Hybrid vehicle type thermal management architecture and hybrid vehicle

Abstract

The utility model provides a hybrid power vehicle type heat management framework and a hybrid power vehicle, which belong to the technical field of vehicle heat management and comprise a heat pump main loop, a battery loop, a heat pump waste heat branch, an auxiliary heat exchange loop, a first on-off control module and an auxiliary heat exchanger. The first compressor and the second compressor are matched to form a two-stage compression heat pump, and an electric heater is replaced to heat a power battery. By arranging the heat pump waste heat branch, the auxiliary heat exchange loop, the first on-off control module and the auxiliary heat exchanger, the purpose of heating the power battery through heat pump waste heat is achieved. The waste heat of the motor and each electric appliance module is transmitted to the power battery through the motor waste heat branch, so that the waste heat is fully utilized. And by arranging the first bypass branch and the second on-off control module, the two-stage compression heat pump scheme and the single-stage compression heat pump scheme can be selectively adopted according to the external environment and the specific heating requirement, and the working energy consumption of the heat pump main loop is further reduced.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle thermal management technology, specifically relating to a thermal management architecture for hybrid vehicles and hybrid vehicles. Background Technology

[0002] New energy vehicles refer to automobiles that use unconventional vehicle fuels as their power source (or use conventional vehicle fuels but employ new onboard power devices), integrating advanced technologies in vehicle power control and drive systems to form vehicles with advanced technical principles, new technologies, and new structures. New energy vehicles include four main types: hybrid electric vehicles (HEVs), battery electric vehicles (BEVs, including solar-powered vehicles), fuel cell electric vehicles (FCEVs), and other new energy vehicles (such as high-efficiency energy storage devices like supercapacitors and flywheels). Among them, hybrid electric vehicles (HEVs) automatically adjust the ratio of internal combustion engine and electric motor usage according to actual needs during driving, thereby reducing energy consumption and emissions. When the battery is fully charged, the electric motor can provide higher energy efficiency, while when the battery is low, the internal combustion engine automatically intervenes to achieve low-emission driving. Because the internal combustion engine can take over the driving task when the battery is low, the number of battery charge-discharge cycles can be reduced, thus extending battery life.

[0003] Hybrid vehicles experience a decrease in driving range in winter due to reduced battery capacity in low temperatures. Furthermore, winter driving requires additional heating for the battery, typically necessitated by an electric heater inside the vehicle. This further increases the battery's charge requirement, negatively impacting driving range. Utility Model Content

[0004] This utility model provides a thermal management architecture and hybrid vehicle for hybrid vehicles, aiming to solve the problem that existing hybrid vehicles consume a lot of electricity for heating in winter, which has a negative impact on driving range.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] In a first aspect, embodiments of this utility model provide a thermal management architecture for hybrid vehicle models, including:

[0007] The heat pump main circuit, battery circuit, heat pump waste heat branch circuit, auxiliary heat exchange circuit, first on / off control module and auxiliary heat exchanger;

[0008] The heat pump main circuit includes a first compressor, a second compressor, and an outdoor heat exchanger connected in series. The outdoor heat exchanger is used to exchange heat with the external environment.

[0009] The battery circuit comprises a battery heat exchanger and a power battery connected in series, and the battery heat exchanger is in heat exchange connection with the heat pump main circuit;

[0010] The heat pump waste heat branch has a heat pump heat exchanger, the heat pump waste heat branch is connected with the heat pump main circuit through a first on-off control module, the first on-off control module can make the heat pump waste heat branch and the heat pump main circuit communicate to form a circulating loop, and the heat pump heat exchanger is in heat exchange connection with the auxiliary heat exchange circuit;

[0011] The battery circuit and the auxiliary heat exchange circuit are in heat exchange through the auxiliary heat exchanger.

[0012] The existing heat management architecture, when heating in winter, the air conditioner heating capacity is insufficient, and it is often difficult to quickly raise the temperature in the vehicle and the temperature of the power battery. In order to shorten the warm-up time and improve the heating efficiency of the passenger compartment, an electric heater is often added in the corresponding area. The energy consumption of the electric heater is high, and the power consumption is large during heating, which has a great impact on the battery power. The scheme shown in the embodiment of the present application has the following beneficial effects compared with the prior art: first, in the heat pump main circuit, the first compressor and the second compressor cooperate to form a two-stage compression heat pump. The low-temperature refrigerant is compressed and heated by the first compressor to realize single-stage compression, and then enters the second compressor for secondary compression to generate refrigerant vapor with higher temperature. The refrigerant vapor is then exchanged with the external environment through the outdoor heat exchanger, so that the heat pump main circuit utilizes the two-stage compression heat pump to generate high heat energy in a low-temperature environment (for example, an environment temperature below -10℃). The generated heat energy is transferred to the power battery through the battery heat exchanger, thereby replacing the electric heater to heat the power battery, avoiding the problem of high energy consumption caused by heating the battery with the electric heater. Second, by setting the heat pump waste heat branch, the auxiliary heat exchange circuit, the first on-off control module and the auxiliary heat exchanger, when there is waste heat in the heat pump main circuit, the first on-off control module is used to control the communication between the heat pump main circuit and the heat pump waste heat branch, so as to transfer the waste heat to the heat pump waste heat branch. The heat pump waste heat branch can further transfer heat to the auxiliary heat exchange circuit through the heat pump heat exchanger. Finally, the auxiliary heat exchange circuit transfers heat to the battery circuit through the auxiliary heat exchanger, achieving the purpose of heating the power battery with the heat pump waste heat, further reducing the working energy consumption of the heat pump main circuit, and optimizing the energy consumption. Third, by setting the auxiliary heat exchange circuit, not only the heat pump waste heat can be transferred to the battery circuit, but also the auxiliary heat exchange circuit can be used as an intermediate transition circuit. Other functional circuits that can exchange heat with the auxiliary heat exchange circuit can be set, so that the overall design flexibility of the heat management structure is stronger.

[0013] With reference to the first aspect, in a possible implementation manner, the hybrid vehicle thermal management architecture further includes a motor waste heat branch, the battery circuit is provided with a power battery, and the motor waste heat branch is connected in parallel with the power battery to transfer motor waste heat to the power battery through the battery heat exchanger or directly to the power battery. The motor waste heat branch is used to transfer the waste heat of the motor and each electrical module to the power battery, so that the waste heat is fully utilized, and the heating energy consumption is reduced.

[0014] With reference to the first aspect, in a possible implementation manner, the hybrid vehicle thermal management architecture further includes a first bypass branch and a second on-off control module, one end of the first bypass branch is connected between the first compressor and the second compressor, and the second on-off control module is arranged at the connection position, and the other end of the first bypass branch is connected to the outlet side of the second compressor, and the second on-off control module can form a series loop of the first compressor and the outdoor heat exchanger. By arranging the first bypass branch and the second on-off control module, when the ambient temperature is relatively high, the second on-off control module is opened, and the heat exchange medium in the heat pump main circuit flows to the outdoor heat exchanger without entering the second compressor after flowing through the first compressor, to form a single-stage compression heat pump. In this way, the double-stage compression heat pump and the single-stage compression heat pump scheme can be selectively used according to the external environment and specific heating requirements, to further reduce the working energy consumption of the heat pump main circuit and to further optimize the energy consumption.

[0015] With reference to the first aspect, in a possible implementation manner, the first on-off control module is arranged between the first compressor and the second compressor. The single-stage compression heat pump (that is, the first compressor) is used to heat the motor or the power battery, and the high-temperature and high-pressure refrigerant is cooled into low-temperature and high-pressure refrigerant, and then the two-stage compression is performed through the two-stage compressor (that is, the second compressor), so that the refrigerant compression energy and the air conditioning enthalpy difference are increased, and the reliability of the double-stage compression heat pump in ensuring heating in a low-temperature environment is ensured.

[0016] With reference to the first aspect, in a possible implementation manner, the hybrid vehicle thermal management architecture further includes a passenger cabin heating circuit, the passenger cabin heating circuit is in heat exchange connection with a water-cooled condenser in the heat pump main circuit, and the water-cooled condenser is arranged between the second compressor and the outdoor heat exchanger. The water-cooled condenser is used as a heat exchanger in the heating process to achieve efficient heating of the passenger cabin heating circuit. In summer, the first compressor, the second compressor and the water-cooled condenser can also be used as part of the air conditioning refrigeration circuit, so that the heat pump main circuit has stronger function diversity and higher integration, which is beneficial to simplify the overall structure of the architecture and further optimize the use effect.

[0017] In some embodiments, a third on-off control module is arranged between the passenger cabin heating loop and the auxiliary heat exchange loop, and the third on-off control module can make the passenger cabin heating loop and the auxiliary heat exchange loop communicate to form a circulation loop. By arranging the third on-off control module, more scenarios can be expanded. For example, in the case of utilizing the waste heat of the heat pump, the third on-off control module is used to connect the passenger cabin heating loop and the auxiliary heat exchange branch, so that the warm air core in the passenger cabin heating loop can exchange heat with the heat pump heat exchanger, and the waste heat can be fully utilized.

[0018] In some embodiments, a second bypass branch and a fourth on-off control module are further connected to the passenger cabin heating loop. The second bypass branch is connected to the passenger cabin heating loop and is connected in parallel with the water-cooled condenser. The fourth on-off control module is arranged on the second bypass branch, and the fourth on-off control module can make the water-cooled condenser and the second bypass branch conductive in an alternative manner. In the case of utilizing the waste heat of the heat pump or the waste heat of the motor, the second bypass branch is selected to conduct the heat exchange medium, so as to avoid the flow of the heat exchange medium to the water-cooled condenser, to shorten the path length of the heat exchange medium in the passenger cabin heating loop to the maximum extent, to reduce the heat loss, and to improve the heating efficiency.

[0019] In some embodiments, the hybrid vehicle thermal management architecture further comprises an engine heat exchange branch and a fifth on-off control module. The engine heat exchange branch is connected to the passenger cabin heating loop through the fifth on-off control module, and the fifth on-off control module can make the passenger cabin heating loop and the engine heat exchange branch communicate to form a circulation loop. The fifth on-off control module can further enrich the use mode of the whole thermal management architecture, and further meet the purpose of realizing different heating scenarios according to different needs, and optimize the heat utilization rate.

[0020] In some embodiments, the engine in the engine heat exchange branch is further connected to a supercharger heat exchange branch and an exhaust gas recirculation heat exchange branch. The supercharger heat exchange branch and the exhaust gas recirculation heat exchange branch are connected in parallel, and the outlet sides of the supercharger heat exchange branch and the exhaust gas recirculation heat exchange branch are connected to the inlet side of the engine. The thermal management architecture of the embodiment integrates the supercharger heat exchange branch and the exhaust gas recirculation heat exchange branch, realizes the utilization of the heat generated by the engine, the heat generated by the turbocharger, and the heat of the exhaust gas recirculation pipeline at the same time to heat the passenger cabin and the power battery, realizes the full utilization of the waste heat of the engine module, and maximally reduces the heating energy consumption.

[0021] In a second aspect, the embodiments of the utility model further provide a hybrid vehicle, which comprises the hybrid vehicle thermal management architecture.

[0022] Compared with the prior art, the solution shown in this application, by adopting the above-mentioned hybrid vehicle thermal management architecture, forms a two-stage compression heat pump, which can generate higher heat energy in low-temperature environments to replace the electric heater for heating the power battery, avoiding the problem of high energy consumption caused by the electric heater for battery heating. By setting up a heat pump waste heat branch, an auxiliary heat exchange circuit, a first on / off control module, and an auxiliary heat exchanger, the purpose of using the heat pump waste heat to heat the power battery is achieved, further reducing the operating energy consumption of the heat pump main circuit. By setting up an auxiliary heat exchange circuit, the overall design flexibility of the thermal management structure is enhanced. In summary, after adopting the above-mentioned hybrid vehicle thermal management architecture, the vehicle of this application has lower heating energy consumption, effectively improving the negative impact on winter driving range and providing a better overall vehicle user experience. Attached Figure Description

[0023] Figure 1 A schematic diagram of the thermal management architecture for a hybrid vehicle provided in an embodiment of this utility model;

[0024] Explanation of reference numerals in the attached figures:

[0025] 001. Heat pump main circuit; 002. Battery circuit; 003. Heat pump waste heat branch; 004. Auxiliary heat exchange circuit; 005. Motor waste heat branch; 006. First bypass branch; 007. Passenger compartment heating circuit; 008. Second bypass branch; 009. Engine heat exchange branch; 010. Turbocharger heat exchange branch; 011. Exhaust gas recirculation heat exchange branch; 1. First on / off control module; 101. Three-way power supply. 1. Solenoid valve H; 102. Three-way pipe Q; 2. Auxiliary heat exchanger; 3. First compressor; 4. Second compressor; 5. Outdoor heat exchanger; 6. Battery heat exchanger; 7. Power battery; 8. Gas-liquid separator; 9. Second on / off control module; 901. Three-way solenoid valve G; 902. Three-way pipe P; 10. Water-cooled condenser; 11. Third on / off control module; 1101. Three-way proportional valve A; 1102. Three-way pipe F; 12. Fourth on / off control module; 1201. Three-way solenoid valve E; 1202. Three-way pipe G; 13. Fifth on / off control module; 1301. Three-way solenoid valve J; 1302. Thermostat; 1303. Three-way pipe H; 14. Turbocharger; 15. Shut-off valve C; 16. Expansion valve B; 17. Three-way solenoid valve F; 18. Three-way pipe J; 19. Expansion valve A; 20. Three-way pipe L; 21. Shut-off valve A; 22. Three-way pipe N; 23. Three-way solenoid valve B; 24. Three-way pipe B; 25. Heat pump water pump; 26. Heat pump heat exchanger; 27. Motor water pump; 28. Electronic control module; 29. ​​P2 motor; 30. Microcontroller; 31. P4 motor; 32. Oil cooler; 33. Three-way solenoid valve A; 34. Heater water pump; 35. Heater core; 36. Engine water pump; 37. Engine; 38. Battery water pump. Detailed Implementation

[0026] In order to make the technical problems, technical solutions and beneficial effects to be solved by the utility model clearer and more apparent, the utility model will be further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the utility model and are not used to limit the utility model.

[0027] In the claims, description and drawings of the utility model, unless otherwise explicitly defined, the terms such as “first”, “second” or “third” are used only to distinguish different objects, and are not used to describe a specific order.

[0028] In the claims, description and drawings of the utility model, unless otherwise explicitly defined, for the orientation words, such as the terms “center”, “transverse”, “longitudinal”, “horizontal”, “vertical”, “top”, “bottom”, “inner”, “outer”, “upper”, “lower”, “front”, “rear”, “left”, “right”, “clockwise”, “counterclockwise”, “high”, “low” and the like indicate the orientation or position relationship based on the orientation and position relationship shown in the drawings, and are only used to facilitate the description of the utility model and simplify the description, and are not used to indicate or imply that the indicated device or element must have a specific orientation or be constructed and operated in a specific orientation, so it cannot be understood as limiting the specific protection scope of the utility model.

[0029] In the claims, description and drawings of the utility model, unless otherwise explicitly defined, such as the terms “fixedly connected” or “fixedly connected”, should be understood broadly, that is, any connection mode without displacement relationship and relative rotation relationship between the two, that is, it includes undetachable fixed connection, detachable fixed connection, integration and fixed connection through other devices or elements.

[0030] In the claims, description and drawings of the utility model, if the terms “include”, “have” and their variants are used, it is intended to mean “include but not limited to”.

[0031] Please see Figure 1The hybrid vehicle thermal management architecture provided by the utility model is described. The hybrid vehicle thermal management architecture comprises a heat pump main circuit 001, a battery circuit 002, a heat pump waste heat branch 003, an auxiliary heat exchange circuit 004, a first on-off control module 1 and an auxiliary heat exchanger 2. The heat pump main circuit 001 comprises a first compressor 3, a second compressor 4 and an outdoor heat exchanger 5 connected in series. The outdoor heat exchanger 5 is used for heat exchange with the external environment. The battery circuit 002 comprises a battery heat exchanger 6 and a power battery 7 connected in series. The battery heat exchanger 6 is in heat exchange connection with the heat pump main circuit 001. The heat pump waste heat branch 003 has a heat pump heat exchanger 26. The heat pump waste heat branch 003 is connected with the heat pump main circuit 001 through the first on-off control module 1. The first on-off control module 1 can make the heat pump waste heat branch 003 and the heat pump main circuit 001 communicate to form a circulating loop. The heat pump heat exchanger 26 is in heat exchange connection with the auxiliary heat exchange circuit 004. The battery circuit 002 and the auxiliary heat exchange circuit 004 are in heat exchange through the auxiliary heat exchanger 2.

[0032] In the embodiment, the implementation mode of the auxiliary heat exchanger 2 includes but is not limited to a plate heat exchanger.

[0033] The existing thermal management architecture has the following problems. When heating in winter, the heating capacity of the air conditioner is insufficient, and it is often difficult to quickly raise the temperature in the vehicle and the temperature of the power battery 7. In order to shorten the warming-up time and improve the heating efficiency of the passenger compartment, an electric heater is often added in the corresponding area. The electric heater has high energy consumption, consumes a large amount of electricity during heating, and has a great impact on the battery power.

[0034] Compared with the prior art, the hybrid vehicle thermal management architecture provided by the embodiment has the following beneficial effects:

[0035] Firstly, in the heat pump main circuit 001, the first compressor 3 and the second compressor 4 cooperate to form a two-stage compression heat pump. Low-temperature refrigerant is compressed and heated by the first compressor 3 to realize single-stage compression, and then enters the second compressor 4 for secondary compression to generate refrigerant steam with higher temperature. The refrigerant steam is then heat exchanged with the external environment through the outdoor heat exchanger 5, so that the heat pump main circuit 001 generates high heat energy in a low-temperature environment (for example, an environment temperature lower than -10℃) by using the two-stage compression heat pump. The generated heat energy is transmitted to the power battery 7 through the battery heat exchanger 6, thereby replacing the electric heater to heat the power battery 7, and avoiding the problem of high energy consumption caused by the battery heating of the electric heater.

[0036] Secondly, by setting the heat pump waste heat branch 003, the auxiliary heat exchange circuit 004, the first on-off control module 1 and the auxiliary heat exchanger 2, when the heat pump main circuit 001 has waste heat, the first on-off control module 1 controls the heat pump main circuit 001 to communicate with the heat pump waste heat branch 003, and then the waste heat is transmitted to the heat pump waste heat branch 003, the heat pump waste heat branch 003 can transmit heat to the auxiliary heat exchange circuit 004 through the heat pump heat exchanger 26, finally, the auxiliary heat exchange circuit 004 transmits heat to the battery circuit 002 through the auxiliary heat exchanger 2, realizes the purpose of heating the power battery 7 by using the heat pump waste heat, further reduces the working energy consumption of the heat pump main circuit 001, and realizes the further optimization of energy consumption.

[0037] Thirdly, by setting the auxiliary heat exchange circuit 004, not only the transmission of the heat pump waste heat to the battery circuit 002 is met, but also the auxiliary heat exchange circuit 004 can be used as an intermediate transition circuit, other functional circuits that can exchange heat with the auxiliary heat exchange circuit 004 can be set, so that the design flexibility of the whole heat management structure is stronger.

[0038] The implementation mode of the first on-off control module 1 includes but is not limited to the following modes: 1) the first on-off control module 1 is a four-way valve (not shown in the figure), the four ports of which are connected with the heat pump main circuit 001 and the heat pump waste heat branch 003 respectively, and the on-off control between the heat pump main circuit 001 and the heat pump waste heat branch 003 is realized by controlling the conduction mode between the four ports; 2) the first on-off control module 1 includes two three-way valves (not shown in the figure), which are connected between the inlet end of the heat pump waste heat branch 003 and the heat pump main circuit 001, and between the outlet end of the heat pump waste heat branch 003 and the heat pump main circuit 001 respectively, and the on-off control between the heat pump main circuit 001 and the heat pump waste heat branch 003 is realized by controlling the conduction state of the two three-way valves; 3) the first on-off control module 1 includes a three-way valve and a three-way pipe (as shown in the figure), the three-way valve is arranged between the inlet end of the heat pump waste heat branch 003 and the heat pump main circuit 001, and the three-way pipe is connected between the outlet end of the heat pump waste heat branch 003 and the heat pump main circuit 001, the conduction state between the heat pump main circuit 001 and the heat pump waste heat branch 003 is controlled by controlling the flow of the inlet end of the heat pump waste heat branch 003, in this way, the valve has lower cost, and the structure and control logic are simpler. Figure 1

[0039] ​In some embodiments, the first on-off control module 1 is arranged between the first compressor 3 and the second compressor 4, the inlet end and the outlet end of the heat pump waste heat branch 003 are located between the first compressor 3 and the second compressor 4, the temperature of the refrigerant is raised by the single-stage compression heat pump (i.e., the first compressor 3) to obtain high-temperature and high-pressure refrigerant, the high-temperature and high-pressure refrigerant exchanges heat with the auxiliary heat exchange circuit 004 to heat the heat exchange medium in the auxiliary heat exchange circuit 004, and then the high-temperature and high-pressure refrigerant is cooled into low-temperature and high-pressure refrigerant, which is compressed by the two-stage compressor (i.e., the second compressor 4) to increase the refrigerant compression energy and the air conditioning enthalpy difference, so as to further raise the temperature of the refrigerant and ensure the reliability of the two-stage compression heat pump in the low-temperature environment.

[0040] Of course, the first on-off control module 1 can also be arranged on the outlet side of the second compressor 4, the inlet end and the outlet end of the heat pump waste heat branch 003 are located on the outlet side of the second compressor 4, and after the high-temperature and high-pressure refrigerant exchanged with the auxiliary heat exchange circuit 004 is returned to the heat pump main circuit 001, the heating requirement can also be met.

[0041] In some embodiments, the auxiliary heat exchanger 2 is arranged on the inlet side of the battery heat exchanger 6 to improve the heat transfer efficiency between the battery circuit 002 and reduce heat loss.

[0042] In some embodiments, the heat exchange medium may not be completely evaporated during circulation, and a part of the liquid medium flows to the compressor, affecting the operation of the compressor, and when flowing to the valves in the subsequent process, if the ambient temperature is low, the valves are prone to freezing and blocking. Therefore, the gas-liquid separator 8 is arranged on the inlet side of the first compressor 3 to separate the liquid heat exchange medium in advance to avoid affecting the overall operation of the circuit.

[0043] In some embodiments, the hybrid vehicle heat management architecture further includes a motor waste heat branch 005, the battery circuit 002 is provided with a power battery 7, and the motor waste heat branch 005 is connected in parallel with the power battery 7 to transfer the motor waste heat to the power battery 7 through the battery heat exchanger 6 or directly to the power battery 7. The motor waste heat branch 005 transfers the waste heat of the motor and each electrical module to the power battery 7, realizes full utilization of the waste heat, and is conducive to further reducing the heating energy consumption. The motor waste heat branch 005 can cooperate with the two-stage compression heat pump to heat the power battery 7 when the two-stage compression heat pump heats the power battery 7, or can heat the power battery 7 alone when the second compressor 4 does not work, so the application scenarios are wide.

[0044] In some embodiments, the hybrid vehicle thermal management architecture further comprises a first bypass branch 006 and a second on-off control module 9, one end of the first bypass branch 006 is connected between the first compressor 3 and the second compressor 4, and the second on-off control module 9 is arranged at the connection position, and the other end of the first bypass branch 006 is connected to the outlet side of the second compressor 4. The second on-off control module 9 can form a series loop between the first compressor 3 and the outdoor heat exchanger 5. By arranging the first bypass branch 006 and the second on-off control module 9, when the ambient temperature is relatively high, the second on-off control module 9 is opened, and the heat exchange medium in the heat pump main loop 001 flows to the outdoor heat exchanger 5 without entering the second compressor 4 after flowing through the first compressor 3, forming a single-stage compression heat pump. In this way, the two-stage compression heat pump and the single-stage compression heat pump scheme can be selectively used according to the external environment and the specific heating demand, further reducing the working energy consumption of the heat pump main loop 001, and realizing further optimization of energy consumption.

[0045] Optionally, the implementation mode of the second on-off control module 9 includes but is not limited to: the second on-off control module 9 is a four-way valve (not shown in the figure), or the second on-off control module 9 includes two three-way valves (not shown in the figure), or the second on-off control module 9 includes a three-way valve and a three-way pipe (as shown in the figure), and the specific implementation mode is similar to the first on-off control module 1 described above, which will not be described here. Figure 1

[0046] In some embodiments, the hybrid vehicle thermal management architecture further comprises a passenger cabin heating loop 007, which is in heat exchange connection with the water-cooled condenser 10 in the heat pump main loop 001, and the water-cooled condenser 10 is arranged between the second compressor 4 and the outdoor heat exchanger 5. The water-cooled condenser 10 is used as a heat exchanger during the heating process to realize efficient heating of the passenger cabin heating loop 007 and further optimize the use effect.

[0047] In some embodiments, a third on-off control module 11 is arranged between the passenger cabin heating loop 007 and the auxiliary heat exchange loop 004, and the third on-off control module 11 can make the passenger cabin heating loop 007 and the auxiliary heat exchange loop 004 communicate to form a circulating loop. By arranging the third on-off control module 11, more scenarios can be expanded, for example, in the case of using heat pump waste heat, the third on-off control module 11 is used to connect the passenger cabin heating loop 007 and the auxiliary heat exchange branch, so that the warm air core 35 in the passenger cabin heating loop 007 can realize heat exchange with the heat pump heat exchanger 26, and the waste heat can be fully utilized.

[0048] ​Optionally, the third on-off control module 11 can be implemented in the following ways, but not limited to: the third on-off control module 11 is a four-way valve (not shown in the figure), or the third on-off control module 11 includes two three-way valves (not shown in the figure), or the third on-off control module 11 includes a three-way valve and a three-way pipe (as shown in the figure), and the specific implementation is similar to the first on-off control module 1, which will not be described here. Figure 1

[0049] In some embodiments, the passenger cabin heating circuit 007 is also connected with a second bypass branch 008 and a fourth on-off control module 12, the second bypass branch 008 is connected in parallel with the water-cooled condenser 10, and the fourth on-off control module 12 is arranged on the second bypass branch 008. The fourth on-off control module 12 can make the water-cooled condenser 10 and the second bypass branch 008 conductive at a time. When the waste heat of the heat pump or the motor is used for heating, the second bypass branch 008 is selected to conduct the heat exchange medium, so as to avoid the flow of the heat exchange medium to the water-cooled condenser 10, to shorten the path length of the heat exchange medium in the passenger cabin heating circuit 007 to the greatest extent, to reduce the heat loss, and to improve the heating efficiency. Of course, the heat exchange medium can also be selected to flow through the water-cooled condenser 10 when the waste heat is used for heating, which is not limited here.

[0050] Optionally, the fourth on-off control module 12 can be implemented in the following ways, but not limited to: the fourth on-off control module 12 is a four-way valve (not shown in the figure), or the fourth on-off control module 12 includes two three-way valves (not shown in the figure), and the specific implementation is similar to the first on-off control module 1, which will not be described here; or the fourth on-off control module 12 includes a three-way valve and a three-way pipe (as shown in the figure), the three-way valve is arranged between the outlet end of the second bypass branch 008 and the passenger cabin heating circuit 007, and the three-way pipe is arranged between the inlet end of the second bypass branch 008 and the passenger cabin heating circuit 007. Figure 1

[0051] ​​In some embodiments, the hybrid vehicle thermal management architecture further comprises an engine heat exchange branch 009 and a fifth on-off control module 13, the engine heat exchange branch 009 is connected to the passenger cabin heating loop 007 through the fifth on-off control module 13, and the fifth on-off control module 13 can make the passenger cabin heating loop 007 and the engine heat exchange branch 009 communicate to form a circulating loop, at this time, the heating core 35 in the passenger cabin heating loop 007 and the engine 37 in the engine heat exchange branch 009 form a series loop. By making the heating core 35 and the engine 37 form a series loop through the fifth on-off control module 13, the purpose of heating the heating core 35 by using the heat energy of the engine 37 is achieved; or, when the heat pump has waste heat, by cooperating the first on-off control module 1, the fifth on-off control module 13 and the third on-off control module 11, after the heating core 35 and the engine 37 form a series loop, the series loop can be communicated with the auxiliary heat exchange branch, the heat exchange between the heating core 35, the engine 37 and the heat pump heat exchanger 26 is achieved, and the purpose of simultaneously heating the engine 37 and the heating core 35 by using the waste heat of the heat pump is achieved. It can be seen that the fifth on-off control module 13 can further enrich the use mode of the overall thermal management architecture, further meet the purpose of realizing different heating scenes according to different needs, and optimize the heat energy utilization rate.

[0052] Optionally, the implementation mode of the fifth on-off control module 13 includes but is not limited to: the fifth on-off control module 13 is all a four-way valve (not shown in the figure), or the fifth on-off control module 13 respectively includes two three-way valves (not shown in the figure), or the fifth on-off control module 13 respectively includes a three-way valve and a three-way pipe (as shown in the figure), and the specific implementation mode is similar to the first on-off control module 1, which will not be described here. Figure 1

[0053] On the basis of the above-mentioned embodiments, the engine 37 in the engine heat exchange branch 009 is further connected with a supercharger heat exchange branch 010 and an exhaust gas recirculation heat exchange branch 011, the supercharger heat exchange branch 010 and the exhaust gas recirculation heat exchange branch 011 are connected in parallel, and the outlet sides of the supercharger heat exchange branch 010 and the exhaust gas recirculation heat exchange branch 011 are connected to the inlet side of the engine 37. The hybrid vehicle thermal management architecture of the present embodiment integrates the supercharger heat exchange branch 010 and the exhaust gas recirculation heat exchange branch 011, realizes the heating of the passenger cabin and the power battery 7 by simultaneously using the heat generated by the engine 37, the heat generated by the turbocharger 14 and the heat of the exhaust gas recirculation pipeline, realizes the full use of the waste heat of the engine 37 module, and maximizes the heating energy consumption. Among them, the heat generated by the turbocharger 14 and the heat of the exhaust gas recirculation pipeline are the turbocharger EGR waste heat.

[0054] ​Based on the hybrid vehicle thermal management architecture of the present application, when the power battery 7 needs to be heated, it can be heated using a two-stage compression heat pump, can be heated using motor waste heat, or can be heated using a single-stage compression heat pump. For different working conditions, single-stage and two-stage compression heat pumps are used to make the power battery 7 reach the appropriate working temperature faster, and the waste heat of the motor system can be accumulated to heat the battery or the heat pump when the temperature is appropriate. When the power battery 7 and the passenger compartment need to be heated at the same time, the waste heat of the two-stage compression heat pump can be used to heat the power battery 7 and the passenger compartment separately or simultaneously, or the passenger compartment can be heated simultaneously using the two-stage compression heat pump, the waste heat of the two-stage compression heat pump, the engine 37 heat, and the turbocharger EGR waste heat. The turbocharger EGR waste heat refers to the waste heat of the turbocharger heat exchange branch 010 and the waste heat of the exhaust gas recirculation heat exchange branch 011. In general, the hybrid vehicle thermal management architecture of the present application can effectively balance the demand for optimal working temperature and energy saving during driving, effectively reduce the energy consumption of battery heating and air conditioning heating, and thus improve the vehicle's endurance.

[0055] The specific setting mode of each loop and branch in the hybrid vehicle thermal management architecture of the present application is as follows:

[0056] The first compressor 3, the three-way electromagnetic valve G901, the three-way electromagnetic valve H101, the three-way pipe Q102, the second compressor 4, the three-way pipe P902, the water-cooled condenser 10, the stop valve C15, the expansion valve B16, the battery heat exchanger 6, the three-way electromagnetic valve F17, the three-way pipe J18, the expansion valve A19, the outdoor heat exchanger 5, the three-way pipe L20, the stop valve A21, the three-way pipe N22, and the gas-liquid separator 8 are sequentially connected in series in the heat pump main loop 001.

[0057] The battery water pump 38, the power battery 7, the three-way electromagnetic valve B23, the auxiliary heat exchanger 2, the battery heat exchanger 6, and the three-way pipe B24 are sequentially connected in series in the battery loop 002.

[0058] The heat pump water pump 25, the three-way pipe F1102, the three-way proportional valve A1101, the auxiliary heat exchanger 2, and the heat pump heat exchanger 26 are sequentially connected in series in the auxiliary heat exchange loop 004.

[0059] The motor water pump 27, the electronic control module 28, the P2 motor 29, the microcontroller 30, the P4 motor 31, the oil cooler 32, and the three-way electromagnetic valve A33 are sequentially connected in series in the motor waste heat branch 005. The three-way electromagnetic valve A33 is connected with the three-way electromagnetic valve B23, and the inlet side of the motor water pump 27 is connected with the three-way pipe B24. The electronic control module 28 includes a power distribution unit (PDU), an on-board diagnostic system (OBC), a DC / DC converter, etc.

[0060] The passenger cabin heating circuit 007 is sequentially connected in series with the heater core 35, the three-way proportional valve A1101, the three-way pipe F1102, the three-way electromagnetic valve J1301, the three-way pipe H1303, the three-way pipe G1202, the water-cooled condenser 10, and the three-way electromagnetic valve E1201.

[0061] The engine heat exchange branch 009 is sequentially connected in series with the engine water pump 36, the engine 37, and the thermostat 1302, the inlet side of the engine water pump 36 is connected with the three-way electromagnetic valve F17, and the outlet side of the thermostat 1302 is connected with the three-way pipe H1303.

[0062] It should be noted that the above-mentioned three-way valves can be three-way proportional valves, three-way electromagnetic valves, or other forms of three-way valves, which are selectively set according to actual use requirements, and are not uniquely limited herein.

[0063] The first on-off control module 1 includes the three-way electromagnetic valve H101 and the three-way pipe Q102, the three-way electromagnetic valve H101 has the valve port H1, the valve port H2, and the valve port H3, the valve port H1 and the valve port H2 are respectively connected to the heat pump main circuit 001, and the valve port H3 is connected to the inlet end of the heat pump waste heat branch 003; the three-way pipe Q102 is arranged at the outlet side of the three-way electromagnetic valve H101, and the three ports thereof are respectively connected to the outlet ends of the heat pump main circuit 001 and the heat pump waste heat branch 003.

[0064] The second on-off control module 9 includes the three-way electromagnetic valve G901 and the three-way pipe P902, the three-way electromagnetic valve G901 has the valve port G1, the valve port G2, and the valve port G3, the valve port G1 and the valve port G3 are respectively connected to the heat pump main circuit 001, and the valve port G2 is connected to the inlet end of the first bypass branch 006; the three-way pipe P902 is arranged at the outlet side of the valve port G2, and the three ports of the three-way pipe P902 are respectively connected to the outlet ends of the heat pump main circuit 001 and the first bypass branch 006.

[0065] The third on-off control module 11 includes the three-way proportional valve A1101 and the three-way pipe F1102, the three-way proportional valve A1101 has the valve port A1, the valve port A2, and the valve port A3, the valve port A3 is connected with one of the ports of the three-way pipe F1102, and the two form a shared part between the passenger cabin heating circuit 007 and the auxiliary heat exchange circuit 004, the valve port A2 is connected with the passenger cabin heating circuit 007, the valve port A1 is connected with the auxiliary heat exchange circuit 004, and the remaining two ports of the three-way pipe F1102 are respectively connected with the passenger cabin heating circuit 007 and the auxiliary heat exchange circuit 004.

[0066] The fourth on-off control module 12 includes a three-way electromagnetic valve E1201 and a three-way pipe G1202. The three-way electromagnetic valve E1201 has a valve port E1, a valve port E2 and a valve port E3. The three-way electromagnetic valve E1201 is arranged at the outlet side of the water-cooled condenser 10. The three-way pipe G1202 is arranged at the inlet side of the water-cooled condenser 10. The valve port E1 and the valve port E3 of the three-way electromagnetic valve E1201 are connected to the passenger cabin heating circuit 007 respectively. The valve port E2 of the three-way electromagnetic valve E1201 is connected to one port of the three-way pipe G1202. The other two ports of the three-way pipe G1202 are connected to the passenger cabin heating circuit 007 respectively.

[0067] The fifth on-off control module 13 includes a three-way electromagnetic valve J1301, a thermostat 1302 and a three-way pipe H1303. The three-way electromagnetic valve J1301 has a valve port J1, a valve port J2 and a valve port J3. The valve port J1 and the valve port J2 of the three-way electromagnetic valve J1301 are connected to the passenger cabin heating circuit 007 respectively. The valve port J3 of the three-way electromagnetic valve J1301 is connected to the inlet side of the engine water pump 36. The thermostat 1302 is arranged at the outlet side of the engine 37. The outlet side of the thermostat 1302 is connected to one port of the three-way pipe H1303. The other two ports of the three-way pipe H1303 are connected to the passenger cabin heating circuit 007 respectively. The thermostat 1302 can control the on-off between the three-way pipe H1303 and the engine 37. When the engine 37 is in the warm-up state, the thermostat 1302 blocks the passage between the three-way pipe H1303 and the engine 37, and does not participate in the heating of the passenger cabin.

[0068] The specific use mode of the hybrid vehicle thermal management architecture of the present application is as follows:

[0069] 1. When the ambient temperature is low (for example, lower than -10℃), the dual-stage compression heat pump quickly generates heat to absorb the ambient temperature to heat the power battery 7.

[0070] The flow path of the heat exchange medium in the heat pump main circuit 001 is: the first compressor 3→ the three-way electromagnetic valve G901 (the valve port G1 and the valve port G3 are connected)→ the three-way electromagnetic valve H101 (the valve port H1 and the valve port H2 are connected)→ the three-way pipe Q102→ the second compressor 4→ the three-way pipe P902→ the water-cooled condenser 10→ the stop valve C15→ the expansion valve B16→ the battery heat exchanger 6→ the three-way electromagnetic valve F17 (the valve port F1 and the valve port F2 are connected)→ the three-way pipe J18→ the expansion valve A19→ the outdoor heat exchanger 5→ the three-way pipe L20→ the stop valve A21→ the three-way pipe N22→ the gas-liquid separator 8→ the first compressor 3. The flow path of the heat exchange medium in the battery circuit 002 is: the battery water pump 38→ the power battery 7→ the three-way electromagnetic valve B23 (the valve port B2 and the valve port B3 are connected)→ the auxiliary heat heat exchanger 2→ the battery heat exchanger 6→ the three-way pipe B24→ the battery water pump 38.

[0071] 2. When the dual-stage compression heat pump has excess heat, the remaining heat is used to heat the power battery 7.

[0072] The heat pump main circuit 001 is connected with the heat pump waste heat branch 003, and the flow path of the heat exchange medium is: the first compressor 3→the three-way electromagnetic valve G901 (the valve port G1 and the valve port G3 are connected)→the three-way electromagnetic valve H101 (the valve port H1 and the valve port H3 are connected)→the heat pump heat exchanger 26→the three-way pipe Q102→the second compressor 4→the three-way pipe P902→the water-cooled condenser 10→the stop valve C15→the expansion valve B16→the battery heat exchanger 6→the three-way electromagnetic valve F17 (the valve port F1 and the valve port F2 are connected)→the three-way pipe J18→the expansion valve A19→the outdoor heat exchanger 5→the three-way pipe L20→the stop valve A21→the three-way pipe N22→the gas-liquid separator 8→the first compressor 3. The flow path of the heat exchange medium in the battery circuit 002 is: the battery water pump 38→the power battery 7→the three-way electromagnetic valve B23 (the valve port B2 and the valve port B3 are connected)→the auxiliary heat exchanger 2→the battery heat exchanger 6→the three-way pipe B24→the battery water pump 38. The flow path of the heat exchange medium in the auxiliary heat exchange circuit 004 is: the heat pump water pump 25→the three-way pipe F1102→the three-way proportional valve A1101 (the valve port A1 and the valve port A3 are connected)→the auxiliary heat exchanger 2→the heat pump heat exchanger 26→the heat pump water pump 25.

[0073] 3. When the ambient temperature is relatively high, the single-stage compression heat pump absorbs the ambient temperature to heat the power battery 7.

[0074] The flow path of the heat exchange medium in the heat pump main circuit 001 is: the first compressor 3→the three-way electromagnetic valve G901 (the valve port G1 and the valve port G2 are connected)→the three-way pipe P902→the water-cooled condenser 10→the stop valve C15→the expansion valve B16→the battery heat exchanger 6→the three-way electromagnetic valve F17 (the valve port F1 and the valve port F2 are connected)→the three-way pipe J18→the expansion valve A19→the outdoor heat exchanger 5→the three-way pipe L20→the stop valve A21→the three-way pipe N22→the gas-liquid separator 8→the first compressor 3. The flow path of the heat exchange medium in the battery circuit 002 is: the battery water pump 38→the power battery 7→the three-way electromagnetic valve B23 (the valve port B2 and the valve port B3 are connected)→the auxiliary heat exchanger 2→the battery heat exchanger 6→the three-way pipe B24→the battery water pump 38.

[0075] 4. The single-stage compression heat pump absorbs the motor waste heat to heat the power battery 7.

[0076] The flow path of the heat exchange medium in the main circuit 001 of the heat pump is: the first compressor 3→the three-way electromagnetic valve G901 (valve port G1 and valve port G2 are connected)→the three-way pipe P902→the water-cooled condenser 10→the stop valve C15→the expansion valve B16→the battery heat exchanger 6→the three-way electromagnetic valve F17 (valve port F1 and valve port F2 are connected)→the three-way pipe J18→the expansion valve A19→the outdoor heat exchanger 5→the three-way pipe L20→the stop valve A21→the three-way pipe N22→the gas-liquid separator 8→the first compressor 3. The flow path of the heat exchange medium in the motor waste heat branch 005 is: the motor water pump 27→the electric control module 28→the P2 motor 29→the microcontroller 30→the P4 motor 31→the oil cooler 32→the three-way electromagnetic valve A33 (valve port A2 and valve port A3 are connected)→the three-way electromagnetic valve B23 (valve port B1 and valve port B2 are connected)→the auxiliary heat exchanger 2→the battery heat exchanger 6→the three-way pipe B24→the motor water pump 27. The flow path of the heat exchange medium in the battery circuit 002 is: the battery water pump 38→the power battery 7→the three-way electromagnetic valve B23 (valve port B2 and valve port B3 are connected)→the auxiliary heat exchanger 2→the battery heat exchanger 6→the three-way pipe B24→the battery water pump 38.

[0077] 5. The power battery 7 is heated by using the motor waste heat.

[0078] The flow path of the heat exchange medium in the motor waste heat branch 005 is: the motor water pump 27→the electric control module 28→the P2 motor 29→the microcontroller 30→the P4 motor 31→the oil cooler 32→the three-way electromagnetic valve A33 (valve port A2 and valve port A3 are connected)→the three-way electromagnetic valve B23 (valve port B1 and valve port B2 are connected)→the auxiliary heat exchanger 2→the battery heat exchanger 6→the three-way pipe B24→the motor water pump 27. The flow path of the heat exchange medium in the battery circuit 002 is: the battery water pump 38→the power battery 7→the three-way electromagnetic valve B23 (valve port B2 and valve port B3 are connected)→the auxiliary heat exchanger 2→the battery heat exchanger 6→the three-way pipe B24→the battery water pump 38.

[0079] 6. When the ambient temperature is low, the double-stage compression heat pump quickly generates heat to absorb the environmental heat to heat the passenger compartment.

[0080] The flow path of the heat exchange medium in the heat pump main circuit 001 is: first compressor 3→ three-way electromagnetic valve G901 (valve port G1 and valve port G3 are connected)→ three-way electromagnetic valve H101 (valve port H1 and valve port H2 are connected)→ three-way pipe Q102→ second compressor 4→ three-way pipe P902→ water-cooled condenser 10→ stop valve C15→ expansion valve B16→ battery heat exchanger 6→ three-way electromagnetic valve F17 (valve port F1 and valve port F2 are connected)→ three-way pipe J18→ expansion valve A19→ outdoor heat exchanger 5→ three-way pipe L20→ stop valve A21→ three-way pipe N22→ gas-liquid separator 8→ first compressor 3. The flow path of the heat exchange medium in the passenger cabin heating circuit 007 is: warm air water pump 34→ three-way E→ warm air core 35→ three-way proportional valve A1101 (valve port A2 and valve port A3 are connected)→ three-way pipe F1102→ three-way electromagnetic valve J1301 (valve port J1 and valve port J2 are connected)→ three-way pipe H1303→ three-way pipe G1202→ water-cooled condenser 10→ three-way electromagnetic valve E1201 (valve port E1 and valve port E3 are connected)→ warm air water pump 34.

[0081] 7. When there is excess heat in the two-stage compression heat pump, the excess heat is used to heat the passenger cabin.

[0082] The heat pump main circuit 001 is connected with the heat pump excess heat branch 003, and the flow path of the heat exchange medium is: first compressor 3→ three-way electromagnetic valve G901 (valve port G1 and valve port G3 are connected)→ three-way electromagnetic valve H101 (valve port H1 and valve port H3 are connected)→ heat pump heat exchanger 26→ three-way pipe Q102→ second compressor 4→ three-way pipe P902→ water-cooled condenser 10→ stop valve C15→ expansion valve B16→ battery heat exchanger 6→ three-way electromagnetic valve F17 (valve port F1 and valve port F2 are connected)→ three-way pipe J18→ expansion valve A19→ outdoor heat exchanger 5→ three-way pipe L20→ stop valve A21→ three-way pipe N22→ gas-liquid separator 8→ first compressor 3. The flow path of the heat exchange medium in the passenger cabin heating circuit 007 is: warm air water pump 34→ three-way E→ warm air core 35→ three-way proportional valve A1101 (valve port A1 and valve port A2 are connected)→ auxiliary heat exchanger 2→ heat pump heat exchanger 26→ heat pump water pump 25→ three-way pipe F1102→ three-way electromagnetic valve J1301 (valve port J1 and valve port J2 are connected)→ three-way pipe H1303→ three-way pipe G1202→ water-cooled condenser 10→ three-way electromagnetic valve E1201 (valve port E1 and valve port E3 are connected)→ warm air water pump 34.

[0083] 8. When the ambient temperature is relatively high, the single-stage heat pump absorbs ambient heat to heat the passenger cabin.

[0084] The flow path of the heat exchange medium in the main circuit 001 of the heat pump is: the first compressor 3→the three-way electromagnetic valve G901 (valve port G1 and valve port G2 are connected)→the three-way pipe P902→the water-cooled condenser 10→the stop valve C15→the expansion valve B16→the battery heat exchanger 6→the three-way electromagnetic valve F17 (valve port F1 and valve port F2 are connected)→the three-way pipe J18→the expansion valve A19→the outdoor heat exchanger 5→the three-way pipe L20→the stop valve A21→the three-way pipe N22→the gas-liquid separator 8→the first compressor 3. The flow path of the heat exchange medium in the passenger cabin heating circuit 007 is: the air heater water pump 34→three-way E→the air heater core 35→the three-way proportional valve A1101 (valve port A2 and valve port A3 are connected)→the three-way pipe F1102→the three-way electromagnetic valve J1301 (valve port J1 and valve port J2 are connected)→the three-way pipe H1303→the three-way pipe G1202→the water-cooled condenser 10→the three-way electromagnetic valve E1201 (valve port E1 and valve port E3 are connected)→the air heater water pump 34.

[0085] 9. A single-stage heat pump absorbs the waste heat of the motor to heat the passenger cabin.

[0086] The flow path of the heat exchange medium in the main circuit 001 of the heat pump is: the first compressor 3→the three-way electromagnetic valve G901 (valve port G1 and valve port G2 are connected)→the three-way pipe P902→the water-cooled condenser 10→the stop valve C15→the expansion valve B16→the battery heat exchanger 6→the three-way electromagnetic valve F17 (valve port F1 and valve port F2 are connected)→the three-way pipe J18→the expansion valve A19→the outdoor heat exchanger 5→the three-way pipe L20→the stop valve A21→the three-way pipe N22→the gas-liquid separator 8→the first compressor 3. The flow path of the heat exchange medium in the motor waste heat branch 005 is: the motor water pump 27→the electronic control module 28→the P2 motor 29→the microcontroller 30→the P4 motor 31→the oil cooler 32→the three-way electromagnetic valve A33 (valve port A2 and valve port A3 are connected)→the three-way electromagnetic valve B23 (valve port B1 and valve port B2 are connected)→the auxiliary heat exchanger 2→the battery heat exchanger 6→the three-way pipe B24→the motor water pump 27. The flow path of the heat exchange medium in the passenger cabin heating circuit 007 is: the air heater water pump 34→three-way E→the air heater core 35→the three-way proportional valve A1101 (valve port A2 and valve port A3 are connected)→the three-way pipe F1102→the three-way electromagnetic valve J1301 (valve port J1 and valve port J2 are connected)→the three-way pipe H1303→the three-way pipe G1202→the water-cooled condenser 10→the three-way electromagnetic valve E1201 (valve port E1 and valve port E3 are connected)→the air heater water pump 34.

[0087] 10. The motor waste heat is used to heat the passenger cabin.

[0088] The flow path of the heat exchange medium in the motor waste heat branch 005 is: motor water pump 27→electronic control module 28→P2 motor 29→microcontroller 30→P4 motor 31→oil cooler 32→three-way electromagnetic valve A 33 (valve port A2 and valve port A3 are connected)→three-way electromagnetic valve B 23 (valve port B1 and valve port B2 are connected)→auxiliary heat exchanger 2→battery heat exchanger 6→three-way pipe B 24→motor water pump 27. The flow path of the heat exchange medium in the passenger cabin heating loop 007 is: warm air water pump 34→three-way E→warm air core 35→three-way proportional valve A 1101 (valve port A1 and valve port A2 are connected)→auxiliary heat exchanger 2→heat pump heat exchanger 26→heat pump water pump 25→three-way pipe F 1102→three-way electromagnetic valve J 1301 (valve port J1 and valve port J2 are connected)→three-way pipe H 1303→three-way pipe G 1202→water-cooled condenser 10→three-way electromagnetic valve E 1201 (valve port E1 and valve port E3 are connected)→warm air water pump 34.

[0089] 11. When the ambient temperature is low, the dual-stage compression heat pump quickly generates heat to absorb environmental heat, while heating the power battery 7 and the passenger cabin.

[0090] The heat pump main loop 001 is connected with the heat pump waste heat branch 003, and the flow path of the heat exchange medium is: first compressor 3→three-way electromagnetic valve G 901 (valve port G1 and valve port G3 are connected)→three-way electromagnetic valve H 101 (valve port H1 and valve port H2 are connected)→three-way pipe Q 102→second compressor 4→three-way pipe P 902→water-cooled condenser 10→stop valve C 15→expansion valve B 16→battery heat exchanger 6→three-way electromagnetic valve F 17 (valve port F1 and valve port F2 are connected)→three-way pipe J 18→expansion valve A 19→outdoor heat exchanger 5→three-way pipe L 20→stop valve A 21→three-way pipe N 22→gas-liquid separator 8→first compressor 3. The flow path of the heat exchange medium in the battery circuit 002 is: battery water pump 38→power battery 7→three-way electromagnetic valve B 23 (valve port B2 and valve port B3 are connected)→auxiliary heat exchanger 2→battery heat exchanger 6→three-way pipe B 24→battery water pump 38. The flow path of the heat exchange medium in the passenger cabin heating loop 007 is: warm air water pump 34→three-way E→warm air core 35→three-way proportional valve A 1101 (valve port A2 and valve port A3 are connected)→three-way pipe F 1102→three-way electromagnetic valve J 1301 (valve port J1 and valve port J2 are connected)→three-way pipe H 1303→three-way pipe G 1202→water-cooled condenser 10→three-way electromagnetic valve E 1201 (valve port E1 and valve port E3 are connected)→warm air water pump 34.

[0091] 12. When the dual-stage compression heat pump has excess heat, the power battery 7 is heated by the dual-stage compression heat pump, and the passenger cabin is heated by the waste heat of the dual-stage compression heat pump.

[0092] The heat pump main circuit 001 is connected with the heat pump waste heat branch 003, wherein the flow path of the heat exchange medium is: the first compressor 3→the three-way electromagnetic valve G901 (valve port G1 and valve port G3 are connected)→the three-way electromagnetic valve H101 (valve port H1 and valve port H3 are connected)→the heat pump heat exchanger 26→the three-way pipe Q102→the second compressor 4→the three-way pipe P902→the water-cooled condenser 10→the stop valve C15→the expansion valve B16→the battery heat exchanger 6→the three-way electromagnetic valve F17 (valve port F1 and valve port F2 are connected)→the three-way pipe J18→the expansion valve A19→the outdoor heat exchanger 5→the three-way pipe L20→the stop valve A21→the three-way pipe N22→the gas-liquid separator 8→the first compressor 3. The flow path of the heat exchange medium in the battery circuit 002 is: the battery water pump 38→the power battery 7→the three-way electromagnetic valve B23 (valve port B2 and valve port B3 are connected)→the auxiliary heat exchanger 2→the battery heat exchanger 6→the three-way pipe B24→the battery water pump 38. The flow path of the heat exchange medium in the passenger cabin heating circuit 007 is: the heater water pump 34→the three-way E→the heater core 35→the three-way proportional valve A1101 (valve port A1 and valve port A2 are connected)→the auxiliary heat exchanger 2→the heat pump heat exchanger 26→the heat pump water pump 25→the three-way pipe F1102→the three-way electromagnetic valve J1301 (valve port J1 and valve port J2 are connected)→the three-way pipe H1303→the three-way pipe G1202→the three-way electromagnetic valve E1201 (valve port E1 and valve port E3 are connected)→the heater water pump 34.

[0093] 13、When the two-stage compression heat pump has excess heat, the power battery 7 and the passenger cabin are heated simultaneously.

[0094] The heat pump main circuit 001 is connected with the heat pump waste heat branch 003, and the flow path of the heat exchange medium is: the first compressor 3→the three-way electromagnetic valve G901 (valve port G1 and valve port G3 are connected)→the three-way electromagnetic valve H101 (valve port H1 and valve port H3 are connected)→the heat pump heat exchanger 26→the three-way pipe Q102→the second compressor 4→the three-way pipe P902→the water-cooled condenser 10→the stop valve C15→the expansion valve B16→the battery heat exchanger 6→the three-way electromagnetic valve F17 (valve port F1 and valve port F2 are connected)→the three-way pipe J18→the expansion valve A19→the outdoor heat exchanger 5→the three-way pipe L20→the stop valve A21→the three-way pipe N22→the gas-liquid separator 8→the first compressor 3. The flow path of the heat exchange medium in the battery circuit 002 is: the battery water pump 38→the power battery 7→the three-way electromagnetic valve B23 (valve port B2 and valve port B3 are connected)→the auxiliary heat exchanger 2→the battery heat exchanger 6→the three-way pipe B24→the battery water pump 38. The flow path of the heat exchange medium in the passenger compartment heating circuit 007 is: the heater water pump 34→the three-way E→the heater core 35→the three-way proportional valve A1101 (valve port A1 and valve port A2 are connected)→the auxiliary heat exchanger 2→the heat pump heat exchanger 26→the heat pump water pump 25→the three-way pipe F1102→the three-way electromagnetic valve J1301 (valve port J1 and valve port J2 are connected)→the three-way pipe H1303→the three-way pipe G1202→the water-cooled condenser 10→the three-way electromagnetic valve E1201 (valve port E1 and valve port E3 are connected)→the heater water pump 34.

[0095] 14、When the double-stage compression heat pump has excess heat, the power battery 7 is heated by the double-stage compression heat pump, and the passenger compartment and the engine 37 are heated by the waste heat of the double-stage compression heat pump.

[0096] The heat pump main circuit 001 is connected with the heat pump waste heat branch 003, and a flow path of the heat exchange medium is: the first compressor 3→the three-way electromagnetic valve G901 (valve port G1 and valve port G3 are connected) →the three-way electromagnetic valve H101 (valve port H1 and valve port H3 are connected) →the heat pump heat exchanger 26→the three-way pipe Q102→the second compressor 4→the water-cooled condenser 10→the stop valve C15→the expansion valve B16→the battery heat exchanger 6→the three-way electromagnetic valve F17 (valve port F1 and valve port F2 are connected) →the three-way pipe J18→the expansion valve A19→the outdoor heat exchanger 5→the three-way pipe L20→the stop valve A21→the three-way pipe N22→the gas-liquid separator 8→the first compressor 3. The flow path of the heat exchange medium in the battery circuit 002 is: the battery water pump 38→the power battery 7→the three-way electromagnetic valve B23 (valve port B2 and valve port B3 are connected) →the auxiliary heat exchanger 2→the battery heat exchanger 6→the three-way pipe B24→the battery water pump 38. The passenger cabin heating circuit 007 is connected with the auxiliary heat exchange circuit 004 and the engine heat exchange branch 009 respectively, and the flow path of the heat exchange medium is: the heater water pump 34→the three-way E→the heater core 35→the three-way proportional valve A1101 (valve port A1 and valve port A2 are connected) →the auxiliary heat exchanger 2→the heat pump heat exchanger 26→the heat pump water pump 25→the three-way pipe F1102→the three-way electromagnetic valve J1301 (valve port J1 and valve port J3 are connected) →the engine water pump 36→the engine 37→the thermostat 1302→the three-way pipe H1303→the three-way pipe G1202→the water-cooled condenser 10→the three-way electromagnetic valve E1201 (valve port E1 and valve port E3 are connected) →the heater water pump 34.

[0097] 15. The single-stage compression heat pump heats the battery, the engine 37 heat, the turbocharger EGR waste heat, the heat pump waste heat heats the passenger cabin.

[0098] The flow path of the heat exchange medium in the heat pump main circuit 001 is: the first compressor 3→the three-way electromagnetic valve G901 (valve port G1 and valve port G2 are connected) →the three-way pipe P902→the water-cooled condenser 10→the stop valve C15→the expansion valve B16→the battery heat exchanger 6→the three-way electromagnetic valve F17 (valve port F1 and valve port F2 are connected) →the three-way pipe J18→the expansion valve A19→the outdoor heat exchanger 5→the three-way pipe L20→the stop valve A21→the three-way pipe N22→the gas-liquid separator 8→the first compressor 3. The passenger cabin heating circuit 007 is connected with the engine heat exchange branch 009, and the flow path of the heat exchange medium is: the engine water pump 36→the engine 37+the exhaust gas recirculation pipeline+the turbocharger 14→the thermostat 1302→the three-way pipe H1303→the three-way pipe G1202→the water-cooled condenser 10→the three-way electromagnetic valve E1201 (valve port E1 and valve port E3 are connected) →the heater water pump 34→the three-way E→the heater core 35→the three-way proportional valve A1101 (valve port A1 and valve port A3 are connected) →the three-way pipe F1102→the three-way electromagnetic valve J1301 (valve port J1 and valve port J3 are connected) →the engine water pump 36.

[0099] 16. Dual-stage compression heat pump, engine 37 heat, turbocharger EGR waste heat, dual-stage compression heat pump waste heat simultaneously heat power battery 7 and passenger cabin.

[0100] The heat pump main circuit 001 is communicated with the heat pump waste heat branch 003, and a flow path of the heat exchange medium is: the first compressor 3→ the three-way electromagnetic valve G901 (valve port G1 and valve port G3 are communicated)→ the three-way electromagnetic valve H101 (valve port H1 and valve port H3 are communicated)→ the heat pump heat exchanger 26→ the three-way pipe Q102→ the second compressor 4→ the three-way pipe P902→ the water-cooled condenser 10→ the stop valve C15→ the expansion valve B16→ the battery heat exchanger 6→ the three-way electromagnetic valve F17 (valve port F1 and valve port F2 are communicated)→ the three-way pipe J18→ the expansion valve A19→ the outdoor heat exchanger 5→ the three-way pipe L20→ the stop valve A21→ the three-way pipe N22→ the gas-liquid separator 8→ the first compressor 3. The flow path of the heat exchange medium in the battery circuit 002 is: the battery water pump 38→ the power battery 7→ the three-way electromagnetic valve B23 (valve port B2 and valve port B3 are communicated)→ the auxiliary heat heat exchanger 2→ the battery heat exchanger 6→ the three-way pipe B24→ the battery water pump 38. The passenger cabin heating circuit 007 is communicated with the engine heat exchange branch 009, and a flow path of the heat exchange medium is: the engine water pump 36→ the engine 37+ exhaust gas recirculation pipeline+ turbocharger 14→ the thermostat 1302→ the three-way pipe H1303→ the three-way pipe G1202→ the water-cooled condenser 10→ the three-way electromagnetic valve E1201 (valve port E1 and valve port E3 are communicated)→ the heating water pump 34→ the three-way E→ the heating core 35→ the three-way proportional valve A1101 (valve port A1 and valve port A2 are communicated)→ the auxiliary heat heat exchanger 2→ the heat pump heat exchanger 26→ the heat pump water pump 25→ the three-way pipe F1102→ the three-way electromagnetic valve J1301 (valve port J1 and valve port J3 are communicated)→ the engine water pump 36.

[0101] Based on the same inventive concept, the embodiment of the present application also provides a hybrid vehicle, which comprises the hybrid vehicle thermal management architecture.

[0102] Compared with the prior art, the hybrid vehicle provided by the embodiment can generate higher heat energy in a low-temperature environment by forming a double-stage compression heat pump to replace the electric heater to heat the power battery 7, thereby avoiding the problem of high energy consumption of the battery heating caused by the electric heater; by setting the heat pump waste heat branch 003, the auxiliary heat exchange circuit 004, the first on-off control module 1 and the auxiliary heat exchanger 2, the purpose of heating the power battery 7 by the heat pump waste heat is achieved, and the working energy consumption of the heat pump main circuit 001 is further reduced; by setting the auxiliary heat exchange circuit 004, the design flexibility of the overall heat management structure is stronger. Overall, after the vehicle adopts the heat management architecture of the hybrid vehicle, the heating energy consumption is lower, the negative impact on the winter range is effectively improved, and the overall vehicle use experience is better.

[0103] The above merely describes preferred embodiments of the present application and is not intended to limit the present application, and any modification, equivalent replacement and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A hybrid vehicle thermal management architecture, characterized by, Comprise: A heat pump main circuit (001), a battery circuit (002), a heat pump waste heat branch (003), an auxiliary heat exchange circuit (004), a first on-off control module (1) and an auxiliary heat exchanger (2); The heat pump main circuit (001) comprises a first compressor (3), a second compressor (4) and an outdoor heat exchanger (5) connected in series, and the outdoor heat exchanger (5) is used for heat exchange with the external environment; The battery circuit (002) comprises a battery heat exchanger (6) and a power battery (7) connected in series, and the battery heat exchanger (6) is in heat exchange connection with the heat pump main circuit (001); The heat pump waste heat branch (003) has a heat pump heat exchanger (26), the heat pump waste heat branch (003) is connected with the heat pump main circuit (001) through the first on-off control module (1), the first on-off control module (1) can make the heat pump waste heat branch (003) and the heat pump main circuit (001) communicate to form a circulating loop, and the heat pump heat exchanger (26) is in heat exchange connection with the auxiliary heat exchange circuit (004); The battery circuit (002) and the auxiliary heat exchange circuit (004) are in heat exchange through the auxiliary heat exchanger (2).

2. The hybrid vehicle thermal management architecture of claim 1, wherein, The hybrid vehicle thermal management architecture further comprises an electric motor waste heat branch (005), the battery circuit (002) is provided with a power battery (7), and the electric motor waste heat branch (005) is connected with the power battery (7) in parallel, so as to transmit electric motor waste heat to the power battery (7) through the battery heat exchanger (6), or directly transmit electric motor waste heat to the power battery (7).

3. The hybrid vehicle thermal management architecture of claim 1, wherein, The hybrid vehicle thermal management architecture further comprises a first bypass branch (006) and a second on-off control module (9), one end of the first bypass branch (006) is connected between the first compressor (3) and the second compressor (4), and the connection is provided with the second on-off control module (9), the other end of the first bypass branch (006) is connected to the outlet side of the second compressor (4), and the second on-off control module (9) can make the first compressor (3) and the outdoor heat exchanger (5) form a series loop.

4. The hybrid vehicle thermal management architecture of claim 1, wherein, The first on-off control module (1) is arranged between the first compressor (3) and the second compressor (4).

5. The hybrid vehicle thermal management architecture of claim 1, wherein, The hybrid vehicle thermal management architecture further comprises a passenger compartment heating circuit (007), the passenger compartment heating circuit (007) is in heat exchange connection with a water-cooled condenser (10) in the heat pump main circuit (001), and the water-cooled condenser (10) is arranged between the second compressor (4) and the outdoor heat exchanger (5).

6. The hybrid vehicle thermal management architecture of claim 5, wherein, The passenger compartment heating circuit (007) and the auxiliary heat exchange circuit (004) are provided with a third on-off control module (11), and the third on-off control module (11) can make the passenger compartment heating circuit (007) and the auxiliary heat exchange circuit (004) communicate to form a circulating loop.

7. The hybrid vehicle thermal management architecture of claim 5, wherein, The passenger cabin heating circuit (007) is further connected with a second bypass branch (008) and a fourth on-off control module (12), the second bypass branch (008) is connected to the passenger cabin heating circuit (007) and is connected in parallel with the water-cooled condenser (10), the fourth on-off control module (12) is arranged on the second bypass branch (008), and the fourth on-off control module (12) can make the water-cooled condenser (10) and the second bypass branch (008) conductive in an alternative manner.

8. The hybrid vehicle thermal management architecture of claim 5, wherein, The hybrid vehicle thermal management architecture further comprises an engine heat exchange branch (009) and a fifth on-off control module (13), the engine heat exchange branch (009) is connected to the passenger cabin heating circuit (007) through the fifth on-off control module (13), and the fifth on-off control module (13) can make the passenger cabin heating circuit (007) and the engine heat exchange branch (009) communicate to form a circulating loop.

9. The hybrid vehicle thermal management architecture of claim 8, wherein, The engine (37) in the engine heat exchange branch (009) is further connected with a supercharger heat exchange branch (010) and an exhaust gas recirculation heat exchange branch (011), the supercharger heat exchange branch (010) and the exhaust gas recirculation heat exchange branch (011) are connected in parallel, and the outlet sides of the supercharger heat exchange branch (010) and the exhaust gas recirculation heat exchange branch (011) are connected to the inlet side of the engine (37).

10. A hybrid vehicle characterized by comprising: The hybrid vehicle thermal management architecture comprises the hybrid vehicle thermal management architecture according to any one of claims 1-9.

Images