Cooling loop structure of thermal management system of hybrid power vehicle and vehicle

Abstract

The utility model provides a cooling loop structure of a heat management system of a hybrid power vehicle and the vehicle. The cooling loop structure comprises an engine, a motor, a battery cooled and heated through a liquid cooling plate, a cooling liquid-cooling liquid heat exchanger, a first cooling liquid-air heat exchanger, a second cooling liquid-air heat exchanger, a first refrigerant-cooling liquid heat exchanger, a warm air core and a second refrigerant-cooling liquid heat exchanger. A first water pump, a second water pump, a third water pump, a fourth water pump, a first valve group and a second valve group. According to the cooling loop structure, conversion of multiple heat management modes can be achieved when a vehicle is used, various requirements of drivers and passengers are well met, meanwhile, the working effect of the cooling loop is guaranteed, and the heat management quality of the whole vehicle is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle thermal management, and particularly relates to a cooling circuit structure of a thermal management system for a hybrid vehicle. The utility model also relates to a vehicle provided with the above cooling circuit structure. Background Art

[0002] A hybrid electric vehicle (HEV) is a vehicle whose drive system is composed of two or more drive units that can operate simultaneously.

[0003] Currently, in order to improve the endurance of hybrid vehicles in pure electric mode, more and more vehicles are equipped with heat pump systems in their thermal management modules. And to enable better connection of various working modes in the heat pump system to meet the diverse needs of passengers, a corresponding cooling circuit is also matched in the cooling system of the vehicle thermal management module to conduct heat transfer and conversion to achieve the balance of the vehicle's overall thermal management.

[0004] However, the cooling circuits in existing vehicle thermal management systems still have deficiencies such as relatively complex structures, high costs, and limited working modes, which to a certain extent limit the improvement of the overall vehicle thermal management quality. Summary of the Utility Model

[0005] In view of this, the utility model aims to propose a cooling circuit structure of a thermal management system for a hybrid vehicle to facilitate the vehicle's thermal management quality.

[0006] To achieve the above object, the technical solution of the utility model is realized as follows:

[0007] A cooling circuit structure of a thermal management system for a hybrid vehicle includes an engine, a motor, a battery cooled and heated by a liquid cooling plate, a coolant-coolant heat exchanger, a first coolant-air heat exchanger, a second coolant-air heat exchanger, a first refrigerant-coolant heat exchanger, a heater core, a second refrigerant-coolant heat exchanger, a first water pump, a second water pump, a third water pump, a fourth water pump, and a first valve group and a second valve group;

[0008] The coolant-coolant heat exchanger has a first flow channel and a second flow channel capable of heat exchange. The second coolant-air heat exchanger exchanges heat with the external environment, and the engine, the first flow channel in the coolant-coolant heat exchanger, and the second coolant-air heat exchanger and the third water pump are connected to form an independent circulation loop;

[0009] The second refrigerant-coolant heat exchanger has a coolant passage and a refrigerant passage capable of heat exchange. The first coolant-air heat exchanger exchanges heat with the external environment. The coolant outlet of the motor is connected to the first valve group. The coolant inlet of the motor is connected to the outlet of the fourth water pump. The inlet of the fourth water pump is in parallel with the outlet of the first coolant-air heat exchanger and the outlet of the coolant passage in the second refrigerant-coolant heat exchanger. The inlet of the first coolant-air heat exchanger and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger are both connected to the first valve group;

[0010] The first refrigerant-coolant heat exchanger has a coolant passage and a refrigerant passage capable of heat exchange. The inlet of the heater core is connected to the second valve group. The outlet of the heater core is in parallel with the inlet of the first water pump and the inlet of the second water pump. The outlet of the first water pump is connected to the inlet of the second flow path in the coolant-coolant heat exchanger through the coolant passage in the first refrigerant-coolant heat exchanger. The outlet of the second flow path in the coolant-coolant heat exchanger is connected to the second valve group;

[0011] The coolant inlet of the battery is in parallel with the second valve group, the outlet of the first coolant-air heat exchanger, the outlet of the coolant passage in the second refrigerant-coolant heat exchanger, and the inlet of the fourth water pump. The coolant outlet of the battery is in parallel with the inlet of the first water pump and the inlet of the second water pump.

[0012] Further, the coolant-coolant heat exchanger adopts a plate heat exchanger.

[0013] Further, the first valve group includes a first three-way valve and a second three-way valve;

[0014] The three valve ports of the first three-way valve are respectively connected to the coolant outlet of the motor, the inlet of the first coolant-air heat exchanger, and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger;

[0015] The three valve ports of the second three-way valve are respectively connected to the outlet of the second water pump, the inlet of the first coolant-air heat exchanger, and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger.

[0016] Further, the first valve group includes a first three-way valve;

[0017] Of the three valve ports of the first three-way valve, one valve port is connected to the coolant outlet of the motor, another valve port is connected to the inlet of the first coolant-air heat exchanger, and the third valve port is in parallel with the outlet of the second water pump and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger.

[0018] Further, the first valve group includes a first three-way valve and a first two-way valve;

[0019] Of the three valve ports of the first three-way valve, one valve port is connected to the coolant outlet of the motor, another valve port is connected to the inlet of the first coolant-air heat exchanger, and the third valve port is connected to the outlet of the second water pump and is simultaneously connected to the inlet of the coolant passage in the second refrigerant-coolant heat exchanger via the two-way valve.

[0020] Further, the first valve group uses a five-way valve;

[0021] The coolant outlet of the motor, the outlet of the second water pump, and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger are respectively connected to one valve port on the first valve group, and the inlet of the first coolant-air heat exchanger is connected to two valve ports on the first valve group.

[0022] Further, the heater core includes a first heater core and a second heater core connected in parallel.

[0023] Further, the second valve group includes a third three-way valve and a second two-way valve. Of the three valve ports of the third three-way valve, one valve port is connected to the outlet of the second flow path in the coolant-coolant heat exchanger, another valve port is in parallel with the coolant inlet of the battery, the outlet of the first coolant-air heat exchanger, the outlet of the coolant passage in the second refrigerant-coolant heat exchanger, and the inlet of the fourth water pump, and the third valve port is connected to the inlet of the first heater core and is simultaneously connected to the inlet of the second heater core via the second two-way valve;

[0024] Alternatively, the second valve group uses a four-way valve. The outlet of the second flow path in the coolant-coolant heat exchanger, the inlet of the first heater core, and the inlet of the second heater core are respectively connected to one valve port on the second valve group, and the fourth valve port on the second valve group is in parallel with the coolant inlet of the battery, the outlet of the first coolant-air heat exchanger, the outlet of the coolant passage in the second refrigerant-coolant heat exchanger, and the inlet of the fourth water pump.

[0025] Further, a high-pressure coolant heater is connected in series to the outlet of the second flow path in the coolant-coolant heat exchanger.

[0026] Compared with the prior art, the utility model has the following advantages:

[0027] The cooling circuit structure of the hybrid vehicle thermal management system described in the utility model includes an engine, a motor, a battery, a heater core, as well as a plurality of heat exchangers and a plurality of water pumps, and is connected through the control of a plurality of valve groups, capable of forming an indirect heat pump air conditioning system in the vehicle. Its structure is relatively simple, and it can not only achieve multiple cooling modes for the engine, motor, and battery, but also achieve multiple working modes such as heating the cockpit, recovering the waste heat of the motor and battery, and heating with a high-pressure coolant heater. It can realize the conversion of multiple thermal management modes during vehicle use, better meet the diverse needs of passengers, and at the same time, in the entire circuit structure, it can also isolate the engine cooling circuit from the cooling circuits of other components, avoid impurities in the engine cooling circuit from affecting other circuits, help ensure the working effect of the circuit, and thus contribute to improving the thermal management quality of the vehicle.

[0028] Another object of the utility model is to propose a vehicle, which is a hybrid vehicle, and the vehicle is provided with the cooling circuit structure of the hybrid vehicle thermal management system as described above.

[0029] The beneficial effects of the vehicle described in the utility model and the cooling circuit structure of the above hybrid vehicle thermal management system will not be elaborated here. Description of the Drawings

[0030] The drawings constituting a part of the utility model are used to provide a further understanding of the utility model. The schematic embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an improper limitation of the utility model. In the drawings:

[0031] Figure 1 is a schematic diagram of the architecture of the cooling circuit structure of the heat pump air conditioning system according to the embodiment of the utility model;

[0032] Figure 2 is a schematic diagram of an exemplary structure of the first valve group and the second valve group according to the embodiment of the utility model;

[0033] Figure 3 is a schematic diagram of another exemplary structure of the first valve group according to the embodiment of the utility model;

[0034] Figure 4 is a schematic diagram of a third exemplary structure of the first valve group according to the embodiment of the utility model;

[0035] Figure 5 is a schematic diagram of the circulation circuit in the engine cooling mode according to the embodiment of the utility model;

[0036] Figure 6 Schematic diagram of the circulation loop in the motor cooling mode according to the embodiment of the present utility model;

[0037] Figure 7 Schematic diagram of the circulation loop in the engine cooling + motor cooling mode according to the embodiment of the present utility model;

[0038] Figure 8 Schematic diagram of the circulation loop in the battery active cooling mode according to the embodiment of the present utility model;

[0039] Figure 9 Schematic diagram of the circulation loop in the battery active cooling + motor cooling mode according to the embodiment of the present utility model;

[0040] Figure 10 Schematic diagram of the circulation loop in the battery passive cooling mode according to the embodiment of the present utility model;

[0041] Figure 11 Schematic diagram of the circulation loop in the battery passive cooling + motor cooling mode according to the embodiment of the present utility model;

[0042] Figure 12 Schematic diagram of the circulation loop in the engine cooling while heating the cockpit mode according to the embodiment of the present utility model;

[0043] Figure 13 Schematic diagram of the circulation loop in the motor waste heat recovery while heating the cockpit mode according to the embodiment of the present utility model;

[0044] Figure 14 Schematic diagram of the circulation loop in the battery waste heat recovery while heating the cockpit mode according to the embodiment of the present utility model;

[0045] Figure 15 Schematic diagram of the circulation loop in the battery waste heat recovery while heating the cockpit and battery passive cooling mode according to the embodiment of the present utility model;

[0046] Figure 16 Schematic diagram of the circulation loop in the battery waste heat recovery and heating the cockpit, and cooling the excess heat through the low-temperature radiator, and motor simultaneous cooling mode according to the embodiment of the present utility model;

[0047] Figure 17 Schematic diagram of the circulation loop in the high-pressure coolant heater heating the cockpit mode according to the embodiment of the present utility model;

[0048] Figure 18 Schematic diagram of the circulation loop in the high-pressure coolant heater heating the battery mode according to the embodiment of the present utility model;

[0049] Figure 19Schematic diagram of the circulation loop for heating the battery and the cockpit mode by the high-voltage coolant heater according to the embodiment of the present utility model;

[0050] Explanation of the reference numerals:

[0051] 1. Coolant-coolant heat exchanger; 2. High-voltage coolant heater; 3. Third three-way valve; 4. First coolant-air heat exchanger; 5. Second coolant-air heat exchanger; 6. Engine; 7. Motor; 8. First refrigerant-coolant heat exchanger; 9. First warm air core; 10. Second two-way valve; 11. Second warm air core; 12. First water pump; 13. Second water pump; 14. Battery; 15. First three-way valve; 16. Second refrigerant-coolant heat exchanger; 17. Third water pump; 18. Fourth water pump; 19. Second three-way valve; 20. First valve group; 21. Second valve group; 22. First two-way valve. Detailed implementation manners

[0052] It should be noted that, without conflict, the embodiments in the present utility model and the features in the embodiments may be combined with each other.

[0053] In the following description, for the purpose of illustration rather than limitation, specific details such as specific system structures and technologies are presented in order to thoroughly understand the embodiments of the present application. However, those skilled in the art should clearly understand that the present application can also be implemented in other embodiments without these specific details. In other cases, the detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid unnecessary details from interfering with the description of the present application.

[0054] In the description of the present utility model, it should be noted that if terms indicating orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. appear, they are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present utility model. In addition, if terms such as "first" and "second" appear, they are also only for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0055] In addition, in the description of the present utility model, unless otherwise clearly defined, the cooperating components can be connected by using the conventional connection structures in the art. Moreover, the terms "installation", "connection", "connection", and "connector" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood in combination with specific situations.

[0056] The present utility model will be described in detail below with reference to the drawings and in conjunction with embodiments.

[0057] Embodiment 1

[0058] This embodiment relates to a cooling circuit structure of a hybrid vehicle thermal management system, which can realize the conversion of various thermal management modes during vehicle use by exchanging heat with the outside air or the refrigerant in the vehicle's overall thermal management system, and can meet the diverse needs of passengers.

[0059] In terms of the overall composition, combined with Figure 1 as shown in, the cooling circuit structure of this embodiment includes an engine 6, a motor 7, a battery 14 cooled and heated using a liquid cooling plate, a coolant-coolant heat exchanger 1, a first coolant-air heat exchanger 4, a second coolant-air heat exchanger 5, a first refrigerant-coolant heat exchanger 8, a heater core, a second refrigerant-coolant heat exchanger 16, a first water pump 12, a second water pump 13, a third water pump 17, a fourth water pump 18, and a first valve group 20 and a second valve group 21.

[0060] Among them, the coolant-coolant heat exchanger 1 has a first flow channel and a second flow channel capable of heat exchange, and both flow channels are for the circulation of coolant to achieve heat exchange between the coolants in different circuits in the coolant-coolant heat exchanger 1. The second coolant-air heat exchanger 5 is used for heat exchange between the coolant and the external environment, and the engine 6, the first flow channel in the coolant-coolant heat exchanger 1, and the second coolant-air heat exchanger 5 and the third water pump 17 are connected to form an independent circulation circuit.

[0061] At this time, the engine 6, the first flow channel in the coolant-coolant heat exchanger 1, and the second coolant-air heat exchanger 5 and the third water pump 17 are connected to form an independent circulation loop. It can be understood that it can isolate the cooling loop of the engine 6 from the cooling loops of other components, and can prevent impurities in the cooling loop of the engine 6 from affecting other loops. Thus, combined with the filter for filtering impurities usually provided in the cooling loop of the engine 6, the working effects of each loop can be guaranteed.

[0062] In this embodiment, the second refrigerant-coolant heat exchanger 16 has a coolant channel and a refrigerant channel capable of heat exchange. The coolant channel allows the coolant to flow, and the refrigerant channel allows the refrigerant to flow, and the refrigerant and the coolant in the two channels can achieve heat exchange. Similar to the above-mentioned second coolant-air heat exchanger 5, the first coolant-air heat exchanger 4 is also used for heat exchange between the coolant and the external environment.

[0063] In addition, the coolant outlet of the motor 7 is connected to the first valve group 20, the coolant inlet of the motor 7 is connected to the outlet of the fourth water pump 18, and the inlet of the fourth water pump 18 is in parallel with the outlet of the first coolant-air heat exchanger 4 and the outlet of the coolant channel in the second refrigerant-coolant heat exchanger 16. At the same time, the inlet of the first coolant-air heat exchanger 4 and the inlet of the coolant channel in the second refrigerant-coolant heat exchanger 16 are both connected to the first valve group 20.

[0064] Continue as Figure 1 shown in, the first refrigerant-coolant heat exchanger 8 has a coolant channel and a refrigerant channel capable of heat exchange. Similar to the above-mentioned second refrigerant-coolant heat exchanger 16, the coolant channel in the first refrigerant-coolant heat exchanger 8 allows the coolant to flow, the refrigerant channel allows the refrigerant to flow, and the refrigerant and the coolant in the two channels can achieve heat exchange.

[0065] In this embodiment, the inlet of the heater core is connected to the second valve group 21, the outlet of the heater core is in parallel with the inlet of the first water pump 12 and the inlet of the second water pump 13. At the same time, the outlet of the first water pump 12 is connected to the inlet of the second flow channel in the coolant-coolant heat exchanger 1 through the coolant channel in the first refrigerant-coolant heat exchanger 8, and the outlet of the second flow channel in the coolant-coolant heat exchanger 1 is then connected to the second valve group 21.

[0066] It should be noted that, as a preferred implementation form, the above-mentioned warm air core body may include, for example, a first warm air core body 9 and a second warm air core body 11 connected in parallel. In this way, as a feasible arrangement, the first warm air core body 9 and the second warm air core body 11 can be used for front-row heating and rear-row heating in the cockpit respectively, so as to obtain a better heating effect in the cockpit. Of course, in addition to including two warm air core bodies connected in parallel, the above-mentioned warm air core body of this embodiment may also be only one, or may be other quantities.

[0067] In this embodiment, the coolant inlet of the above-mentioned battery 14 is connected in parallel with the second valve group 21, the outlet of the first coolant-air heat exchanger 4, the outlet of the coolant passage in the second refrigerant-coolant heat exchanger 16, and the inlet of the fourth water pump 18. The coolant outlet of the battery 14 is then connected in parallel with the inlet of the first water pump 12 and the inlet of the second water pump 13.

[0068] It should be noted that, in specific implementation, as a preferred implementation form, the above-mentioned coolant-coolant heat exchanger 1 of this embodiment may adopt a plate heat exchanger, which has the advantages of mature technology, high heat exchange efficiency, and convenient connection and arrangement.

[0069] In addition, for the above-mentioned first valve group 20 of this embodiment, as a feasible implementation form, as shown in Figure 2 In the figure, in specific implementation, it may include, for example, a first three-way valve 15 and a second three-way valve 19. Among them, the three valve ports of the first three-way valve 15 are respectively connected to the coolant outlet of the motor 7, the inlet of the first coolant-air heat exchanger 4, and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger 16. The three valve ports of the second three-way valve 19 are respectively connected to the outlet of the second water pump 13, the inlet of the first coolant-air heat exchanger 4, and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger 16.

[0070] Continuing as shown in Figure 3 In the figure, still for the first valve group 20 of this embodiment, in addition to including both the first three-way valve 15 and the second three-way valve 19, as another feasible implementation form, in specific implementation, it may also include only the first three-way valve 15 to meet the situation where the battery 14 has no passive cooling requirement. At this time, among the three valve ports of the first three-way valve 15, one valve port is connected to the coolant outlet of the motor 7, another valve port is connected to the inlet of the first coolant-air heat exchanger 4, and the third valve port is connected in parallel with the outlet of the second water pump 13 and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger 16.

[0071] Continuing as shown in Figure 4As shown in [the figure], as a third feasible implementation form, during specific implementation, the above-mentioned first valve group 20 of this embodiment may further include, for example, a first three-way valve 15 and a first two-way valve 22, so as to better meet the passive cooling of the battery 14 by replacing the second three-way valve 19 with the first two-way valve 22. Among the three valve ports of the first three-way valve 15, one valve port is connected to the coolant outlet of the motor 7, another valve port is connected to the inlet of the first coolant-air heat exchanger 4, and the third valve port is connected to the outlet of the second water pump 13. At the same time, it is also connected to the inlet of the coolant channel in the second refrigerant-coolant heat exchanger 16 through the two-way valve 22.

[0072] As Figure 5 shown in [the figure], as a fourth feasible implementation form, during specific implementation, the first valve group 20 of this embodiment may also adopt a five-way valve, so as to have better structural integration of the overall circuit while achieving the same function through the five-way valve, which is convenient for layout.

[0073] When a five-way valve is adopted, the coolant outlet of the motor 7, the outlet of the second water pump 13, and the inlet of the coolant channel in the second refrigerant-coolant heat exchanger 16 are respectively connected to one valve port on the first valve group 20, and the inlet of the first coolant-air heat exchanger 4 is connected to two valve ports on the first valve group 20. At the same time, when a five-way valve is adopted, its internal structure and control form, etc., can refer to the above setting method of simultaneously adopting the first three-way valve 15 and the second three-way valve 19, which will not be elaborated here.

[0074] In this embodiment, for the above-mentioned second valve group 21, as a preferred implementation form, still in combination with Figure 2 shown in [the figure], it may include, for example, a third three-way valve 3 and a second two-way valve 10. Among the three valve ports of the third three-way valve 3, one valve port is connected to the outlet of the second flow path in the coolant-coolant heat exchanger 1, another valve port is connected in parallel with the coolant inlet of the battery 14, the outlet of the first coolant-air heat exchanger 4, the outlet of the coolant channel in the second refrigerant-coolant heat exchanger 16, and the inlet of the fourth water pump 18, and the third valve port is connected to the inlet of the first heater core 9. At the same time, it is also connected to the inlet of the second heater core 11 through the second two-way valve 22.

[0075] In addition to the combination of the third three-way valve 3 and the second two-way valve 10, in some other embodiments, of course, the second valve group 21 in this embodiment may also adopt a four-way valve, for example, to achieve the same function while making the overall structure of the circuit have better structural integration and facilitating its layout. At this time, the internal structure and control form of the four-way valve, etc., can refer to the setting method of simultaneously using the third three-way valve 3 and the second two-way valve 10 above. At the same time, in the four-way valve, the outlet of the second flow channel in the coolant-coolant heat exchanger 1, the inlet of the first heater core 9, and the inlet of the second heater core 11 are respectively connected to a valve port on the second valve group 21, and the fourth valve port on the second valve group 21 is in parallel with the coolant inlet of the battery 14, the outlet of the first coolant-air heat exchanger 4, the outlet of the coolant channel in the second refrigerant-coolant heat exchanger 16, and the inlet of the fourth water pump 18.

[0076] In this embodiment, as a preferred embodiment, continue to refer to Figure 1 As shown, a high-pressure coolant heater 2 is also connected in series at the outlet of the second flow channel in the coolant-coolant heat exchanger 1. The high-pressure coolant heater 2 is provided with an electric heating structure, and it can adopt relevant products in the existing vehicle thermal management system. When the high-pressure coolant heater 2 is turned on, it can heat the coolant flowing inside to supplement heat for the vehicle's overall thermal management system in an instant heating manner by electric heating.

[0077] In the specific implementation of the cooling circuit structure of this embodiment, in addition to the coolant-coolant heat exchanger 1 that can adopt a plate heat exchanger, the above-mentioned first coolant-air heat exchanger 4, second coolant-air heat exchanger 5, first refrigerant-coolant heat exchanger 8, and second refrigerant-coolant heat exchanger 16, etc., can also adopt relevant heat exchanger products in the existing vehicle thermal management system. The above-mentioned water pumps generally can adopt electronic water pumps. At the same time, the first valve group 20 and the second valve group 21 in the above different forms can also adopt existing single or combined valve parts products that can meet the corresponding control requirements.

[0078] Still taking Figure 2Taking the specific implementation form shown as an example, during the operation of the vehicle, in coordination with the operation of the overall vehicle thermal management system, the cooling circuit structure of this embodiment can work in, for example, engine cooling mode, motor cooling mode, engine cooling + motor cooling mode, battery active cooling mode, battery active cooling + motor cooling mode, battery passive cooling mode, battery passive cooling + motor cooling mode, engine cooling while heating the cockpit mode, motor waste heat recovery while heating the cockpit mode, battery waste heat recovery while heating the cockpit mode, battery waste heat recovery while heating the cockpit and battery passive cooling mode, battery waste heat recovery and heating the cockpit, and cooling the excess heat through the low-temperature radiator, as well as motor simultaneous cooling mode, and high-pressure coolant heater heating the cockpit mode, high-pressure coolant heater heating the battery mode, and high-pressure coolant heater heating the battery and cockpit mode, etc.

[0079] Specifically, in the engine cooling mode, combined with Figure 5 as shown, at this time, the coolant circulation circuit is: the third water pump 17 → the engine 6 → the coolant-coolant heat exchanger 1 → the second coolant-air heat exchanger 5 → the third water pump 17. In this mode, natural cooling of the engine 6 can be achieved, and heat exchange with the external environment is carried out through the second coolant-air heat exchanger 5 to reduce the temperature of the engine 6.

[0080] In the motor cooling mode, combined with Figure 6 as shown, at this time, the coolant circulation circuit is: the fourth water pump 18 → the motor 7 → the first three-way valve 15 → the first coolant-air heat exchanger 4 → the fourth water pump 18. In this mode, natural cooling of the motor 7 can be achieved, and heat exchange with the external environment is carried out through the first coolant-air heat exchanger 4 to reduce the temperature of the motor 7.

[0081] In the engine cooling + motor cooling mode, combined with Figure 7 as shown, at this time, there are two coolant circulation circuits in this mode. Among them, the first coolant circulation circuit is: the third water pump 17 → the engine 6 → the coolant-coolant heat exchanger 1 → the second coolant-air heat exchanger 5 → the third water pump 17. This circulation circuit is for the natural cooling of the engine 7, and specifically, heat exchange with the external environment is carried out through the second coolant-air heat exchanger 5 to reduce the temperature of the engine 7.

[0082] The second coolant circulation circuit is: the fourth water pump 18 → the motor 7 → the first three-way valve 15 → the first coolant-air heat exchanger 4 → the fourth water pump 18. This circulation circuit is for the natural cooling of the motor 7, and heat exchange with the external environment is carried out through the first coolant-air heat exchanger 4 to reduce the temperature of the motor 7.

[0083] In the battery active cooling mode, combined with Figure 8As shown in the figure, at this time, the coolant circulation circuit is: the second water pump 13 → the second three-way valve 19 → the second refrigerant-coolant heat exchanger 16 → the battery 14 → the second water pump 13. In this mode, the heat in the coolant circuit can be absorbed through the evaporation of the second refrigerant-coolant heat exchanger 16 in the vehicle air-conditioning system, thereby reducing the temperature of the battery 14.

[0084] In the battery active cooling + motor cooling mode, combined with Figure 9 As shown in the figure, at this time, there are two coolant circulation circuits in this mode. Among them, the first coolant circulation circuit is: the second water pump 13 → the second three-way valve 19 → the second refrigerant-coolant heat exchanger 16 → the battery 14 → the second water pump 13. In this circulation circuit, the heat in the coolant circuit is absorbed through the evaporation of the second refrigerant-coolant heat exchanger 16 in the air-conditioning system, thereby reducing the temperature of the battery 14.

[0085] The second coolant circulation circuit is: the fourth water pump 18 → the motor 7 → the first three-way valve 15 → the first coolant-air heat exchanger 4 → the fourth water pump 18. This circulation circuit is for the natural cooling of the motor 7, and heat exchange is carried out with the external environment through the first coolant-air heat exchanger 4 to reduce the temperature of the motor 7.

[0086] In the battery passive cooling mode, combined with Figure 10 As shown in the figure, at this time, the coolant circulation circuit is: the second water pump 13 → the second three-way valve 19 → the first coolant-air heat exchanger 4 → the battery 14 → the second water pump 13. In this mode, heat exchange is carried out with the external environment through the first coolant-air heat exchanger 4 to reduce the temperature of the battery 14.

[0087] In the battery passive cooling + motor cooling mode, combined with Figure 11 As shown in the figure, at this time, there are two coolant circulation circuits in this mode. Among them, the first coolant circulation circuit is: the second water pump 13 → the second three-way valve 19 → the first coolant-air heat exchanger 4 → the battery 14 → the second water pump 13. This circulation circuit exchanges heat with the external environment through the first coolant-air heat exchanger 4 to reduce the temperature of the battery 14.

[0088] The second coolant circulation circuit is: the fourth water pump 18 → the motor 7 → the first three-way valve 15 → the first coolant-air heat exchanger 4 → the fourth water pump 18. This circulation circuit is for the natural cooling of the motor 7, and heat exchange is carried out with the external environment through the first coolant-air heat exchanger 4 to reduce the temperature of the motor 7.

[0089] In the mode of engine cooling while heating the cockpit, combined with Figure 12As shown in [reference], at this time, there are two coolant circulation loops in this mode. Among them, the first coolant circulation loop is: the third water pump 17 → the engine 6 → the coolant-coolant heat exchanger 1 → the second coolant-air heat exchanger 5 → the third water pump 17. In this circulation loop, the coolant-coolant heat exchanger 1 transfers the heat of the engine 6 to the vehicle air-conditioning warm air loop (if the heat required by the warm air loop is less than the heat provided by the engine 6, the engine 6 will release the heat to the external environment through the second coolant-air heat exchanger 5).

[0090] The second coolant circulation loop is: the first water pump 12 → the first refrigerant-coolant heat exchanger 8 → the coolant-coolant heat exchanger 1 → the high-pressure coolant heater 2 → the third three-way valve 3 → the heater core → the first water pump 12. In this circulation loop, the coolant-coolant heat exchanger 1 transfers the heat of the engine 6 to the warm air loop of the vehicle air conditioner, and then exchanges heat with the cabin air through the heater core to achieve the effect of heating the cabin.

[0091] In the mode of heating the cabin while recovering the waste heat of the motor, combined with Figure 13 As shown in [reference], at this time, there are two coolant circulation loops in this mode. Among them, the first coolant circulation loop is: the fourth water pump 18 → the motor 7 → the first three-way valve 15 → the second refrigerant-coolant heat exchanger 16 → the fourth water pump 18. The second coolant circulation loop is: the first water pump 12 → the first refrigerant-coolant heat exchanger 8 → the coolant-coolant heat exchanger 1 → the high-pressure coolant heater 2 → the third three-way valve 3 → the heater core → the first water pump 12.

[0092] In this mode, the second refrigerant-coolant heat exchanger 16 absorbs the waste heat of the motor 7 to provide heat for the heat pump system in the vehicle and heat the cabin (when the heat of the motor 7 is insufficient, the high-pressure coolant heater 2 can be used for supplementary heating to provide heat for the heat pump system).

[0093] In the mode of heating the cabin while recovering the waste heat of the battery, combined with Figure 14 As shown in [reference], at this time, there are two coolant circulation loops in this mode. Among them, the first coolant circulation loop is: the second water pump 13 → the second three-way valve 19 → the second refrigerant-coolant heat exchanger 16 → the battery 14 → the second water pump 13. The second coolant circulation loop is: the first water pump 12 → the first refrigerant-coolant heat exchanger 8 → the coolant-coolant heat exchanger 1 → the high-pressure coolant heater 2 → the third three-way valve 3 → the heater core → the first water pump 12.

[0094] In this mode, the second refrigerant-coolant heat exchanger 16 absorbs the waste heat of the battery 14 to provide heat for the vehicle's heat pump system, thereby heating the cockpit. (When the heat of the battery 14 is insufficient, the high-pressure coolant heater 2 can be used to supplement heat and provide heat for the heat pump system).

[0095] While recovering the waste heat of the battery, heating the cockpit and the battery passive cooling mode, combined with Figure 15 As shown in, at this time, there are two coolant circulation loops in this mode. Among them, the first coolant circulation loop is: the second water pump 13 → the second three-way valve 19 → the second refrigerant-coolant heat exchanger 16 → the battery 14 → the second water pump 13. In this circulation loop, the second refrigerant-coolant heat exchanger 16 absorbs the waste heat of the battery 14 to provide heat for the vehicle's heat pump system and heat the cockpit.

[0096] The second coolant circulation loop is: the second water pump 13 → the second three-way valve 19 → the first coolant-air heat exchanger 4 → the battery 14 → the second water pump 13. In this circulation loop, the excess heat of the battery 14 is dissipated to the external environment through the first coolant-air heat exchanger 4, thereby cooling the battery 14.

[0097] While recovering the waste heat of the battery, heating the cockpit, cooling the excess heat through the low-temperature radiator, and the motor simultaneous cooling mode, combined with Figure 16 As shown in, at this time, there are three coolant circulation loops in this mode. Among them, the first coolant circulation loop is: the second water pump 13 → the second three-way valve 19 → the second refrigerant-coolant heat exchanger 16 → the battery 14 → the second water pump 13. In this circulation loop, the second refrigerant-coolant heat exchanger 16 absorbs the waste heat of the battery 14 to provide heat for the vehicle heat pump system and heat the cockpit.

[0098] The second coolant circulation loop is: the second water pump 13 → the second three-way valve 19 → the first coolant-air heat exchanger 4 → the battery 14 → the second water pump 13. In this circulation loop, the excess heat of the battery 14 is dissipated to the external environment through the first coolant-air heat exchanger 4, thereby cooling the battery 14. The third coolant circulation loop is: the fourth water pump 18 → the motor 7 → the first three-way valve 15 → the first coolant-air heat exchanger 4 → the fourth water pump 18. This circulation loop is for the natural cooling of the motor 7, and heat exchange is carried out with the external environment through the first coolant-air heat exchanger 4 to reduce the temperature of the motor 7.

[0099] In the high-pressure coolant heater heating cockpit mode, combined with Figure 17As shown in the figure, at this time, the coolant circulation circuit is: the first water pump 12 → the first refrigerant-coolant heat exchanger 8 → the coolant-coolant heat exchanger 1 → the high-pressure coolant heater 2 → the third three-way valve 3 → the heater core → the first water pump 12. In this mode, the high-pressure coolant heater 2 heats the coolant to provide heating for the cockpit.

[0100] In the mode where the high-pressure coolant heater heats the battery, combined with Figure 18 As shown in the figure, at this time, the coolant circulation circuit is: the first water pump 12 → the first refrigerant-coolant heat exchanger 8 → the coolant-coolant heat exchanger 1 → the high-pressure coolant heater 2 → the third three-way valve 3 → the battery 14 → the first water pump 12. In this mode, the high-pressure coolant heater 2 heats the coolant to provide heating for the battery 14.

[0101] In the mode where the high-pressure coolant heater heats both the battery and the cockpit, at this time, if the coolant temperature requirements of the battery 14 and the cockpit are the same, combined with Figure 19 As shown in the figure, there are two coolant circulation circuits in this mode. The first coolant circulation circuit is: the first water pump 12 → the first refrigerant-coolant heat exchanger 8 → the coolant-coolant heat exchanger 1 → the high-pressure coolant heater 2 → the third three-way valve 3 → the heater core → the first water pump 12. The second coolant circulation circuit is: the first water pump 12 → the first refrigerant-coolant heat exchanger 8 → the coolant-coolant heat exchanger 1 → the high-pressure coolant heater 2 → the third three-way valve 3 → the battery 14 → the first water pump 12. In this mode, the high-pressure coolant heater 2 can heat the coolant to provide heating for the battery 14 and the cockpit.

[0102] If the coolant temperature requirements of the battery 14 and the cockpit are different, a third coolant circulation circuit can be further added based on the above two coolant circulation circuits in this mode: the second water pump 13 → the second three-way valve 19 → the first coolant-air heat exchanger 4 → the battery 14 → the second water pump 13 to achieve coolant temperature control.

[0103] The cooling circuit structure of this embodiment adopts the above design and includes an engine 6, a motor 7, a battery 14, a heater core, as well as multiple heat exchangers and multiple water pumps. Through the control connection of multiple valve groups, it can form an indirect heat pump air conditioning system in the vehicle. It is not only relatively simple in structural composition, but on the one hand, it can realize multiple cooling modes for the engine 6, the motor 7, and the battery 14, and can also realize various working modes such as cabin heating, waste heat recovery of the motor 7 and the battery 14, and heating by the high-pressure coolant heater 2. It can realize the conversion of multiple heat management modes during vehicle use, better meet the diverse needs of passengers, and on the other hand, it can also isolate the cooling circuit of the engine 6 from the cooling circuits of other components, avoid impurities in the engine cooling circuit from affecting other circuits, help ensure the working effect of the circuit, and be beneficial to improving the overall vehicle heat management quality.

[0104] Embodiment 2

[0105] This embodiment relates to a vehicle, which is a hybrid vehicle, and the cooling circuit structure of the hybrid vehicle heat management system in Embodiment 1 is provided in this vehicle.

[0106] By setting the cooling circuit structure in Embodiment 1, the vehicle of this embodiment can realize the conversion of multiple heat management modes during vehicle use, better meet the diverse needs of passengers, and at the same time help ensure the working effect of the cooling circuit, be beneficial to improving the overall vehicle heat management quality, and thus has good practicability.

[0107] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. Cooling circuit structure of a hybrid vehicle thermal management system, characterized in that: It includes an engine (6), a motor (7), a battery (14) cooled and heated using a liquid cooling plate, a coolant-coolant heat exchanger (1), a first coolant-air heat exchanger (4), a second coolant-air heat exchanger (5), a first refrigerant-coolant heat exchanger (8), a heater core, a second refrigerant-coolant heat exchanger (16), a first water pump (12), a second water pump (13), a third water pump (17), a fourth water pump (18), and a first valve group (20) and a second valve group (21); The coolant-coolant heat exchanger (1) has a first flow channel and a second flow channel capable of heat exchange. The second coolant-air heat exchanger (5) exchanges heat with the external environment, and the engine (6), the first flow channel in the coolant-coolant heat exchanger (1), and the second coolant-air heat exchanger (5) and the third water pump (17) are connected to form an independent circulation loop; The second refrigerant-coolant heat exchanger (16) has a coolant channel and a refrigerant channel capable of heat exchange. The first coolant-air heat exchanger (4) exchanges heat with the external environment. The coolant outlet of the motor (7) is connected to the first valve group (20), the coolant inlet of the motor (7) is connected to the outlet of the fourth water pump (18), the inlet of the fourth water pump (18) is in parallel with the outlet of the first coolant-air heat exchanger (4) and the outlet of the coolant channel in the second refrigerant-coolant heat exchanger (16), and the inlet of the first coolant-air heat exchanger (4) and the inlet of the coolant channel in the second refrigerant-coolant heat exchanger (16) are both connected to the first valve group (20); The first refrigerant-coolant heat exchanger (8) has a coolant channel and a refrigerant channel capable of heat exchange. The inlet of the heater core is connected to the second valve group (21), the outlet of the heater core is in parallel with the inlet of the first water pump (12) and the inlet of the second water pump (13), the outlet of the first water pump (12) is connected to the inlet of the second flow channel in the coolant-coolant heat exchanger (1) through the coolant channel in the first refrigerant-coolant heat exchanger (8), and the outlet of the second flow channel in the coolant-coolant heat exchanger (1) is connected to the second valve group (21); The coolant inlet of the battery (14) is in parallel with the second valve group (21), the outlet of the first coolant-air heat exchanger (4), the outlet of the coolant channel in the second refrigerant-coolant heat exchanger (16), and the inlet of the fourth water pump (18). The coolant outlet of the battery (14) is in parallel with the inlet of the first water pump (12) and the inlet of the second water pump (13).

2. The cooling circuit structure of the hybrid vehicle thermal management system according to claim 1, characterized in that: The coolant-coolant heat exchanger (1) adopts a plate heat exchanger.

3. The cooling circuit structure of the hybrid vehicle thermal management system according to claim 1, characterized in that: The first valve group (20) includes a first three-way valve (15) and a second three-way valve (19); The three valve ports of the first three-way valve (15) are respectively connected to the coolant outlet of the motor (7), the inlet of the first coolant-air heat exchanger (4), and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger (16); The three valve ports of the second three-way valve (19) are respectively connected to the outlet of the second water pump (13), the inlet of the first coolant-air heat exchanger (4), and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger (16).

4. The cooling circuit structure of the hybrid vehicle thermal management system according to claim 1, characterized in that: The first valve group (20) includes a first three-way valve (15); Among the three valve ports of the first three-way valve (15), one valve port is connected to the coolant outlet of the motor (7), another valve port is connected to the inlet of the first coolant-air heat exchanger (4), and the third valve port is in parallel with the outlet of the second water pump (13) and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger (16).

5. The cooling circuit structure of the hybrid vehicle thermal management system according to claim 1, characterized in that: The first valve group (20) includes a first three-way valve (15) and a first two-way valve (22); Among the three valve ports of the first three-way valve (15), one valve port is connected to the coolant outlet of the motor (7), another valve port is connected to the inlet of the first coolant-air heat exchanger (4), and the third valve port is connected to the outlet of the second water pump (13) and is simultaneously connected to the inlet of the coolant passage in the second refrigerant-coolant heat exchanger (16) through the first two-way valve (22).

6. The cooling circuit structure of the hybrid vehicle thermal management system according to claim 1, characterized in that: The first valve group (20) adopts a five-way valve; The coolant outlet of the motor (7), the outlet of the second water pump (13), and the inlet of the coolant passage in the second refrigerant-coolant heat exchanger (16) are respectively connected to one valve port on the first valve group (20), and the inlet of the first coolant-air heat exchanger (4) is connected to two valve ports on the first valve group (20).

7. The cooling circuit structure of the hybrid vehicle thermal management system according to any one of claims 1 to 6, characterized in that: The heater core includes a first heater core (9) and a second heater core (11) connected in parallel.

8. The cooling circuit structure of the hybrid vehicle thermal management system according to claim 7, characterized in that: The second valve group (21) includes a third three-way valve (3) and a second two-way valve (10). Among the three valve ports of the third three-way valve (3), one valve port is connected to the outlet of the second flow path in the coolant-coolant heat exchanger (1), another valve port is in parallel connection with the coolant inlet of the battery (14), the outlet of the first coolant-air heat exchanger (4), the outlet of the coolant passage in the second refrigerant-coolant heat exchanger (16), and the inlet of the fourth water pump (18), and the third valve port is connected to the inlet of the first heater core (9) and is simultaneously connected to the inlet of the second heater core (11) via the second two-way valve (10); Alternatively, the second valve group (21) uses a four-way valve. The outlet of the second flow path in the coolant-coolant heat exchanger (1), the inlet of the first heater core (9), and the inlet of the second heater core (11) are respectively connected to one valve port on the second valve group (21), and the fourth valve port on the second valve group (21) is in parallel connection with the coolant inlet of the battery (14), the outlet of the first coolant-air heat exchanger (4), the outlet of the coolant passage in the second refrigerant-coolant heat exchanger (16), and the inlet of the fourth water pump (18).

9. The cooling circuit structure of the hybrid vehicle thermal management system according to claim 8, characterized in that: A high-pressure coolant heater (2) is connected in series to the outlet of the second flow path in the coolant-coolant heat exchanger (1).

10. A vehicle, characterized in that: The vehicle is a hybrid vehicle, and the vehicle is provided with the cooling circuit structure of the hybrid vehicle thermal management system according to any one of claims 1 to 9.

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