machined flow channels inside the housing. This integrated layout consolidates the core thermal management components, which were originally scattered across different areas of the vehicle, into a single housing. This significantly reduces the number of external pipe joints, lowers the risk of heat transfer medium leakage, and minimizes the space occupied by the thermal management system in the front compartment or chassis area, facilitating platform-based layout and modular assembly of the entire vehicle. The housing can be pre-set with installation positioning references and sealing interfaces for each component. After the installation, flow channel docking, and sealing tests of each component are completed during the assembly phase, it is installed on the vehicle as a complete module. Only the pre-reserved external interfaces of the housing need to be connected to the engine cooling circuit, motor and electronic control cooling circuit, battery thermal management circuit, and heat exchanger module, improving the consistency of assembly quality.

[0047] This application provides a thermal management method for range-extended vehicles, see below. Figure 3 As shown, the general flow of the range-extended vehicle thermal management method provided in this application embodiment is as follows: Step 301: Obtain the target temperature data corresponding to the current vehicle operating mode.

[0048] In practical applications, before controlling the inlet and outlet connections of the first electrically controlled three-way valve and the electrically controlled six-way valve, the control module first identifies the current vehicle operating mode. The current operating mode is determined by the battery level and can be either range-extended mode or pure electric mode. Based on the identified operating mode, the control module determines the specific type of target temperature data to be collected. By associating the operating mode determination with temperature data acquisition, the data upon which subsequent control strategies rely is matched to the current energy supply method, avoiding redundant data acquisition under conditions where specific parameters are not required and reducing the computational load on the control module.

[0049] If the current vehicle operating mode is range extender mode, the target temperature data must include at least the current battery temperature. The battery temperature is collected by a temperature sensor located inside the battery system. In range extender mode, the engine runs continuously, and the heat transfer medium circulating in the engine cooling circuit carries a large amount of waste heat. This waste heat provides a sufficient and stable heat source for battery preheating and passenger compartment heating. Therefore, the core task of thermal management control is to rationally allocate existing waste heat resources, rather than acquiring heat sources. The current battery temperature, as a direct quantitative indicator for determining whether the battery system needs preheating and whether preheating has been completed, becomes the core control variable for the execution of the thermal management strategy in range extender mode.

[0050] If the current vehicle operating mode is pure electric mode, the target temperature data includes the current battery temperature and the current motor coolant outlet temperature. The current motor coolant outlet temperature can be acquired by a second temperature sensor located at the outlet of the motor module. In pure electric mode, the engine is off, there is no engine waste heat, and the heat required for battery system preheating lacks the supply of engine waste heat. At the same time, the heat generated by the motor module needs to be dissipated. Thermal management control needs to handle both preheating heat source acquisition and motor heat dissipation simultaneously. The current battery temperature is used to determine whether the battery system is in a low-temperature limited state and whether preheating has been completed. The current motor coolant outlet temperature is used to determine whether there is recoverable waste heat resource in the motor electronic control cooling circuit and whether the temperature level of this waste heat resource is sufficient for battery preheating. The synchronous acquisition of the two temperature parameters enables the control module to distinguish between three typical operating conditions in pure electric mode: battery needs preheating and motor has waste heat; battery needs preheating but motor has no waste heat; and both battery and motor need cooling, and execute corresponding control accordingly.

[0051] Step 302: Based on the target temperature data, control the inlet and outlet states of the first electronically controlled three-way valve and the electronically controlled six-way valve to enable heat transfer between the engine cooling circuit, the motor electronically controlled cooling circuit, and the battery thermal management circuit.

[0052] In practical applications, the control module compares the acquired target temperature data with internally stored preset thresholds. Based on the comparison results, it generates corresponding valve position control commands and outputs them to the control terminals of the first electronically controlled three-way valve and the electronically controlled six-way valve. This enables the heat transfer medium in the three loops to achieve directional flow and cross-loop heat transfer at the physical level. Thus, through differentiated parameter acquisition and valve control strategies based on operating modes, the thermal management method for range-extended vehicles can accurately respond to the differences in heat supply conditions between range-extended and pure electric modes, dynamically reconstructing the heat transfer paths between the engine cooling loop, the motor electronic control cooling loop, and the battery thermal management loop, thereby improving thermal management efficiency under all operating conditions.

[0053] In one possible implementation, if the current vehicle operating mode is range extender mode, the target temperature data includes the current battery temperature. Based on the target temperature data, control the inlet and outlet connection status of the first electrically controlled three-way valve and the electrically controlled six-way valve, including: When the current battery temperature is lower than the first preset threshold, the first inlet and the second outlet of the first electronically controlled three-way valve are connected, so that the heat medium in the engine cooling circuit can release heat to the battery thermal management circuit through the second heat exchanger module. When the current battery temperature rises to the second preset threshold, the first electronically controlled three-way valve is switched to connect the first water inlet and the first water outlet, so that the heat medium in the engine cooling circuit releases heat to the passenger compartment through the first heat exchanger module.

[0054] In practical applications, during range-extending mode, the engine operates continuously. The heat transfer medium in the engine cooling circuit continuously absorbs the waste heat generated by the engine's operation during its circulation, and this waste heat constitutes the primary heat source for the thermal management system. Therefore, in range-extending mode, the control module only needs to use the current battery temperature as the target temperature data to allocate the waste heat resources in the engine cooling circuit in a targeted manner, without needing to additionally assess the motor outlet water temperature to determine whether there is usable motor waste heat. The current battery temperature directly reflects the thermal state of the battery system and is crucial data for the control module to determine whether the battery system needs to receive external heat and whether preheating has been completed.

[0055] Specifically, when the current battery temperature is below a first preset threshold, the control module determines that the battery system is in a low-temperature limited state. The internal electrochemical reaction activity of the battery system is suppressed by temperature, and both discharge efficiency and charge acceptance are lower than normal operating levels. At this time, refer to... Figure 4As shown, the control module outputs a control signal to the first electrically controlled three-way valve, connecting the first inlet and the second outlet of the valve. The high-temperature heat transfer medium flowing from the engine outlet, driven by the heater pump, flows along the third pipeline, sequentially passing through the heater and the first inlet of the first electrically controlled three-way valve, and then flows through the second outlet of the first electrically controlled three-way valve to the heat transfer medium passage of the second heat exchanger module. In the heating heat exchanger of the second heat exchanger module, the heat transfer medium transfers its heat to the heat transfer medium in the battery thermal management circuit. The battery pump drives the heat-absorbing heat transfer medium to flow along the battery thermal management circuit and enter the battery system, thereby directionally delivering the engine's waste heat to the battery system for low-temperature preheating. The low-temperature heat transfer medium, after releasing heat from the second heat exchanger module, flows out from the heat transfer medium outlet, merges into the first inlet of the second electrically controlled three-way valve via the fourth pipeline, and then flows back to the engine inlet via the first outlet of the second electrically controlled three-way valve and the fifth pipeline, completing the large circulation path of the engine cooling circuit. During this phase, the priority for supplying the engine's waste heat is to the battery system, ensuring that the battery system can quickly escape the temperature limit zone during the initial start-up of the range extender or in low-temperature environments.

[0056] When the battery temperature continues to rise during the low-temperature preheating process and reaches the second preset threshold, the control module determines that the battery system has returned to a suitable operating temperature range and its electrochemical performance has returned to normal. Continuing to supply heat to the battery system will cause the battery system temperature to rise further, potentially triggering the high-temperature protection mechanism of the battery management system. At this point, refer to... Figure 5 As shown, the control module outputs a switching control signal to the first electronically controlled three-way valve, switching it from a state where the first inlet and second outlet are connected to a state where the first inlet and first outlet are connected. The heat transfer medium in the engine cooling circuit flows from the first outlet of the first electronically controlled three-way valve to the heat transfer medium inlet of the first heat exchanger module, where it exchanges heat with the passenger compartment air, releasing the engine's waste heat into the passenger compartment space for heating. The low-temperature heat transfer medium, after being heated by the first heat exchanger module, flows out from the heat transfer medium outlet, flows through the fourth pipeline into the first inlet of the second electronically controlled three-way valve, and then flows back to the engine's inlet through the first outlet of the second electronically controlled three-way valve and the fifth pipeline. This stage switches the supply of the engine's waste heat from the battery system to the passenger compartment, ensuring the comfort of the occupants while preventing the battery system from overheating due to excessive heating.

[0057] The first and second preset thresholds form a hysteresis temperature range. The first preset threshold corresponds to the lower limit of the temperature at which the battery system needs to initiate external preheating, while the second preset threshold corresponds to the upper limit of the temperature at which the battery system has completed preheating and can terminate external heating. The value of the second preset threshold is higher than that of the first preset threshold. When the battery temperature is between the two thresholds, the control module maintains the current open state of the first electrically controlled three-way valve, avoiding frequent switching between the first inlet and the second outlet connection and between the first inlet and the first outlet connection due to small fluctuations in battery temperature near a single temperature boundary. This hysteresis control mechanism reduces mechanical wear and electrical losses in the valve drive mechanism, while preventing fluctuations in heat medium flow and heating interruptions caused by frequent valve position changes, ensuring the stability of heat distribution.

[0058] Furthermore, in range-extended mode, the control module performs the aforementioned control of the first electronically controlled three-way valve independently of the flow control of the electronically controlled six-way valve. The valve position switching of the first electronically controlled three-way valve focuses on the directional distribution of waste heat from the engine cooling circuit between the battery compartment and the passenger compartment, while the conduction state of the electronically controlled six-way valve is determined based on real-time changes in motor and battery temperatures to maintain independent cooling, series cooling, or waste heat exchange between the motor's electronically controlled cooling circuit and the battery thermal management circuit. Under the unified coordination of the control module, the two valves perform their respective thermal management functions. The first electronically controlled three-way valve ensures that engine waste heat is preferentially used for battery preheating before being used for passenger compartment heating, while the electronically controlled six-way valve ensures that the thermal coupling relationship between the motor's electronically controlled cooling circuit and the battery thermal management circuit matches the current heat load.

[0059] In this way, through the aforementioned step-by-step switching control based on dual thresholds, the waste heat in the engine cooling circuit in range-extended mode is first directed for battery preheating when the battery system is at a low temperature. Once the battery system temperature rises to a suitable level, it is then directed for passenger compartment heating. This avoids the battery system remaining at a low temperature for an extended period due to the direct discharge of engine waste heat into the passenger compartment during the initial stage of range extension, and also avoids the risk of battery overheating caused by the battery system continuing to receive heat after preheating. The control module can achieve heat distribution using only the current battery temperature, simplifying the control logic complexity in range-extended mode. While ensuring the thermal safety of the battery system, it maximizes the utilization of the engine's redundant heat, reduces the heater's start-up frequency and energy consumption, and improves the overall energy efficiency of range-extended vehicles in low-temperature environments.

[0060] In one possible implementation, if the current vehicle operating mode is pure electric mode, the target temperature data includes the current battery temperature and the current motor outlet water temperature. Based on the target temperature data, control the inlet and outlet connection status of the first electrically controlled three-way valve and the electrically controlled six-way valve, including: When the current battery temperature is lower than the first preset threshold and the current motor outlet water temperature is lower than the third preset threshold, the heater is controlled to start, and the first inlet and the second outlet of the first electronically controlled three-way valve are connected, so that the heated heat medium releases heat to the battery thermal management circuit through the second heat exchanger module. When the current battery temperature is lower than the first preset threshold and the current motor outlet water temperature is not lower than the third preset threshold, the third inlet of the control six-way valve is connected to the first outlet and the first inlet is connected to the second outlet, so that the motor control cooling circuit and the battery thermal management circuit are switched to the waste heat exchange state.

[0061] In practical applications, the engine is off in pure electric mode, and there is no usable waste heat in the engine cooling circuit. The heat source required for battery system preheating can only be the electrical energy consumed by the heater or the waste heat generated by the motor module. The current battery temperature is used to determine whether the battery system is in a low-temperature limited state and is a necessary condition for activating the preheating function; the current motor outlet water temperature is used to determine the heat carrying capacity of the heat transfer medium in the motor's electronic control cooling circuit and to assess whether the motor's waste heat is sufficient to replace the heater as a preheating heat source.

[0062] Specifically, when the current battery temperature is below a first preset threshold and the current motor outlet water temperature is below a third preset threshold, the control module determines that the battery system is in a low-temperature state and the residual heat generated by the motor module is insufficient to provide effective preheating heat to the battery system. At this time, refer to... Figure 6 As shown, the control module outputs a start signal to the heater, enabling it to operate and heat the heat medium flowing through the third pipeline. Simultaneously, the control module outputs a control signal to the first electrically controlled three-way valve, connecting its first inlet to its second outlet. The heated high-temperature heat medium enters the first electrically controlled three-way valve and flows through the second outlet to the heating path of the second heat exchanger module, where it transfers heat to the heat transfer medium in the battery thermal management circuit. The battery water pump drives the heat-absorbing heat medium to flow along the battery thermal management circuit and enter the battery system, thus directionally delivering the electrical energy generated by the heater to the battery system for low-temperature preheating. This allows the battery system's temperature level to be maintained by consuming the electrical energy stored in the power battery through the heater when the motor's waste heat is unavailable, ensuring the battery system's basic discharge performance and charge acceptance capability in pure electric mode.

[0063] When the current battery temperature is below the first preset threshold and the current motor outlet water temperature is not below the third preset threshold, the control module determines that the battery system is in a low-temperature state and that the heat generated by the motor module during operation is sufficient for battery preheating. Under these conditions, refer to... Figure 7As shown, the control module does not need to start the heater. It connects the third inlet of the electrically controlled six-way valve to the first outlet, and simultaneously connects the first inlet to the second outlet, putting the thermal management system into waste heat exchange mode. The high-temperature heat transfer medium flowing out of the motor module outlet enters the valve body through the eighth pipeline and the first inlet of the electrically controlled six-way valve, then enters the battery water pump through the second outlet and the sixteenth pipeline. After being pressurized by the battery water pump, it is delivered to the inlet of the battery system through the seventeenth pipeline, thus directly transferring the waste heat generated by the motor operation to the battery system. The heat transfer medium flowing out of the battery system outlet enters the heating heat exchanger through the twelfth pipeline, then enters the valve body through the thirteenth pipeline and the third inlet of the electrically controlled six-way valve, then enters the motor water pump through the first outlet and the tenth pipeline. After being pressurized by the motor water pump, it is delivered to the inlet of the motor module through the eleventh pipeline, thus supplying the motor module with the temperature-regulated heat transfer medium for cooling. By utilizing the redundant heat generated by the motor operation to replace the electrical energy consumption of the heater, the power battery system can be preheated at low temperatures while reducing the electrical energy expenditure for thermal management.

[0064] In this way, when the motor outlet water temperature is lower than the third preset threshold, regardless of whether the battery temperature is lower than the first preset threshold, the control module will not perform the waste heat exchange state switching, but will rely on the heater to provide preheating heat. When the motor outlet water temperature is not lower than the third preset threshold and the battery temperature is lower than the first preset threshold, the control module will prioritize the waste heat exchange state switching, suspend or prohibit the heater from starting, ensuring that the heat source for the battery preheating function in pure electric mode is preferentially utilized from the waste heat of the motor operation, and the heater is only used when the waste heat is insufficient. This minimizes the additional power consumption caused by thermal management requirements in pure electric mode, allowing more power to be used to drive the motor module and improve the effective driving range in pure electric mode.

[0065] In one possible implementation, when controlling the inlet and outlet connection states of the first electrically controlled three-way valve and the electrically controlled six-way valve based on the target temperature data, the method further includes: When the current battery temperature rises to the second preset threshold, the passenger compartment heating demand level and the water inlet temperature of the battery thermal management circuit are obtained. Based on the target water temperature corresponding to the crew cabin heating demand setting and the inlet water temperature of the battery thermal management circuit, adjust the output power of the heater and control the conduction ratio of the first inlet and the first outlet of the first electronically controlled three-way valve.

[0066] In practical applications, when the vehicle is currently operating in pure electric mode, and the battery temperature reaches the second preset threshold, the control module determines that the battery system has completed preheating and its electrochemical performance has returned to normal operating levels. Continuing centralized heating would cause the battery system temperature to rise further. At this point, the control module switches the thermal management strategy from a single battery preheating phase to a phase coordinating battery thermal maintenance and passenger compartment heating. During this phase, the control module acquires the passenger compartment heating demand level and the inlet water temperature of the battery thermal management circuit. The passenger compartment heating demand level is set by the driver through the vehicle's air conditioning control panel, reflecting the intensity level of passenger compartment heating demand. The control module queries an internally preset mapping relationship based on the passenger compartment heating demand level to determine the corresponding target water temperature. The target water temperature represents the desired temperature of the heat medium supplied to the first heat exchanger module at the current passenger compartment heating demand level. The target water temperature increases with the increase in the heating demand level, reflecting the intensity of the passenger compartment heating demand for the heat medium temperature. Since the temperature of the heat transfer medium required for crew compartment heating is usually higher than the ideal inlet water temperature of the battery thermal management circuit, the target water temperature is set higher than the upper limit of the inlet water temperature required for the battery system to maintain a suitable operating temperature. The inlet water temperature of the battery thermal management circuit is detected in real time by a fourth temperature sensor located at the battery system inlet and fed back to the control module. It represents the actual temperature of the heat transfer medium about to enter the battery system at the current moment and reflects the current thermal state of the battery thermal management circuit.

[0067] Specifically, the control module calculates the first difference between the target water temperature and the inlet water temperature of the battery thermal management circuit. This first difference represents the gap between the current heat transfer medium temperature level and the heating requirements of the crew compartment.

[0068] When the first difference is positive and large, it indicates that the current heat transfer medium is insufficient to meet the heating needs of the crew compartment. Since the target water temperature is higher than the ideal inlet water temperature of the battery system, if a large proportion of the heated high-temperature heat transfer medium is allocated to the battery thermal management circuit, the battery system will receive heat transfer medium exceeding its ideal operating temperature limit, leading to a risk of battery overheating. Therefore, the control module increases the heater output power to raise the overall temperature level of the heat transfer medium, and simultaneously increases the conduction ratio between the first inlet and the first outlet of the first electrically controlled three-way valve, allowing a larger proportion of the heat transfer medium to flow through the first outlet to the first heat exchanger module, prioritizing the supply of the heated heat transfer medium to the crew compartment for heating. The proportion of heat transfer medium flowing to the second heat exchanger module decreases accordingly, and the battery system only receives the necessary heat to maintain a temperature above the second preset threshold, preventing the battery system from overheating due to receiving high-temperature heat transfer medium.

[0069] When the first difference narrows and approaches zero, it indicates that the inlet water temperature of the battery thermal management circuit is close to the target water temperature. Since the target water temperature is higher than the ideal inlet water temperature of the battery, the inlet water temperature of the battery thermal management circuit is now close to or exceeds the upper limit of the ideal operating temperature of the battery system. Continuing to supply heat transfer fluid at this temperature level to the battery side will lead to increased heat accumulation in the battery system. Therefore, the control module reduces the output power of the heater to suppress further rise in the heat transfer fluid temperature. At the same time, the control module further increases the conduction ratio between the first inlet and the first outlet of the first electronically controlled three-way valve, allowing a larger proportion of the heat transfer fluid to flow through the first outlet to the first heat exchanger module. This prioritizes the distribution of high-temperature heat transfer fluid to the passenger compartment to release heat, reducing the flow of heat transfer fluid to the second heat exchanger module, thereby reducing the heat input received by the battery system and preventing the battery system from triggering power reduction protection due to excessively high inlet water temperature.

[0070] When the first difference is negative, it indicates that the inlet water temperature of the battery thermal management circuit has exceeded the target water temperature. The heat transfer medium temperature level not only meets the heating needs of the passenger compartment and has redundancy, but also significantly exceeds the upper limit of the ideal operating temperature of the battery system. At this time, the control module further reduces the heater output power and simultaneously controls the conduction ratio between the first inlet and the first outlet of the first electrically controlled three-way valve to the maximum set value, so that all or most of the heat transfer medium flows to the first heat exchanger module, making full use of the excess heat for passenger compartment heating, while minimizing the entry of overheated heat transfer medium into the battery thermal management circuit, ensuring the thermal safety of the battery system. The conduction ratio between the first inlet and the first outlet of the first electrically controlled three-way valve refers to the ratio of the effective flow cross-sectional area of ​​the first outlet relative to the first inlet. When the conduction ratio is zero, the first inlet is only connected to the second outlet, and all heat transfer medium flows to the second heat exchanger module. When the conduction ratio is at the maximum set value, the first inlet is only connected to the first outlet, and all heat transfer medium flows to the first heat exchanger module. When the conduction ratio is at the middle value, the heat medium is diverted to the first heat exchanger module and the second heat exchanger module according to the corresponding ratio.

[0071] In this way, after the battery is preheated, the heat generated by the heater mainly flows to the passenger compartment, and the battery side only receives the appropriate amount of heat medium required to maintain the temperature. This avoids the battery system from overheating due to receiving heat medium higher than its ideal operating temperature limit, thus meeting the passenger compartment comfort requirements while ensuring battery thermal safety and reducing the ineffective energy consumption of the heater.

[0072] In one possible implementation, when controlling the inlet and outlet connection states of the first electrically controlled three-way valve and the electrically controlled six-way valve based on the target temperature data, the method further includes: Get the current ambient temperature, current motor temperature, current controller temperature, and current battery temperature; When the current ambient temperature is lower than the ambient temperature threshold, and the current motor temperature, current controller temperature and current battery temperature meet the cooling conditions, the fourth inlet of the control six-way valve is connected to the first outlet and the second inlet is connected to the second outlet, so that the motor control cooling circuit and the battery thermal management circuit are switched to the series cooling state. When the current ambient temperature is not lower than the ambient temperature threshold, and the current motor temperature, current controller temperature, and current battery temperature meet the cooling conditions, the second inlet of the control six-way valve is connected to the first outlet and the fourth inlet is connected to the second outlet, so that the motor control cooling circuit and the battery thermal management circuit are switched to independent cooling state, and the air conditioning refrigeration circuit is started to provide refrigerant to the second heat exchanger module.

[0073] In practical applications, ambient temperature is collected by an ambient temperature sensor located within the vehicle and fed back to the control module. This temperature characterizes the heat dissipation conditions of the external environment in which the vehicle is located, and is used to determine the available heat dissipation capacity of the low-temperature radiator. Motor temperature is collected by a temperature sensor located within the motor module, reflecting the heat generation level of the motor module during pure electric drive. Controller temperature is collected by a temperature sensor located within the controller module, reflecting the thermal load status of the controller during pure electric drive. Battery temperature is collected by a temperature sensor located within the battery system, reflecting the degree of heat accumulation of the power battery during charging and discharging. Cooling conditions are determined by the control module by comparing the current motor temperature, current controller temperature, and current battery temperature with their respective preset cooling start thresholds. When at least one of the above three temperature parameters exceeds the corresponding cooling start threshold, or when the weighted comprehensive heat load index of the three temperature parameters exceeds the comprehensive cooling threshold, the control module determines that the cooling conditions are met and needs to activate the cooling process of the motor electronic control cooling circuit and the battery thermal management circuit. This ensures that the switching of cooling states is triggered only when there is an actual heat dissipation demand in at least one of the motor module, controller, or battery system, avoiding unnecessary cooling operations when the heat load is low.

[0074] Specifically, when the current ambient temperature is below the ambient temperature threshold, the control module determines that the external heat dissipation conditions are good and the ambient temperature is at a low level. The low-temperature radiator can utilize the external cold air to achieve efficient heat dissipation. The temperature of the heat transfer medium after cooling by the low-temperature radiator drops significantly, and the cooling requirements of the motor module, controller, and battery system can be met without starting the air conditioning cooling circuit. In this state, refer to... Figure 8As shown, the control module outputs a control signal to the electronically controlled six-way valve, connecting the fourth inlet to the first outlet and simultaneously connecting the second inlet to the second outlet, thus putting the thermal management system into a series cooling state. The heat transfer medium flowing out of the battery system enters the refrigeration heat exchanger of the second heat exchanger module via the fourteenth pipe. Since the air conditioning refrigeration circuit is not activated, the refrigeration heat exchanger is used only as a heat transfer medium channel in this state. The heat transfer medium enters the valve body via the fifteenth pipe and the fourth inlet of the electronically controlled six-way valve, then enters the motor water pump via the first outlet and the tenth pipe. After being pressurized by the motor water pump, it is transported to the motor module and controller via the eleventh pipe to absorb the heat generated by the operation of the motor and controller. After absorbing heat, the heat transfer medium enters the low-temperature radiator through the seventh pipe. After sufficient heat exchange with the ambient low-temperature air, its temperature drops significantly. The cooled heat transfer medium then enters the valve body through the ninth pipe and the second inlet of the electrically controlled six-way valve, and then enters the battery water pump through the second outlet and the sixteenth pipe. Pressurized by the battery water pump, it flows back to the battery system through the seventeenth pipe to cool the battery system. This series cooling configuration creates a series loop between the motor's electronic cooling circuit and the battery thermal management circuit at the electrically controlled six-way valve. Sufficient external natural cold source supply in low-temperature environments ensures effective heat dissipation of all heat transfer medium in the series loop by the low-temperature radiator. The two circuits share the same low-temperature radiator for centralized heat dissipation, reducing redundant heat dissipation area during independent operation. This also avoids compressor power consumption from starting the air conditioning cooling circuit, reducing energy consumption in pure electric mode.

[0075] When the current ambient temperature is not lower than the ambient temperature threshold, the control module determines that the external heat dissipation conditions have deteriorated, the ambient temperature is at a high level, the temperature of the cold air available to the low-temperature heat sink increases, and the heat dissipation efficiency decreases significantly as the ambient temperature rises. Therefore, relying solely on the low-temperature heat sink is no longer sufficient to meet the cooling requirements of the battery system. Therefore, see [reference needed]. Figure 9As shown, the control module connects the second inlet and the first outlet of the electrically controlled six-way valve, and simultaneously connects the fourth inlet and the second outlet, putting the thermal management system into an independent cooling state. The heat transfer medium, after initial heat exchange with the ambient air via the low-temperature radiator, enters the electrically controlled six-way valve through the second inlet, flows out through the first outlet, and returns to the motor water pump. Driven by the motor water pump, it re-enters the motor module and controller, forming an independent closed loop in the motor's electrically controlled cooling circuit. The heat transfer medium in this circuit only dissipates heat to the ambient air through the low-temperature radiator and does not enter the battery thermal management circuit. Similarly, the low-temperature heat transfer medium, after heat exchange with the air conditioning refrigeration circuit's heat transfer medium via the refrigeration heat exchanger in the second heat exchanger module, enters the electrically controlled six-way valve through the fourth inlet, flows out through the second outlet, and returns to the battery water pump. Driven by the battery water pump, it re-enters the battery system, forming an independent closed loop in the battery thermal management circuit. The control module synchronously activates the air conditioning cooling circuit, causing the compressor to run and supplying low-temperature, low-pressure refrigerant to the cooling heat exchanger in the second heat exchanger module, providing an independent forced cooling source for the battery thermal management circuit. This independent cooling state ensures that the high-temperature waste heat in the motor and electronic control cooling circuit will not enter the battery thermal management circuit under high-temperature conditions. The two circuits maintain independent flow and temperature, and the cooling of the battery system relies entirely on the cooling capacity provided by the air conditioning cooling circuit, unaffected by the decrease in efficiency of the low-temperature radiator, thus ensuring the thermal safety of the battery system under high-temperature conditions.

[0076] Thus, by introducing an ambient temperature threshold, the cooling strategy in pure electric mode is divided into two states: series cooling in low-temperature environments and independent cooling in high-temperature environments. In low-temperature environments, the two circuits operate in series, fully utilizing the external natural cold source and the high-efficiency heat dissipation capacity of the low-temperature radiator. At this time, the air conditioning cooling circuit does not start, and the low-temperature radiator alone can meet the heat dissipation needs of all the heat transfer medium after series connection, reducing energy consumption in pure electric mode. In high-temperature environments, the two circuits operate independently, cutting off the path for the high-temperature waste heat from the motor to the battery circuit, forcing reliance on the air conditioning cooling circuit to provide a stable cold source for the battery system, compensating for the insufficient efficiency of the low-temperature radiator under high-temperature conditions. In pure electric mode, the range-extended vehicle's thermal management system can adaptively select the optimal cooling organization form based on the dynamic changes in external climate conditions and internal heat load, ensuring the thermal safety of the motor module, controller, and battery system across the entire ambient temperature range, while simultaneously optimizing the energy consumption level of the air conditioning cooling circuit.

[0077] It should be noted that although several units or sub-units of the device have been mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, according to embodiments of this application, the features and functions of two or more units described above can be embodied in one unit. Conversely, the features and functions of one unit described above can be further divided and embodied by multiple units.

[0078] Furthermore, although the operations of the method of this application are described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all the operations shown must be performed to achieve the desired result. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0079] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0080] Obviously, those skilled in the art can make various modifications and variations to the embodiments of this application without departing from the spirit and scope of the embodiments of this application. Therefore, if these modifications and variations to the embodiments of this application fall within the scope of the claims of this application and their equivalents, this application also intends to include these modifications and variations.

Claims

1. A thermal management system for range-extended vehicles, characterized in that, include: Engine cooling circuit, motor electronic control cooling circuit, battery thermal management circuit, first heat exchanger module located in the passenger compartment, second heat exchanger module located in the battery compartment, first electronically controlled three-way valve, electronically controlled six-way valve and control module; The outlet of the engine cooling circuit is connected to the first inlet of the first electronically controlled three-way valve; The first outlet of the first electrically controlled three-way valve is connected to the heat medium inlet of the first heat exchanger module; the second outlet of the first electrically controlled three-way valve is connected to the inlet of the engine cooling circuit via the heat medium circuit of the second heat exchanger module. The heat medium outlet of the first heat exchanger module is connected to the water inlet of the engine cooling circuit; The first water outlet of the motor-controlled cooling circuit is connected to the first water inlet of the electric six-way valve, the second water outlet of the motor-controlled cooling circuit is connected to the second water inlet of the electric six-way valve, and the water inlet of the motor-controlled cooling circuit is connected to the first water outlet of the electric six-way valve. The water outlet of the battery thermal management circuit is connected to the third inlet of the electronically controlled six-way valve via the heating circuit of the second heat exchanger module. The water outlet of the battery thermal management circuit is also connected to the fourth inlet of the electronically controlled six-way valve via the cooling circuit of the second heat exchanger module. The water inlet of the battery thermal management circuit is connected to the second outlet of the electronically controlled six-way valve. The control module is electrically connected to the first electrically controlled three-way valve and the electrically controlled six-way valve respectively; the control module is used to control the heat transfer of the engine cooling circuit, the motor electronic cooling circuit and the battery thermal management circuit by controlling the connection status of the inlet and outlet of the first electrically controlled three-way valve and the electrically controlled six-way valve.

2. The range-extended vehicle thermal management system as described in claim 1, characterized in that, The engine cooling circuit includes: a high-temperature radiator, an engine, a heater, a heater pump, a second electronically controlled three-way valve, and a first temperature sensor; The first temperature sensor is located at the heat medium inlet of the first heat exchanger module; The inlet of the high-temperature radiator is connected to the outlet of the engine through a first pipe, and the outlet of the high-temperature radiator is connected to the inlet of the engine through a second pipe. The engine's water outlet is also connected to the first water inlet of the first electronically controlled three-way valve via a third pipeline, and the warm air pump and the heater are connected in series on the third pipeline; The first inlet of the second electrically controlled three-way valve is connected to the heat medium outlet of the first heat exchanger module and the heat medium outlet of the second heat exchanger module through the fourth pipeline. The first outlet of the second electrically controlled three-way valve is connected to the inlet of the engine through the fifth pipeline. The second outlet of the second electrically controlled three-way valve is connected to the third pipeline between the outlet of the engine and the heater pump through the sixth pipeline. The control module is also electrically connected to the second electronically controlled three-way valve, and the control module is also used to control the internal circulation of the engine cooling circuit by controlling the connection status of the inlet and outlet of the second electronically controlled three-way valve.

3. The range-extended vehicle thermal management system as described in claim 1, characterized in that, The motor electronic control cooling circuit includes: a motor module, a low-temperature radiator, a motor water pump, a second temperature sensor, and a third temperature sensor; The outlet of the motor module is connected to the inlet of the low-temperature radiator via the seventh pipe, and to the first inlet of the electronically controlled six-way valve via the eighth pipe. The outlet of the low-temperature radiator is connected to the second inlet of the electrically controlled six-way valve via the ninth pipe. The inlet of the motor-driven water pump is connected to the first outlet of the electrically controlled six-way valve via the tenth pipe, and the outlet of the motor-driven water pump is connected to the inlet of the motor module via the eleventh pipe. The second temperature sensor is located at the outlet of the motor module; the third temperature sensor is located at the inlet of the motor module.

4. The range-extended vehicle thermal management system as described in claim 1, characterized in that, The battery thermal management circuit includes: a battery system, a battery water pump, and a fourth temperature sensor; the second heat exchanger module includes: a heating heat exchanger and a cooling heat exchanger; The outlet of the battery system is connected to the heating inlet of the heating heat exchanger via the twelfth pipe, and the heating outlet of the heating heat exchanger is connected to the third inlet of the electronically controlled six-way valve via the thirteenth pipe; the outlet of the battery system is connected to the cooling inlet of the refrigeration heat exchanger via the fourteenth pipe, and the cooling outlet of the refrigeration heat exchanger is connected to the fourth inlet of the electronically controlled six-way valve via the fifteenth pipe. The inlet of the battery water pump is connected to the second outlet of the electronically controlled six-way valve through the sixteenth pipe, and the outlet of the battery water pump is connected to the inlet of the battery system through the seventeenth pipe. The fourth temperature sensor is located at the water inlet of the battery system.

5. The range-extended vehicle thermal management system according to any one of claims 1-4, characterized in that, Also includes: Air conditioning refrigeration circuit, first expansion valve and second expansion valve; The water outlet of the air conditioning refrigeration circuit is connected to the refrigerant inlet of the first heat exchanger module via a first expansion valve, and to the refrigerant inlet of the second heat exchanger module via a second expansion valve. The water inlet of the air conditioning refrigeration circuit is connected to the refrigerant outlet of the first heat exchanger module and the refrigerant outlet of the second heat exchanger module, respectively.

6. A thermal management method for range-extended vehicles, characterized in that, A control module applied in the thermal management system of a range-extended vehicle as described in any one of claims 1-5, comprising: Obtain the target temperature data corresponding to the current vehicle operating mode; Based on the target temperature data, the inlet and outlet states of the first electronically controlled three-way valve and the electronically controlled six-way valve are controlled to enable heat transfer in the engine cooling circuit, the motor electronically controlled cooling circuit, and the battery thermal management circuit.

7. The thermal management method for range-extended vehicles as described in claim 6, characterized in that, If the current vehicle operating mode is range extender mode, then the target temperature data includes the current battery temperature; Based on the target temperature data, controlling the inlet and outlet connections of the first electrically controlled three-way valve and the electrically controlled six-way valve includes: When the current battery temperature is lower than the first preset threshold, the first inlet and the second outlet of the first electronically controlled three-way valve are connected, so that the heat medium in the engine cooling circuit releases heat to the battery thermal management circuit through the second heat exchanger module. When the current battery temperature rises to the second preset threshold, the first electronically controlled three-way valve is switched to connect the first water inlet and the first water outlet, so that the heat medium in the engine cooling circuit releases heat to the passenger compartment through the first heat exchanger module.

8. The thermal management method for range-extended vehicles as described in claim 6, characterized in that, If the current vehicle operating mode is pure electric mode, then the target temperature data includes the current battery temperature and the current motor outlet water temperature; Based on the target temperature data, controlling the inlet and outlet connections of the first electrically controlled three-way valve and the electrically controlled six-way valve includes: When the current battery temperature is lower than the first preset threshold and the current motor outlet water temperature is lower than the third preset threshold, the heater is started, and the first inlet and the second outlet of the first electronically controlled three-way valve are connected, so that the heated heat medium releases heat to the battery thermal management circuit through the second heat exchanger module. When the current battery temperature is lower than the first preset threshold and the current motor outlet water temperature is not lower than the third preset threshold, the third inlet of the electronically controlled six-way valve is connected to the first outlet and the first inlet is connected to the second outlet, so that the motor electronic cooling circuit and the battery thermal management circuit are switched to the waste heat exchange state.

9. The thermal management method for range-extended vehicles as described in claim 8, characterized in that, When controlling the inlet and outlet connection states of the first electrically controlled three-way valve and the electrically controlled six-way valve based on the target temperature data, the method further includes: When the current battery temperature rises to the second preset threshold, the passenger compartment heating demand level and the water inlet temperature of the battery thermal management circuit are obtained. Based on the target water temperature corresponding to the crew cabin heating demand setting and the inlet water temperature of the battery thermal management circuit, the output power of the heater is adjusted and the conduction ratio of the first inlet and the first outlet of the first electronically controlled three-way valve is controlled.

10. The thermal management method for range-extended vehicles as described in claim 8, characterized in that, When controlling the inlet and outlet connection states of the first electrically controlled three-way valve and the electrically controlled six-way valve based on the target temperature data, the method further includes: Get the current ambient temperature, current motor temperature, current controller temperature, and current battery temperature; When the current ambient temperature is lower than the ambient temperature threshold, and the current motor temperature, the current controller temperature, and the current battery temperature meet the cooling conditions, the fourth inlet of the electronically controlled six-way valve is connected to the first outlet and the second inlet is connected to the second outlet, so that the motor electronically controlled cooling circuit and the battery thermal management circuit are switched to a series cooling state. When the current ambient temperature is not lower than the ambient temperature threshold, and the current motor temperature, the current controller temperature, and the current battery temperature meet the cooling conditions, the second inlet of the electronically controlled six-way valve is connected to the first outlet and the fourth inlet is connected to the second outlet, so that the motor electronic cooling circuit and the battery thermal management circuit are switched to independent cooling state, and the air conditioning refrigeration circuit is started to provide refrigerant to the second heat exchanger module.

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