Thermal management system of hybrid electric vehicle

Abstract

The utility model belongs to the technical field of thermal management of automobiles, and particularly relates to a thermal management system of a hybrid electric vehicle, which is characterized in that an engine heat dissipation module, a battery pack heat dissipation module, an electric heat dissipation module, an air conditioner module and an internal cooling module are connected into a whole through pipelines and valves; the connection mode of the engine heat dissipation module, the battery pack heat dissipation module, the electric heat dissipation module, the air conditioner module and the internal cooling module is changed by controlling opening and closing of the valves, then multiple refrigerant circulation modes and multiple cooling liquid circulation modes are achieved, different heat management requirements are met, and the heat management system of the hybrid electric vehicle is high in integration degree and high in reliability. The structure is simple and control is convenient.

Description

TECHNICAL FIELD

[0001] The utility model relates to the thermal management technical field of automobile, in particular to a thermal management system of hybrid automobile. BACKGROUND

[0002] With the development of new energy vehicles, the thermal management system of automobile is more and more refined. The thermal management system includes an engine heat dissipation module, a battery pack heat dissipation module, an electric drive heat dissipation module, an air conditioning module and an internal cooling module. The structure integration of the multiple modules is low, the overall architecture is very complex, and the pipeline arrangement of refrigerant and coolant is complicated, which is inconvenient to control. SUMMARY

[0003] Therefore, the utility model provides a thermal management system of hybrid automobile to improve the problem of complex structure and inconvenience of control of the existing thermal management system.

[0004] The embodiment of the utility model provides a thermal management system of hybrid automobile, which comprises an air conditioning module, a battery pack heat dissipation module and an internal cooling module connected by pipelines.

[0005] The air conditioning module comprises a compressor, a built-in condenser, an outdoor condenser, a front evaporator, a rear evaporator and a gas-liquid separator. A first expansion valve is arranged at the liquid inlet end of the front evaporator, and a second expansion valve is arranged at the liquid inlet end of the rear evaporator. A first electromagnetic valve is arranged at the liquid inlet end of the built-in condenser. The liquid outlet end of the built-in condenser is connected to the liquid inlet end of the front evaporator and the rear evaporator through a first air conditioning pipeline, and a second electromagnetic valve is arranged on the first air conditioning pipeline. The liquid outlet end of the built-in condenser is connected to the first end of the outdoor condenser through a second air conditioning pipeline, and a third electromagnetic valve is arranged on the second air conditioning pipeline.

[0006] The second end of the outdoor condenser is connected to the liquid outlet end side of the second electromagnetic valve through a third air conditioning pipeline, and a first check valve is arranged on the third air conditioning pipeline towards the second electromagnetic valve. The liquid outlet end of the front evaporator and the rear evaporator is connected to the liquid inlet end of the gas-liquid separator through a fourth air conditioning pipeline, and a fourth electromagnetic valve is arranged at the liquid inlet end side of the second expansion valve. The liquid outlet end of the compressor is connected to the liquid outlet end of the built-in condenser through a first refrigerant pipeline, and a fifth electromagnetic valve is arranged on the first refrigerant pipeline. The liquid outlet end side of the third electromagnetic valve is connected to the liquid inlet end of the gas-liquid separator through a second refrigerant pipeline, and a sixth electromagnetic valve is arranged on the second refrigerant pipeline. A third refrigerant pipeline is arranged at the liquid inlet end of the first check valve, and the third refrigerant pipeline is connected between the fourth electromagnetic valve and the second expansion valve. A second check valve is arranged on the third refrigerant pipeline towards the first check valve.

[0007] The battery pack heat dissipation module comprises a coaxial pipe, a third expansion valve and a battery heat exchanger connected in series, the liquid inlet end of the coaxial pipe is connected to the liquid outlet end side of the second electromagnetic valve through a fourth refrigerant pipeline, the liquid outlet end of the battery heat exchanger is connected to the fourth air conditioner pipeline through a fifth refrigerant pipeline, and a seventh electromagnetic valve is arranged on the fifth refrigerant pipeline.

[0008] The internal cooling module comprises a first cold plate for passing in cooling liquid and a second cold plate for passing in refrigerant, the liquid inlet end of the second cold plate is connected to the liquid outlet end side of the second electromagnetic valve through a seventh refrigerant pipeline, and a fourth expansion valve is arranged on the seventh refrigerant pipeline; and the liquid outlet end of the second cold plate is connected to the liquid inlet end of the gas-liquid separator through an eighth refrigerant pipeline.

[0009] In some embodiments, the heat management system further comprises an electric drive heat dissipation module and an engine heat dissipation module, the electric drive heat dissipation module comprises an electric drive water pump, an electric drive assembly and an electric motor radiator connected in series, a first control valve is arranged between the electric drive assembly and the electric motor radiator, and a second control valve is arranged between the electric motor radiator and the electric drive water pump.

[0010] The engine heat dissipation module comprises an engine water pump, a temperature regulator, an engine radiator and an engine assembly connected in series, a first cooling liquid pipeline is arranged on the engine and connected to the first control valve, a second cooling liquid pipeline is arranged on the temperature regulator and connected to the second control valve, and a third control valve is arranged on the second cooling liquid pipeline.

[0011] The first end of the first cold plate is connected to the first control valve through a third cooling liquid pipeline, and the second end of the first cold plate is connected to the third control valve through a fourth cooling liquid pipeline.

[0012] In some embodiments, the air conditioner module, the battery pack heat dissipation module and the internal cooling module realize the following refrigerant circulation mode:

[0013] In the refrigerant circulation mode I, the high-temperature and high-pressure gaseous refrigerant generated by the compressor is first condensed into liquid refrigerant at normal temperature and high pressure through the outdoor condenser, then is changed into low-pressure mist-shaped refrigerant through the first expansion valve and / or the second expansion valve, then is changed into high-temperature and low-pressure gaseous refrigerant by being absorbed by the front evaporator and / or the rear evaporator, and finally is returned to the compressor through the gas-liquid separator.

[0014] Refrigerant circulation mode two, the high-temperature and high-pressure gaseous refrigerant generated by the compressor first passes through the outdoor condenser to condense into high-pressure liquid refrigerant at room temperature, then passes through the coaxial pipe to become low-temperature and high-pressure liquid refrigerant, next passes through the third expansion valve to become low-pressure misty refrigerant, then passes through the battery heat exchanger to evaporate and absorb heat to become high-temperature and low-pressure gaseous refrigerant, and finally passes through the gas-liquid separator to return to the compressor;

[0015] Refrigerant circulation mode three, the high-temperature and high-pressure gaseous refrigerant generated by the compressor first passes through the battery heat exchanger to condense into low-temperature and high-pressure liquid refrigerant, then passes through the third expansion valve and the coaxial pipe to condense twice to become low-temperature and high-pressure liquid refrigerant, next passes through the first expansion valve and / or the second expansion valve to become low-pressure misty refrigerant, then absorbs heat corresponding to the front evaporator and / or the rear evaporator to become high-temperature and low-pressure gaseous refrigerant, and finally passes through the gas-liquid separator to return to the compressor;

[0016] Refrigerant circulation mode four, the high-temperature and high-pressure gaseous refrigerant generated by the compressor first passes through the battery heat exchanger to condense into low-temperature and high-pressure liquid refrigerant, then passes through the third expansion valve and the coaxial pipe to condense twice to become low-temperature and high-pressure liquid refrigerant, next passes through the fourth expansion valve to become low-pressure misty refrigerant, then passes through the second cold plate to become high-temperature and low-pressure gaseous refrigerant, and finally passes through the gas-liquid separator to return to the compressor;

[0017] Refrigerant circulation mode five, the high-temperature and high-pressure gaseous refrigerant generated by the compressor first passes through the built-in condenser to condense into low-temperature and high-pressure liquid refrigerant, then passes through the coaxial pipe to dissipate heat to become low-temperature and high-pressure liquid refrigerant at a lower temperature, next passes through the third expansion valve to become low-temperature and low-pressure misty refrigerant, then passes through the battery heat exchanger to absorb heat to become high-temperature and low-pressure gaseous refrigerant, and finally passes through the gas-liquid separator to return to the compressor;

[0018] Refrigerant circulation mode six, the high-temperature and high-pressure gaseous refrigerant generated by the compressor first passes through the built-in condenser to condense into low-temperature and high-pressure liquid refrigerant, then passes through the second expansion valve to become low-temperature and low-pressure misty refrigerant, next passes through the outdoor condenser to absorb heat to become high-temperature and low-pressure gaseous refrigerant, and finally passes through the gas-liquid separator to return to the compressor;

[0019] Refrigerant circulation mode seven, the high-temperature and high-pressure gaseous refrigerant generated by the compressor first passes through the indoor condenser to condense into low-temperature and high-pressure liquid refrigerant, then passes through the outdoor condenser to condense again into low-temperature and low-pressure liquid refrigerant, then passes through the fourth expansion valve to become low-temperature and low-pressure mist refrigerant, then passes through the battery pack heat exchanger to absorb heat and become high-temperature and low-pressure gaseous refrigerant, and finally passes through the gas-liquid separator to return to the compressor.

[0020] In some embodiments, the electric drive heat dissipation module, the engine heat dissipation module and the internal cooling module realize the following cooling liquid circulation modes:

[0021] Cooling liquid circulation mode one, the low-temperature cooling liquid driven by the electric drive water pump first flows through the electric drive assembly to absorb heat and become high-temperature cooling liquid, then passes through the motor radiator to dissipate heat and become low-temperature cooling liquid, and finally returns to the electric drive water pump.

[0022] Cooling liquid circulation mode two, the low-temperature cooling liquid driven by the electric drive water pump first flows through the electric drive assembly to absorb heat and become high-temperature cooling liquid, then passes through the first cold plate to dissipate heat and become low-temperature cooling liquid, and finally returns to the electric drive water pump.

[0023] Cooling liquid circulation mode three, the cooling liquid driven by the engine water pump first flows through the temperature regulator and the engine radiator to become low-temperature cooling liquid, then flows through the engine assembly to absorb heat and dissipate heat for the engine assembly, and finally returns to the engine water pump.

[0024] Cooling liquid circulation mode four, the cooling liquid driven by the engine water pump first flows through the temperature regulator and the first cold plate to become low-temperature cooling liquid, then flows through the engine assembly to absorb heat and dissipate heat for the engine assembly, and finally returns to the engine water pump.

[0025] In some embodiments, the outdoor condenser, the motor radiator and the engine radiator are arranged side by side, and the outdoor condenser is arranged between the motor radiator and the engine radiator.

[0026] In some embodiments, a fan is arranged on the side of the engine radiator away from the outdoor condenser, and the fan generates air flow for sequentially dissipating heat for the engine radiator, the outdoor condenser and the motor radiator.

[0027] In some embodiments, a first temperature sensor is arranged on the first air conditioning pipeline to detect the temperature of the refrigerant before flowing through the first expansion valve, the second expansion valve and the fourth expansion valve; and a second temperature sensor is arranged between the electric drive water pump and the electric drive assembly to detect the temperature of the cooling liquid flowing out of the electric drive water pump.

[0028] In some embodiments, a first pressure transmitter is arranged at the liquid inlet side of the compressor, a second pressure transmitter is arranged at the liquid outlet side of the compressor, to correspondingly detect the pressure of the refrigerant entering and exiting the compressor; and a third pressure transmitter and a fourth pressure transmitter are correspondingly arranged at both ends of the battery heat exchanger, to correspondingly detect the pressure of the refrigerant entering and exiting the battery heat exchanger.

[0029] In some embodiments, a first expansion tank is further included, which is connected to the liquid inlet end of the engine water pump through a first liquid supplementing and exhausting pipeline, and is connected to the engine assembly through a second liquid supplementing and exhausting pipeline.

[0030] In some embodiments, a second expansion tank is further included, which is connected to the liquid inlet end of the motor radiator through a third liquid supplementing and exhausting pipeline, and is connected to the electric drive water pump through a fourth liquid supplementing and exhausting pipeline.

[0031] The technical scheme of the utility model adopts the control valve to change the connection mode of the air conditioning module, the battery pack heat dissipation module and the internal cooling module, so as to realize multiple refrigerant circulation modes, and meet different thermal management requirements, and the thermal management system of the hybrid vehicle has high integration degree, simple structure and is convenient to control. BRIEF DESCRIPTION OF DRAWINGS

[0032] Figure 1 It is a schematic view of the thermal management system of the hybrid vehicle of the embodiment;

[0033] Figure 2 It is a schematic view of the refrigerant circulation mode one of the embodiment;

[0034] Figure 3 It is a schematic view of the refrigerant circulation mode two of the embodiment;

[0035] Figure 4 It is a schematic view of the refrigerant circulation mode three of the embodiment;

[0036] Figure 5 It is a schematic view of the refrigerant circulation mode four of the embodiment;

[0037] Figure 6 It is a schematic view of the refrigerant circulation mode five of the embodiment;

[0038] Figure 7 It is a schematic view of the refrigerant circulation mode six of the embodiment;

[0039] Figure 8 It is a schematic view of the refrigerant circulation mode seven of the embodiment;

[0040] Figure 9A schematic diagram of the cooling liquid circulation mode one of the present embodiment;

[0041] Figure 10 A schematic diagram of the cooling liquid circulation mode two of the present embodiment;

[0042] Figure 11 A schematic diagram of the cooling liquid circulation mode three of the present embodiment;

[0043] Figure 12 A schematic diagram of the cooling liquid circulation mode four of the present embodiment.

[0044] In the figure: compressor 10; built-in condenser 11; outdoor condenser 12; front evaporator 13; rear evaporator 14; gas-liquid separator 15; first air conditioning pipeline 16; second air conditioning pipeline 17; third air conditioning pipeline 18; fourth air conditioning pipeline 19; coaxial pipe 20; battery heat exchanger 21; electric drive water pump 30; electric drive assembly 31; motor radiator 32; front electric control 33; front drive motor 34; rear electric control 35; rear drive electric control 36; engine water pump 40; thermostat 41; engine radiator 42; engine assembly 43; fan 44; first cold plate 51; second cold plate 52; first refrigerant pipeline 61; second refrigerant pipeline 62; third refrigerant pipeline 63; fourth refrigerant pipeline 64; fifth refrigerant pipeline 65; sixth refrigerant pipeline 66; seventh refrigerant pipeline 67; eighth refrigerant pipeline 68; first cooling liquid pipeline 71; second cooling liquid pipeline 72; third cooling liquid pipeline 73; fourth cooling liquid pipeline 74; first control valve 75; second control valve 76; third control valve 77; first electromagnetic valve 81; second electromagnetic valve 82; third electromagnetic valve 83; fourth electromagnetic valve 84; fifth electromagnetic valve 85; sixth electromagnetic valve 86; seventh electromagnetic valve 87; eighth electromagnetic valve 88; first expansion valve 91; second expansion valve 92; third expansion valve 93; fourth expansion valve 94; first check valve 95; second check valve 96. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical scheme and advantages of the utility model more clear, the following will be further described in detail in combination with the drawings and examples. It should be understood that the specific examples described herein are only used to explain the utility model and not to limit the utility model.

[0046] The structure, proportion, size, etc. shown in the drawings of the present specification are only used to cooperate with the content disclosed in the specification for understanding and reading by those skilled in the art, and are not used to limit the limiting conditions of the implementation of the utility model. Any modification of structure, change of proportion relationship or adjustment of size, which does not affect the effects and purposes that can be achieved by the utility model, should still fall within the scope of the technical content disclosed by the utility model.

[0047] The orientation or positional relationship referred to as "upper", "lower", "left", "right", "middle", "longitudinal", "transverse", "horizontal", "inner", "outer", "radial", "circumferential" and the like in the specification is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the utility new type. In addition, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0048] As shown in Figure 1 The embodiment provides a thermal management system of a hybrid vehicle, which comprises an air conditioning module, a battery pack heat dissipation module, an electric drive heat dissipation module, an internal cooling module, an engine heat dissipation module and a pipeline assembly connecting the foregoing modules.

[0049] The air conditioning module of the embodiment comprises a compressor 10, a built-in condenser 11, an evaporator assembly and a gas-liquid separator 15 connected in series. The liquid inlet end of the built-in condenser 11 is provided with a first electromagnetic valve 81, the liquid outlet end of the built-in condenser 11 is connected to the evaporator through a first air conditioning pipeline 16, and the first air conditioning pipeline 16 is provided with a second electromagnetic valve 82; the liquid outlet end of the built-in condenser 11 is connected to the first end of an outdoor condenser 12 through a second air conditioning pipeline 17, and the second air conditioning pipeline 17 is provided with a third electromagnetic valve 83; the second end of the outdoor condenser 12 is connected to the first air conditioning pipeline 16 through a third air conditioning pipeline 18 to communicate with the evaporator, and the third air conditioning pipeline 18 is specifically connected to the liquid outlet end side of the second electromagnetic valve 82, and the third air conditioning pipeline 18 is provided with a first one-way valve 95 facing the first air conditioning pipeline 16. The evaporator of the embodiment specifically comprises a front evaporator 13 and a rear evaporator 14 arranged in parallel, the liquid inlet end of the front evaporator 13 is provided with a first expansion valve 91 and connected to the first air conditioning pipeline 16, the liquid inlet end of the rear evaporator 14 is sequentially provided with a fourth electromagnetic valve 84 and a second expansion valve 92 from near to far and connected to the first air conditioning pipeline 16, and the liquid outlet ends of the front evaporator 13 and the rear evaporator 14 are connected to the liquid inlet end of the gas-liquid separator 15 through a fourth air conditioning pipeline 19. A PTC heater is further arranged in the evaporator to meet the electric heating demand of the passenger compartment.

[0050] The outlet of the compressor 10 is connected to the outlet of the built-in condenser 11 through the first refrigerant pipeline 61, and the fifth electromagnetic valve 85 is arranged on the first refrigerant pipeline 61. The second air conditioner pipeline 17 is provided with the second refrigerant pipeline 62 on the outlet side of the third electromagnetic valve 83, and the second refrigerant pipeline 62 is connected to the inlet of the gas-liquid separator 15. The sixth electromagnetic valve 86 is arranged on the second refrigerant pipeline 62. The third air conditioner pipeline 18 is provided with the third refrigerant pipeline 63 on the inlet side of the first check valve 95, and the third refrigerant pipeline 63 is connected between the fourth electromagnetic valve 84 and the second expansion valve 92. The second check valve 96 is arranged on the third refrigerant pipeline 63 and points to the third air conditioner pipeline 18.

[0051] The battery heat dissipation module of the embodiment includes a coaxial pipe 20 and a battery heat exchanger 21 connected in series. The coaxial pipe 20 is arranged at the inlet of the battery heat exchanger 21, and the third expansion valve 93 is arranged between the coaxial pipe 20 and the battery heat exchanger 21. The inlet of the coaxial pipe 20 is connected to the first air conditioner pipeline 16 through the fourth refrigerant pipeline 64, and specifically connected to the outlet side of the second electromagnetic valve 82. The outlet of the battery heat exchanger 21 is connected to the fourth air conditioner pipeline 19 through the fifth refrigerant pipeline 65, and the seventh electromagnetic valve 87 is arranged on the fifth refrigerant pipeline 65. The outlet of the compressor 10 is connected to the fifth refrigerant pipeline 65 through the sixth refrigerant pipeline 66, and specifically connected to the inlet side of the seventh electromagnetic valve 87. The eighth electromagnetic valve 88 is arranged on the sixth refrigerant pipeline 66.

[0052] The electric drive heat dissipation module of the embodiment includes an electric drive water pump 30, an electric drive assembly 31 and a motor heat exchanger 32 connected in series. The first control valve 75 is arranged between the electric drive assembly 31 and the motor heat exchanger 32, and the second control valve 76 is arranged between the motor heat exchanger 32 and the electric drive water pump 30. The electric drive assembly 31 preferably includes a front electric control 33, a front drive motor 34, a rear electric control 35 and a rear drive motor. The front electric control 33 and the front drive motor 34 are connected in series, the rear electric control 35 and the rear drive motor are connected in series, and the front drive motor 34 and the rear drive motor are connected in parallel.

[0053] The engine heat dissipation module of the embodiment includes an engine water pump 40, a temperature regulator 41, an engine heat exchanger 42 and an engine assembly 43 connected in series. The first cooling liquid pipeline 71 is arranged on the engine and connected to the first control valve 75. The second cooling liquid pipeline 72 is arranged on the temperature regulator 41 and connected to the second control valve 76. The third control valve 77 is arranged on the second cooling liquid pipeline 72.

[0054] The internal cooling module of the embodiment includes a first cold plate 51 for passing cooling liquid and a second cold plate 52 for passing refrigerant, the cooling liquid in the first cold plate 51 can exchange heat with the refrigerant in the second cold plate 52. The first end of the first cold plate 51 is connected to the first control valve 75 in the electric drive heat dissipation module through the third cooling liquid pipeline 73, and the second end of the first cold plate 51 is connected to the third control valve 77 of the second cooling liquid pipeline 72 through the fourth cooling liquid pipeline 74. The liquid inlet end of the second cold plate 52 is connected to the first air conditioning pipeline 16 through the seventh refrigerant pipeline 67, specifically connected to the liquid outlet end side of the second electromagnetic valve 82, and the fourth expansion valve 94 is arranged on the seventh refrigerant pipeline 67; the liquid outlet end of the second cold plate 52 is connected to the liquid inlet end of the gas-liquid separator 15 through the eighth refrigerant pipeline 68.

[0055] The outdoor condenser 12, the motor radiator 32 and the engine radiator 42 of the embodiment are arranged side by side, and the outdoor condenser 12 is preferably arranged in the middle of the motor radiator 32 and the engine radiator 42. When the vehicle drives in a low-temperature environment, the outdoor condenser 12 can absorb the heat dissipated by the motor radiator 32 and the engine radiator 42 to the environment to improve the heating efficiency and increase the cruising range. The fan 44 is arranged on the side of the engine radiator 42 away from the outdoor condenser 12, and the fan 44 can generate air flow to dissipate heat for the engine radiator 42, the outdoor condenser 12 and the motor radiator 32 in turn.

[0056] The thermal management system of the embodiment further includes temperature sensors and pressure transmitters to correspondingly detect the temperature and pressure of the refrigerant, so as to ensure the accuracy of the thermal management system. The first temperature sensor is arranged on the first air conditioning pipeline 16 to detect the temperature of the refrigerant before flowing through the first expansion valve 91, the second expansion valve 92 and the fourth expansion valve 94. The second temperature sensor is arranged between the electric drive water pump 30 and the electric drive assembly 31 to detect the temperature of the cooling liquid flowing out of the electric drive water pump 30. The first pressure transmitter is arranged on the liquid inlet side of the compressor 10, and the second pressure transmitter is arranged on the liquid outlet side of the compressor 10 to correspondingly detect the pressure of the refrigerant entering and exiting the compressor 10; the third pressure transmitter and the fourth pressure transmitter are correspondingly arranged on both ends of the battery heat exchanger 21 to correspondingly detect the pressure of the refrigerant entering and exiting the battery heat exchanger 21.

[0057] The thermal management system of the embodiment further includes a first expansion tank and a second expansion tank, the first expansion tank is connected to the liquid inlet end of the engine water pump 40 through a first liquid supplementing and exhausting pipeline and connected to the engine assembly 43 through a second liquid supplementing and exhausting pipeline; the second expansion tank is connected to the liquid inlet end of the motor radiator 32 through a third liquid supplementing and exhausting pipeline and connected to the liquid inlet end of the electric drive water pump 30 through a fourth liquid supplementing and exhausting pipeline to meet the needs of liquid supplementing and exhausting of the system.

[0058] In the thermal management system of hybrid vehicles, the connection method of various pipes is changed by controlling the opening and closing of valves, thereby realizing multiple refrigerant circulation modes and coolant circulation modes to meet different thermal management needs. The specific refrigerant circulation modes are as follows:

[0059] Refrigerant cycle mode 1

[0060] like Figure 2 As shown, the high-temperature and high-pressure gaseous refrigerant generated by the compressor 10 is first condensed by the outdoor condenser 12 into a normal-temperature and high-pressure liquid refrigerant, and then passes through the first expansion valve 91 and / or the second expansion valve 92 respectively to become a low-pressure mist refrigerant. Next, it enters the front evaporator 13 and / or the rear evaporator 14 to absorb heat and become a high-temperature and low-pressure gaseous refrigerant, and finally flows back to the compressor 10 through the gas-liquid separator 15.

[0061] Refrigerant cycle mode two

[0062] like Figure 3 As shown, the high-temperature, high-pressure gaseous refrigerant generated by the compressor 10 is first condensed by the outdoor condenser 12 into a room-temperature, high-pressure liquid refrigerant, then passes through the coaxial tube 20 to become a low-temperature, high-pressure liquid refrigerant, then passes through the third expansion valve 93 to become a low-pressure mist refrigerant, then passes through the battery heat exchanger 21 to evaporate and absorb heat to cool the battery pack, and finally returns to the compressor 10 through the gas-liquid separator 15.

[0063] Refrigerant cycle mode three

[0064] like Figure 4 As shown, the high-temperature, high-pressure gaseous refrigerant generated by the compressor 10 is first condensed into a low-temperature, high-pressure liquid refrigerant by the battery heat exchanger 21, and then condensed again by the third expansion valve 93 and the coaxial tube 20 to become a low-temperature, high-pressure liquid refrigerant. Next, it passes through the first expansion valve 91 and / or the second expansion valve 92 to become a low-pressure mist refrigerant. Then, it flows through the front evaporator 13 and / or the rear evaporator 14 to absorb heat and become a high-temperature, low-pressure gaseous refrigerant. Finally, it returns to the compressor 10 by passing through the gas-liquid separator 15.

[0065] Refrigerant cycle mode four

[0066] like Figure 5 As shown, the high-temperature, high-pressure gaseous refrigerant generated by the compressor 10 is first condensed into a low-temperature, high-pressure liquid refrigerant by the battery heat exchanger 21, and then condensed again by the third expansion valve 93 and the coaxial tube 20 to become a low-temperature, high-pressure liquid refrigerant. Next, it passes through the fourth expansion valve 94 to become a low-pressure mist refrigerant, then flows through the second cold plate 52 of the internal cooling module to become a high-temperature, low-pressure gaseous refrigerant, and finally flows back to the compressor 10 through the gas-liquid separator 15.

[0067] Refrigerant cycle mode five

[0068] like Figure 6 As shown, the high-temperature, high-pressure gaseous refrigerant generated by the compressor 10 is first condensed into a low-temperature, high-pressure liquid refrigerant by the built-in condenser 11, and then dissipated by the coaxial tube 20 to become a low-temperature, high-pressure liquid refrigerant with an even lower temperature. Next, it passes through the third expansion valve 93 to become a low-temperature, low-pressure mist refrigerant. Then, it absorbs heat through the battery heat exchanger 21 to become a high-temperature, low-pressure gaseous refrigerant, and finally flows back to the compressor 10 through the gas-liquid separator 15.

[0069] Refrigerant cycle mode six

[0070] like Figure 7 As shown, the high-temperature and high-pressure gaseous refrigerant generated by the compressor 10 is first condensed into a low-temperature and high-pressure liquid refrigerant by the built-in condenser 11, and then becomes a low-temperature and low-pressure mist refrigerant by the second expansion valve 92. Next, it absorbs heat by the outdoor condenser 12 and becomes a high-temperature and low-pressure gaseous refrigerant. Finally, it flows back to the compressor 10 by the gas-liquid separator 15.

[0071] Refrigerant cycle mode seven

[0072] like Figure 8 As shown, the high-temperature, high-pressure gaseous refrigerant generated by the compressor 10 is first condensed into a low-temperature, high-pressure liquid refrigerant by the built-in condenser 11, and then condensed again by the outdoor condenser 12 into an even lower-temperature, low-pressure liquid refrigerant. Next, it passes through the fourth expansion valve 94 to become a low-temperature, low-pressure mist refrigerant. Then, it absorbs heat through the battery pack heat exchanger to become a high-temperature, low-pressure gaseous refrigerant, and finally flows back to the compressor 10 through the gas-liquid separator 15.

[0073] Coolant circulation mode 1

[0074] like Figure 9 As shown, the electric water pump 30 drives the low-temperature coolant to first flow through the electric drive assembly 31, causing the low-temperature coolant to absorb heat and become high-temperature coolant. Then, it passes through the motor radiator 32 to dissipate heat and become low-temperature coolant again, and finally flows back to the electric water pump 30.

[0075] Coolant circulation mode two

[0076] like Figure 10 As shown, the electric water pump 30 drives the low-temperature coolant to flow through the electric drive assembly 31, causing the low-temperature coolant to absorb heat and become high-temperature coolant. Then, it dissipates heat through the first cold plate 51 of the internal cooler and becomes low-temperature coolant again. Finally, it flows back to the electric water pump 30.

[0077] Coolant circulation mode three

[0078] like Figure 11As shown, the engine water pump 40 drives the coolant to first flow through the thermostat 41 and the engine radiator 42 to become a low-temperature coolant, then flows through the engine assembly 43 to absorb heat to cool the engine assembly 43, and finally flows back to the engine water pump 40.

[0079] Coolant circulation mode four

[0080] like Figure 12 As shown, the engine water pump 40 drives the coolant to flow through the thermostat 41 and the first cold plate 51 to become a low-temperature coolant, then flows through the engine assembly 43 to absorb heat to cool the engine assembly 43, and finally flows back to the engine water pump 40.

[0081] In the thermal management system of this embodiment, the refrigerant of the air conditioning module can not only directly regulate the temperature of the passenger compartment and the battery pack, but also utilize the heat from the electric drive assembly 31, the engine assembly 43 and the environment as needed. By controlling the connection method of each module, multiple refrigerant heat dissipation modes and coolant heat dissipation modes can be realized to make reasonable use of thermal energy.

[0082] Multiple refrigerant circulation modes and multiple coolant circulation modes are combined to address the following thermal management scenarios.

[0083] Scenario 1: Passenger cabin cooling, battery pack cooling, and electric drive component 31 heat dissipation in pure electric drive mode.

[0084] In high-temperature environments (such as summer), when the vehicle is driving on the highway in pure electric drive mode, the electric drive components 31, battery pack and passenger compartment need to be cooled.

[0085] The third solenoid valve 83, the fourth solenoid valve 84, the fifth solenoid valve 85, and the seventh solenoid valve 87 of the thermal management system are open; the first expansion valve 91, the second expansion valve 92, and the third expansion valve 93 are open; the first control valve 75 connects the electric drive assembly 31 and the motor radiator 32, and the second control valve 76 connects the motor radiator 32 and the electric drive water pump 30.

[0086] The refrigerant output from compressor 10 is split into two streams after passing through outdoor condenser 12. One stream flows sequentially through front evaporator 13 and rear evaporator 14 to cool the passenger compartment, while the other stream flows sequentially through coaxial tube 20 and battery heat exchanger 21 to cool the battery pack. Electric water pump 30 pumps coolant sequentially through electric drive assembly 31 and motor radiator 32 to meet the heat dissipation requirements of electric drive assembly 31.

[0087] Scenario 2: Passenger cabin cooling & electric drive component 31 heat dissipation in pure electric drive mode.

[0088] In high-temperature environments (such as summer), when the vehicle is driving on the highway in pure electric drive mode, the electric drive component 31 and the passenger compartment need to be cooled.

[0089] The third electromagnetic valve 83 of the thermal management system is opened, the fourth electromagnetic valve 84 is opened, and the fifth electromagnetic valve 85 is opened; the first expansion valve 91 is opened, and the second expansion valve 92 is opened; the first control valve 75 is connected to the electric drive assembly 31 and the motor radiator 32, and the second control valve 76 is connected to the motor radiator 32 and the electric drive water pump 30.

[0090] The refrigerant output by the compressor 10 first passes through the outdoor condenser 12, then passes through the front evaporator 13 and the rear evaporator 14 to cool the passenger compartment. The electric drive water pump 30 pumps the coolant to flow through the electric drive assembly 31 and the motor radiator 32 in sequence to meet the cooling needs of the electric drive assembly 31.

[0091] Scenario three, passenger compartment cooling & battery pack cooling & electric drive assembly 31 cooling & engine assembly 43 cooling in hybrid mode.

[0092] In a high-temperature environment (such as summer), the vehicle is running on a highway in hybrid mode, and the engine needs to generate power and supplement power when the vehicle is short of power, at which time the engine assembly 43, the electric drive assembly 31, the battery pack, and the passenger compartment all need to be cooled.

[0093] The third electromagnetic valve 83 of the thermal management system is opened, the fourth electromagnetic valve 84 is opened, the fifth electromagnetic valve 85 is opened, and the seventh electromagnetic valve 87 is opened; the first expansion valve 91 is opened, the second expansion valve 92 is opened, and the third expansion valve 93 is opened; the first control valve 75 is connected to the electric drive assembly 31 and the motor radiator 32, the second control valve 76 is connected to the motor radiator 32 and the electric drive water pump 30, and the thermostat 41 is connected to the engine water pump 40 and the engine radiator 42.

[0094] The refrigerant output by the compressor 10 is split into two paths after passing through the outdoor condenser 12, one of which flows through the front evaporator 13 and the rear evaporator 14 in sequence to cool the passenger compartment, and the other of which flows through the coaxial tube 20 and the battery heat exchanger 21 to cool the battery pack. The electric drive water pump 30 pumps the coolant to flow through the electric drive assembly 31 and the motor radiator 32 in sequence to meet the cooling needs of the electric drive assembly 31. The engine water pump 40 pumps the coolant to flow through the engine radiator and the engine assembly 43 in sequence to meet the cooling needs of the engine.

[0095] Scenario four, passenger compartment cooling & electric drive assembly 31 cooling & engine assembly 43 cooling in hybrid mode.

[0096] In a high-temperature environment (such as summer), the vehicle is running on a highway in hybrid mode, and the engine needs to generate power and supplement power when the vehicle is short of power, at which time the engine assembly 43, the electric drive assembly 31, and the passenger compartment all need to be cooled.

[0097] The third electromagnetic valve 83 of the thermal management system is opened, the fourth electromagnetic valve 84 is opened, and the fifth electromagnetic valve 85 is opened; the first expansion valve 91 is opened, and the second expansion valve 92 is opened; the first control valve 75 is connected to the electric drive assembly 31 and the motor radiator 32, the second control valve 76 is connected to the motor radiator 32 and the electric drive water pump 30, and the thermostat 41 is connected to the engine water pump 40 and the engine radiator 42.

[0098] The refrigerant output by the compressor 10 passes through the outdoor condenser 12, then flows through the front evaporator 13 and the rear evaporator 14 to cool the passenger compartment, and the electric drive water pump 30 cools the liquid to flow through the electric drive assembly 31 and the motor radiator 32 in turn to meet the heat dissipation needs of the electric drive assembly 31. The engine water pump 40 pumps the cooling liquid to flow through the engine radiator and the engine assembly 43 in turn to meet the heat dissipation needs of the engine.

[0099] Scenario five, battery pack cooling when the battery pack is in a charging state.

[0100] In a high-temperature environment (such as summer), the battery pack needs to be cooled separately when it is in a charging state.

[0101] The third electromagnetic valve 83 of the thermal management system is opened, the fifth electromagnetic valve 85 is opened, the seventh electromagnetic valve 87 is opened, and the third expansion valve 93 is opened.

[0102] The refrigerant output by the compressor 10 passes through the built-in condenser 11 and the outdoor condenser 12 in turn, then flows through the coaxial pipe 20 and the battery heat exchanger 21 to cool the battery pack, ensuring that the battery pack is at a temperature suitable for super-fast charging, so that the battery pack is quickly charged to 90%.

[0103] Scenario six, passenger compartment cooling and battery pack cooling when the battery pack is in a charging state.

[0104] In a high-temperature environment (such as summer), the driver and passengers need to cool the battery pack and the passenger compartment when they are waiting for the battery pack to charge in the vehicle.

[0105] The third electromagnetic valve 83 of the thermal management system is opened, the fourth electromagnetic valve 84 is opened, the fifth electromagnetic valve 85 is opened, and the seventh electromagnetic valve 87 is opened; the first expansion valve 91 is opened, the second expansion valve 92 is opened, and the third expansion valve 93 is opened.

[0106] The refrigerant output by the compressor 10 is divided into two paths after passing through the outdoor condenser 12, one of which flows through the front evaporator 13 and the rear evaporator 14 to cool the passenger compartment, and the other flows through the coaxial pipe 20 and the battery heat exchanger 21 to cool the battery pack.

[0107] Scenario seven, passenger compartment cooling.

[0108] In a high-temperature environment (such as summer), the driver and passengers need to cool the passenger compartment when they are in the vehicle.

[0109] The third solenoid valve 83 of the thermal management system is opened, the fourth solenoid valve 84 is opened, and the fifth solenoid valve 85 is opened; the first expansion valve 91 is opened, and the second expansion valve 92 is opened.

[0110] The refrigerant output by the compressor 10 first passes through the outdoor condenser 12, and then flows through the front evaporator 13 and the rear evaporator 14 respectively to cool the passenger compartment.

[0111] Scenario eight, heat storage of the electric drive assembly 31 and the passenger compartment.

[0112] In a low-temperature environment (such as winter), the vehicle is temporarily parked for rest, and in order to avoid heat loss in the electric drive assembly 31 and the passenger compartment, the heat needs to be stored in the battery pack.

[0113] The fourth solenoid valve 84 and the eighth solenoid valve 88 of the thermal management system are opened; the first expansion valve 91, the second expansion valve 92, the third expansion valve 93, and the fourth expansion valve 94 are opened; the first control valve 75 connects the electric drive assembly 31 and the first cold plate 51, and the second control valve 76 and the third control valve 77 connect the first cold plate 51 and the electric drive water pump 30.

[0114] The refrigerant output by the compressor 10 passes through the battery heat exchanger 21 and the coaxial tube 20 and is divided into two paths, one of which is the refrigerant that sequentially flows through the front evaporator 13 and the rear evaporator 14 to return the heat of the passenger compartment, and the other is the refrigerant that flows through the second cold plate 52 to recover the heat of the cooling liquid in the first cold plate 51. The electric drive water pump 30 pumps the cooling liquid to sequentially flow through the electric drive assembly 31 and the first cold plate 51 to transfer heat to the refrigerant in the second cold plate 52.

[0115] Scenario nine, heat storage of the engine assembly 43 and the passenger compartment.

[0116] In a low-temperature environment, the vehicle is temporarily parked for rest, and in order to avoid heat loss in the engine assembly 43 and the passenger compartment, the heat needs to be stored in the battery pack.

[0117] The fourth solenoid valve 84 and the eighth solenoid valve 88 of the thermal management system are opened; the first expansion valve 91, the second expansion valve 92, the third expansion valve 93, and the fourth expansion valve 94 are opened; the first control valve 75 connects the engine assembly 43 and the first cold plate 51, and the third control valve 77 connects the first cold plate 51 and the thermostat 41.

[0118] The refrigerant output by the compressor 10 is split into two paths after passing through the battery heat exchanger 21 and the coaxial pipe 20. One of the paths of the refrigerant sequentially flows through the front evaporator 13 and the rear evaporator 14 to return the heat of the passenger compartment, and the other path of the refrigerant flows through the second cold plate 52 to recover the heat of the coolant in the first cold plate 51. The coolant pumped by the engine coolant pump 40 is split into two paths after passing through the thermostat 41. One of the paths of the coolant sequentially flows through the engine radiator 42 and the engine assembly 43 to meet the heat dissipation requirement of the engine assembly 43, and the other path of the coolant flows through the first cold plate 51 and the engine assembly 43 to transfer heat to the refrigerant in the second cold plate 52.

[0119] Scenario ten, battery pack refrigeration and passenger compartment heating in the battery pack charging state.

[0120] In a low-temperature environment, the driver and the passenger wait in the vehicle for charging, and the battery pack needs to be cooled and the passenger compartment needs to be heated.

[0121] The first electromagnetic valve 81, the second electromagnetic valve 82, the sixth electromagnetic valve 86, and the seventh electromagnetic valve 87 of the thermal management system are opened, and the second expansion valve 92 and the third expansion valve 93 are opened.

[0122] The refrigerant output by the compressor 10 is split into two paths after passing through the built-in condenser 11 to heat the passenger compartment. One of the paths of the refrigerant passes through the coaxial pipe 20 and the battery heat exchanger 21 to cool the battery pack, and the other path of the refrigerant passes through the outdoor condenser 12 to absorb heat from the environment.

[0123] Scenario eleven, battery pack refrigeration and passenger compartment heating in the battery pack charging state.

[0124] In a low-temperature environment, the battery pack is charging while waiting for the passenger compartment to be heated.

[0125] The first electromagnetic valve 81, the third electromagnetic valve 83, and the seventh electromagnetic valve 87 of the thermal management system are opened, and the third expansion valve 93 is opened.

[0126] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat the passenger compartment, and then flows through the external condenser, the coaxial pipe 20, and the battery heat exchanger 21 to cool the battery pack.

[0127] Scenario twelve, passenger compartment heating and battery pack heating in the battery pack charging state.

[0128] In a low-temperature environment, especially when the ambient temperature is higher than -10°C, the air conditioning module heats the battery pack and the passenger compartment by absorbing heat from the electric drive assembly 31 and the environment.

[0129] The fourth solenoid valve 84 of the thermal management system is opened, the sixth solenoid valve 86 is opened, and the eighth solenoid valve 88 is opened; the second expansion valve 92 is opened, the third expansion valve 93 is opened, and the fourth expansion valve 94 is opened; the first control valve 75 connects the first cold plate 51 and the electric drive assembly 31, and the second control valve 76 and the third control valve 77 connect the first cold plate 51 and the electric drive water pump 30.

[0130] The refrigerant output by the compressor 10 flows through the battery heat exchanger 21 to heat the battery pack, and then divides into two paths after passing through the coaxial pipe 20. One of the two paths of the refrigerant flows through the second cold plate 52 to absorb the heat of the cooling liquid in the first cold plate 51, and the other path of the refrigerant flows through the second expansion valve 92 and then divides into two branches. One branch of the refrigerant flows through the rear evaporator 14 to absorb the heat of the PTC heater, and the other branch of the refrigerant flows through the outdoor condenser 12 to absorb the heat from the environment. The electric drive water pump 30 pumps the cooling liquid to flow through the electric drive assembly 31 and the first cold plate 51 to provide heat to the refrigerant in the second cold plate 52.

[0131] Scenario thirteen, passenger cabin heating and electric drive assembly 31 heat dissipation in pure electric mode.

[0132] In a low-temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module quickly heats the passenger cabin by absorbing heat from the environment.

[0133] The first solenoid valve 81 of the thermal management system is opened, the second solenoid valve 82 is opened, and the sixth solenoid valve 86 is opened; the second expansion valve 92 is opened; the first control valve 75 connects the motor radiator 32 and the electric drive assembly 31, and the second control valve 76 connects the motor radiator 32 and the electric drive water pump 30.

[0134] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat the passenger cabin, and then flows through the second expansion valve 92 and the outdoor condenser 12 to absorb heat from the environment. The electric drive water pump 30 pumps the cooling liquid to flow through the electric drive assembly 31 and the motor radiator 32 to dissipate heat to the outside.

[0135] Scenario fourteen, passenger cabin heating and battery pack heating and electric drive assembly 31 heat dissipation in pure electric mode.

[0136] In a low-temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module quickly heats the passenger cabin and the battery pack by absorbing heat from the electric drive assembly 31 dissipated in the environment.

[0137] The first solenoid valve 81 of the thermal management system is opened, the second solenoid valve 82 is opened, the sixth solenoid valve 86 is opened, and the eighth solenoid valve 88 is opened; the second expansion valve 92 is opened and the third expansion valve 93 is opened; the first control valve 75 connects the motor radiator 32 and the electric drive assembly 31, and the second control valve 76 connects the motor radiator 32 and the electric drive water pump 30.

[0138] The refrigerant output by the compressor 10 is divided into two paths, one of which first flows through the built-in condenser 11 to heat the passenger compartment, and then flows through the second expansion valve 92 and the outdoor condenser 12 to absorb heat from the environment; the other path of the refrigerant first flows through the battery heat exchanger 21 to provide heat for the battery pack, and then flows through the second expansion valve 92 and the outdoor condenser 12 to absorb heat from the environment. The electric drive water pump 30 pumps the cooling liquid to flow through the electric drive assembly 31 and the motor radiator 32 to dissipate heat outward.

[0139] Scenario fifteen, passenger compartment heating & battery pack cooling & electric drive assembly 31 heat dissipation & engine assembly 43 heat dissipation in hybrid mode.

[0140] In a low temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module quickly heats the passenger compartment by absorbing heat from the battery pack, the electric drive assembly 31 and the environment.

[0141] The first electromagnetic valve 81, the second electromagnetic valve 82, the sixth electromagnetic valve 86 and the eighth electromagnetic valve 88 of the thermal management system are opened; the second expansion valve 92, the third expansion valve 93 and the fourth expansion valve 94 are opened; the first control valve 75 is connected to the motor radiator 32 and the electric drive assembly 31, and is connected to the first cold plate 51 and the engine assembly 43; the second control valve 76 is connected to the motor radiator 32 and the electric drive water pump 30; the third control valve 77 is connected to the thermostat 41 and the first cold plate 51.

[0142] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat the passenger compartment and is divided into three paths, one of which flows through the second expansion valve 92 and the outdoor condenser 12 to absorb heat from the environment; the other path of the refrigerant first flows through the coaxial tube 20 and the battery heat exchanger 21 to cool the battery pack. The electric drive water pump 30 pumps the cooling liquid to flow through the electric drive assembly 31 and the motor radiator 32 to dissipate heat outward. The engine water pump 40 pumps the cooling liquid after passing through the thermostat 41 and is divided into two paths, one of which flows through the engine radiator 42 and the engine assembly 43, and the other of which flows through the first cold plate 51 and the engine assembly 43.

[0143] Scenario sixteen, passenger compartment heating & battery pack cooling & electric drive assembly 31 heat dissipation.

[0144] In a low temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module quickly heats the passenger compartment by the battery pack, the electric drive assembly 31 and the environmental heat.

[0145] The first electromagnetic valve 81 of the thermal management system is opened, the second electromagnetic valve 82 is opened, the sixth electromagnetic valve 86 is opened, and the seventh electromagnetic valve 87 is opened; the second expansion valve 92 is opened, the third expansion valve 93 is opened, and the fourth expansion valve 94 is opened; the first control valve 75 connects the first cold plate 51 and the electric drive assembly 31, and the second control valve 76 and the third control valve 77 connect the first cold plate 51 and the electric drive water pump 30.

[0146] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat the passenger compartment and is branched into three paths, one of which flows through the second expansion valve 92 and the outdoor condenser 12 to absorb heat from the environment; another path of the refrigerant flows through the coaxial pipe 20 and the battery heat exchanger 21 to cool the battery pack; and the last path of the refrigerant flows through the second cold plate 52 to absorb the heat of the cooling liquid in the first cold plate 51. The electric drive water pump 30 pumps the cooling liquid to flow through the electric drive assembly 31 and the first cold plate 51 to provide heat to the refrigerant in the second cold plate 52.

[0147] Scenario seventeen, passenger compartment heating & battery pack cooling.

[0148] In a low-temperature environment, especially when the ambient temperature is higher than -10°C, the air conditioning module quickly heats the passenger compartment by absorbing the heat of the battery pack and the environment.

[0149] The first electromagnetic valve 81 of the thermal management system is opened, the second electromagnetic valve 82 is opened, the sixth electromagnetic valve 86 is opened, and the seventh electromagnetic valve 87 is opened; the second expansion valve 92 is opened and the third expansion valve 93 is opened.

[0150] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat the passenger compartment and is branched into two paths, one of which flows through the second expansion valve 92 and the outdoor condenser 12 to absorb heat from the environment; another path of the refrigerant flows through the coaxial pipe 20 and the battery heat exchanger 21 to cool the battery pack.

[0151] Scenario eighteen, passenger compartment heating.

[0152] In a low-temperature environment, especially when the ambient temperature is higher than -10°C, the air conditioning module quickly heats the passenger compartment by absorbing the heat of the environment.

[0153] The first electromagnetic valve 81 of the thermal management system is opened, the second electromagnetic valve 82 is opened, the sixth electromagnetic valve 86 is opened, and the second expansion valve 92 is opened.

[0154] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat the passenger compartment, and then flows through the second expansion valve 92 and the outdoor condenser 12 to absorb heat from the environment.

[0155] Scenario nineteen, passenger compartment heating & electric drive assembly 31 heat dissipation.

[0156] In low temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module heats up the passenger cabin by absorbing heat from the electric drive assembly 31 and the environment.

[0157] The first electromagnetic valve 81, the second electromagnetic valve 82, the sixth electromagnetic valve 86, the second expansion valve 92, the third expansion valve 93 and the fourth expansion valve 94 of the thermal management system are opened, the first control valve 75 connects the first cold plate 51 and the electric drive assembly 31, and the second control valve 76 and the third control valve 77 connect the first cold plate 51 and the electric drive water pump 30.

[0158] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat up the passenger cabin and is divided into two paths, one of which flows through the second expansion valve 92 and the outdoor condenser 12 to absorb heat from the environment, and the other of which flows through the second cold plate 52 to absorb heat from the cooling liquid in the first cold plate 51. The electric drive water pump 30 pumps the cooling liquid to flow through the electric drive assembly 31 and the first cold plate 51 to provide heat to the refrigerant in the second cold plate 52.

[0159] Scenario twenty, passenger cabin heating & battery pack heating & electric drive assembly 31 heat dissipation.

[0160] In low temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module heats up the passenger cabin and the battery pack by absorbing heat from the electric drive assembly 31 and the environment.

[0161] The first electromagnetic valve 81, the second electromagnetic valve 82, the sixth electromagnetic valve 86, the eighth electromagnetic valve 88, the second expansion valve 92, the third expansion valve 93 and the fourth expansion valve 94 of the thermal management system are opened, the first control valve 75 connects the first cold plate 51 and the electric drive assembly 31, and the second control valve 76 and the third control valve 77 connect the first cold plate 51 and the electric drive water pump 30.

[0162] The refrigerant output by the compressor 10 is divided into two paths, one of which flows through the built-in condenser 11 to heat up the passenger cabin, and the other of which first flows through the battery heat exchanger 21 to heat up the battery pack, and then flows through the coaxial pipe 20 to join the first path of refrigerant; the joined refrigerant is again divided into two branches, one of which passes through the second cold plate 52 to absorb heat from the cooling liquid, and the other of which passes through the outdoor condenser 12 to absorb heat from the environment. The electric drive water pump 30 pumps the cooling liquid to flow through the electric drive assembly 31 and the first cold plate 51 to provide heat to the refrigerant in the second cold plate 52.

[0163] Scenario twenty-one, passenger cabin heating & electric drive assembly 31 heat dissipation.

[0164] In low temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module heats up the passenger cabin and the battery pack by absorbing heat from the engine assembly 43 and the environment.

[0165] The first electromagnetic valve 81 of the thermal management system is opened, the second electromagnetic valve 82 is opened, the sixth electromagnetic valve 86 is opened, the second expansion valve 92 is opened, and the fourth expansion valve 94 is opened; the first control valve 75 is connected to the motor radiator 32 and the electric drive assembly 31 and connected to the first cold plate 51 and the engine assembly 43, the second control valve 76 is connected to the motor radiator 32 and the electric drive water pump 30, and the third control valve 77 is connected to the thermostat 41 and the first cold plate 51.

[0166] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat the passenger compartment and is split into two paths, one of which passes through the second cold plate 52 to absorb heat from the cooling liquid, and the other passes through the outdoor condenser 12 to absorb heat from the environment. The engine water pump 40 pumps the cooling liquid through the thermostat 41 and splits it into two paths, one of which flows through the engine radiator 42 and the engine assembly 43, and the other flows through the first cold plate 51 and the engine assembly 43.

[0167] Scenario twenty-two, passenger compartment heating & battery pack heating & engine assembly 43 cooling.

[0168] In a low-temperature environment, especially when the ambient temperature is higher than -10°C, the air conditioning module heats the passenger compartment and the battery pack by absorbing heat from the engine assembly 43 and the environment.

[0169] The first electromagnetic valve 81 of the thermal management system is opened, the second electromagnetic valve 82 is opened, the sixth electromagnetic valve 86 is opened and the eighth electromagnetic valve 88 is opened; the second expansion valve 92 is opened, the third expansion valve 93 is opened and the fourth expansion valve 94 is opened; the first control valve 75 is connected to the motor radiator 32 and the electric drive assembly 31 and connected to the first cold plate 51 and the engine assembly 43, the second control valve 76 is connected to the motor radiator 32 and the electric drive water pump 30, and the third control valve 77 is connected to the thermostat 41 and the first cold plate 51.

[0170] The refrigerant output by the compressor 10 is split into two paths, one of which flows through the built-in condenser 11 to heat the passenger compartment, and the second passes through the battery heat exchanger 21 to heat the battery pack, then through the coaxial pipe 20 to join the first refrigerant; The joined refrigerant is again split into two branches, one of which passes through the second cold plate 52 to absorb heat from the cooling liquid, and the other passes through the outdoor condenser 12 to absorb heat from the environment. The engine water pump 40 pumps the cooling liquid through the thermostat 41 and splits it into two paths, one of which flows through the engine radiator 42 and the engine assembly 43, and the other flows through the first cold plate 51 and the engine assembly 43.

[0171] Scenario twenty-three, passenger compartment heating in hybrid mode & electric drive assembly 31 cooling & engine assembly 43 cooling.

[0172] In low temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module heats the passenger cabin by absorbing the heat from the environment.

[0173] The first electromagnetic valve 81, the second electromagnetic valve 82, the sixth electromagnetic valve 86 and the eighth electromagnetic valve 88 of the thermal management system are opened; the second expansion valve 92 and the third expansion valve 93 are opened; the first control valve 75 connects the motor radiator 32 and the electric drive assembly 31, and the second control valve 76 connects the motor radiator 32 and the electric drive water pump 30.

[0174] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat the passenger cabin, and then flows through the outdoor condenser 12 to absorb the heat from the environment. The engine water pump 40 pumps the coolant to flow through the thermostat 41, the engine radiator 42 and the engine assembly 43, and the motor water pump pumps the coolant to flow through the electric drive assembly 31 and the motor radiator 32.

[0175] Scenario twenty-four, passenger cabin heating & battery pack heating & electric drive assembly 31 heat dissipation & engine assembly 43 heat dissipation in hybrid mode.

[0176] In low temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module heats the passenger cabin and the battery pack by absorbing the heat from the environment.

[0177] The first electromagnetic valve 81, the second electromagnetic valve 82, the sixth electromagnetic valve 86 and the eighth electromagnetic valve 88 of the thermal management system are opened; the second expansion valve 92 and the third expansion valve 93 are opened; the first control valve 75 connects the motor radiator 32 and the electric drive assembly 31, and the second control valve 76 connects the motor radiator 32 and the electric drive water pump 30.

[0178] The refrigerant output by the compressor 10 is divided into two paths, one of which flows through the built-in condenser 11 to heat the passenger cabin, and the second refrigerant first flows through the battery heat exchanger 21 to heat the battery pack, and then flows through the coaxial pipe 20 to combine with the first refrigerant; The combined refrigerant is again divided into two branches, one of which passes through the second cold plate 52 to absorb the heat in the coolant, and the other passes through the outdoor condenser 12 to absorb the heat from the environment. The engine water pump 40 pumps the coolant to flow through the thermostat 41, the engine radiator 42 and the engine assembly 43, and the motor water pump pumps the coolant to flow through the electric drive assembly 31 and the motor radiator 32.

[0179] Scenario twenty-five, passenger cabin heating & electric drive assembly 31 heat dissipation in pure electric drive mode.

[0180] In low temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module heats the passenger cabin by absorbing the heat from the electric drive assembly 31.

[0181] The first electromagnetic valve 81 of the thermal management system is opened, the second electromagnetic valve 82 is opened, and the fourth expansion valve 94 is opened; the first control valve 75 is connected to the first cold plate 51 and the electric drive assembly 31, and the second control valve 76 and the third control valve 77 are connected to the first cold plate 51 and the electric drive water pump 30.

[0182] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat the passenger compartment, and then flows through the second cold plate 52 to absorb the heat of the coolant in the first cold plate 51. The motor water pump pumps the coolant to flow through the electric drive assembly 31 and the first cold plate 51 to exchange heat with the refrigerant in the second cold plate 52.

[0183] Scenario twenty-six, battery pack heating in pure electric driving mode & passenger compartment heating & electric drive assembly 31 heat dissipation.

[0184] In a low-temperature environment, especially when the ambient temperature is higher than -10°C, the air conditioning module heats the passenger compartment and the battery pack by absorbing the heat of the electric drive assembly 31.

[0185] The first electromagnetic valve 81 of the thermal management system is opened, the second electromagnetic valve 82 is opened, and the eighth electromagnetic valve 88 is opened; the third expansion valve 93 is opened and the fourth expansion valve 94 is opened; the first control valve 75 is connected to the first cold plate 51 and the electric drive assembly 31, and the second control valve 76 and the third control valve 77 are connected to the first cold plate 51 and the electric drive water pump 30.

[0186] The refrigerant output by the compressor 10 is divided into two paths, one of which first flows through the built-in condenser 11 to heat the passenger compartment; the other refrigerant first flows through the battery heat exchanger 21 to heat the battery pack, and then flows through the coaxial pipe 20 to combine with the first refrigerant, and the combined refrigerant flows through the second cold plate 52 to absorb the heat of the coolant in the first cold plate 51.

[0187] Scenario twenty-seven, passenger compartment heating in hybrid mode & electric drive assembly 31 heat dissipation & engine assembly 43 heat dissipation.

[0188] In a low-temperature environment, especially when the ambient temperature is higher than -10°C, the air conditioning module quickly heats the passenger compartment by absorbing the heat of the engine assembly 43 and the environment.

[0189] The first electromagnetic valve 81 of the thermal management system is opened, the second electromagnetic valve 82 is opened, and the sixth electromagnetic valve 86 is opened; the second expansion valve 92 is opened and the fourth expansion valve 94 is opened; the first control valve 75 is connected to the motor radiator 32 and the electric drive assembly 31, and connected to the first cold plate 51 and the engine assembly 43, the second control valve 76 is connected to the motor radiator 32 and the electric drive water pump 30, and the third control valve 77 is connected to the temperature regulator 41 and the first cold plate 51.

[0190] The refrigerant outputted by the compressor 10 firstly flows through the built-in condenser 11 to heat the passenger compartment and is branched into two paths, one of which flows through the second expansion valve 92 and the outdoor condenser 12 to absorb heat from the environment, and the other of which flows through the second cold plate 52 to absorb heat from the cooling liquid in the first cold plate 51. The electric drive water pump 30 pumps the cooling liquid to flow through the electric drive assembly 31 and the motor radiator 32 to dissipate heat to the outside. The engine water pump 40 pumps the cooling liquid to flow through the thermostat 41 and is branched into two paths, one of which flows through the engine radiator 42 and the engine assembly 43, and the other of which flows through the first cold plate 51 and the engine assembly 43.

[0191] Scenario twenty-eight, battery pack heating in hybrid mode & passenger compartment heating & electric drive assembly 31 heat dissipation & engine assembly 43 heat dissipation.

[0192] In a low-temperature environment, especially when the ambient temperature is higher than -10℃, the air conditioning module heats the passenger compartment and the battery pack by absorbing heat from the engine assembly 43 and the environment.

[0193] The first electromagnetic valve 81, the second electromagnetic valve 82, the sixth electromagnetic valve 86 and the eighth electromagnetic valve 88 of the thermal management system are opened; the second expansion valve 92, the third expansion valve 93 and the fourth expansion valve 94 are opened; the first control valve 75 is connected to the motor radiator 32 and the electric drive assembly 31, and is connected to the first cold plate 51 and the engine assembly 43; the second control valve 76 is connected to the motor radiator 32 and the electric drive water pump 30; and the third control valve 77 is connected to the thermostat 41 and the first cold plate 51.

[0194] The refrigerant outputted by the compressor 10 is branched into two paths, one of which flows through the built-in condenser 11 to heat the passenger compartment, and the other of which firstly flows through the battery heat exchanger 21 to heat the battery pack, and then flows through the coaxial pipe 20 to join the first path; the joined refrigerant is again branched into two paths, one of which flows through the second cold plate 52 to absorb heat from the cooling liquid, and the other of which flows through the outdoor condenser 12 to absorb heat from the environment. The electric drive water pump 30 pumps the cooling liquid to flow through the electric drive assembly 31 and the motor radiator 32 to dissipate heat to the outside. The engine water pump 40 pumps the cooling liquid to flow through the thermostat 41 and is branched into two paths, one of which flows through the engine radiator 42 and the engine assembly 43, and the other of which flows through the first cold plate 51 and the engine assembly 43.

[0195] Scenario twenty-nine, passenger compartment heating & battery pack heating & engine assembly 43 heat dissipation.

[0196] In an ultra-low-temperature environment, especially when the ambient temperature is less than or equal to -10℃, the air conditioning module heats the passenger compartment and the battery pack by absorbing heat from the engine assembly 43.

[0197] The first electromagnetic valve 81, the second electromagnetic valve 82 and the eighth electromagnetic valve 88 of the thermal management system are opened; the third expansion valve 93 and the fourth expansion valve 94 are opened; the first control valve 75 connects the engine assembly 43 and the first cold plate 51, and the second control valve 76 connects the thermostat 41 and the second cold plate 52.

[0198] The refrigerant output by the compressor 10 is split into two paths, one of which flows through the built-in condenser 11 to heat the passenger compartment, and the second of which flows through the battery heat exchanger 21 to heat the battery pack, and then through the coaxial pipe 20 to join the first path of refrigerant, and the joined refrigerant flows through the second cold plate 52 to absorb the heat of the cooling liquid in the first cold plate 51. The engine water pump 40 pumps the cooling liquid to flow through the modulator, the first cold plate 51 and the engine assembly 43.

[0199] Scenario thirty, passenger compartment heating & engine assembly 43 heat dissipation.

[0200] In an ultra-low temperature environment, especially when the ambient temperature is less than or equal to-10℃, the air conditioning module heats the passenger compartment and the battery pack by absorbing the heat of the engine assembly 43.

[0201] The first electromagnetic valve 81, the second electromagnetic valve 82 and the fourth expansion valve 94 of the thermal management system are opened; the first control valve 75 connects the engine assembly 43 and the first cold plate 51, and the second control valve 76 connects the thermostat 41 and the second cold plate 52.

[0202] The refrigerant output by the compressor 10 first flows through the built-in condenser 11 to heat the passenger compartment, and then flows through the second cold plate 52 to absorb the heat of the cooling liquid in the first cold plate 51. The engine water pump 40 pumps the cooling liquid to flow through the modulator, the first cold plate 51 and the engine assembly 43.

[0203] The technical features of the above embodiments can be combined in any way. In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not exist, they should be considered as the scope of the description.

[0204] The above-described embodiments only express several implementation manners of the utility model, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the utility model patent. It should be noted that for ordinary skilled persons in the art, without departing from the concept of the utility model, a number of modifications and improvements can be made, which are within the protection scope of the utility model. Therefore, the protection scope of the utility model patent should be subject to the appended claims.

Claims

1. A hybrid vehicle thermal management system, comprising an air conditioning module, a battery pack cooling module and an interior cooling module connected by pipes, characterized in that: the air conditioning module comprises a compressor (10), an internal condenser (11), an outdoor condenser (12), a front evaporator (13), a rear evaporator (14) and a gas-liquid separator (15), a first expansion valve (91) is arranged at the liquid inlet end of the front evaporator (13), a second expansion valve (92) is arranged at the liquid inlet end of the rear evaporator (14); a first electromagnetic valve (81) is arranged at the liquid inlet end of the internal condenser (11), the liquid outlet end of the internal condenser (11) is connected to the liquid inlet end of the front evaporator (13) and the rear evaporator (14) through a first air conditioning pipe (16), a second electromagnetic valve (82) is arranged on the first air conditioning pipe (16); the liquid outlet end of the internal condenser (11) is connected to the first end of the outdoor condenser (12) through a second air conditioning pipe (17), a third electromagnetic valve (83) is arranged on the second air conditioning pipe (17); the second end of the outdoor condenser (12) is connected to the liquid outlet end side of the second electromagnetic valve (82) through a third air conditioning pipe (18), a first check valve (95) is arranged on the third air conditioning pipe (18) towards the second electromagnetic valve (82); the liquid outlet end of the front evaporator (13) and the rear evaporator (14) is connected to the liquid inlet end of the gas-liquid separator (15) through a fourth air conditioning pipe (19), a fourth electromagnetic valve (84) is arranged at the liquid inlet end side of the second expansion valve (92); the liquid outlet end of the compressor (10) is connected to the liquid outlet end of the internal condenser (11) through a first refrigerant pipe (61), a fifth electromagnetic valve (85) is arranged on the first refrigerant pipe (61); the liquid outlet end side of the third electromagnetic valve (83) is connected to the liquid inlet end of the gas-liquid separator (15) through a second refrigerant pipe (62), a sixth electromagnetic valve (86) is arranged on the second refrigerant pipe (62); the liquid inlet end of the first check valve (95) is connected to the third electromagnetic valve (83) through a third refrigerant pipe (63), a second check valve (96) is arranged on the third refrigerant pipe (63) towards the first check valve (95). The battery pack heat dissipation module comprises a coaxial pipe (20), a third expansion valve (93) and a battery heat exchanger (21) connected in series, a liquid inlet end of the coaxial pipe (20) is connected to a liquid outlet end side of the second electromagnetic valve (82) through a fourth refrigerant pipeline (64), a liquid outlet end of the battery heat exchanger (21) is connected to the fourth air conditioner pipeline (19) through a fifth refrigerant pipeline (65), and a seventh electromagnetic valve (87) is arranged on the fifth refrigerant pipeline (65); a liquid outlet end of the compressor (10) is connected to a liquid inlet end side of the seventh electromagnetic valve (87) through a sixth refrigerant pipeline (66), and an eighth electromagnetic valve (88) is arranged on the sixth refrigerant pipeline (66); The internal cooling module comprises a first cold plate (51) for passing in cooling liquid and a second cold plate (52) for passing in refrigerant, a liquid inlet end of the second cold plate (52) is connected to a liquid outlet end side of the second electromagnetic valve (82) through a seventh refrigerant pipeline (67), and a fourth expansion valve (94) is arranged on the seventh refrigerant pipeline (67); and a liquid outlet end of the second cold plate (52) is connected to a liquid inlet end of the gas-liquid separator (15) through an eighth refrigerant pipeline (68).

2. The thermal management system of the hybrid vehicle according to claim 1, characterized by: The thermal management system further comprises an electric drive heat dissipation module and an engine heat dissipation module, the electric drive heat dissipation module comprises an electric drive water pump (30), an electric drive assembly (31) and an electric motor radiator (32) connected in series, a first control valve (75) is arranged between the electric drive assembly (31) and the electric motor radiator (32), and a second control valve (76) is arranged between the electric motor radiator (32) and the electric drive water pump (30); The engine heat dissipation module comprises an engine water pump (40), a temperature regulator (41), an engine radiator (42) and an engine assembly (43) connected in series, a first cooling liquid pipeline (71) is arranged on the engine and connected to the first control valve (75), a second cooling liquid pipeline (72) is arranged on the temperature regulator (41) and connected to the second control valve (76), and a third control valve (77) is arranged on the second cooling liquid pipeline (72); A first end of the first cold plate (51) is connected to the first control valve (75) through a third cooling liquid pipeline (73), and a second end of the first cold plate (51) is connected to the third control valve (77) through a fourth cooling liquid pipeline (74).

3. The thermal management system of a hybrid vehicle according to claim 2, characterized by: The air conditioner module, the battery pack heat dissipation module and the internal cooling module realize the following refrigerant circulation mode: In the refrigerant circulation mode one, the high-temperature and high-pressure gaseous refrigerant generated by the compressor (10) is first condensed into liquid refrigerant at room temperature and high pressure through the outdoor condenser (12), then is changed into low-pressure mist-shaped refrigerant through the first expansion valve (91) and / or the second expansion valve (92), then is changed into high-temperature and low-pressure gaseous refrigerant by absorbing heat in the front evaporator (13) and / or the rear evaporator (14), and finally is returned to the compressor (10) through the gas-liquid separator (15). Refrigerant circulation mode two, the high-temperature and high-pressure gaseous refrigerant generated by the compressor (10) is first condensed into high-temperature and high-pressure liquid refrigerant by the outdoor condenser (12), then is cooled into low-temperature and high-pressure liquid refrigerant by the coaxial pipe (20), next is expanded into low-pressure misty refrigerant by the third expansion valve (93), then is evaporated and absorbs heat into high-temperature and low-pressure gaseous refrigerant by the battery heat exchanger (21), and finally returns to the compressor (10) by the gas-liquid separator (15); Refrigerant circulation mode three, the high-temperature and high-pressure gaseous refrigerant generated by the compressor (10) is first condensed into low-temperature and high-pressure liquid refrigerant by the battery heat exchanger (21), then is twice condensed into low-temperature and high-pressure liquid refrigerant by the third expansion valve (93) and the coaxial pipe (20), next is expanded into low-pressure misty refrigerant by the first expansion valve (91) and / or the second expansion valve (92), then absorbs heat into high-temperature and low-pressure gaseous refrigerant corresponding to the front evaporator (13) and / or the rear evaporator (14), and finally returns to the compressor (10) by the gas-liquid separator (15); Refrigerant circulation mode four, the high-temperature and high-pressure gaseous refrigerant generated by the compressor (10) is first condensed into low-temperature and high-pressure liquid refrigerant by the battery heat exchanger (21), then is twice condensed into low-temperature and high-pressure liquid refrigerant by the third expansion valve (93) and the coaxial pipe (20), next is expanded into low-pressure misty refrigerant by the fourth expansion valve (94), then is cooled into high-temperature and low-pressure gaseous refrigerant by the second cold plate (52), and finally returns to the compressor (10) by the gas-liquid separator (15); Refrigerant circulation mode five, the high-temperature and high-pressure gaseous refrigerant generated by the compressor (10) is first condensed into low-temperature and high-pressure liquid refrigerant by the built-in condenser (11), then is cooled into low-temperature and high-pressure liquid refrigerant with lower temperature by the coaxial pipe (20), next is expanded into low-temperature and low-pressure misty refrigerant by the third expansion valve (93), then absorbs heat into high-temperature and low-pressure gaseous refrigerant by the battery heat exchanger (21), and finally returns to the compressor (10) by the gas-liquid separator (15); Refrigerant circulation mode six, the high-temperature and high-pressure gaseous refrigerant generated by the compressor (10) is first condensed into low-temperature and high-pressure liquid refrigerant by the built-in condenser (11), then is expanded into low-temperature and low-pressure misty refrigerant by the second expansion valve (92), next absorbs heat into high-temperature and low-pressure gaseous refrigerant by the outdoor condenser (12), and finally returns to the compressor (10) by the gas-liquid separator (15); Refrigerant circulation mode seven, the high-temperature and high-pressure gaseous refrigerant generated by the compressor (10) is first condensed into low-temperature and high-pressure liquid refrigerant by the indoor condenser, then secondarily condensed into lower-temperature and low-pressure liquid refrigerant by the outdoor condenser (12), next changed into low-temperature and low-pressure mist refrigerant by the fourth expansion valve (94), then changed into high-temperature and low-pressure gaseous refrigerant by absorbing heat of the battery pack heat exchanger, and finally returned to the compressor (10) by the gas-liquid separator (15).

4. The thermal management system of a hybrid vehicle according to claim 2, characterized by: The electric drive heat dissipation module, the engine heat dissipation module and the internal cooling module realize the following cooling liquid circulation modes: Cooling liquid circulation mode one, the low-temperature cooling liquid driven by the electric drive water pump (30) first flows through the electric drive assembly (31) to make the low-temperature cooling liquid absorb heat and become high-temperature cooling liquid, then flows through the motor radiator (32) to dissipate heat and become low-temperature cooling liquid, and finally returns to the electric drive water pump (30); Cooling liquid circulation mode two, the low-temperature cooling liquid driven by the electric drive water pump (30) first flows through the electric drive assembly (31) to make the low-temperature cooling liquid absorb heat and become high-temperature cooling liquid, then flows through the first cold plate (51) to dissipate heat and become low-temperature cooling liquid, and finally returns to the electric drive water pump (30); Cooling liquid circulation mode three, the cooling liquid driven by the engine water pump (40) first flows through the temperature regulator (41) and the engine radiator (42) to become low-temperature cooling liquid, then flows through the engine assembly (43) to absorb heat and dissipate heat of the engine assembly (43), and finally returns to the engine water pump (40); Cooling liquid circulation mode four, the cooling liquid driven by the engine water pump (40) first flows through the temperature regulator (41) and the first cold plate (51) to become low-temperature cooling liquid, then flows through the engine assembly (43) to absorb heat and dissipate heat of the engine assembly (43), and finally returns to the engine water pump (40).

5. The thermal management system of a hybrid vehicle according to any one of claims 2-4, characterized in that: The outdoor condenser (12), the motor radiator (32) and the engine radiator (42) are arranged side by side, and the outdoor condenser (12) is arranged between the motor radiator (32) and the engine radiator (42).

6. The thermal management system of a hybrid vehicle according to claim 5, characterized by: The fan (44) is arranged on the side of the engine radiator (42) away from the outdoor condenser (12), and the fan (44) generates air flow for sequentially dissipating heat of the engine radiator (42), the outdoor condenser (12) and the motor radiator (32).

7. The thermal management system of a hybrid vehicle according to any one of claims 2-4, characterized in that: The first temperature sensor is arranged on the first air conditioner pipeline (16) to detect the temperature of the refrigerant before flowing through the first expansion valve (91), the second expansion valve (92) and the fourth expansion valve (94); and the second temperature sensor is arranged between the electric drive water pump (30) and the electric drive assembly (31) to detect the temperature of the cooling liquid flowing out of the electric drive water pump (30).

8. The thermal management system of a hybrid vehicle according to any one of claims 2-4, characterized in that: The liquid inlet side of the compressor (10) is provided with a first pressure transmitter, and the liquid outlet side of the compressor (10) is provided with a second pressure transmitter to correspond to detect the pressure of the refrigerant entering and leaving the compressor (10); the two ends of the battery heat exchanger (21) are correspondingly provided with a third transmitter and a fourth transmitter to correspond to detect the pressure of the refrigerant entering and leaving the battery heat exchanger (21).

9. The thermal management system of a hybrid vehicle according to any one of claims 2-4, characterized in that: Further comprising a first expansion water tank, the first expansion water tank is connected to the liquid inlet end of the engine water pump (40) through a first liquid supplementing and exhausting pipeline, and the first expansion water tank is connected to the engine assembly (43) through a second liquid supplementing and exhausting pipeline.

10. The thermal management system of a hybrid vehicle according to any one of claims 2-4, characterized in that: Further comprising a second expansion water tank, the second expansion water tank is connected to the liquid inlet end of the motor radiator (32) through a third liquid supplementing and exhausting pipeline, and the second expansion water tank is connected to the liquid inlet end of the electric drive water pump (30) through a fourth liquid supplementing and exhausting pipeline.

Images