Thermal management system for hybrid vehicle, and hybrid vehicle

Abstract

Disclosed in the present application are a thermal management system for a hybrid vehicle, and a hybrid vehicle. The thermal management system comprises a first integrated system and a controller. An air-conditioning heating module of the first integrated system is provided with a warm air heating main path, an electric heating control branch and a first heat exchange control branch, wherein the electric heating control branch and the first heat exchange control branch are arranged in parallel and are connected to the warm air heating main path; a first heat exchange channel of a first heat exchanger is connected to the first heat exchange control branch; and a second heat exchange channel is connected to an electric drive heat-dissipation module. The controller is configured to: when an air-conditioning heating instruction is received, measure the real-time heat exchange temperature of the first heat exchanger; and when the real-time heat exchange temperature of the first heat exchanger exceeds a first temperature threshold value, control a second control valve to open, control an electric heater to switch off and control a first control valve to close. Thus, the waste heat of an electric drive system is fully utilized for air-conditioning heating, and the loss of battery power is reduced, thereby improving the endurance mileage of the whole vehicle.

Description

Thermal management system for hybrid vehicle and hybrid vehicle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on March 18, 2024, with application number 202410308160.6 and invention name “Thermal Management System for Hybrid Vehicles and Hybrid Vehicles”, the entire contents of which are incorporated by reference into the application. Technical Field

[0002] The present application belongs to the technical field of thermal management of hybrid vehicles, and in particular relates to a thermal management system for a hybrid vehicle and a hybrid vehicle. Background Art

[0003] A hybrid vehicle is a vehicle whose drive system is composed of two or more single drive systems that can operate simultaneously. The vehicle's driving power is provided by the single drive systems individually or collectively according to the actual vehicle driving state, for example: a hybrid vehicle with a combination of an engine and a motor.

[0004] Compared to traditional fuel-powered and pure electric vehicles, hybrid vehicles not only have complex engine systems but also an even more complex "three-electric" system, comprising the power battery, electric motor, and electronic control system. As the vehicle moves, the temperatures of the three-electric system and the engine fluctuate significantly. Therefore, the thermal management system of a hybrid vehicle must not only meet the cooling and heating needs of the passenger compartment air conditioning, but also the heat dissipation requirements of the power battery, electric motor, and electronic control system. Currently, each module is equipped with a separate thermal management system to ensure its proper operation. This results in a dispersed layout of the thermal management systems, increasing system complexity. Furthermore, heat dissipated by the modules is not fully utilized, resulting in higher energy consumption for the entire vehicle, ultimately affecting the vehicle's range. Technical Solutions

[0005] In response to the above-mentioned defects or shortcomings, the present application provides a thermal management system for a hybrid vehicle and a hybrid vehicle, aiming to solve the technical problem that the heat loss is not fully utilized due to the decentralized thermal management system in the hybrid vehicle.

[0006] To achieve the above-mentioned objectives, the present application provides a hybrid vehicle thermal management system in a first aspect, wherein the hybrid vehicle thermal management system includes a first integrated system and a controller; the first integrated system includes an air conditioning and heating module, an electric drive and heat dissipation module, and a first heat exchanger having a first heat exchange channel and a second heat exchange channel; the air conditioning and heating module is provided with a warm air heating main circuit, an electric heating control branch, and a first heat exchange control branch; the electric heating control branch and the first heat exchange control branch are arranged in parallel and connected to the warm air heating main circuit, and the first heat exchange channel is connected to the first heat exchange control branch, and the second heat exchange channel is connected to the electric drive and heat dissipation module; the controller is respectively communicated with the electric heater on the warm air heating main circuit, the first control valve on the electric heating control branch, and the second control valve on the first heat exchange control branch, and is configured as follows:

[0007] When receiving a heating instruction of the air conditioner, detecting the real-time heat exchange temperature of the first heat exchanger;

[0008] When the real-time heat exchange temperature of the first heat exchanger exceeds the first temperature threshold, the second control valve is controlled to be opened and the electric heater and the first control valve are controlled to be closed.

[0009] In an embodiment of the present application, the air conditioning heating module includes a first circulation pump, an electric heater, a warm air core and a blower. The first circulation pump, the electric heater and the warm air core are arranged in sequence on the warm air heating main circuit. The first circulation pump is used to pump the heating liquid on the electric heating control branch or the first heat exchange control branch to the warm air core. The blower is used to blow air to the warm air core. The first heat exchange channel is arranged between the second control valve and the first circulation pump, and the first heat exchange control branch is provided with a first temperature sensor that is communicated with the controller and can detect the real-time heat exchange temperature of the first heat exchanger.

[0010] In an embodiment of the present application, the first integrated system further includes an engine cooling device, which includes a first cooling outlet pipe, a first cooling return pipe, and a third control valve. The first cooling outlet pipe and the first cooling return pipe are respectively connected to the liquid inlet and liquid outlet of the heater core in a one-to-one correspondence. The third control valve is provided on the first cooling return pipe and is communicatively connected to the controller. The controller is further configured as follows:

[0011] When receiving the air conditioning heating command, obtain the outlet temperature of the engine heat dissipation liquid;

[0012] When the outlet temperature of the liquid dissipated by the engine exceeds the second temperature threshold, the third control valve is controlled to be opened and the electric heater, the first control valve and the second control valve are controlled to be closed.

[0013] In the embodiment of the present application, the controller is further configured to:

[0014] When receiving the air conditioning heating instruction, obtaining the outlet temperature of the engine heat dissipation and detecting the real-time heat exchange temperature of the first heat exchanger;

[0015] When the real-time heat exchange temperature of the first heat exchanger does not exceed the first temperature threshold and the outlet temperature of the engine heat dissipation does not exceed the second temperature threshold, the electric heater and the first control valve are controlled to be turned on and the second control valve and the third control valve are closed.

[0016] In an embodiment of the present application, a second temperature sensor is further provided on the electric heating control branch. The second temperature sensor is communicatively connected to the controller and is used to detect the real-time heating temperature of the electric heating control branch. When the real-time heat exchange temperature of the first heat exchanger does not exceed the first temperature threshold and the outlet temperature of the engine heat dissipation does not exceed the second temperature threshold, after controlling to open the electric heater and the first control valve and to close the second control valve and the third control valve, the following further comprises:

[0017] Get real-time heating temperature;

[0018] The heating power of the electric heater is adjusted according to the difference between the real-time heating temperature and the preset heating temperature of the air conditioner in the driving and passenger space.

[0019] In an embodiment of the present application, the thermal management system further includes a second integrated system, which includes an air conditioning and refrigeration module, a battery heat dissipation module, and a second heat exchanger having a third heat exchange channel and a fourth heat exchange channel. The air conditioning and refrigeration module is provided with a compression and condensation main circuit, an evaporation control branch, and a second heat exchange control branch. The evaporation control branch and the second heat exchange control branch are arranged in parallel and connected to the compression and condensation main circuit. The third heat exchange channel is connected to the second heat exchange control branch. The battery heat dissipation device includes a second heat dissipation liquid outlet pipe and a second heat dissipation liquid return pipe. The fourth heat exchange channel is connected to the second heat dissipation liquid outlet pipe and the second heat dissipation liquid return pipe. The evaporation control branch is provided with a fourth control valve that is communicatively connected to the controller. The controller is further configured as follows:

[0020] When the real-time heat exchange temperature of the second heat exchanger exceeds the third temperature threshold, the compressor on the compression and condensation main path is controlled to be turned on.

[0021] In an embodiment of the present application, a third temperature sensor is provided on the second heat exchange control branch, which is in communication with the controller and is used to detect the real-time heat exchange temperature of the second heat exchanger.

[0022] In an embodiment of the present application, the air conditioning and refrigeration module includes a compressor, a condenser, and an evaporator. The compressor and the condenser are provided on a compression and condensation main circuit. The evaporator is provided on an evaporation control branch circuit and is located at the rear end of a fourth control valve. The evaporator and the heater core share a blower. When the real-time heat exchange temperature of the second heat exchanger exceeds a third temperature threshold, after controlling to start the compressor on the compression and condensation main circuit, the following further comprises:

[0023] When an air conditioning cooling instruction is received, the fourth control valve and the blower are controlled to be opened.

[0024] In the embodiment of the present application, the controller is further configured as follows:

[0025] When an air conditioning cooling command is received and the real-time heat exchange temperature of the second heat exchanger is greater than the third temperature threshold, the fourth control valve and the blower are controlled to open and the output power of the compressor is adjusted to the maximum required power, wherein the maximum required power is set to the larger of the air conditioning cooling required power and the battery heat dissipation required power.

[0026] In the embodiment of the present application, the air conditioning and refrigeration module further includes a first cooling fan for blowing air to the condenser. A main circuit sensor is provided on the compression and condensation main circuit, which is in communication with the controller and is used to detect the system pressure or temperature. The controller is further configured as follows:

[0027] When the system pressure or temperature exceeds a system threshold, the first cooling fan is controlled to turn on.

[0028] In an embodiment of the present application, the electric drive heat dissipation module includes a heat dissipation circulation loop, a second circulation pump, a radiator, and a second heat dissipation fan. The heat dissipation circulation loop is connected to the heat dissipation pipeline of the electric drive system, the second circulation pump, the radiator, and the second heat exchange channel. The second heat dissipation fan is used to blow air to the radiator. The controller is further configured as follows:

[0029] When the real-time temperature of the electric drive system reaches a first set threshold, controlling to start the second circulation pump;

[0030] When the real-time temperature of the electric drive system reaches a second set threshold, the second cooling fan is controlled to be turned on, wherein the second set threshold is greater than the first set threshold.

[0031] In an embodiment of the present application, when the real-time temperature of the electric drive system reaches a second set threshold, controlling to turn on the second cooling fan includes:

[0032] When the real-time temperature of the electric drive system reaches a second set threshold, controlling to turn on the second cooling fan and adjusting the speed of the second cooling fan according to a linear difference increasing rule;

[0033] When the real-time temperature of the electric drive system reaches a third set threshold, the second cooling fan is controlled to turn on at full speed.

[0034] To achieve the above-mentioned objective, a second aspect of the present application provides a hybrid vehicle, wherein the hybrid vehicle includes the hybrid vehicle thermal management system according to the above-mentioned method. Beneficial effects

[0035] When the hybrid vehicle uses the above-mentioned thermal management system, since it includes a first integrated system and a controller, the air conditioning and heating module of the first integrated system is provided with a warm air heating main circuit, an electric heating control branch and a first heat exchange control branch. The electric heating control branch and the first heat exchange control branch are arranged in parallel and connected to the warm air heating main circuit, and the first heat exchange channel is connected to the first heat exchange control branch, and the second heat exchange channel is connected to the electric drive heat dissipation module, that is, the electric drive heat dissipation module can exchange heat with the first heat exchange control branch through the first heat exchanger, and at the same time, the controller is respectively connected to the electric heater on the warm air heating main circuit, the first control valve on the electric heating control branch and the first The second control valve on the heat exchange control branch is communicated and connected. When the air conditioning heating instruction is received, the real-time heat exchange temperature of the first heat exchanger can be determined first. When the real-time heat exchange temperature of the first heat exchanger exceeds the first temperature threshold, the second control valve is controlled to open and the electric heater and the first control valve are closed, so that the warm air heating main circuit is switched from being connected to the electric heating control branch to being connected to the first heat exchange control branch, and the heat source for air conditioning heating comes from the heat exchange between the first heat exchange control branch and the electric drive cooling module, thereby making full use of the waste heat of the electric drive system for air conditioning heating, reducing battery power loss, and improving the cruising range of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the embodiments of the present application, but do not constitute a limitation on the embodiments of the present application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without inventive work. In the drawings:

[0037] FIG1 is a schematic structural diagram of a thermal management system according to an embodiment of the present application;

[0038] FIG2 is a schematic structural diagram of a first integrated system according to an embodiment of the present application;

[0039] FIG3 is a schematic diagram of a structure for performing air conditioning heating in an electric drive waste heat mode according to an embodiment of the present application;

[0040] FIG4 is a schematic structural diagram of an air conditioning heating module and a first heat exchanger according to an embodiment of the present application;

[0041] FIG5 is a schematic diagram of a structure of an air conditioner heating system in an electric heating mode according to an embodiment of the present application;

[0042] FIG6 is a schematic diagram of a structure for heating an air conditioner using waste heat from an engine according to an embodiment of the present application;

[0043] FIG7 is a schematic structural diagram of a second integrated system according to an embodiment of the present application;

[0044] FIG8 is a schematic structural diagram of heat exchange between a battery heat dissipation module and an air conditioning refrigeration module according to an embodiment of the present application;

[0045] FIG9 is a schematic structural diagram of an air conditioning and refrigeration module for performing air conditioning and refrigeration according to an embodiment of the present application;

[0046] FIG10 is a schematic structural diagram of an electric drive heat dissipation module according to an embodiment of the present application.

[0047] Description of Reference Numerals DETAILED DESCRIPTION

[0048] The following is a detailed description of the specific embodiments of the present application in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present application and are not intended to limit the present application.

[0049] A hybrid vehicle thermal management system and a hybrid vehicle according to the present application will be described below with reference to the accompanying drawings.

[0050] As shown in FIG1 to FIG5 , the present application provides a hybrid vehicle thermal management system, wherein the hybrid vehicle thermal management system includes:

[0051] The first integrated system includes an air conditioning and heating module 100, an electric drive and heat dissipation module 200, and a first heat exchanger 300 having a first heat exchange channel and a second heat exchange channel. The air conditioning and heating module 100 is provided with a warm air heating main circuit 110, an electric heating control branch 120, and a first heat exchange control branch 130. The electric heating control branch 120 and the first heat exchange control branch 130 are arranged in parallel and connected to the warm air heating main circuit 110. The first heat exchange channel is connected to the first heat exchange control branch 130, and the second heat exchange channel is connected to the electric drive and heat dissipation module 200.

[0052] The controller is respectively connected to the electric heater 111 on the heating main circuit 110, the first control valve 121 on the electric heating control branch 120, and the second control valve 131 on the first heat exchange control branch 130, and is configured as follows:

[0053] When receiving the air conditioning heating instruction, the real-time heat exchange temperature of the first heat exchanger 300 is detected;

[0054] When the real-time heat exchange temperature of the first heat exchanger 300 exceeds the first temperature threshold, the second control valve 131 is controlled to be opened and the electric heater 111 and the first control valve 121 are controlled to be closed.

[0055] When a hybrid vehicle uses the above-mentioned thermal management system, since it includes a first integrated system and a controller, the air conditioning and heating module 100 of the first integrated system is provided with a warm air heating main circuit 110, an electric heating control branch 120 and a first heat exchange control branch 130. The electric heating control branch 120 and the first heat exchange control branch 130 are arranged in parallel and connected to the warm air heating main circuit 110, and the first heat exchange control branch 130 is connected to the first heat exchange channel, and the electric drive heat dissipation module 200 is connected to the second heat exchange channel, that is, the electric drive heat dissipation module 200 can exchange heat with the first heat exchange control branch 130 through the first heat exchanger 300, and at the same time, the controller is respectively connected to the electric heater 111 on the warm air heating main circuit 110 and the first control valve 121 on the electric heating control branch 120. 1 and the second control valve 131 on the first heat exchange control branch 130. Upon receiving an air conditioning heating command, the real-time heat exchange temperature of the first heat exchanger 300 is first determined. If the real-time heat exchange temperature of the first heat exchanger 300 exceeds a first temperature threshold, the second control valve 131 is controlled to open and the electric heater 111 and the first control valve 121 are closed. This allows the warm air heating main circuit 110 to switch from being connected to the electric heating control branch 120 to being connected to the first heat exchange control branch 130. The heat source for air conditioning heating comes from the heat exchange between the first heat exchange control branch 130 and the electric drive cooling module 200, thereby fully utilizing the waste heat of the electric drive system for air conditioning heating, reducing battery power loss and improving the vehicle's range. Furthermore, switching control is only performed when the real-time heat exchange temperature of the first heat exchanger 300 exceeds the first temperature threshold, thereby ensuring heating reliability.

[0056] The main warm air heating circuit 110 of the air conditioning and heating module 100 is connected to an electric heater 111 for electrically heating the heating liquid, and is also connected to a first circulation pump 112 and a warm air core 113 in the air conditioning and heating system. In addition, the vehicle air conditioner is provided with a blower 114 for blowing air to the warm air core 113, so that the heating liquid heated by the electric heater 111 or after heat exchange with the electric drive heat dissipation module 200 is directed to the warm air core 113, and the blower 114 blows hot air into the driving and passenger space. It should be noted that, whether heating is performed by the electric heater 111 or by heat exchange with the electric drive heat dissipation module 200, the blower 114 must be controlled to be turned on. Specifically, upon receiving an air conditioning heating instruction, the blower 114 is controlled to be turned on and the real-time heat exchange temperature of the first heat exchanger 300 is detected. In addition, the air conditioning heating command can be issued through a button in the driving space or a screen button, and when the air conditioning heating command is received, after detecting the real-time heat exchange temperature of the first heat exchanger 300, it can also include: when the real-time heat exchange temperature of the first heat exchanger 300 does not exceed the first temperature threshold, controlling the electric heater 111 and the first control valve 121 to open and the second control valve 131 to close, so as to achieve air conditioning heating through heating by the electric heater 111.

[0057] Referring to Figures 2 to 4, in an embodiment of the present application, the air conditioning heating module 100 includes a first circulation pump 112, an electric heater 111, a warm air core 113 and a blower 114. The first circulation pump 112, the electric heater 111 and the warm air core 113 are sequentially arranged on the warm air heating main circuit 110. The first circulation pump 112 is used to pump the heating liquid on the electric heating control branch 120 or the first heat exchange control branch 130 to the warm air core 113. The blower 114 is used to blow air to the warm air core 113. The first heat exchange channel is arranged between the second control valve 131 and the first circulation pump 112, and the first heat exchange control branch 130 is provided with a first temperature sensor 132 that is communicated with the controller and can detect the real-time heat exchange temperature of the first heat exchanger 300. By arranging the first heat exchange channel between the second control valve 131 and the first circulation pump 112 instead of between the heater core 113 and the second control valve 131, the temperature of the heating liquid in the first heat exchange channel can be affected only by heat exchange, thereby ensuring the accuracy of control. In addition, the first temperature sensor 132 is arranged on the newly added first heat exchange control branch 130 instead of on the heat dissipation circulation loop 210 of the electric drive heat dissipation module 200. On the one hand, it can minimize the modification points, and on the other hand, it can avoid the influence of changes in heat exchange efficiency.

[0058] Furthermore, when the heating liquid is heated by the electric heater 111, the circulation path is: first circulation pump 112 - electric heater 111 - warm air core 113 - first control valve 121 - first circulation pump 112; when the heating liquid is heated by heat exchange with the electric drive heat dissipation module 200, the circulation path is: first circulation pump 112 - electric heater 111 - warm air core 113 - second control valve 131 - first heat exchange channel - first circulation pump 112. Furthermore, the heating liquid can be water or other suitable liquid, the electric heater 111 can be a PTC (Positive Temperature Coefficient, thermistor) heater, and the air conditioning heating module 100 also includes a first liquid replenishing tank 115 for replenishing the heating liquid into the warm air heating main path 110.

[0059] As shown in Figures 1, 2, and 6, in the embodiment of the present application, the first integrated system further includes an engine cooling device 400, which includes a first cooling outlet pipe 410, a first cooling return pipe 420, and a third control valve 430. The first cooling outlet pipe 410 and the first cooling return pipe 420 are respectively connected to the liquid inlet and liquid outlet of the heater core 113 in a one-to-one correspondence, and the third control valve 430 is provided on the first cooling return pipe 420 and is communicatively connected to the controller. The controller is further configured as follows:

[0060] When receiving the air conditioning heating command, obtain the outlet temperature of the engine heat dissipation liquid;

[0061] When the outlet temperature of the liquid dissipated by the engine exceeds the second temperature threshold, the third control valve 430 is controlled to be opened and the electric heater 111 , the first control valve 121 and the second control valve 131 are controlled to be closed.

[0062] When an air conditioning heating command is received, the engine cooling outlet temperature can be first obtained. This engine cooling outlet temperature data can be detected via bus control. If the real-time heat exchange temperature of the first heat exchanger 300 exceeds a second temperature threshold, the third control valve 430 is controlled to open and the electric heater 111, the first control valve 121, and the third control valve 430 are closed. This disconnects the main heating circuit 110 from the electric heating control branch 120 and the first heat exchange control branch 130. The heat source for air conditioning heating is the waste heat from the engine cooling device 400, thereby fully utilizing the engine's waste heat to heat the passenger space, reducing battery power loss and improving the vehicle's range. Furthermore, switching control is only performed when the engine cooling outlet temperature exceeds the second temperature threshold, thereby ensuring heating reliability.

[0063] When using engine waste heat for heating, the first circulation pump 112 is not required and can be controlled to be off. The circulation path is: first heat dissipation outlet pipe 410 - heater core 113 - third control valve 430 - first heat dissipation return pipe 420. The second temperature threshold can be greater than, equal to, or less than the first temperature threshold, and the values ​​of both are determined based on actual conditions.

[0064] In the embodiment of the present application, the controller is further configured to:

[0065] When receiving the air conditioning heating command, the outlet temperature of the engine heat dissipation is obtained and the real-time heat exchange temperature of the first heat exchanger 300 is detected;

[0066] When the real-time heat exchange temperature of the first heat exchanger 300 does not exceed the first temperature threshold and the outlet temperature of the engine heat dissipation does not exceed the second temperature threshold, the electric heater 111 and the first control valve 121 are controlled to be turned on and the second control valve 131 and the third control valve 430 are closed.

[0067] When an air conditioning heating instruction is received, the outlet temperature of the engine heat dissipation and the real-time heat exchange temperature of the first heat exchanger 300 can be determined simultaneously, and then the real-time heat exchange temperature of the first heat exchanger 300 can be compared with the first temperature threshold, and the outlet temperature of the engine heat dissipation can be compared with the second temperature threshold. If the real-time heat exchange temperature of the first heat exchanger 300 and the outlet temperature of the engine heat dissipation do not exceed the corresponding temperature threshold, it can be determined that the electric drive waste heat and the engine waste heat cannot meet the air conditioning heating. At this time, the second control valve 131 and the third control valve 430 can be controlled to close to cut off the supply of electric drive waste heat and engine waste heat to the warm air core 113, and at the same time, the electric heater 111 and the first control valve 121 can be controlled to open to switch to the electric heating mode to supply heat to the warm air core 113 to ensure the reliability of air conditioning heating.

[0068] It should be noted that when a hybrid vehicle is traveling in pure electric mode, upon receiving an air-conditioning heating instruction, only the real-time heat exchange temperature of the first heat exchanger 300 may be detected; when a hybrid vehicle is traveling in pure fuel mode, upon receiving an air-conditioning heating instruction, only the outlet temperature of the engine heat dissipation may be obtained; and when a hybrid vehicle is traveling in hybrid mode, upon receiving an air-conditioning heating instruction, both the outlet temperature of the engine heat dissipation and the real-time heat exchange temperature of the first heat exchanger 300 need to be obtained and detected, and when the real-time heat exchange temperature of the first heat exchanger 300 exceeds the first temperature threshold and the outlet temperature of the engine heat dissipation exceeds the second temperature threshold, the third control valve 430 may be controlled to open and the electric heater 111, the first control valve 121 and the second control valve 131 may be controlled to close. This is because the waste heat of the electric drive is relatively small, and the waste heat of the engine can be used to play a role.

[0069] 2 , 4 , and 5 , in the embodiment of the present application, a second temperature sensor 122 is further provided on the electric heating control branch 120. The second temperature sensor 122 is communicatively connected to the controller and is used to detect the real-time heating temperature of the electric heating control branch 120. When the real-time heat exchange temperature of the first heat exchanger 300 does not exceed the first temperature threshold and the outlet temperature of the engine heat dissipation does not exceed the second temperature threshold, after controlling to open the electric heater 111 and the first control valve 121 and to close the second control valve 131 and the third control valve 430, the following further comprises:

[0070] Get real-time heating temperature;

[0071] The heating power of the electric heater 111 is adjusted according to the difference between the real-time heating temperature and the preset heating temperature of the air conditioner in the driving space.

[0072] Furthermore, after the heating power of the electric heater 111 is turned on, the real-time heating temperature (T2) detected by the second temperature sensor 122 and the preset heating temperature (T 热设 ) is linearly adjusted, and the calculation formula of the difference △T is: △T=T2-T 热设 , and the larger ΔT is, the smaller the heating power of the electric heater 111 is. When ΔT≤0, the heating power of the electric heater 111 is maximum.

[0073] As can be seen from the above, when the air conditioner in the driving and passenger space needs to be heated, the blower 114 is controlled to start blowing the warm air core 113, and the first circulation pump 112 is turned on. When the real-time heat exchange temperature detected by the first temperature sensor 132 does not exceed the first temperature threshold and the outlet temperature of the engine heat dissipation does not exceed the second temperature threshold, the electric heater 111 and the first control valve 121 are controlled to be turned on and the second control valve 131 and the third control valve 430 are closed, and the air conditioner is heated by electric heating, and the heating power of the electric heater 111 is determined by the real-time heating temperature detected by the second temperature sensor 122 and the preset heating temperature of the air conditioner in the driving and passenger space. The difference between ΔT and ΔT is linearly adjusted, wherein the larger ΔT is, the smaller the heating power of the electric heater 111 is; when the real-time heat exchange temperature detected by the first temperature sensor 132 exceeds the first temperature threshold, the electric heater 111 and the first control valve 121 are controlled to be closed and the second control valve 131 is opened, and the first heat exchanger 300 is used to utilize the waste heat of the electric drive, and the waste heat of the electric drive is used for air conditioning and heating; when the outlet temperature of the liquid of the engine heat dissipation does not exceed the second temperature threshold, the first control valve 121, the second control valve 131 and the electric heater 111 are controlled to be closed and the third control valve 430 is opened, and the waste heat of the engine is used for air conditioning and heating.

[0074] 1 and 7 to 9 , in an embodiment of the present application, the thermal management system further includes a second integrated system, which includes an air conditioning and refrigeration module 500, a battery heat dissipation module 600, and a second heat exchanger 700 having a third heat exchange channel and a fourth heat exchange channel. The air conditioning and refrigeration module 500 is provided with a compression and condensation main path 510, an evaporation control branch 520, and a second heat exchange control branch 530. The evaporation control branch 520 and the second heat exchange control branch 530 are arranged in parallel and connected to the compression and condensation main path 510. The third heat exchange channel is connected to the second heat exchange control branch 530. The battery heat dissipation device includes a second heat dissipation liquid outlet pipe 610 and a second heat dissipation liquid return pipe 620. The fourth heat exchange channel connects the second heat dissipation liquid outlet pipe 610 and the second heat dissipation liquid return pipe 620. The evaporation control branch 520 is provided with a fourth control valve 521 that is communicatively connected to the controller. The controller is further configured as follows:

[0075] When the real-time heat exchange temperature of the second heat exchanger 700 exceeds the third temperature threshold, the compressor 511 on the compression and condensation main path 510 is controlled to be turned on.

[0076] It can be understood that by adding a second heat exchange control branch 530 in the air-conditioning and refrigeration module 500, connecting the third heat exchange channel of the second heat exchanger 700 in the second heat exchange control branch 530, and connecting the fourth heat exchange channel of the second heat exchanger 700 between the second heat dissipation outlet pipe 610 and the second heat dissipation return pipe 620 of the battery heat dissipation device, heat exchange between the refrigerant on the compression and condensation main circuit 510 and the battery waste heat can be achieved, thereby improving the heat dissipation efficiency of the battery.

[0077] The compressor 511, condenser 512, and electronic expansion valve 513 in the air conditioning and refrigeration module 500 can be sequentially arranged on the compression and condensation main circuit 510, so that controlling the compressor 511 to turn on can achieve cooling for both the evaporation control branch 520 and the second heat exchange control branch 530. Furthermore, the evaporator 522 in the air conditioning and refrigeration module 500 is arranged on the evaporation control branch 520. Since the evaporation control branch 520 is also provided with a fourth control valve 521, when no air conditioning and refrigeration command is received, the fourth control valve 521 remains closed, disconnecting the cooling supply from the compression and condensation main circuit 510 to the evaporation control branch 520. Furthermore, the battery heat dissipation module 600 also includes a third circulation pump 630 arranged on the second heat dissipation liquid outlet pipe 610. When there is a heat dissipation and cooling demand on the battery system, the third circulation pump 630 remains on at all times and is in communication with the controller. The controller is further configured to:

[0078] When the temperature of the battery system meets the heat dissipation and cooling conditions, the real-time heat exchange temperature of the second heat exchanger 700 is detected;

[0079] When the real-time heat exchange temperature of the second heat exchanger 700 does not exceed the third temperature threshold, the third circulation pump 630 is controlled to be turned on for natural cooling;

[0080] When the real-time heat exchange temperature of the second heat exchanger 700 exceeds the third temperature threshold, the compressor 511 on the compression and condensation main path 510 is controlled to be turned on.

[0081] As shown in Figures 7 and 8 , in this embodiment of the present application, a third temperature sensor 531 is provided on the second heat exchange control branch 530, which is in communication with the controller and is used to detect the real-time heat exchange temperature of the second heat exchanger 700. Placing the third temperature sensor 531 on the newly added second heat exchange control branch 530, rather than on the second heat dissipation liquid outlet pipe 610 or the second heat dissipation liquid return pipe 620 of the battery heat dissipation device, minimizes the number of modification points and avoids the impact of changes in heat exchange efficiency.

[0082] In the embodiment of the present application, the air conditioning and refrigeration module 500 includes a compressor 511, a condenser 512, and an evaporator 522. The compressor 511 and the condenser 512 are provided on the compression and condensation main circuit 510. The evaporator 522 is provided on the evaporation control branch 520 and is located at the rear end of the fourth control valve 521. The evaporator 522 and the heater core 113 share a blower 114. When the real-time heat exchange temperature of the second heat exchanger 700 exceeds the third temperature threshold, after controlling to turn on the compressor 511 on the compression and condensation main circuit 510, the following further steps are included:

[0083] When an air conditioning cooling instruction is received, the fourth control valve 521 and the blower 114 are controlled to be opened.

[0084] It can be understood that when an air-conditioning cooling instruction is received, the evaporation control branch 520 and the compression and condensation main circuit 510 can be connected by controlling the fourth control valve 521 to open, and the compression and condensation main circuit 510 can simultaneously provide cooling to the evaporation control branch 520 and the second heat exchange control branch 530.

[0085] In the embodiment of the present application, the controller is further configured as follows:

[0086] When an air conditioning and cooling instruction is received and the real-time heat exchange temperature of the second heat exchanger 700 is greater than the third temperature threshold, the fourth control valve 521 and the blower 114 are controlled to open and the output power of the compressor 511 is adjusted to the maximum required power, wherein the maximum required power is set to the larger of the air conditioning and cooling required power and the battery heat dissipation required power.

[0087] When the air conditioning cooling and battery heat dissipation in the driving space both rely on the operation of the compressor 511, the output power of the compressor 511 can be adjusted to the larger value of the two required powers to avoid excessive power loss.

[0088] 8 and 9 , in the embodiment of the present application, the air conditioning and refrigeration module 500 further includes a first cooling fan 515 for blowing air to the condenser 512. The compression and condensation main circuit 510 is further provided with a main circuit sensor 514 that is communicatively connected to the controller and is used to detect system pressure or temperature. The controller is further configured as follows:

[0089] When the system pressure or temperature exceeds the system threshold, the first cooling fan 515 is controlled to turn on.

[0090] Furthermore, after the compressor 511 starts working, it will increase the temperature and pressure of the refrigerant in the system. In order to avoid excessive system pressure, a main line sensor 514 can be set on the compression and condensation main line 510. The main line sensor 514 can be a pressure sensor for detecting the system pressure or a temperature sensor for detecting the system temperature. When the main line sensor 514 detects that the current detection data exceeds the system threshold, the first cooling fan 515 can be controlled to dissipate heat from the condenser 512 to reduce the temperature and pressure of the refrigerant flowing through the condenser 512 in the system. Furthermore, the main line sensor 514 can be set between the compressor 511 and the condenser 512, and the air conditioning and refrigeration module 500 also includes a liquid storage tank 516 for providing refrigerant to the compression and condensation main line 510.

[0091] In the embodiment of the present application, the controller is further configured to:

[0092] When the real-time detected temperature of the evaporator 522 is lower than a minimum threshold value of a preset temperature range of the evaporator 522 , the fourth control valve 521 is controlled to be closed, and the output power of the compressor 511 is reduced.

[0093] It can be understood that the above control method can reduce the cooling capacity in the passenger space and avoid frosting of the evaporator 522. After this step, if the real-time detected temperature of the evaporator 522 is detected to be higher than the maximum threshold of the preset temperature range of the evaporator 522, the fourth control valve 521 and the blower 114 can be controlled to open, and the output power of the compressor 511 can be restored.

[0094] It can be seen from the above that when the battery system has a heat dissipation and cooling demand, the third circulation pump 630 is turned on first for natural cooling. When the third circulation pump 630 cannot meet the heat dissipation and cooling demand of the battery system, that is, when the real-time heat exchange temperature detected by the third temperature sensor 531 exceeds the third temperature threshold, the compressor 511 is controlled to be turned on. At this time, if there is no air-conditioning and cooling demand, the fourth control valve 521 remains closed, the compressor 511 is turned on to increase the temperature and pressure of the refrigerant, and cools it through the condenser 512, and then exchanges heat with the battery waste heat through the second heat exchanger 700, taking away the heat of the battery water path and dissipating the heat of the battery system. When the pressure on the compression and condensation main path 510 rises to the system threshold, the first cooling fan 515 is controlled to heat the condenser 512 to cool the temperature and pressure of the refrigerant.

[0095] When there is a cooling demand for the air conditioner in the driving and passenger space, the blower 114 and the fourth control valve 521 are controlled to open, and the compressor 511 starts working to increase the temperature and pressure of the refrigerant, reduce the temperature at the front end of the evaporator 522, and cool the driving and passenger space; when the pressure on the compression and condensation main path 510 rises to the system threshold, the first cooling fan 515 is controlled to open to dissipate heat from the condenser 512 to cool the refrigerant; when the evaporator 522 temperature sensor detects that the real-time detection temperature is lower than the minimum threshold of the preset temperature range of the evaporator 522, the fourth control valve 521 is closed, and the output power of the compressor 511 is reduced at the same time to reduce the cooling beam of the driving and passenger space and avoid frost on the surface of the evaporator 522.

[0096] When both the air conditioning system and the battery system in the passenger space require cooling, the compressor 511, fourth control valve 521, blower 114, and first cooling fan 515 are simultaneously turned on. The output power of compressor 511 is adjusted to the maximum required power, and the speed of first cooling fan 515 is adjusted to the maximum required speed. The maximum required power is set to the larger of the air conditioning cooling power requirement and the battery cooling power requirement, and the maximum required speed is set to the larger of the air conditioning cooling speed requirement and the battery cooling speed requirement. If there is a conflict between the air conditioning cooling demand and the battery system's cooling demand, for example, due to insufficient refrigerant, the battery system's cooling demand takes priority, specifically by shutting down blower 114 and fourth control valve 521.

[0097] As shown in FIG1 and FIG10 , in the embodiment of the present application, the electric drive heat dissipation module 200 includes a heat dissipation circulation loop 210, a second circulation pump 220, a radiator 250, and a second heat dissipation fan 260. The heat dissipation circulation loop 210 is connected to the heat dissipation pipeline of the electric drive system, the second circulation pump 220, the radiator 250, and the second heat exchange channel. The second heat dissipation fan 260 is used to blow air to the radiator 250. The controller is further configured as follows:

[0098] When the real-time temperature of the electric drive system reaches a first set threshold, controlling to start the second circulation pump 220;

[0099] When the real-time temperature of the electric drive system reaches a second set threshold, the second cooling fan 260 is controlled to be turned on, wherein the second set threshold is greater than the first set threshold.

[0100] Furthermore, the electric drive heat dissipation module 200 has an independently controlled heat dissipation circulation loop 210, which can achieve independent heat dissipation and fully ensure the flexibility of the electric drive temperature control. And when the real-time temperature of the electric drive system reaches the first set threshold, it can be determined that the electric drive system needs to be cooled and dissipated, and the second circulation pump 220 can be turned on for natural cooling; when the real-time temperature of the electric drive system reaches the second set threshold, since natural cooling no longer meets the demand, the second cooling fan 260 can be turned on, so that the power consumption can be reduced under the premise of meeting the heat dissipation demand through hierarchical control. Furthermore, the electric drive heat dissipation module 200 also includes a second liquid replenishing tank 270 for replenishing the heat dissipation liquid to the heat dissipation circulation loop 210, and the heat dissipation liquid can be set to water or other suitable liquids.

[0101] In the embodiment of the present application, when the real-time temperature of the electric drive system reaches the second set threshold, controlling to turn on the second cooling fan 260 includes:

[0102] When the real-time temperature of the electric drive system reaches a second set threshold, the second cooling fan 260 is controlled to be turned on, and the speed of the second cooling fan 260 is adjusted according to a linear difference increasing rule;

[0103] When the real-time temperature of the electric drive system reaches the third set threshold, the second cooling fan 260 is controlled to be turned on at full speed.

[0104] The electric drive heat dissipation module 200 can also be further graded and controlled according to the speed control of the second cooling fan 260. When the real-time temperature of the electric drive system is between the second set threshold and the third set threshold, the second cooling fan 260 does not need to be turned on at full speed, thereby further achieving the purpose of reducing power consumption.

[0105] The heat dissipation circuit of the electric drive system includes a motor heat dissipation circuit 230 and an electric control heat dissipation circuit 240, that is, the electric drive heat dissipation module 200 can simultaneously dissipate heat and cool the motor and the electric control. It should be noted that the motor heat dissipation circuit 230 can be the motor itself, and the electric control heat dissipation circuit 240 can be the electric control itself. If at least one of the real-time temperature of the motor and the real-time temperature of the electric control reaches a corresponding first set threshold, the second circulation pump 220 is controlled to be turned on; if at least one of the real-time temperature of the motor and the real-time temperature of the electric control reaches a corresponding second set threshold, the second cooling fan 260 is controlled to be turned on, and the speed of the second cooling fan 260 is adjusted according to a linear difference increasing rule; if at least one of the real-time temperature of the motor and the real-time temperature of the electric control reaches a corresponding third set threshold, the second cooling fan 260 is controlled to be turned on at full speed.

[0106] In an embodiment of the present application, the first cooling fan 515 of the condenser 512 and the second cooling fan 260 of the radiator 250 can be set to share the same cooling fan, and the cooling fan can also dissipate heat for the engine intercooler and the engine radiator 250 to integrate the thermal management system with the engine cooling system.

[0107] In the embodiment of the present application, all control valves can be set as solenoid valves.

[0108] It should be noted that the thermal management system provided in this application has produced positive effects in at least the following four aspects:

[0109] First, in terms of cooling, the commonly used cooling method for existing battery systems is to match a separate water cooling unit, the electric drive system uses an independent heat dissipation system, and the air-conditioning system matches a separate heat dissipation system. In this way, the entire system contains three cooling fans and three independent heat dissipation systems. This application reduces one heat dissipation system by integrating the air-conditioning refrigeration system with the battery heat dissipation system. At the same time, the condenser 512 and the radiator 250 can share an electronic fan, which reduces the number of electronic fans in the entire system, makes the system more integrated and reduces the cost.

[0110] Second, in terms of heating, the heat dissipation system of the electric drive, the heat dissipation system of the engine and the air-conditioning heating system are integrated, and an electric heater 111 is added to the air-conditioning heating system. When the water temperature of the electric drive or the engine is low, the air-conditioning heating effect is better through heating by the electric heater 111. In the case of pure electric driving, the air-conditioning heating power consumption of the original air-conditioning heating system can be reduced by utilizing the waste heat of the electric drive for air-conditioning heating, and the pure electric cruising range can be improved. In hybrid mode or engine mode, the waste heat of the engine is utilized for air-conditioning heating, so that the waste heat of the engine is fully utilized, the overall energy utilization rate is higher, and the intelligent heating effect is more obvious.

[0111] Third, intelligent temperature control processing. By adding multiple sets of control valves and temperature sensors, the entire system can control the on and off of different water channels according to the needs of different systems, achieving more accurate temperature control and more obvious waste heat recovery effect.

[0112] Fourth, the temperature control of different components is decoupled. Compared with the existing thermal management system, by decoupling the temperature control of the battery system and the electric drive system, the battery water circuit temperature control is more precise and responsive, and the electric drive water circuit temperature control is more flexible, and some working conditions can be controlled with hysteresis to achieve lower energy consumption control of the system.

[0113] In addition, the present application also provides a hybrid vehicle, wherein the hybrid vehicle includes the hybrid vehicle thermal management system described above. Since the hybrid vehicle adopts all the technical solutions of the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be detailed here.

[0114] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0115] In this application, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0116] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

Claims

1. A thermal management system for a hybrid vehicle, wherein: The thermal management system comprises: A first integrated system comprises an air conditioning and heating module (100), an electric drive heat dissipation module (200), and a first heat exchanger (300) having a first heat exchange channel and a second heat exchange channel, wherein the air conditioning and heating module (100) is provided with a warm air heating main circuit (110), an electric heating control branch (120), and a first heat exchange control branch (130), wherein the electric heating control branch (120) and the first heat exchange control branch (130) are arranged in parallel and connected to the warm air heating main circuit (110), and the first heat exchange control branch (130) is connected to the first heat exchange channel, and the electric drive heat dissipation module (200) is connected to the second heat exchange channel; The controller is respectively connected to the electric heater (111) on the warm air heating main circuit (110), the first control valve (121) on the electric heating control branch (120), and the second control valve (131) on the first heat exchange control branch (130), and is configured to: When an air-conditioning heating instruction is received, the real-time heat exchange temperature of the first heat exchanger (300) is detected; When the real-time heat exchange temperature of the first heat exchanger (300) exceeds a first temperature threshold, the second control valve (131) is controlled to be opened and the electric heater (111) and the first control valve (121) are controlled to be closed.

2. The hybrid vehicle thermal management system according to claim 1, wherein: The air conditioning heating module (100) comprises a first circulation pump (112), an electric heater (111), a warm air core (113) and a blower (114); the first circulation pump (112), the electric heater (111) and the warm air core (113) are sequentially arranged on the warm air heating main circuit (110); the first circulation pump (112) is used to pump the heating liquid on the electric heating control branch (120) or the first heat exchange control branch (130) to the warm air core (113); the blower (114) is used to blow air to the warm air core (113); the first heat exchange channel is arranged between the second control valve (131) and the first circulation pump (112); and the first heat exchange control branch (130) is provided with a first temperature sensor (132) which is connected to the controller for communication and can detect the real-time heat exchange temperature of the first heat exchanger (300).

3. The hybrid vehicle thermal management system according to claim 2, wherein: The first integrated system further comprises an engine heat dissipation device (400), the engine heat dissipation device (400) comprising a first heat dissipation liquid outlet pipe (410), a first heat dissipation liquid return pipe (420) and a third control valve (430), the first heat dissipation liquid outlet pipe (410) and the first heat dissipation liquid return pipe (420) being respectively connected to the liquid inlet end and the liquid outlet end of the heater core (113) in a one-to-one correspondence, and the third control valve (430) being arranged on the first heat dissipation liquid return pipe (420) and being communicatively connected to the controller, the controller being further configured as follows: When receiving the air conditioning heating command, obtain the outlet temperature of the engine heat dissipation liquid; When the outlet temperature of the engine heat dissipation liquid exceeds a second temperature threshold, the third control valve (430) is controlled to open and the electric heater (111), the first control valve (121) and the second control valve (131) are controlled to close.

4. The hybrid vehicle thermal management system according to claim 3, wherein: The controller is further configured to: When receiving an air conditioning heating instruction, obtaining the outlet temperature of the engine heat dissipation liquid and detecting the real-time heat exchange temperature of the first heat exchanger (300); When the real-time heat exchange temperature of the first heat exchanger (300) does not exceed a first temperature threshold and the outlet temperature of the engine heat dissipation does not exceed a second temperature threshold, the electric heater (111) and the first control valve (121) are controlled to be turned on and the second control valve (131) and the third control valve (430) are controlled to be closed.

5. The hybrid vehicle thermal management system according to claim 4, wherein: The electric heating control branch (120) is further provided with a second temperature sensor (122), the second temperature sensor (122) being communicatively connected to the controller and used to detect the real-time heating temperature of the electric heating control branch (120), and the control system further comprising: Get real-time heating temperature; The heating power of the electric heater (111) is adjusted according to the difference between the real-time heating temperature and the preset heating temperature of the air conditioner in the driving and passenger space.

6. The hybrid vehicle thermal management system according to claim 2, wherein: The thermal management system further includes a second integrated system, the second integrated system including an air conditioning and refrigeration module (500), a battery heat dissipation module (600), and a second heat exchanger (700) having a third heat exchange channel and a fourth heat exchange channel. The air conditioning and refrigeration module (500) is provided with a compression and condensation main circuit (510), an evaporation control branch (520), and a second heat exchange control branch (530). The evaporation control branch (520) and the second heat exchange control branch (530) are arranged in parallel and connected to the compression and condensation main circuit (510). The second heat exchange control branch (530) is connected to the third heat exchange channel. The battery heat dissipation device includes a second heat dissipation liquid outlet pipe (610) and a second heat dissipation liquid return pipe (620). The fourth heat exchange channel is connected to the second heat dissipation liquid outlet pipe (610) and the second heat dissipation liquid return pipe (620). The evaporation control branch (520) is provided with a fourth control valve (521) that is communicatively connected to the controller. The controller is further configured as follows: When the real-time heat exchange temperature of the second heat exchanger (700) exceeds a third temperature threshold, the compressor (511) on the compression and condensation main circuit (510) is controlled to start.

7. The hybrid vehicle thermal management system according to claim 6, wherein: The second heat exchange control branch (530) is provided with a third temperature sensor (531) which is in communication with the controller and is used to detect the real-time heat exchange temperature of the second heat exchanger (700).

8. The hybrid vehicle thermal management system according to claim 6, wherein: The air conditioning and refrigeration module (500) comprises a compressor (511), a condenser (512), and an evaporator (522); the compressor (511) and the condenser (512) are arranged on the compression and condensation main circuit (510); the evaporator (522) is arranged on the evaporation control branch circuit (520) and is located at the rear end of the fourth control valve (521); the evaporator (522) and the warm air core (113) share the blower (114); when the real-time heat exchange temperature of the second heat exchanger (700) exceeds a third temperature threshold, after controlling to start the compressor (511) on the compression and condensation main circuit (510), the method further comprises: When an air conditioning and cooling instruction is received, the fourth control valve (521) and the blower (114) are controlled to open.

9. The hybrid vehicle thermal management system according to claim 8, wherein: The controller is further configured to: When an air conditioning and cooling instruction is received and the real-time heat exchange temperature of the second heat exchanger (700) is greater than a third temperature threshold, the fourth control valve (521) and the blower (114) are controlled to open and the output power of the compressor (511) is adjusted to the maximum required power, wherein the maximum required power is set to the larger one of the air conditioning and cooling required power and the battery heat dissipation required power.

10. The hybrid vehicle thermal management system according to claim 8, wherein: The air conditioning and refrigeration module (500) further includes a first cooling fan (515) for blowing air to the condenser (512); the compression and condensation main circuit (510) is further provided with a main circuit sensor (514) that is communicatively connected to the controller and is used to detect system pressure or temperature; the controller is further configured to: When the system pressure or temperature exceeds a system threshold, the first cooling fan (515) is controlled to turn on.

11. The hybrid vehicle thermal management system according to any one of claims 1 to 10, wherein: The electric drive heat dissipation module (200) comprises a heat dissipation circulation loop (210), a second circulation pump (220), a radiator (250) and a second heat dissipation fan (260); the heat dissipation circulation loop (210) is connected to the heat dissipation pipeline of the electric drive system, the second circulation pump (220), the radiator (250) and the second heat exchange channel; the second heat dissipation fan (260) is used to blow air to the radiator (250); and the controller is further configured to: When the real-time temperature of the electric drive system reaches a first set threshold, controlling to start the second circulation pump (220); When the real-time temperature of the electric drive system reaches a second set threshold, the second cooling fan (260) is controlled to be turned on, wherein the second set threshold is greater than the first set threshold.

12. The hybrid vehicle thermal management system according to claim 11, wherein: When the real-time temperature of the electric drive system reaches a second set threshold, controlling to start the second cooling fan (260) includes: When the real-time temperature of the electric drive system reaches a second set threshold, controlling the second cooling fan (260) to be turned on, and adjusting the rotation speed of the second cooling fan (260) according to a linear difference increasing rule; When the real-time temperature of the electric drive system reaches a third set threshold, the second cooling fan (260) is controlled to be turned on at full speed, wherein the third set threshold is greater than the second set threshold.

13. A hybrid vehicle, wherein: The hybrid vehicle includes the hybrid vehicle thermal management system according to any one of claims 1 to 12.

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