WO2023236342A1 - 一种针对混合动力汽车的集成式整车中央热管理系统 - Google Patents

一种针对混合动力汽车的集成式整车中央热管理系统 Download PDF

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Publication number
WO2023236342A1
WO2023236342A1 PCT/CN2022/110783 CN2022110783W WO2023236342A1 WO 2023236342 A1 WO2023236342 A1 WO 2023236342A1 CN 2022110783 W CN2022110783 W CN 2022110783W WO 2023236342 A1 WO2023236342 A1 WO 2023236342A1
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interface
outlet
way valve
inlet
branch
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PCT/CN2022/110783
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English (en)
French (fr)
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王轩
殷艺玮
田华
舒歌群
王瑞
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天津大学
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Publication of WO2023236342A1 publication Critical patent/WO2023236342A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/29—Constructional details of the coolers, e.g. pipes, plates, ribs, insulation or materials
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6569—Fluids undergoing a liquid-gas phase change or transition, e.g. evaporation or condensation
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
    • H05K7/00—Constructional details common to different types of electric apparatus
    • H05K7/20—Modifications to facilitate cooling, ventilating, or heating
    • H05K7/20218—Modifications to facilitate cooling, ventilating, or heating using a liquid coolant without phase change in electronic enclosures
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
    • H05K7/00—Constructional details common to different types of electric apparatus
    • H05K7/20—Modifications to facilitate cooling, ventilating, or heating
    • H05K7/20218—Modifications to facilitate cooling, ventilating, or heating using a liquid coolant without phase change in electronic enclosures
    • H05K7/20281—Thermal management, e.g. liquid flow control

Definitions

  • the present invention relates to the technical field of energy utilization, and in particular to an integrated vehicle central thermal management system for hybrid electric vehicles.
  • hybrid vehicles including hybrid trucks, they have complex thermal management systems, which mainly include four subsystems: battery thermal management subsystem, interior air conditioning thermal management subsystem, electrical appliance thermal management subsystem and internal combustion engine thermal management subsystem. system.
  • the purpose of the present invention is to provide an integrated vehicle central thermal management system for hybrid electric vehicles in view of the technical defects existing in the existing technology.
  • the present invention provides an integrated vehicle central thermal management system for hybrid vehicles, including a waste heat recovery system branch, a refrigeration branch, a cooling water branch, an internal combustion engine waste heat branch and an in-vehicle energy supply branch. ;
  • the waste heat recovery system branch is connected to the internal combustion engine waste heat branch. It is used to absorb part of the waste heat in the flue gas, cylinder jacket water, recirculated exhaust gas EGR and supercharged air emitted by the internal combustion engine in the internal combustion engine waste heat branch, and convert it into Useful work is output externally;
  • the refrigeration branch is connected to the cooling water branch and is used to generate low-temperature cooling to maintain the temperature of the cooling water and ensure that the cooling water in the cooling water branch has enough coldness to maintain the normal operation of the vehicle interior environment, electrical appliances and batteries. temperature;
  • the cooling water branch is used to absorb the heat generated by the vehicle interior, electrical appliances and batteries through cooling water, and maintain the normal operating temperature of the vehicle interior environment, electrical appliances and batteries;
  • the internal combustion engine waste heat branch is connected to the waste heat recovery system branch and is used to transfer most of the waste heat in the flue gas, cylinder jacket water, recirculated exhaust gas EGR and supercharged air exhausted by the internal combustion engine to the waste heat Recycling system branch;
  • the energy supply branch in the car is connected to the refrigeration branch and is used to absorb the heat in the car and transfer the heat in the car to the refrigeration branch.
  • the present invention provides an integrated vehicle central thermal management system for hybrid vehicles, which is scientifically designed and uses a Rankine cycle internal combustion engine waste heat recovery system. All thermal management systems of the hybrid vehicle are efficiently coupled to promote complementary collaboration among subsystems such as the battery thermal management subsystem, vehicle air conditioning thermal management subsystem, electrical appliance thermal management subsystem and internal combustion engine thermal management subsystem, significantly improving the vehicle's thermal management system. Energy efficiency is of great practical significance.
  • Figure 1 is an overall structural diagram of an integrated vehicle central thermal management system for hybrid vehicles provided by the present invention
  • FIG 2 is a working principle diagram of an integrated vehicle central thermal management system for hybrid vehicles provided by the present invention. Its working mode is in the cold power mode; in Figure 2, the dotted line represents that the flow path is cut off and there is no circulation. ;
  • FIG 3 is a working principle diagram of an integrated vehicle central thermal management system for hybrid vehicles provided by the present invention, and its working mode is in the thermoelectric mode; in Figure 3, the dotted line represents that the flow path is cut off and there is no circulation;
  • Figure 4 is a working principle diagram of an integrated vehicle central thermal management system for hybrid vehicles provided by the present invention, and its working mode is in the heat release mode; in Figure 4, the dotted line represents that the flow path is cut off and there is no circulation. ;
  • FIG. 5 is a working principle diagram of an integrated vehicle central thermal management system for hybrid vehicles provided by the present invention. Its working mode is in the heat charging mode. In Figure 5, the dotted line represents that the flow path is cut off and there is no circulation. .
  • connection should be understood in a broad sense.
  • connection or integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be an internal connection between two components.
  • the present invention provides an integrated vehicle central thermal management system for hybrid vehicles, including an internal combustion engine 1, a flue gas heat exchanger 2, an expander 3, a regenerator 4, and a compressor 5 , Jacket water heat exchanger 6, Charge air heat exchanger 7, EGR (exhaust gas recirculation) heat exchanger 8, Condenser 9, Storage tank 10, Working medium pump 11, Cooler 12, Electrical radiator 13, Vehicle evaporator 14, vehicle radiator 15, battery cooling evaporator 16, resistance heater (PTC) 17, electrical appliance cooling branch pump 18, battery cooling branch pump 19, battery radiator 20 and circulation pump 21;
  • EGR exhaust gas recirculation
  • the invention provides an integrated vehicle central thermal management system for hybrid vehicles, which specifically includes a waste heat recovery system branch, a refrigeration branch, a cooling water branch, an internal combustion engine waste heat branch and an in-vehicle energy supply branch;
  • the waste heat recovery system branch is connected to the internal combustion engine waste heat branch and is used to absorb part of the waste heat in the flue gas, cylinder jacket water, recirculated exhaust gas EGR and supercharged air emitted by the internal combustion engine 1 in the internal combustion engine waste heat branch, and convert it into To output useful work to the outside world (specifically, to drive the expander 3 to expand and do work after turning into a high-temperature gaseous working fluid);
  • the refrigeration branch is connected to the cooling water branch and is used to generate low-temperature cooling to maintain the temperature of the cooling water and ensure that the cooling water in the cooling water branch has enough coldness to maintain the normal operation of the vehicle interior environment, electrical appliances and batteries. Temperature; specifically: absorbing the heat of the refrigerant of the in-vehicle air conditioner through the in-vehicle evaporator 14, and absorbing the heat of the cooling water in the cooling water branch through the battery cooling evaporator 16;
  • the cooling water branch is used to absorb the heat generated by the vehicle interior, electrical appliances and batteries through cooling water, and maintain the normal operating temperature of the vehicle interior environment, electrical appliances and batteries;
  • the internal combustion engine waste heat branch is connected to the waste heat recovery system branch and is used to transfer most of the waste heat in the flue gas, cylinder jacket water, recirculated exhaust gas EGR and supercharged air exhausted by the internal combustion engine 1 in the internal combustion engine waste heat branch to Waste heat recovery system branch;
  • the energy supply branch in the car is connected to the refrigeration branch and is used to absorb the heat in the car and transfer the heat in the car to the refrigeration branch.
  • the waste heat recovery system branch includes flue gas heat exchanger 2, first three-way valve 111, expander 3, regenerator 4, fourth three-way valve 114, condenser 9, first regulating valve 121, sixth Three-way valve 116, storage tank 10, working fluid pump 11, EGR heat exchanger 8, charge air heat exchanger 7, jacket water heat exchanger 6, third three-way valve 113 and second three-way valve 112;
  • the refrigeration branch includes a sixth three-way valve 116, a first expansion regulating valve 131, an in-vehicle evaporator 14, a third regulating valve 123, a second expansion regulating valve 132, a battery cooling evaporator 16, a fourth regulating valve 124, a compression Machine 5, fifth three-way valve 115 and fourth three-way valve 114;
  • the cooling water branch includes a delivery pump 22, a battery radiator 20, a battery cooling branch pump 19, a seventh three-way valve 117, a second regulating valve 122, a battery cooling evaporator 16, a cooler 12, and an electrical appliance cooling branch pump 18 , electrical radiator 13, resistance heater 17 and fifth regulating valve 125;
  • the internal combustion engine waste heat branch includes the internal combustion engine 1, EGR heat exchanger 8, charge air heat exchanger 7 and cylinder jacket water heat exchanger 6;
  • the in-vehicle energy supply branch includes an in-vehicle radiator 15, an in-vehicle evaporator 14 and a circulation pump 21;
  • the hot side inlet of the flue gas heat exchanger 2 is connected with the flue gas outlet of the internal combustion engine 1;
  • the cold side inlet of the flue gas heat exchanger 2 is connected to the third interface of the second three-way valve 112;
  • the cold side outlet of the flue gas heat exchanger 2 is connected to the first interface of the first three-way valve 111;
  • the second interface of the first three-way valve 111 is connected to the outlet of the expander 3;
  • the third interface of the first three-way valve 111 is connected to the inlet of the expander 3;
  • the outlet of the expander 3 is also connected to the hot side inlet of the regenerator 4;
  • the hot side outlet of the regenerator 4 is connected to the first interface of the fourth three-way valve 114;
  • the second interface of the fourth three-way valve 114 is connected to the inlet of the condenser 9 and the inlet of the first regulating valve 121 respectively;
  • the third interface of the fourth three-way valve 114 is connected to the first interface of the fifth three-way valve 115;
  • the second interface of the second three-way valve 112 is connected to the cold side outlet of the regenerator 4;
  • the first interface of the second three-way valve 112 is connected to the third interface of the third three-way valve 113;
  • the second interface of the third three-way valve 113 is connected to the cold side inlet of the regenerator
  • the first interface of the third three-way valve 113 is connected to the cold side outlet of the jacket water heat exchanger 6;
  • the cold side inlet of the jacket water heat exchanger 6 is connected to the cold side outlet of the charge air heat exchanger 7 and the cold side outlet of the EGR heat exchanger 8 respectively;
  • the hot side inlet of the jacket water heat exchanger 6 is connected to the jacket water outlet of the internal combustion engine 1;
  • the hot side outlet of the jacket water heat exchanger 6 is connected to the jacket water inlet of the internal combustion engine 1;
  • the cold side inlet of the charge air heat exchanger 7 is connected to the outlet of the working fluid pump 11;
  • the outlet of the working fluid pump 11 is also connected to the cold side inlet of the EGR heat exchanger 8;
  • the hot side inlet of the charge air heat exchanger 7 is connected to the charge air outlet on the internal combustion engine 1;
  • the hot side outlet of the charge air heat exchanger 7 is connected to the charge air inlet of the internal combustion engine 1;
  • the hot side inlet of the EGR (exhaust gas recirculation) heat exchanger 8 is connected to the exhaust gas recirculation (EGR) outlet on the internal combustion engine 1;
  • the hot side outlet of the EGR heat exchanger 8 is connected to the recirculated exhaust gas (EGR) inlet on the internal combustion engine 1;
  • the inlet of the working medium pump 11 is connected with the outlet of the storage tank 10;
  • the inlet of the storage tank 10 is connected to the third interface of the sixth three-way valve 116;
  • the first interface of the sixth three-way valve 116 is connected to the outlet of the condenser 9;
  • the second interface of the sixth three-way valve 116 is connected to the outlet of the first regulating valve 121 and the inlet of the first expansion regulating valve 131 and the inlet of the second expansion regulating valve 132 respectively;
  • the third interface of the fifth three-way valve 115 is connected to the outlet of the compressor 5;
  • the inlet of the compressor 5 is connected to the second interface of the fifth three-way valve 115, the outlet of the third regulating valve 123, and the outlet of the fourth regulating valve 124 respectively;
  • the inlet of the third regulating valve 123 is connected to the second interface on the right side of the evaporator 14 in the vehicle;
  • the inlet of the fourth regulating valve 124 is connected to the second interface on the right side of the battery cooling evaporator 16;
  • the first interface on the left side of the in-vehicle evaporator 14 is connected to the outlet of the first expansion regulating valve 131;
  • the first interface on the left side of the battery cooling evaporator 16 is connected to the outlet of the second expansion regulating valve 132;
  • the third interface on the left side of the evaporator 14 in the vehicle is connected to the inlet of the circulation pump 21;
  • the outlet of the circulation pump 21 is connected to the first interface of the vehicle radiator 15;
  • the second interface of the interior radiator 15 is connected to the fourth interface on the right side of the interior evaporator 14;
  • the third interface on the left side of the battery cooling evaporator 16 is connected to the inlet of the resistance heater 17 (PTC) and the inlet of the battery radiator 20 respectively;
  • the fourth interface on the right side of the battery cooling evaporator 16 is connected to the third interface of the seventh three-way valve 117;
  • the second interface of the seventh three-way valve 117 is connected to the outlet of the resistance heater 17;
  • the first interface of the seventh three-way valve 117 is connected to the outlet of the battery cooling branch pump 19;
  • the inlet of the battery cooling branch pump 19 is connected with the outlet of the battery radiator 20 .
  • the hot side outlet of the flue gas heat exchanger 2 is connected to the external atmospheric environment, and is used to discharge the flue gas of the internal combustion engine into the atmosphere.
  • the second interface of the battery radiator 20 is also connected to the second interface of the second regulating valve 122;
  • the first interface of the second regulating valve 122 is connected to the inlet of the cooler 12 and the outlet of the electrical appliance radiator 13 respectively;
  • the outlet of the cooler 12 is connected to the inlet of the electrical cooling branch pump 18 and the second interface of the fifth regulating valve 125 respectively;
  • the outlet of the electrical appliance cooling branch pump 18 is connected to the inlet of the electrical appliance radiator 13;
  • the first interface of the fifth regulating valve 125 is connected to the inlet of the delivery pump 22;
  • the outlet of the delivery pump 22 is connected with the inlet of the battery radiator 20 .
  • the function of the internal combustion engine 1 is to generate power by burning fuel to provide power for the vehicle.
  • the function of the flue gas heat exchanger 2 is: the working fluid absorbs the residual heat of the flue gas discharged from the flue gas outlet of the internal combustion engine 1 and turns into a high-temperature gaseous working fluid before entering the inlet of the expander 3 .
  • the function of the expander 3 is: the high-temperature gaseous working fluid expands and performs work here, and then enters the hot side inlet of the regenerator 4 after turning into a low-temperature gaseous working fluid.
  • the function of the regenerator 4 is: the gaseous working fluid releases heat here, preheats the working fluid at the cold side inlet of the flue gas heat exchanger, and then enters the first interface of the fourth three-way valve 114 after it becomes a low-temperature gaseous working fluid;
  • the function of the compressor 5 is to compress and increase the pressure of the gaseous working fluid here, and then it becomes a high-pressure gaseous working fluid and is connected to the third interface of the fifth three-way valve 115;
  • the function of the jacket water heat exchanger 6 is: the working fluid absorbs the residual heat of the jacket water discharged from the jacket water outlet of the internal combustion engine 1, and then becomes a high-temperature working fluid and enters the first interface of the third three-way valve 113;
  • pressurized air heat exchanger 7 part of the working fluid absorbs the waste heat of the pressurized air, turns into a high-temperature working fluid, and then enters the cold side inlet of the jacket water heat exchanger 6;
  • EGR exhaust gas recirculation
  • the function of the EGR (exhaust gas recirculation) heat exchanger 8 is: part of the working fluid absorbs the waste heat of the recirculating exhaust gas discharged from the recirculating exhaust gas (EGR) outlet of the internal combustion engine 1, and then becomes a high-temperature working fluid and enters the cylinder liner water exchanger. Cold side inlet of heater 6;
  • the function of the condenser 9 is: the gaseous working fluid releases heat here and turns into a liquid working fluid before entering the first interface of the sixth three-way valve 116;
  • the function of the storage tank 10 is to store the liquid working fluid and send the liquid working fluid into the inlet of the working fluid pump 11;
  • the working fluid stored in the storage tank 10 is a refrigerant, such as carbon dioxide CO 2 and other substances that can be used as a power cycle working fluid.
  • the function of the working fluid pump 11 is: the liquid working fluid is pressurized here, and after it becomes a high-pressure liquid working fluid, it is divided into two paths, and enters the cold side inlet of the EGR heat exchanger 8 and the cold side inlet of the charge air heat exchanger 7 respectively. ;
  • the function of the cooler 12 is: the cooling water releases heat here, turns into low-temperature cooling water, and then is connected in two ways to the inlet of the fifth regulating valve and the electrical cooling branch pump 18;
  • the function of the electrical appliance radiator 13 is to absorb the heat generated by the vehicle electrical appliances through the cooling water, turn it into high-temperature cooling water, and then enter the entrance of the cooler 12;
  • the function of the in-vehicle evaporator 14 is: the liquid working fluid absorbs the heat of the in-vehicle air conditioning refrigerant, turns into a gaseous working fluid, and then enters the inlet of the third regulating valve 123 .
  • the function of the radiator 15 in the car is: the air-conditioning refrigerant absorbs the heat in the car, turns into a high-temperature working fluid, and is connected to the inlet of the circulation pump 21
  • the function of the battery cooling evaporator 16 is: the liquid working fluid absorbs the heat of the cooling water, turns into a gaseous working fluid and is connected to the fourth regulating valve 124;
  • PTC 17 The cooling water heats up here and becomes high-temperature cooling water and is connected to the inlet of the battery radiator 20;
  • Electrical appliance cooling branch pump 18 Part of the cooling water is pressurized here and delivered to the inlet of the electrical appliance radiator 13;
  • Battery cooling branch pump 19 The cooling water is pressurized here and delivered to the inlet of the battery cooling evaporator 16;
  • Battery radiator 20 The cooling water exchanges heat with the battery here. After the temperature changes, it is connected to the inlet of the battery cooling branch pump 19 and the second regulating valve 122;
  • Circulation pump 21 The cooling fluid is pressurized here and delivered to the inlet of the radiator 15 in the vehicle.
  • Transfer pump 22 used to transfer cooling water to the inlet of the battery radiator 20.
  • the internal combustion engine is a vehicle internal combustion engine and is not limited to a specific manufacturer.
  • Other heat exchangers and pumps are not limited to specific manufacturers and types. All types of heat exchangers and pumps that meet the above functions can be used.
  • the entire system is mainly divided into five branches: the waste heat recovery system branch, the refrigeration branch, the cooling water branch, the internal combustion engine waste heat branch and In-vehicle energy supply branch.
  • the working fluid of the waste heat recovery system branch and the refrigeration branch are the same.
  • the working fluid of the waste heat recovery system branch and the refrigeration branch are the same, and carbon dioxide CO 2 or organic working fluid (such as R245fa) is usually used as the circulating working fluid;
  • the cooling water branch usually uses water as the working fluid
  • the working fluid between the internal combustion engine 1 and the flue gas heat exchanger 2 and the EGR heat exchanger 8 is flue gas
  • the working fluid between the internal combustion engine 1 and the cylinder water heat exchanger 6 is water
  • the working fluid between the internal combustion engine 1 and the charge air heat exchanger 7 is air
  • the energy supply branch in the vehicle can use working fluids such as water.
  • the integrated vehicle central thermal management system for hybrid vehicles provided by the present invention includes the following four working modes:
  • FIG 2 is a working principle diagram of an integrated vehicle central thermal management system for hybrid vehicles provided by the present invention, and its working mode is in the cold power mode; see Figure 2, in Figure 2, the dotted line represents the flow The road is cut off and there is no circulation;
  • the integrated vehicle central thermal management system of the present invention is controlled to run in the cold power mode.
  • first close the first regulating valve 121 close the interface between the first three-way valve 111 and the outlet of the expander 3, close the interface between the second three-way valve 112 and the third three-way valve 113, and close the fifth three-way valve.
  • the interface between the valve 115 and the outlet of the compressor 5 closes the interface between the seventh three-way valve 117 and the inlet of the resistance heater (PTC) 17;
  • the hot side inlet of the flue gas heat exchanger 2 in the waste heat recovery system branch is connected to the flue gas outlet of the internal combustion engine 1, and the cold side outlet of the flue gas heat exchanger 2 is connected to the first three-way valve 111.
  • the first interface, the second interface of the first three-way valve 111 is closed, the third interface of the first three-way valve 111 is connected to the inlet of the expander 3; the outlet of the expander 3 is connected to the hot side inlet of the regenerator 4, and the regenerator
  • the hot side outlet of 4 is connected to the first interface of the fourth three-way valve 114; the second interface of the fourth three-way valve 114 is connected to the inlet of the condenser 9, the first regulating valve 121 is closed, and the fourth three-way valve 114
  • the third interface is connected to the first interface of the fifth three-way valve 115;
  • the outlet of the condenser 9 is connected to the first interface of the sixth three-way valve 116, and the second interface of the sixth three-way valve 116 is connected to the inlet of the first expansion regulating valve 131 and the second expansion regulating valve 132 respectively.
  • the third interface of the valve 116 is connected with the inlet of the storage tank 10;
  • the outlet of the storage tank 10 is connected to the inlet of the working fluid pump 11.
  • the working fluid at the outlet of the working fluid pump 11 is divided into two channels. One channel enters the cold side inlet of the EGR heat exchanger 8, and the other channel enters the cold side of the pressurized air heat exchanger 7. Inlet; the cold side outlet working fluid of the EGR heat exchanger 8 and the cold side outlet working fluid of the charge air heat exchanger 7 merge and are connected to the cold side inlet of the jacket water heat exchanger 6.
  • the cold side outlet of the jacket water heat exchanger 6 The side outlet is connected to the first interface of the third three-way valve 113, the second interface of the third three-way valve 113 is connected to the cold side inlet of the regenerator 4, and the third interface of the third three-way valve 113 is closed;
  • the cold side outlet of the regenerator 4 is connected to the second interface of the second three-way valve 112, and the third interface of the second three-way valve 112 is connected to the cold side inlet of the flue gas heat exchanger 2;
  • the working fluid coming out of the second port of the sixth three-way valve 116 in the refrigeration branch is divided into two paths.
  • One path is connected to the cold side inlet of the evaporator 14 in the vehicle through the first expansion regulating valve 131, and the evaporation in the vehicle is
  • the cold side outlet of the device 14 is connected to the third regulating valve 123;
  • the other channel is connected to the cold side inlet of the battery cooling evaporator 16 through the second expansion regulating valve 132, and the cold side outlet of the battery cooling evaporator 16 is connected to the fourth regulating valve 124.
  • the working fluid at the outlet of the fourth regulating valve 124 and the third regulating valve 123 merges and flows into the inlet of the compressor 5.
  • the outlet of the compressor 5 is connected to the third interface of the fifth three-way valve 115;
  • the second interface is closed, and the first interface of the third-way valve 115 is connected to the third interface of the fourth three-way valve 114;
  • the outlet of the battery radiator 20 in the cooling water branch is divided into two channels, one of which is connected to the inlet of the battery cooling branch pump 19, and the outlet of the battery cooling branch pump 19 is connected to the first port of the seventh three-way valve 117.
  • the second interface of the seventh three-way valve 117 is closed, and the third interface of the seventh three-way valve 117 is connected to the hot side inlet of the battery cooling evaporator 16 (this is the third interface of the battery cooling evaporator 16).
  • Four interfaces are connected;
  • the outlet of the second regulating valve 122 is connected to the inlet of the cooler 12.
  • the outlet of the cooler 12 is divided into two channels. One channel is connected to the inlet of the electrical appliance cooling branch pump 18.
  • the outlet of the electrical appliance cooling branch pump 18 is connected to the inlet of the electrical appliance radiator 13. connected, the outlet of the electrical appliance radiator 13 merges into the inlet of the cooler 12; the other road is connected to the fifth regulating valve 125, the outlet working fluid of the fifth regulating valve 125 is connected to the inlet of the delivery pump 22, and the outlet of the delivery pump 22 is connected to the battery cooling evaporator 16
  • the working fluids at the hot side outlet are combined and connected to the inlet of the battery radiator 20 .
  • the EGR (recirculated exhaust gas) of the internal combustion engine 1 in the internal combustion engine waste heat branch enters the EGR heat exchanger 8 through the hot side inlet of the EGR heat exchanger 8 and returns through the hot side outlet of the EGR heat exchanger 8
  • the charge air of the internal combustion engine 1 enters the charge air heat exchanger 7 through the hot side inlet of the charge air heat exchanger 7, and returns to the internal combustion engine 1 through the hot side outlet of the charge air heat exchanger 7
  • the jacket water enters the jacket water heat exchanger 6 through the hot side inlet of the jacket water heat exchanger 6 and returns to the internal combustion engine 1 through the hot side outlet of the jacket water heat exchanger 6 .
  • the outlet of the in-vehicle radiator 15 in the in-vehicle energy supply branch is connected to the hot side inlet of the in-vehicle evaporator 14, and the hot side outlet of the in-vehicle evaporator 14 is connected to the inlet of the circulation pump 21 Connected, the outlet of the circulation pump 21 is connected with the inlet of the radiator 15 in the vehicle.
  • FIG 3 is a working principle diagram of an integrated vehicle central thermal management system for hybrid vehicles provided by the present invention, and its working mode is in the thermoelectric mode; see Figure 3, in Figure 3, the dotted line represents the flow path cut off, out of circulation;
  • the integrated vehicle central thermal management system of the present invention is controlled to operate in the thermoelectric mode.
  • the hot side inlet of the flue gas heat exchanger 2 in the waste heat recovery system branch is connected to the flue gas outlet of the internal combustion engine 1, and the cold side outlet of the flue gas heat exchanger 2 is connected to the first three-way valve 111
  • the first interface of the three-way valve 111 is connected to the inlet of the expander 3, and the second interface of the three-way valve 111 is closed;
  • the outlet of the expander 3 is connected to the hot side inlet of the regenerator 4, and the hot side outlet of the regenerator 4 is connected to the first interface of the fourth three-way valve 114; the second interface of the fourth three-way valve 114 is connected to the condenser 9 The inlet is connected to the first regulating valve 121, and the third interface of the fourth three-way valve 114 is connected to the first interface of the fifth three-way valve 115;
  • the outlet of the condenser 9 is connected to the first interface of the sixth three-way valve 116, the second interface of the sixth three-way valve 116 is closed, and the third interface of the sixth three-way valve 116 is connected to the inlet of the storage tank 10;
  • the outlet of the storage tank 10 is connected to the inlet of the working fluid pump 11.
  • the working fluid at the outlet of the working fluid pump 11 is divided into two channels. One channel enters the cold side inlet of the EGR heat exchanger 8, and the other channel enters the cold side inlet of the charge air heat exchanger 7. ;
  • the cold side outlet of jacket water heat exchanger 6 is connected to the cold side outlet of EGR heat exchanger 8.
  • the first interface of the third three-way valve 113 is connected to the cold side inlet of the regenerator 4.
  • the third interface of the third three-way valve 113 is connected to the cold side inlet of the second three-way valve 112.
  • the first interface is closed, the cold side outlet of the regenerator 4 is connected to the second interface of the second three-way valve 112, and the third interface of the second three-way valve 112 is connected to the cold side inlet of the flue gas heat exchanger 2;
  • the refrigeration branch becomes the heating branch at this time, and the working fluid flow direction is opposite to that in the cold power mode.
  • the in-vehicle evaporator 14 and the battery cooling evaporator 16 function as an in-vehicle heater and battery heating respectively. function of the device;
  • the third interface of the fourth three-way valve 114 is connected to the first interface of the fifth three-way valve 115, and the second interface of the third three-way valve 115 is connected to the third regulating valve 123 and the fourth regulating valve 124 respectively.
  • the third interface of the through valve 115 is closed; the outlet of the third regulating valve 123 is connected to the hot side inlet of the in-vehicle evaporator 14 (acting as an in-vehicle heater at this time), and the outlet of the fourth regulating valve 124 is connected to the battery cooling evaporator 16 ( At this time, it serves as the hot side inlet of the battery heater).
  • the hot side outlets of the in-vehicle evaporator 14 and the battery cooling evaporator 16 are respectively connected to the first expansion regulating valve 131 and the second expansion regulating valve 132.
  • the first expansion regulating valve 131 and The outlets of the second expansion regulating valve 132 converge and are then connected to the inlet of the first regulating valve 121, and the outlet of the first regulating valve 121 is connected to the inlet of the condenser 9;
  • the cooling water branch With the cooling water branch, due to the closing of the second regulating valve 122 and the fifth regulating valve 125, the cooling water branch becomes two independent circuits: the first circuit is the battery heating branch. At this time, the cooling water branch The flow direction of the working fluid in the path is opposite to that in the cold power mode.
  • the outlet of the battery radiator 20 is connected to the resistance heater 17 and the cold side inlet of the battery cooling evaporator 16 (acting as a battery heater at this time).
  • the battery cooling evaporator 16 The cold side outlet (acting as a battery heater at this time) is connected to the third interface of the three-way valve 117, the outlet of the resistance heater 17 is connected to the second interface of the seventh three-way valve 117, and the first interface of the seventh three-way valve 117 The interface is connected to the inlet of the battery heating branch pump 19, and the outlet of the battery heating branch pump 19 is connected to the inlet of the battery radiator 20;
  • the second circuit is the electrical cooling branch.
  • the outlet of the electrical cooling branch pump 18 is connected to the inlet of the electrical radiator 13.
  • the outlet of the electrical radiator 13 is connected to the inlet of the cooler 12.
  • the outlet of the cooler 12 is connected to the inlet of the electrical cooling branch pump 18. .
  • the working mode of the internal combustion engine waste heat branch is exactly the same as that in the cold power mode. That is, the same is true: the EGR (recirculated exhaust gas) of the internal combustion engine 1 in the internal combustion engine waste heat branch enters the EGR heat exchanger 8 through the hot side inlet of the EGR heat exchanger 8 and returns to the internal combustion engine 1 through the hot side outlet of the EGR heat exchanger 8 ;
  • the charge air of the internal combustion engine 1 enters the charge air heat exchanger 7 through the hot side inlet of the charge air heat exchanger 7 , and returns to the internal combustion engine 1 through the hot side outlet of the charge air heat exchanger 7 ;
  • the cylinder liner of the internal combustion engine 1 Water enters the jacket water heat exchanger 6 through the hot side inlet of the jacket water heat exchanger 6, and returns to the internal combustion engine 1 through the hot side outlet of the jacket water heat exchanger 6;
  • the flow direction of the working fluid in the in-vehicle energy supply branch is opposite to that in the cold power mode.
  • the outlet of the in-vehicle radiator 15 is connected to the inlet of the circulation pump 21, and the outlet of the circulation pump 21 is connected to the inlet of the circulation pump 21.
  • the cold side inlet of the interior evaporator 14 (acting as an interior heater at this time) is connected, and the cold side outlet of the interior evaporator 14 is connected with the inlet of the interior radiator 15 .
  • Figure 4 is a working principle diagram of an integrated vehicle central thermal management system for hybrid vehicles provided by the present invention, and its working mode is in the heat release mode; see Figure 4, in Figure 4, the dotted line represents the flow The road is cut off and there is no circulation;
  • the integrated vehicle central thermal management system of the present invention is controlled to operate in a heat release mode.
  • the internal combustion engine 1 is stopped, the first regulating valve 121, the second regulating valve 122 and the fifth regulating valve 125 are closed, the interface between the first three-way valve 111 and the inlet of the expander 3 is closed, and the fourth three-way valve 114 is closed.
  • the interface with the inlet of the condenser 9 is closed.
  • the interface between the fifth three-way valve 115 and the outlet of the compressor 5 is closed.
  • the interface between the second three-way valve 112 and the cold side outlet of the regenerator 4 is closed.
  • the third three-way valve 113 and the return outlet are closed.
  • the waste heat recovery system branch and the refrigeration branch (used as the heating branch at this time) become a circulation loop, and the hot side inlet of the flue gas heat exchanger 2 is connected to the flue gas outlet of the internal combustion engine 1 , the cold side outlet of the flue gas heat exchanger 2 is connected to the first interface of the first three-way valve 111, the second interface of the first three-way valve 111 is connected to the outlet of the expander 3, and the third interface of the first three-way valve 111 The interface is closed;
  • the outlet of the expander 3 is connected to the hot side inlet of the regenerator 4.
  • the hot side outlet of the regenerator 4 is connected to the first interface of the fourth three-way valve 114.
  • the second interface of the fourth three-way valve 114 is closed.
  • the third interface of the four-way three-way valve 114 is connected to the first interface of the fifth three-way valve 115, and the second interface of the fifth three-way valve 115 is connected to the third regulating valve 123 and the fourth regulating valve 124 respectively.
  • the third interface of the three-way valve 115 is closed; the outlet of the third regulating valve 123 is connected to the hot side inlet of the in-vehicle evaporator 14 (acting as an in-vehicle heater at this time), and the outlet of the fourth regulating valve 124 is connected to the battery cooling evaporator 16 ( At this time, it serves as the inlet of the battery heater.
  • the hot side outlets of the in-vehicle evaporator 14 and the battery cooling evaporator 16 are respectively connected to the first expansion regulating valve 131 and the second expansion regulating valve 132.
  • the first expansion regulating valve 131 and the second expansion regulating valve The outlets of the valves 132 converge and are then connected to the second interface of the sixth three-way valve 116;
  • the first interface of the sixth three-way valve 116 is closed, and the third interface of the sixth three-way valve 116 is connected to the inlet of the storage tank 10; the outlet of the storage tank 10 is connected to the inlet of the working medium pump 11, and the outlet of the working medium pump 11
  • the working fluid is divided into two paths, one enters the cold side inlet of EGR heat exchanger 8, and the other enters the cold side inlet of charge air heat exchanger 7; the working fluid at the cold side outlet of EGR heat exchanger 8 and the cold side of charge air heat exchanger 7 After the side outlet working fluids merge, they are connected to the cold side inlet of the jacket water heat exchanger 6.
  • the cold side outlet of the jacket water heat exchanger 6 is connected to the first interface of the third three-way valve 113.
  • the third three-way valve 113 The second interface of the second three-way valve 113 is closed, the third interface of the third three-way valve 113 is connected to the first interface of the second three-way valve 112, the second interface of the second three-way valve 112 is closed, and the third interface of the second three-way valve 112 is closed.
  • the interface is connected to the cold side inlet of the flue gas heat exchanger 2.
  • the cooling water branch For the cooling water branch, due to the closing of the second regulating valve 122 and the fifth regulating valve 125, the cooling water branch becomes two independent circuits: the first circuit is the battery heating branch. At this time, the cooling water branch The flow direction of the working fluid in the road is opposite to that in the cold power mode.
  • the outlet of the battery radiator 20 is connected to the resistance heater 17 and the cold side inlet of the battery cooling evaporator 16.
  • the cold side outlet of the battery cooling evaporator 16 is connected to the three-way valve.
  • the outlet of the resistance heater 17 is connected to the second interface of the seventh three-way valve 117
  • the third interface of the seventh three-way valve 117 is connected to the inlet of the battery heating branch pump 19, and the battery heating branch
  • the outlet of the pump 19 is connected to the inlet of the battery radiator 20;
  • the second circuit is the electrical cooling branch.
  • the outlet of the electrical cooling branch pump 18 is connected to the inlet of the electrical radiator 13.
  • the outlet of the electrical radiator 13 is connected to the inlet of the cooler 12.
  • the outlet of the cooler 12 is connected to the inlet of the electrical cooling branch pump 18. ;
  • the internal combustion engine waste heat branch does not work at this time.
  • the working mode of the in-vehicle energy supply branch is exactly the same as that in the thermoelectric mode. Specifically: the flow direction of the working fluid in the vehicle energy supply branch is opposite to that in the cold power mode.
  • the outlet of the vehicle radiator 15 is connected to the inlet of the circulation pump 21, and the outlet of the circulation pump 21 is connected to the vehicle evaporator 14 ( At this time, the cold side inlet of the in-vehicle heater (acting as an in-vehicle heater) is connected, and the cold-side outlet of the in-vehicle evaporator 14 is connected with the inlet of the in-vehicle radiator 15 .
  • FIG. 5 is a working principle diagram of an integrated vehicle central thermal management system for hybrid vehicles provided by the present invention. Its working mode is in the heat charging mode. See Figure 5. In Figure 5, the dotted line represents the flow The road is cut off and there is no circulation;
  • the integrated vehicle central thermal management system of the present invention is controlled to run in the heat charging mode.
  • the internal combustion engine 1 operates, closing the second regulating valve 122 and the fifth regulating valve 125, closing the interface between the first three-way valve 111 and the outlet of the expander 3, and closing the interface between the fourth three-way valve 114 and the inlet of the condenser 9.
  • interface close the interface between the fifth three-way valve 115 and the outlet of compressor 5, close the interface between the second three-way valve 112 and the cold side outlet of regenerator 4, and close the interface between the third three-way valve 113 and the cold side inlet of the regenerator. interface.
  • the hot side inlet of the flue gas heat exchanger 2 is connected to the flue gas of the internal combustion engine 1, and the cold side outlet of the flue gas heat exchanger 2 is connected to the third port of the first three-way valve 111.
  • An interface, the second interface of the first three-way valve 111 is connected to the outlet of the expander 3, and the third interface of the first three-way valve 111 is closed;
  • the outlet of the expander 3 is connected to the hot side inlet of the regenerator 4, the hot side outlet of the regenerator 4 is connected to the first interface of the fourth three-way valve 114, and the second interface of the fourth three-way valve 114 is connected to the first interface.
  • the regulating valve 121 is connected, and the third interface of the fourth three-way valve 114 is connected to the first interface of the fifth three-way valve 115;
  • the first regulating valve 121 is connected to the second interface of the sixth three-way valve 116, the first interface of the sixth three-way valve 116 is closed, and the third interface of the sixth three-way valve 116 is connected to the inlet of the storage tank 10;
  • the outlet of the storage tank 10 is connected to the inlet of the working fluid pump 11.
  • the working fluid at the outlet of the working fluid pump 11 is divided into two paths. One path enters the cold side inlet of the EGR heat exchanger 8, and the other path enters the cold side inlet of the charge air heat exchanger 7. side entrance;
  • the refrigeration branch becomes the heating branch at this time, and the working fluid flow direction is opposite to that in the cold power mode.
  • the in-vehicle evaporator 14 and the battery cooling evaporator 16 function as an in-vehicle heater and battery heating respectively. function of the device;
  • the third interface of the fourth three-way valve 114 is connected to the first interface of the fifth three-way valve 115, and the second interface of the third three-way valve 115 is connected to the third regulating valve 123 and the fourth regulating valve 124 respectively.
  • the third interface of the through valve 115 is closed; the outlet of the third regulating valve 123 is connected to the hot side inlet of the in-vehicle evaporator 14, and the outlet of the fourth regulating valve 124 is connected to the hot side inlet of the battery cooling evaporator 16.
  • the in-vehicle evaporator 14 The hot side outlet of the battery cooling evaporator 16 is connected to the first expansion regulating valve 131 and the second expansion regulating valve 132 respectively.
  • the outlets of the first expansion regulating valve 131 and the second expansion regulating valve 132 are converging, and then connected to the sixth three-way valve. 116 is connected to the second interface.
  • the cooling water branch For the cooling water branch, due to the closing of the second regulating valve 122 and the fifth regulating valve 125, the cooling water branch becomes two independent circuits: the first circuit is the battery heating branch. At this time, the cooling water branch The flow direction of the working fluid in the road is opposite to that in the cold power mode.
  • the outlet of the battery radiator 20 is connected to the resistance heater 17 and the cold side inlet of the battery cooling evaporator 16.
  • the cold side outlet of the battery cooling evaporator 16 is connected to the three-way valve.
  • the outlet of the resistance heater 17 is connected to the second interface of the seventh three-way valve 117
  • the third interface of the seventh three-way valve 117 is connected to the inlet of the battery heating branch pump 19, and the battery heating branch
  • the outlet of the pump 19 is connected to the inlet of the battery radiator 20;
  • the second circuit is the electrical cooling branch.
  • the outlet of the electrical cooling branch pump 18 is connected to the inlet of the electrical radiator 13.
  • the outlet of the electrical radiator 13 is connected to the inlet of the cooler 12.
  • the outlet of the cooler 12 is connected to the inlet of the electrical cooling branch pump 18. ;
  • the working mode of the internal combustion engine waste heat branch is exactly the same as that in the thermoelectric mode. That is, the same is true: the EGR (recirculated exhaust gas) of the internal combustion engine 1 in the internal combustion engine waste heat branch enters the EGR heat exchanger 8 through the hot side inlet of the EGR heat exchanger 8 and returns to the internal combustion engine 1 through the hot side outlet of the EGR heat exchanger 8 ;
  • the charge air of the internal combustion engine 1 enters the charge air heat exchanger 7 through the hot side inlet of the charge air heat exchanger 7 , and returns to the internal combustion engine 1 through the hot side outlet of the charge air heat exchanger 7 ;
  • the cylinder liner of the internal combustion engine 1 Water enters the jacket water heat exchanger 6 through the hot side inlet of the jacket water heat exchanger 6, and returns to the internal combustion engine 1 through the hot side outlet of the jacket water heat exchanger 6;
  • the working mode of the in-vehicle energy supply branch is exactly the same as that in the thermoelectric mode. Specifically: the flow direction of the working fluid in the vehicle energy supply branch is opposite to that in the cold power mode.
  • the outlet of the vehicle radiator 15 is connected to the inlet of the circulation pump 21, and the outlet of the circulation pump 21 is connected to the vehicle evaporator 14 ( At this time, the cold side inlet of the in-vehicle heater (acting as an in-vehicle heater) is connected, and the cold-side outlet of the in-vehicle evaporator 14 is connected with the inlet of the in-vehicle radiator 15 .
  • the integrated vehicle central thermal management system for hybrid vehicles provided by the present invention has the following beneficial effects:
  • the Rankine cycle, the refrigeration cycle and the heating/cooling cycle can be coupled with the same working fluid to form a central thermal management system with a multi-mode compound variable cycle as the core.
  • thermoelectric cycle thermoelectric cycle
  • heat release cycle heat storage (heat charging) cycle
  • the demand for different energy of the entire vehicle is balanced by adjusting the work done by the Rankine cycle internal combustion engine waste heat recovery system and the heating and cooling ratio. Therefore, the present invention can perfectly and efficiently couple the vehicle thermal management system, promote complementary collaboration between various subsystems, and significantly improve the energy efficiency of the vehicle.
  • the present invention provides an integrated vehicle central thermal management system for hybrid vehicles, which is scientifically designed and uses a Rankine cycle internal combustion engine waste heat recovery system to recover all the energy of the hybrid vehicle.
  • the thermal management system is efficiently coupled to promote complementary collaboration among subsystems such as the battery thermal management subsystem, vehicle air conditioning thermal management subsystem, electrical appliance thermal management subsystem, and internal combustion engine thermal management subsystem, significantly improving the energy efficiency of the entire vehicle, which has significant implications. Practical significance.

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Abstract

一种针对混合动力汽车的集成式整车中央热管理系统，包括相互连接的内燃机（1）、烟气换热器（2）、膨胀机（3）、回热器（4）、压缩机（5）、缸套水换热器（6）、增压空气换热器（7）、再循环废气EGR换热器（8）、冷凝器（9）、贮存罐（10）、工质泵（11）、冷却器（12）、电器散热器（13）、车内蒸发器（14）、车内散热器（15）、电池冷却蒸发器（16）、电阻加热器（17）、电器冷却支路泵（18）、电池冷却支路泵（19）、电池散热器（20）以及循环泵（21）。通过朗肯循环内燃机余热回收系统将混合动力整车所有热管理系统高效耦合，促进电池热管理子系统、车内空调热管理子系统、电器热管理子系统和内燃机热管理子系统等各子系统间互补协同，显著提高整车的能效。

Description

一种针对混合动力汽车的集成式整车中央热管理系统 技术领域
本发明涉及能源利用技术领域，特别是涉及一种针对混合动力汽车的集成式整车中央热管理系统。
背景技术
对于包括混合动力卡车在内的混合动力汽车，其具有复杂的热管理系统，主要包括四个子系统：电池热管理子系统、车内空调热管理子系统、电器热管理子系统和内燃机热管理子系统。
目前，改善整车热管理系统的能效，主要有三种方式，即减少热负荷，提高热传递效率及利用余热。因此，建立整车集成式热管理系统，促进各子系统间互补协同，对提高整车能效意义重大。
国内外众多学者已对集成式热管理系统进行了研究，但是，基本是针对电池热管理、车内空调热管理以及电器热管理子系统的集成。而由于温度相差太大以及内燃机和电池运行时间不匹配的问题，目前内燃机热管理子系统同其他热管理子系统难以做到真正意义上的耦合。
发明内容
本发明的目的是针对现有技术存在的技术缺陷，提供一种针对混合动力汽车的集成式整车中央热管理系统。
为此，本发明提供了一种针对混合动力汽车的集成式整车中央热管理系统，包括余热回收系统支路、制冷支路、冷却水支路、内燃机余热支路以及车内供能支路；
余热回收系统支路，与内燃机余热支路相连接，用于吸收内燃机余热支路中的内燃机所排出的烟气、缸套水、再循环废气EGR及增压空气中的部分余热，并转化为有用功对外输出；
制冷支路，与冷却水支路相连接，用于产生低温冷量，以维持冷却水的温度，保证冷却水支路中的冷却水有足够冷量维持车内环境，电器和电池的 正常工作温度；
冷却水支路，用于通过冷却水来吸收车内、电器和电池产生的热量，维持车内环境，电器和电池的正常工作温度；
内燃机余热支路，与余热回收系统支路相连接，用于将内燃机余热支路中的内燃机所排出的烟气、缸套水、再循环废气EGR及增压空气中的大部分余热传递至余热回收系统支路；
车内供能支路，与制冷支路相连接，用于吸收车内的热量，并将车内热量传递至制冷支路。
由以上本发明提供的技术方案可见，与现有技术相比较，本发明提供了一种针对混合动力汽车的集成式整车中央热管理系统，其设计科学，通过朗肯循环内燃机余热回收系统将混合动力整车所有热管理系统高效耦合，促进电池热管理子系统、车内空调热管理子系统、电器热管理子系统和内燃机热管理子系统等各子系统间互补协同，显著提高整车的能效，具有重大的实践意义。
附图说明
图1为本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统的整体结构图；
图2为本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统，其工作模式处于冷电模式下的工作原理图；在图2中，虚线代表流路被切断，不流通；
图3为本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统，其工作模式处于热电模式下的工作原理图；在图3中，虚线代表流路被切断，不流通；
图4为本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统，其工作模式处于放热模式下的工作原理图；在图4中，虚线代表流路被切断，不流通；
图5为本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统，其工作模式处于充热模式下的工作原理图，在图5中，虚线代表流路被切断，不流通。
具体实施方式
下面将结合本发明的实施例，对本发明的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语“第一”、“第二”等仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”等的特征可以明示或者隐含地包括一个或者更多个该特征。在本发明的描述中，除非另有说明，“多个”的含义是两个或两个以上。
在本发明的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以通过具体情况理解上述术语在本发明中的具体含义。
下面将参考附图并结合实施例来详细说明本发明。
参见图1至图5，本发明提供了一种针对混合动力汽车的集成式整车中央热管理系统，包括内燃机1、烟气换热器2、膨胀机3、回热器4、压缩机5、缸套水换热器6、增压空气换热器7、EGR(再循环废气)换热器8、冷凝器9、贮存罐10、工质泵11、冷却器12、电器散热器13、车内蒸发器14、车内散热器15、电池冷却蒸发器16、电阻加热器(PTC)17、电器冷却支路泵18、电池冷却支路泵19、电池散热器20以及循环泵21；
本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统具体，包括余热回收系统支路、制冷支路、冷却水支路、内燃机余热支路以及 车内供能支路；
余热回收系统支路，与内燃机余热支路相连接，用于吸收内燃机余热支路中的内燃机1所排出的烟气、缸套水、再循环废气EGR及增压空气中的部分余热，并转化为有用功对外输出(具体为变成高温气态工质后驱动膨胀机3膨胀做功)；
制冷支路，与冷却水支路相连接，用于产生低温冷量，以维持冷却水的温度，保证冷却水支路中的冷却水有足够冷量维持车内环境，电器和电池的正常工作温度；具体为:通过车内蒸发器14吸收车内空调的载冷剂的热量，以及通过电池冷却蒸发器16吸收所述冷却水支路中的冷却水的热量；
冷却水支路，用于通过冷却水来吸收车内、电器和电池产生的热量，维持车内环境，电器和电池的正常工作温度；
内燃机余热支路，与余热回收系统支路相连接，用于将内燃机余热支路中的内燃机1所排出的烟气、缸套水、再循环废气EGR及增压空气中的大部分余热传递至余热回收系统支路；
车内供能支路，与制冷支路相连接，用于吸收车内的热量，并将车内热量传递至制冷支路。
其中，余热回收系统支路包括烟气换热器2、第一三通阀111、膨胀机3、回热器4、第四三通阀114、冷凝器9、第一调节阀121、第六三通阀116、贮存罐10、工质泵11、EGR换热器8、增压空气换热器7、缸套水换热器6、第三三通阀113和第二三通阀112；
制冷支路包括第六三通阀116，第一膨胀调节阀131、车内蒸发器14、第三调节阀123、第二膨胀调节阀132、电池冷却蒸发器16、第四调节阀124、压缩机5、第五三通阀115和第四三通阀114；
冷却水支路包括输送泵22，电池散热器20、电池冷却支路泵19、第七三通阀117、第二调节阀122、电池冷却蒸发器16、冷却器12、电器冷却支路泵18、电器散热器13、电阻加热器17和第五调节阀125；
内燃机余热支路包括内燃机1、EGR换热器8、增压空气换热器7和缸套水换热器6；
车内供能支路包括车内散热器15、车内蒸发器14和循环泵21；
在本发明中，具体实现上，烟气换热器2的热侧入口，与内燃机1的烟 气出口相连；
烟气换热器2的冷侧入口，与第二三通阀112的第三接口相连；
烟气换热器2的冷侧出口，与第一三通阀111的第一接口相连；
第一三通阀111的第二接口，与膨胀机3的出口相连；
第一三通阀111的第三接口，与膨胀机3的入口相连；
膨胀机3的出口，还与回热器4的热侧入口相连；
回热器4的热侧出口，与第四三通阀114的第一接口相连；
第四三通阀114的第二接口，分别与冷凝器9的入口和第一调节阀121的入口相连；
第四三通阀114的第三接口，与第五三通阀115的第一接口相连；
第二三通阀112的第二接口，与回热器4的冷侧出口相连；
第二三通阀112的第一接口，与第三三通阀113的第三接口相连；
第三三通阀113的第二接口，与回热器的冷侧入口相连；
第三三通阀113的第一接口，与缸套水换热器6的冷侧出口相连；
缸套水换热器6的冷侧入口，分别与增压空气换热器7的冷侧出口和EGR换热器8的冷侧出口相连；
缸套水换热器6的热侧入口，与内燃机1上的缸套水出口相连；
缸套水换热器6的热侧出口，与内燃机1上的缸套水入口相连；
增压空气换热器7的冷侧入口，与工质泵11的出口相连；
工质泵11的出口，还与EGR换热器8的冷侧入口相连；
增压空气换热器7的热侧入口，与内燃机1上的增压空气出口相连；
增压空气换热器7的热侧出口，与内燃机1上的增压空气入口相连；
EGR(再循环废气)换热器8的热侧入口，与内燃机1上的再循环废气(EGR)出口相连；
EGR换热器8的热侧出口，与内燃机1上的再循环废气(EGR)入口相连；
工质泵11的入口，与贮存罐10的出口相连；
贮存罐10的入口，与第六三通阀116的第三接口相连；
第六三通阀116的第一接口，与冷凝器9的出口相连；
第六三通阀116的第二接口，分别与第一调节阀121的出口和第一膨胀 调节阀131的入口和第二膨胀调节阀132的入口相连；
第五三通阀115的第三接口，与压缩机5的出口相连；
压缩机5的入口，分别与第五三通阀115的第二接口、第三调节阀123的出口以及第四调节阀124的出口相连；
第三调节阀123的入口，与车内蒸发器14右侧的第二接口相连；
第四调节阀124的入口，与电池冷却蒸发器16右侧的第二接口相连；
车内蒸发器14左侧的第一接口，与第一膨胀调节阀131的出口相连；
电池冷却蒸发器16左侧的第一接口，与第二膨胀调节阀132的出口相连；
车内蒸发器14左侧的第三接口，与循环泵21的入口相连；
循环泵21的出口，与车内散热器15的第一接口相连；
车内散热器15的第二接口，与车内蒸发器14右侧的第四接口相连；
电池冷却蒸发器16左侧的第三接口，分别与电阻加热器17(PTC)的入口和电池散热器20的入口相连；
电池冷却蒸发器16右侧的第四接口，与第七三通阀117的第三接口相连；
第七三通阀117的第二接口，与电阻加热器17的出口相连；
第七三通阀117的第一接口，与电池冷却支路泵19的出口相连；
电池冷却支路泵19的入口与电池散热器20的出口相连。
在本发明中，具体实现上，烟气换热器2的热侧出口与外部的大气环境相连，用于将内燃机的烟气排到大气中。
在本发明中，具体实现上，电池散热器20的第二接口还与第二调节阀122的第二接口相连；
第二调节阀122的第一接口，分别与冷却器12的入口和电器散热器13的出口相连；
冷却器12的出口，分别与电器冷却支路泵18的入口和第五调节阀125的第二接口相连；
电器冷却支路泵18的出口，与电器散热器13的入口相连；
第五调节阀125的第一接口，与输送泵22的入口相连；
输送泵22的出口与电池散热器20的入口相连。
为了更加清楚地理解本发明的技术方案，下面就本发明各组成部分的功能进行说明。
在本发明中，内燃机1的作用是：通过燃烧燃料产生动力，为车辆提供动力。
烟气换热器2的作用是：工质在此吸收内燃机1烟气出口所排出的烟气的余热，变成高温气态工质后进入膨胀机3的入口。
膨胀机3的作用是：高温气态工质在此膨胀做功，变成低温气态工质后进入回热器4的热侧入口
回热器4的作用是：气态工质在此放热，预热烟气换热器冷侧入口工质，变成低温气态工质后进入第四三通阀114的第一接口；
压缩机5的作用是：气态工质在此压缩升压，变成高压气态工质后与第五三通阀115的第三接口相连；
缸套水换热器6的作用是：工质在此吸收内燃机1上的缸套水出口所排出的缸套水余热，变为高温工质后进入第三三通阀113的第一接口；
增压空气换热器7的作用是：部分工质在此吸收增压空气余热，变为高温工质后进入缸套水换热器6的冷侧入口；
EGR(再循环废气)换热器8的作用是：部分工质在此吸收内燃机1上的再循环废气(EGR)出口所排出的再循环废气余热，变为高温工质后进入缸套水换热器6的冷侧入口；
冷凝器9的作用是：气态工质在此放热，变为液态工质后进入第六三通阀116的第一接口；
贮存罐10的作用是：用于储存液态工质，将液态工质送入工质泵11的入口；
具体实现上，贮存罐10内存储的工质是制冷剂，例如二氧化碳CO 2等可作为动力循环工质的物质。
工质泵11的作用是：液态工质在此增压，变为高压液态工质后分两路，分别进入EGR换热器8的冷侧入口和增压空气换热器7的冷侧入口；
冷却器12的作用是：冷却水在此放热，变为低温冷却水之后分两路与第五调节阀及电器冷却支路泵18的入口相连；
电器散热器13的作用是：通过冷却水在此吸收车载电器生热，变为高 温冷却水后进入冷却器12的入口；
车内蒸发器14的作用是：液态工质在此吸收车内空调载冷剂的热量，变为气态工质后进入第三调节阀123的入口。
车内散热器15的作用是：空调载冷剂在此吸收车内热量，变为高温工质后与循环泵21的入口相连
电池冷却蒸发器16的作用是：液态工质吸收冷却水热量，变为气态工质后与第四调节阀124相连；
电阻加热器(PTC)17：冷却水在此升温，变为高温冷却水后与电池散热器20的入口相连；
电器冷却支路泵18：部分冷却水在此增压并输送到电器散热器13的入口；
电池冷却支路泵19：冷却水在此增压，并输送到电池冷却蒸发器16的入口；
电池散热器20：冷却水在此与电池换热，温度改变后与电池冷却支路泵19入口及第二调节阀122相连；
循环泵21：散热工质在此增压，并输送到车内散热器15入口。
输送泵22：用于输送冷却水，输送到电池散热器20入口。
在本发明中，具体实现上，内燃机是车用内燃机，不限于具体的厂家。其他换热器和泵也不限于具体厂家和类型，只要是满足上述功能的各类换热器和泵都可以使用。
为了更加清楚地理解本发明的技术方案，下面说明本发明的工作原理。
对于本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统，整个系统分主要分成五条支路：余热回收系统支路、制冷支路、冷却水支路、内燃机余热支路以及车内供能支路。
其中，余热回收系统支路和制冷支路的工质一样。
在本发明中，具体实现上，余热回收系统支路和制冷支路的工质相同，通常采用二氧化碳CO 2或有机工质(如R245fa)等作为循环工质；
具体实现上，冷却水支路通常采用水作为工质；
具体实现上，在内燃机余热支路中，内燃机1与烟气换热器2及EGR换热器8之间的工质为烟气，内燃机1与缸套水换热器6之间的工质为水， 内燃机1与增压空气换热器7之间的工质为空气；
具体实现上，车内供能支路可采用水等工质。
参见图2至图5，本发明提供的针对混合动力汽车的集成式整车中央热管理系统，包括以下四种工作模式：
一、冷电模式：
图2为本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统，其工作模式处于冷电模式下的工作原理图；参见图2所示，在图2中，虚线代表流路被切断，不流通；
当车辆在夏季运行，电池、电机需要散热，车内需要提供制冷量，且内燃机正在工作时，本发明的集成式整车中央热管理系统控制运行在冷电模式。
在此模式下，首先关闭第一调节阀121，关闭第一三通阀111与膨胀机3出口的接口，关闭第二三通阀112与第三三通阀113的接口，关闭第五三通阀115与压缩机5出口的接口，关闭第七三通阀117与电阻加热器(PTC)17进口的接口；
对于余热回收系统支路，余热回收系统支路中的烟气换热器2的热侧入口与内燃机1烟气出口相连，烟气换热器2的冷侧出口连接第一三通阀111的第一接口，第一三通阀111的第二接口关闭，第一三通阀111第三接口与膨胀机3入口相连；膨胀机3的出口与回热器4热侧入口相连，回热器4的热侧出口与第四三通阀114的第一接口相连；第四三通阀114的第二接口与冷凝器9的入口相连，第一调节阀121关闭，第四三通阀114的第三接口与第五三通阀115的第一接口相连接；
冷凝器9的出口与第六三通阀116的第一接口相连，第六三通阀116的第二接口分别与第一膨胀调节阀131和第二膨胀调节阀132的入口相连，第六三通阀116的第三接口与贮存罐10的入口相连；
贮存罐10的出口与工质泵11的入口相连，工质泵11的出口工质分两路，一路进入EGR换热器8冷侧入口，另一路进入增压空气换热器7的冷侧入口；EGR换热器8的冷侧出口工质和增压空气换热器7冷侧出口工质 汇合后与缸套水换热器6冷侧入口相连，缸套水换热器6的冷侧出口与第三三通阀113的第一接口相连，第三三通阀113的第二接口与回热器4的冷侧入口相连，第三三通阀113的第三接口关闭；
回热器4的冷侧出口与第二三通阀112的第二接口相连，第二三通阀112的第三接口与烟气换热器2的冷侧入口相连；
对于制冷支路，制冷支路中的第六三通阀116第二接口出来的工质分为两路，一路通过第一膨胀调节阀131与车内蒸发器14冷侧入口相连，车内蒸发器14冷侧出口与第三调节阀123相连；另一路通过第二膨胀调节阀132与电池冷却蒸发器16的冷侧入口相连，电池冷却蒸发器16的冷侧出口与第四调节阀124相连；第四调节阀124和第三调节阀123的出口工质汇合后流入压缩机5的入口，压缩机5的出口与第五三通阀115的第三接口相连；第三通阀115的第二接口关闭，第三通阀115的第一接口和第四三通阀114的第三接口相连；
对于冷却水支路，冷却水支路中电池散热器20出口分两路，一路与电池冷却支路泵19的入口相连，电池冷却支路泵19的出口与第七三通阀117的第一接口相连，另一路与第二调节阀122相连；第七三通阀117的第二接口关闭，第七三通阀117的第三接口与电池冷却蒸发器16的热侧入口(此时为第四接口)相连；
第二调节阀122的出口与冷却器12的入口相连，冷却器12的出口分两路，一路与电器冷却支路泵18入口相连，电器冷却支路泵18的出口与电器散热器13的入口相连，电器散热器13出口汇入冷却器12的入口；另一路与第五调节阀125相连，第五调节阀125出口工质与输送泵22入口相连，输送泵22出口与电池冷却蒸发器16热侧出口工质汇合后与电池散热器20的入口相连。
对于内燃机余热支路，内燃机余热支路中内燃机1的EGR(再循环废气)由EGR换热器8的热侧入口进入EGR换热器8内，并由EGR换热器8的热侧出口返回内燃机1；内燃机1的增压空气由增压空气换热器7的热 侧入口进入增压空气换热器7，并由增压空气换热器7的热侧出口返回内燃机1；内燃机1的缸套水由缸套水换热器6的热侧入口进入缸套水换热器6，并由缸套水换热器6的热侧出口返回内燃机1。
对于车内供能支路，车内供能支路中的车内散热器15的出口与车内蒸发器14的热侧入口相连，车内蒸发器14的热侧出口与循环泵21的入口相连，循环泵21的出口与车内散热器15的入口相连。
二、热电模式：
图3为本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统，其工作模式处于热电模式下的工作原理图；参见图3所示，在图3中，虚线代表流路被切断，不流通；
当车辆在冬季运行，电池需要加热，电机需要散热，车内需要提供制热量，且内燃机正在工作时，本发明的集成式整车中央热管理系统控制运行在热电模式。
在此模式下，首先关闭第二调节阀122和第五调节阀125，关闭第三三通阀113与第二三通阀112的接口，关闭第一三通阀111与膨胀机3出口的接口，关闭第六三通阀116与第一调节阀121出口汇流的接口，关闭第五三通阀115与压缩机5出口的接口；
对于余热回收系统支路，此时余热回收系统支路中的烟气换热器2热侧入口与内燃机1的烟气出口相连，烟气换热器2冷侧出口连接第一三通阀111的第一接口，三通阀111的第三接口与膨胀机3入口相连，三通阀111的第二接口关闭；
膨胀机3的出口与回热器4的热侧入口相连，回热器4热侧出口与第四三通阀114的第一接口相连；第四三通阀114的第二接口与冷凝器9入口以及第一调节阀121相连，第四三通阀114的第三接口与第五三通阀115第一接口相连；
冷凝器9的出口与第六三通阀116的第一接口相连，第六三通阀116的第二接口关闭，第六三通阀116的第三接口与贮存罐10入口相连；
贮存罐10的出口与工质泵11的入口相连，工质泵11出口工质分两路， 一路进入EGR换热器8冷侧入口，另一路进入增压空气换热器7的冷侧入口；
EGR换热器8冷侧出口工质和增压空气换热器7冷侧出口工质汇合后与缸套水换热器6的冷侧入口相连，缸套水换热器6冷侧出口与第三三通阀113的第一接口相连，第三三通阀113的第二接口与回热器4冷侧入口相连，第三三通阀113的第三接口与第二三通阀112的第一接口关闭，回热器4冷侧出口与第二三通阀112的第二接口相连，第二三通阀112的第三接口与烟气换热器2的冷侧入口相连；
对于制冷支路，制冷支路此时变为制热支路，工质流动方向与冷电模式时相反，车内蒸发器14和电池冷却蒸发器16此时分别发挥车内加热器和电池加热器的作用；
第四三通阀114的第三接口和第五三通阀115的第一接口相连，第三通阀115的第二接口分别与第三调节阀123以及第四调节阀124相连，第五三通阀115的第三接口关闭；第三调节阀123的出口连接车内蒸发器14(此时充当车内加热器)的热侧入口，第四调节阀124的出口连接电池冷却蒸发器16(此时充当电池加热器)的热侧入口，车内蒸发器14和电池冷却蒸发器16的热侧出口分别连接第一膨胀调节阀131和第二膨胀调节阀132，第一膨胀调节阀131和第二膨胀调节阀132出口相汇流，然后连接第一调节阀121的进口，第一调节阀121的出口连接冷凝器9的入口；
对于冷却水支路，冷却水支路此时由于第二调节阀122和第五调节阀125的关闭，变为两个独立的回路：第一条回路是电池加热支路，此时冷却水支路中工质的流动方向与冷电模式时相反，电池散热器20出口分别与电阻加热器17以及电池冷却蒸发器16(此时充当电池加热器)的冷侧入口相连，电池冷却蒸发器16(此时充当电池加热器)的冷侧出口与三通阀117第三接口相连，电阻加热器17的出口与第七三通阀117的第二接口相连，第七三通阀117的第一接口与电池加热支路泵19的入口相连，电池加热支路泵19的出口与电池散热器20入口相连；
第二条回路是电器冷却支路，电器冷却支路泵18出口与电器散热器13入口相连，电器散热器13出口与冷却器12入口相连，冷却器12出口与电器冷却支路泵18入口相连。
对于内燃机余热支路，内燃机余热支路此时工作模式跟冷电模式时完全一样。即同样为：内燃机余热支路中内燃机1的EGR(再循环废气)由EGR换热器8的热侧入口进入EGR换热器8内，并由EGR换热器8的热侧出口返回内燃机1；内燃机1的增压空气由增压空气换热器7的热侧入口进入增压空气换热器7，并由增压空气换热器7的热侧出口返回内燃机1；内燃机1的缸套水由缸套水换热器6的热侧入口进入缸套水换热器6，并由缸套水换热器6的热侧出口返回内燃机1；
对于车内供能支路，车内供能支路中此时工质流动方向与冷电模式时相反，车内散热器15的出口与循环泵21的入口相连，循环泵21的出口与车内蒸发器14(此时充当车内加热器)的冷侧入口相连，车内蒸发器14冷侧出口与车内散热器15的入口相连。
三、放热模式：
图4为本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统，其工作模式处于放热模式下的工作原理图；参见图4所示，在图4中，虚线代表流路被切断，不流通；
当车辆在冬季运行，电池需要加热，电机需要散热，车内需要提供制热量，且内燃机不工作时，本发明的集成式整车中央热管理系统控制运行在放热模式。
在此模式下，内燃机1停机，关闭第一调节阀121、第二调节阀122和第五调节阀125，关闭第一三通阀111与膨胀机3入口的接口，关闭第四三通阀114与冷凝器9入口的接口，关闭第五三通阀115与压缩机5出口的接口，关闭第二三通阀112和回热器4冷侧出口的接口，关闭第三三通阀113和回热器4冷侧入口的接口。
对于余热回收系统支路，此时余热回收系统支路与制冷支路(此时作为制热支路)变为一条循环回路，烟气换热器2的热侧入口与内燃机1烟 气出口相连，烟气换热器2的冷侧出口连接第一三通阀111的第一接口，第一三通阀111的第二接口与膨胀机3的出口相连，第一三通阀111的第三接口关闭；
膨胀机3的出口与回热器4的热侧入口相连，回热器4的热侧出口与第四三通阀114的第一接口相连，第四三通阀114的第二接口关闭，第四三通阀114的第三接口与第五三通阀115的第一接口相连接，第五三通阀115的第二接口分别与第三调节阀123以及第四调节阀124相连，第五三通阀115的第三接口关闭；第三调节阀123的出口连接车内蒸发器14(此时充当车内加热器)热侧入口，第四调节阀124的出口连接电池冷却蒸发器16(此时充当电池加热器)入口，车内蒸发器14和电池冷却蒸发器16热侧出口分别连接第一膨胀调节阀131和第二膨胀调节阀132，第一膨胀调节阀131和第二膨胀调节阀132出口相汇流，然后连接第六三通阀116的第二接口；
第六三通阀116的第一接口关闭，第六三通阀116的第三接口与贮存罐10的入口相连；贮存罐10的出口与工质泵11的入口相连，工质泵11的出口工质分两路，一路进入EGR换热器8冷侧入口，另一路进入增压空气换热器7冷侧入口；EGR换热器8冷侧出口工质和增压空气换热器7冷侧出口工质汇合后与缸套水换热器6的冷侧入口相连，缸套水换热器6的冷侧出口与第三三通阀113的第一接口相连，第三三通阀113的第二接口关闭，第三三通阀113的第三接口与第二三通阀112的第一接口相连，第二三通阀112的第二接口关闭，第二三通阀112的第三接口与烟气换热器2的冷侧入口相连。
对于冷却水支路，冷却水支路此时由于第二调节阀122和第五调节阀125的关闭，变为两个独立的回路：第一条回路是电池加热支路，此时冷却水支路中工质的流动方向与冷电模式时相反，电池散热器20出口分别与电阻加热器17以及电池冷却蒸发器16的冷侧入口相连，电池冷却蒸发器16的冷侧出口与三通阀117第一接口相连，电阻加热器17的出口与第 七三通阀117的第二接口相连，第七三通阀117的第三接口与电池加热支路泵19的入口相连，电池加热支路泵19的出口与电池散热器20入口相连；
第二条回路是电器冷却支路，电器冷却支路泵18出口与电器散热器13入口相连，电器散热器13出口与冷却器12入口相连，冷却器12出口与电器冷却支路泵18入口相连；
在放热模式下，内燃机余热支路此时不工作。
对于车内供能支路，车内供能支路此时的工作模式跟热电模式时完全一样。具体为：车内供能支路中此时工质流动方向与冷电模式时相反，车内散热器15的出口与循环泵21的入口相连，循环泵21的出口与车内蒸发器14(此时充当车内加热器)的冷侧入口相连，车内蒸发器14冷侧出口与车内散热器15的入口相连。
四、充热模式：
图5为本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统，其工作模式处于充热模式下的工作原理图，参见图5所示，在图5中，虚线代表流路被切断，不流通；
当车辆在冬季运行，电池需要加热，电机需要散热，车内需要提供制热量，且系统内的蓄热量不足时，本发明的集成式整车中央热管理系统控制运行在充热模式。
在此模式下，内燃机1工作，关闭第二调节阀122和第五调节阀125，关闭第一三通阀111与膨胀机3出口的接口，关闭第四三通阀114与冷凝器9入口的接口，关闭第五三通阀115与压缩机5出口的接口，关闭第二三通阀112和回热器4冷侧出口的接口，关闭第三三通阀113和回热器冷侧进口的接口。
对于余热回收系统支路，此时余热回收系统支路中，烟气换热器2热侧入口与内燃机1烟气相连，烟气换热器2冷侧出口连接第一三通阀111的第一接口，第一三通阀111的第二接口与膨胀机3的出口相连接，第一三通阀111的第三接口关闭；
膨胀机3的出口与回热器4的热侧入口相连，回热器4的热侧出口与 第四三通阀114的第一接口相连，第四三通阀114的第二接口与第一调节阀121相连，第四三通阀114的第三接口与第五三通阀115的第一接口相连；
第一调节阀121与第六三通阀116的第二接口相连，第六三通阀116的第一接口关闭，第六三通阀116的第三接口与贮存罐10入口相连；
贮存罐10的出口与工质泵11的入口相连，工质泵11的出口工质分两路，一路进入EGR换热器8的冷侧入口，另一路进入增压空气换热器7的冷侧入口；
EGR换热器8冷侧出口工质和增压空气换热器7冷侧出口工质汇合后与缸套水换热器6的冷侧入口相连，缸套水换热器6的冷侧出口与第三三通阀113的第一接口相连，第三三通阀113的第二接口关闭，第三三通阀113的第三接口与第二三通阀112的第一接口相连，第二三通阀112的第二接口关闭，第二三通阀112的第三接口与烟气换热器2的冷侧入口相连。
对于制冷支路，制冷支路此时变为制热支路，工质流动方向与冷电模式时相反，车内蒸发器14和电池冷却蒸发器16此时分别发挥车内加热器和电池加热器的作用；
第四三通阀114的第三接口和第五三通阀115的第一接口相连，第三通阀115的第二接口分别与第三调节阀123以及第四调节阀124相连，第五三通阀115的第三接口关闭；第三调节阀123的出口连接车内蒸发器14的热侧入口，第四调节阀124的出口连接电池冷却蒸发器16的热侧入口，车内蒸发器14和电池冷却蒸发器16的热侧出口分别连接第一膨胀调节阀131和第二膨胀调节阀132，第一膨胀调节阀131和第二膨胀调节阀132出口相汇流，然后与第六三通阀116的第二接口相连。
对于冷却水支路，冷却水支路此时由于第二调节阀122和第五调节阀125的关闭，变为两个独立的回路：第一条回路是电池加热支路，此时冷却水支路中工质的流动方向与冷电模式时相反，电池散热器20出口分别与电阻加热器17以及电池冷却蒸发器16的冷侧入口相连，电池冷却蒸发 器16的冷侧出口与三通阀117第一接口相连，电阻加热器17的出口与第七三通阀117的第二接口相连，第七三通阀117的第三接口与电池加热支路泵19的入口相连，电池加热支路泵19的出口与电池散热器20入口相连；
第二条回路是电器冷却支路，电器冷却支路泵18出口与电器散热器13入口相连，电器散热器13出口与冷却器12入口相连，冷却器12出口与电器冷却支路泵18入口相连；
对于内燃机余热支路，内燃机余热支路此时工作模式跟热电模式时完全一样。即同样为：内燃机余热支路中内燃机1的EGR(再循环废气)由EGR换热器8的热侧入口进入EGR换热器8内，并由EGR换热器8的热侧出口返回内燃机1；内燃机1的增压空气由增压空气换热器7的热侧入口进入增压空气换热器7，并由增压空气换热器7的热侧出口返回内燃机1；内燃机1的缸套水由缸套水换热器6的热侧入口进入缸套水换热器6，并由缸套水换热器6的热侧出口返回内燃机1；
对于车内供能支路，车内供能支路中此时工作模式跟热电模式时完全一样。具体为：车内供能支路中此时工质流动方向与冷电模式时相反，车内散热器15的出口与循环泵21的入口相连，循环泵21的出口与车内蒸发器14(此时充当车内加热器)的冷侧入口相连，车内蒸发器14冷侧出口与车内散热器15的入口相连。
与现有技术相比较，本发明提供的针对混合动力汽车的集成式整车中央热管理系统，具有如下有益效果：
1、通过应于本发明的技术方案，能够将朗肯循环、制冷循环及供热/冷却循环以同种工质相耦合，组建以多模式复合可变循环为核心的中央热管理系统。
2、对于本发明，通过切换冷电循环、热电循环、放热循环和蓄热(充热)循环等四种循环模式，能够满足整车在所有不同情况下的热管理需求。
3、对于本发明，通过朗肯循环内燃机余热回收系统，有效解决了混动汽车中高温余热和其他低温热管理的温度不匹配问题(例如图1所示的中高温区对应的系统部分中的工质温度，与低温区对应的系统部分中的工质温度 存在温度差异)；
4、对于本发明，通过使用循环工质存储余热，用于在冬天维持电池工作温度和车内供暖，从而避免使用电加热，提高了电池续航里程；
5、对于本发明，通过对朗肯循环内燃机余热回收系统做功和制热制冷比例的调配，平衡整车对不同能量的需求。因此本发明可完美地将整车热管理系统高效耦合，促进各子系统间互补协同，显著提高整车能效。
综上所述，与现有技术相比较，本发明提供的一种针对混合动力汽车的集成式整车中央热管理系统，其设计科学，通过朗肯循环内燃机余热回收系统将混合动力整车所有热管理系统高效耦合，促进电池热管理子系统、车内空调热管理子系统、电器热管理子系统和内燃机热管理子系统等各子系统间互补协同，显著提高整车的能效，具有重大的实践意义。
以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也应视为本发明的保护范围。

Claims (8)

  1. 一种针对混合动力汽车的集成式整车中央热管理系统，其特征在于，包括余热回收系统支路、制冷支路、冷却水支路、内燃机余热支路以及车内供能支路；
    余热回收系统支路，与内燃机余热支路相连接，用于吸收内燃机余热支路中的内燃机(1)所排出的烟气、缸套水、再循环废气EGR及增压空气中的部分余热，并转化为有用功对外输出；
    制冷支路，与冷却水支路相连接，用于产生低温冷量，以维持冷却水的温度，保证冷却水支路中的冷却水有足够冷量维持车内环境，电器和电池的正常工作温度；
    冷却水支路，用于通过冷却水来吸收车内、电器和电池产生的热量，维持车内环境，电器和电池的正常工作温度；
    内燃机余热支路，与余热回收系统支路相连接，用于将内燃机余热支路中的内燃机(1)所排出的烟气、缸套水、再循环废气EGR及增压空气中的大部分余热传递至余热回收系统支路；
    车内供能支路，与制冷支路相连接，用于吸收车内的热量，并将车内热量传递至制冷支路。
  2. 如权利要求1所述的针对混合动力汽车的集成式整车中央热管理系统，其特征在于，余热回收系统支路包括烟气换热器(2)、第一三通阀(111)、膨胀机(3)、回热器(4)、第四三通阀(114)、冷凝器(9)、第一调节阀(121)、第六三通阀(116)、贮存罐(10)、工质泵(11)、EGR换热器(8)、增压空气换热器(7)、缸套水换热器(6)、第三三通阀(113)和第二三通阀(112)；
    制冷支路包括第六三通阀(116)，第一膨胀调节阀(131)、车内蒸发器(14)、第三调节阀(123)、第二膨胀调节阀(132)、电池冷却蒸发器(16)、第四调节阀(124)、压缩机(5)、第五三通阀(115)和第四三通阀(114)；
    冷却水支路包括输送泵(22)，电池散热器(20)、电池冷却支路泵(19)、第七三通阀(117)、第二调节阀(122)、电池冷却蒸发器(16)、冷却器(12)、电器冷却支路泵(18)、电器散热器(13)、电阻加热器(17)和第五调节阀(125)；
    内燃机余热支路包括内燃机(1)、EGR换热器(8)、增压空气换热器(7)和缸套水换热器(6)；
    车内供能支路包括车内散热器(15)、车内蒸发器(14)和循环泵(21)；
    烟气换热器(2)的热侧入口，与内燃机(1)的烟气出口相连；
    烟气换热器(2)的冷侧入口，与第二三通阀(112)的第三接口相连；
    烟气换热器(2)的冷侧出口，与第一三通阀(111)的第一接口相连；
    第一三通阀(111)的第二接口，与膨胀机(3)的出口相连；
    第一三通阀(111)的第三接口，与膨胀机(3)的入口相连；
    膨胀机(3)的出口，还与回热器(4)的热侧入口相连；
    回热器(4)的热侧出口，与第四三通阀(114)的第一接口相连；
    第四三通阀(114)的第二接口，分别与冷凝器(9)的入口和第一调节阀(121)的入口相连；
    第四三通阀(114)的第三接口，与第五三通阀(115)的第一接口相连；
    第二三通阀(112)的第二接口，与回热器(4)的冷侧出口相连；
    第二三通阀(112)的第一接口，与第三三通阀(113)的第三接口相连；
    第三三通阀(113)的第二接口，与回热器的冷侧入口相连；
    第三三通阀(113)的第一接口，与缸套水换热器(6)的冷侧出口相连；
    缸套水换热器(6)的冷侧入口，分别与增压空气换热器(7)的冷侧出口和EGR换热器(8)的冷侧出口相连；
    缸套水换热器(6)的热侧入口，与内燃机(1)上的缸套水出口相连；
    缸套水换热器(6)的热侧出口，与内燃机(1)上的缸套水入口相连；
    增压空气换热器(7)的冷侧入口，与工质泵(11)的出口相连；
    工质泵(11)的出口，还与EGR换热器(8)的冷侧入口相连；
    增压空气换热器(7)的热侧入口，与内燃机(1)上的增压空气出口相连；
    增压空气换热器(7)的热侧出口，与内燃机(1)上的增压空气入口相连；
    EGR换热器(8)的热侧入口，与内燃机(1)上的EGR出口相连；
    EGR换热器(8)的热侧出口，与内燃机(1)上的EGR入口相连。
  3. 如权利要求2所述的针对混合动力汽车的集成式整车中央热管理系统，其特征在于，工质泵(11)的入口，与贮存罐(10)的出口相连；
    贮存罐(10)的入口，与第六三通阀(116)的第三接口相连；
    第六三通阀(116)的第一接口，与冷凝器(9)的出口相连；
    第六三通阀(116)的第二接口，分别与第一调节阀(121)的出口和第一膨胀调节阀(131)的入口和第二膨胀调节阀(132)的入口相连；
    第五三通阀(115)的第三接口，与压缩机(5)的出口相连；
    压缩机(5)的入口，分别与第五三通阀(115)的第二接口、第三调节阀(123)的出口以及第四调节阀(124)的出口相连；
    第三调节阀(123)的入口，与车内蒸发器(14)右侧的第二接口相连；
    第四调节阀(124)的入口，与电池冷却蒸发器(16)右侧的第二接口相连；
    车内蒸发器(14)左侧的第一接口，与第一膨胀调节阀(131)的出口相连；
    电池冷却蒸发器(16)左侧的第一接口，与第二膨胀调节阀(132)的出口相连；
    车内蒸发器(14)左侧的第三接口，与循环泵(21)的入口相连；
    循环泵(21)的出口，与车内散热器(15)的第一接口相连；
    车内散热器(15)的第二接口，与车内蒸发器(14)右侧的第四接口相连；
    电池冷却蒸发器(16)左侧的第三接口，分别与电阻加热器(17)(PTC)的入口和电池散热器(20)的入口相连；
    电池冷却蒸发器(16)右侧的第四接口，与第七三通阀(117)的第三接口相连；
    第七三通阀(117)的第二接口，与电阻加热器(17)的出口相连；
    第七三通阀(117)的第一接口，与电池冷却支路泵(19)的出口相连；
    电池冷却支路泵(19)的入口与电池散热器(20)的出口相连。
  4. 如权利要求3所述的针对混合动力汽车的集成式整车中央热管理系统，其特征在于，电池散热器(20)的第二接口还与第二调节阀(122)的第二接口相连；
    第二调节阀(122)的第一接口，分别与冷却器(12)的入口和电器散热器(13)的出口相连；
    冷却器(12)的出口，分别与电器冷却支路泵(18)的入口和第五调节 阀(125)的第二接口相连；
    电器冷却支路泵(18)的出口，与电器散热器(13)的入口相连；
    第五调节阀(125)的第一接口，与输送泵(22)的入口相连；
    输送泵(22)的出口与电池散热器(20)的入口相连。
  5. 如权利要求4所述的针对混合动力汽车的集成式整车中央热管理系统，其特征在于，当车辆在夏季运行，电池、电机需要散热，车内需要提供制冷量，且内燃机正在工作时，集成式整车中央热管理系统控制运行在以下的冷电模式：
    在此模式下，首先关闭第一调节阀(121)，关闭第一三通阀(111)与膨胀机(3)出口的接口，关闭第二三通阀(112)与第三三通阀(113)的接口，关闭第五三通阀(115)与压缩机(5)出口的接口，关闭第七三通阀(117)与电阻加热器(17)进口的接口；
    对于余热回收系统支路，余热回收系统支路中的烟气换热器(2)的热侧入口与内燃机(1)烟气出口相连，烟气换热器(2)的冷侧出口连接第一三通阀(111)的第一接口，第一三通阀(111)的第二接口关闭，第一三通阀(111)第三接口与膨胀机(3)入口相连；膨胀机(3)的出口与回热器(4)热侧入口相连，回热器(4)的热侧出口与第四三通阀(114)的第一接口相连；第四三通阀(114)的第二接口与冷凝器(9)的入口相连，第一调节阀(121)关闭，第四三通阀(114)的第三接口与第五三通阀(115)的第一接口相连接；
    冷凝器(9)的出口与第六三通阀(116)的第一接口相连，第六三通阀(116)的第二接口分别与第一膨胀调节阀(131)和第二膨胀调节阀(132)的入口相连，第六三通阀(116)的第三接口与贮存罐(10)的入口相连；
    贮存罐(10)的出口与工质泵(11)的入口相连，工质泵(11)的出口工质分两路，一路进入EGR换热器(8)冷侧入口，另一路进入增压空气换热器(7)的冷侧入口；EGR换热器(8)的冷侧出口工质和增压空气换热器(7)冷侧出口工质汇合后与缸套水换热器(6)冷侧入口相连，缸套水换热器(6)的冷侧出口与第三三通阀(113)的第一接口相连，第三三通阀(113) 的第二接口与回热器(4)的冷侧入口相连，第三三通阀(113)的第三接口关闭；
    回热器(4)的冷侧出口与第二三通阀(112)的第二接口相连，第二三通阀(112)的第三接口与烟气换热器(2)的冷侧入口相连；
    对于制冷支路，制冷支路中的第六三通阀(116)第二接口出来的工质分为两路，一路通过第一膨胀调节阀(131)与车内蒸发器(14)冷侧入口相连，车内蒸发器(14)冷侧出口与第三调节阀(123)相连；另一路通过第二膨胀调节阀(132)与电池冷却蒸发器(16)的冷侧入口相连，电池冷却蒸发器(16)的冷侧出口与第四调节阀(124)相连；第四调节阀(124)和第三调节阀(123)的出口工质汇合后流入压缩机(5)的入口，压缩机(5)的出口与第五三通阀(115)的第三接口相连；第三通阀(115)的第二接口关闭，第三通阀(115)的第一接口和第四三通阀(114)的第三接口相连；
    对于冷却水支路，冷却水支路中电池散热器(20)出口分两路，一路与电池冷却支路泵(19)的入口相连，电池冷却支路泵(19)的出口与第七三通阀(117)的第一接口相连，另一路与第二调节阀(122)相连；第七三通阀(117)的第二接口关闭，第七三通阀(117)的第三接口与电池冷却蒸发器(16)的热侧入口相连；
    第二调节阀(122)的出口与冷却器(12)的入口相连，冷却器(12)的出口分两路，一路与电器冷却支路泵(18)入口相连，电器冷却支路泵(18)的出口与电器散热器(13)的入口相连，电器散热器(13)出口汇入冷却器(12)的入口；另一路与第五调节阀(125)相连，第五调节阀(125)出口工质与输送泵(22)的入口相连，输送泵(22)的出口与电池冷却蒸发器(16)热侧出口工质汇合后与电池散热器(20)的入口相连；
    对于内燃机余热支路，内燃机余热支路中内燃机(1)的再循环废气EGR由EGR换热器(8)的热侧入口进入EGR换热器(8)内，并由EGR换热器(8)的热侧出口返回内燃机(1)；内燃机(1)的增压空气由增压空气换热器(7)的热侧入口进入增压空气换热器(7)，并由增压空气换热器(7) 的热侧出口返回内燃机(1)；内燃机(1)的缸套水由缸套水换热器(6)的热侧入口进入缸套水换热器(6)，并由缸套水换热器(6)的热侧出口返回内燃机(1)；
    对于车内供能支路，车内供能支路中的车内散热器(15)的出口与车内蒸发器(14)的热侧入口相连，车内蒸发器(14)的热侧出口与循环泵(21)的入口相连，循环泵(21)的出口与车内散热器(15)的入口相连。
  6. 如权利要求4所述的针对混合动力汽车的集成式整车中央热管理系统，其特征在于，当车辆在冬季运行，电池需要加热，电机需要散热，车内需要提供制热量，且内燃机正在工作时，集成式整车中央热管理系统控制运行在以下的热电模式：
    在此模式下，首先关闭第二调节阀(122)和第五调节阀(125)，关闭第三三通阀(113)与第二三通阀(112)的接口，关闭第一三通阀(111)与膨胀机(3)出口的接口，关闭第六三通阀(116)与第一调节阀(121)出口汇流的接口，关闭第五三通阀(115)与压缩机(5)出口的接口；
    对于余热回收系统支路，此时余热回收系统支路中的烟气换热器(2)热侧入口与内燃机(1)的烟气出口相连，烟气换热器(2)冷侧出口连接第一三通阀(111)的第一接口，三通阀(111)的第三接口与膨胀机(3)入口相连，三通阀(111)的第二接口关闭；
    膨胀机(3)的出口与回热器(4)的热侧入口相连，回热器(4)热侧出口与第四三通阀(114)的第一接口相连；第四三通阀(114)的第二接口与冷凝器(9)入口以及第一调节阀(121)相连，第四三通阀(114)的第三接口与第五三通阀(115)第一接口相连；
    冷凝器(9)的出口与第六三通阀(116)的第一接口相连，第六三通阀(116)的第二接口关闭，第六三通阀(116)的第三接口与贮存罐(10)入口相连；
    贮存罐(10)的出口与工质泵(11)的入口相连，工质泵(11)出口工质分两路，一路进入EGR换热器(8)冷侧入口，另一路进入增压空气换热 器(7)的冷侧入口；
    EGR换热器(8)冷侧出口工质和增压空气换热器(7)冷侧出口工质汇合后与缸套水换热器(6)的冷侧入口相连，缸套水换热器(6)冷侧出口与第三三通阀(113)的第一接口相连，第三三通阀(113)的第二接口与回热器(4)冷侧入口相连，第三三通阀(113)的第三接口与第二三通阀(112)的第一接口关闭，回热器(4)冷侧出口与第二三通阀(112)的第二接口相连，第二三通阀(112)的第三接口与烟气换热器(2)的冷侧入口相连；
    对于制冷支路，制冷支路此时变为制热支路，工质流动方向与冷电模式时相反，车内蒸发器(14)和电池冷却蒸发器(16)此时分别发挥车内加热器和电池加热器的作用；
    第四三通阀(114)的第三接口和第五三通阀(115)的第一接口相连，第三通阀(115)的第二接口分别与第三调节阀(123)以及第四调节阀(124)相连，第五三通阀(115)的第三接口关闭；第三调节阀(123)的出口连接车内蒸发器(14)的热侧入口，第四调节阀(124)的出口连接电池冷却蒸发器(16)的热侧入口，车内蒸发器(14)和电池冷却蒸发器(16)的热侧出口分别连接第一膨胀调节阀(131)和第二膨胀调节阀(132)，第一膨胀调节阀(131)和第二膨胀调节阀(132)出口相汇流，然后连接第一调节阀(121)的进口，第一调节阀(121)的出口连接冷凝器(9)的入口；
    对于冷却水支路，冷却水支路此时由于第二调节阀(122)和第五调节阀(125)的关闭，变为两个独立的回路：第一条回路是电池加热支路，此时冷却水支路中工质的流动方向与冷电模式时相反，电池散热器(20)出口分别与电阻加热器(17)以及电池冷却蒸发器(16)的冷侧入口相连，电池冷却蒸发器(16)的冷侧出口与三通阀(117)第三接口相连，电阻加热器(17)的出口与第七三通阀(117)的第二接口相连，第七三通阀(117)的第一接口与电池加热支路泵(19)的入口相连，电池加热支路泵(19)的出口与电池散热器(20)入口相连；
    第二条回路是电器冷却支路，电器冷却支路泵(18)出口与电器散热 器(13)入口相连，电器散热器(13)出口与冷却器(12)入口相连，冷却器(12)出口与电器冷却支路泵(18)入口相连；
    对于内燃机余热支路，内燃机余热支路此时工作模式跟冷电模式时完全一样；即同样为：内燃机余热支路中内燃机(1)的再循环废气EGR由EGR换热器(8)的热侧入口进入EGR换热器(8)内，并由EGR换热器(8)的热侧出口返回内燃机(1)；内燃机(1)的增压空气由增压空气换热器(7)的热侧入口进入增压空气换热器(7)，并由增压空气换热器(7)的热侧出口返回内燃机(1)；内燃机(1)的缸套水由缸套水换热器(6)的热侧入口进入缸套水换热器(6)，并由缸套水换热器(6)的热侧出口返回内燃机(1)；
    对于车内供能支路，车内供能支路中此时工质流动方向与冷电模式时相反，车内散热器(15)的出口与循环泵(21)的入口相连，循环泵(21)的出口与车内蒸发器(14)的冷侧入口相连，车内蒸发器(14)冷侧出口与车内散热器(15)的入口相连。
  7. 如权利要求4所述的针对混合动力汽车的集成式整车中央热管理系统，其特征在于，当车辆在冬季运行，电池需要加热，电机需要散热，车内需要提供制热量，且内燃机不工作时，集成式整车中央热管理系统控制运行在以下的放热模式：
    在此模式下，内燃机(1)停机，关闭第一调节阀(121)、第二调节阀(122)和第五调节阀(125)，关闭第一三通阀(111)与膨胀机(3)入口的接口，关闭第四三通阀(114)与冷凝器(9)入口的接口，关闭第五三通阀(115)与压缩机(5)出口的接口，关闭第二三通阀(112)和回热器(4)冷侧出口的接口，关闭第三三通阀(113)和回热器(4)冷侧入口的接口；
    对于余热回收系统支路，此时余热回收系统支路与制冷支路变为一条循环回路，烟气换热器(2)的热侧入口与内燃机(1)烟气出口相连，烟气换热器(2)的冷侧出口连接第一三通阀(111)的第一接口，第一三通阀(111)的第二接口与膨胀机(3)的出口相连，第一三通阀(111)的第三接口关闭；
    膨胀机(3)的出口与回热器(4)的热侧入口相连，回热器(4)的热侧出口与第四三通阀(114)的第一接口相连，第四三通阀(114)的第二接 口关闭，第四三通阀(114)的第三接口与第五三通阀(115)的第一接口相连接，第五三通阀(115)的第二接口分别与第三调节阀(123)以及第四调节阀(124)相连，第五三通阀(115)的第三接口关闭；第三调节阀(123)的出口连接车内蒸发器(14)热侧入口，第四调节阀(124)的出口连接电池冷却蒸发器(16)入口，车内蒸发器(14)和电池冷却蒸发器(16)热侧出口分别连接第一膨胀调节阀(131)和第二膨胀调节阀(132)，第一膨胀调节阀(131)和第二膨胀调节阀(132)出口相汇流，然后连接第六三通阀(116)的第二接口；
    第六三通阀(116)的第一接口关闭，第六三通阀(116)的第三接口与贮存罐(10)的入口相连；贮存罐(10)的出口与工质泵(11)的入口相连，工质泵(11)的出口工质分两路，一路进入EGR换热器(8)冷侧入口，另一路进入增压空气换热器(7)冷侧入口；EGR换热器(8)冷侧出口工质和增压空气换热器(7)冷侧出口工质汇合后与缸套水换热器(6)的冷侧入口相连，缸套水换热器(6)的冷侧出口与第三三通阀(113)的第一接口相连，第三三通阀(113)的第二接口关闭，第三三通阀(113)的第三接口与第二三通阀(112)的第一接口相连，第二三通阀(112)的第二接口关闭，第二三通阀(112)的第三接口与烟气换热器(2)的冷侧入口相连；
    对于冷却水支路，冷却水支路此时由于第二调节阀(122)和第五调节阀(125)的关闭，变为两个独立的回路：第一条回路是电池加热支路，此时冷却水支路中工质的流动方向与冷电模式时相反，电池散热器(20)出口分别与电阻加热器(17)以及电池冷却蒸发器(16)的冷侧入口相连，电池冷却蒸发器(16)的冷侧出口与三通阀(117)第一接口相连，电阻加热器(17)的出口与第七三通阀(117)的第二接口相连，第七三通阀(117)的第三接口与电池加热支路泵(19)的入口相连，电池加热支路泵(19)的出口与电池散热器(20)入口相连；
    第二条回路是电器冷却支路，电器冷却支路泵(18)出口与电器散热器(13)入口相连，电器散热器(13)出口与冷却器(12)入口相连，冷却器 (12)出口与电器冷却支路泵(18)入口相连；
    在放热模式下，内燃机余热支路此时不工作；
    对于车内供能支路，车内供能支路此时的工作模式跟热电模式时完全一样；具体为：车内供能支路中此时工质流动方向与冷电模式时相反，车内散热器(15)的出口与循环泵(21)的入口相连，循环泵(21)的出口与车内蒸发器(14)的冷侧入口相连，车内蒸发器(14)冷侧出口与车内散热器(15)的入口相连。
  8. 如权利要求4所述的针对混合动力汽车的集成式整车中央热管理系统，其特征在于，当车辆在冬季运行，电池需要加热，电机需要散热，车内需要提供制热量，且系统内的蓄热量不足时，集成式整车中央热管理系统控制运行在以下的充热模式：
    在此模式下，内燃机(1)工作，关闭第二调节阀(122)和第五调节阀(125)，关闭第一三通阀(111)与膨胀机(3)出口的接口，关闭第四三通阀(114)与冷凝器(9)入口的接口，关闭第五三通阀(115)与压缩机(5)出口的接口，关闭第二三通阀(112)和回热器(4)冷侧出口的接口，关闭第三三通阀(113)和回热器冷侧进口的接口；
    对于余热回收系统支路，此时余热回收系统支路中，烟气换热器(2)热侧入口与内燃机(1)烟气相连，烟气换热器(2)冷侧出口连接第一三通阀(111)的第一接口，第一三通阀(111)的第二接口与膨胀机(3)的出口相连接，第一三通阀(111)的第三接口关闭；
    膨胀机(3)的出口与回热器(4)的热侧入口相连，回热器(4)的热侧出口与第四三通阀(114)的第一接口相连，第四三通阀(114)的第二接口与第一调节阀(121)相连，第四三通阀(114)的第三接口与第五三通阀(115)的第一接口相连；
    第一调节阀(121)与第六三通阀(116)的第二接口相连，第六三通阀(116)的第一接口关闭，第六三通阀(116)的第三接口与贮存罐(10)入口相连；
    贮存罐(10)的出口与工质泵(11)的入口相连，工质泵(11)的出口工质分两路，一路进入EGR换热器(8)的冷侧入口，另一路进入增压空气换热器(7)的冷侧入口；
    EGR换热器(8)冷侧出口工质和增压空气换热器(7)冷侧出口工质汇合后与缸套水换热器(6)的冷侧入口相连，缸套水换热器(6)的冷侧出口与第三三通阀(113)的第一接口相连，第三三通阀(113)的第二接口关闭，第三三通阀(113)的第三接口与第二三通阀(112)的第一接口相连，第二三通阀(112)的第二接口关闭，第二三通阀(112)的第三接口与烟气换热器(2)的冷侧入口相连；
    对于制冷支路，制冷支路此时变为制热支路，工质流动方向与冷电模式时相反，车内蒸发器(14)和电池冷却蒸发器(16)此时分别发挥车内加热器和电池加热器的作用；
    第四三通阀(114)的第三接口和第五三通阀(115)的第一接口相连，第三通阀(115)的第二接口分别与第三调节阀(123)以及第四调节阀(124)相连，第五三通阀(115)的第三接口关闭；第三调节阀(123)的出口连接车内蒸发器(14)的热侧入口，第四调节阀(124)的出口连接电池冷却蒸发器(16)的热侧入口，车内蒸发器(14)和电池冷却蒸发器(16)的热侧出口分别连接第一膨胀调节阀(131)和第二膨胀调节阀(132)，第一膨胀调节阀(131)和第二膨胀调节阀(132)出口相汇流，然后与第六三通阀(116)的第二接口相连；
    对于冷却水支路，冷却水支路此时由于第二调节阀(122)和第五调节阀(125)的关闭，变为两个独立的回路：第一条回路是电池加热支路，此时冷却水支路中工质的流动方向与冷电模式时相反，电池散热器(20)出口分别与电阻加热器(17)以及电池冷却蒸发器(16)的冷侧入口相连，电池冷却蒸发器(16)的冷侧出口与三通阀(117)第一接口相连，电阻加热器(17)的出口与第七三通阀(117)的第二接口相连，第七三通阀(117)的第三接口与电池加热支路泵(19)的入口相连，电池加热支路泵(19)的出 口与电池散热器(20)入口相连；
    第二条回路是电器冷却支路，电器冷却支路泵(18)出口与电器散热器(13)入口相连，电器散热器(13)出口与冷却器(12)入口相连，冷却器(12)出口与电器冷却支路泵(18)入口相连；
    对于内燃机余热支路，内燃机余热支路此时工作模式跟热电模式时完全一样；即同样为：内燃机余热支路中内燃机(1)的再循环废气EGR由EGR换热器(8)的热侧入口进入EGR换热器(8)内，并由EGR换热器(8)的热侧出口返回内燃机(1)；内燃机(1)的增压空气由增压空气换热器(7)的热侧入口进入增压空气换热器(7)，并由增压空气换热器(7)的热侧出口返回内燃机(1)；内燃机(1)的缸套水由缸套水换热器(6)的热侧入口进入缸套水换热器(6)，并由缸套水换热器(6)的热侧出口返回内燃机(1)；
    对于车内供能支路，车内供能支路中此时工作模式跟热电模式时完全一样；具体为：车内供能支路中此时工质流动方向与冷电模式时相反，车内散热器(15)的出口与循环泵(21)的入口相连，循环泵(21)的出口与车内蒸发器(14)的冷侧入口相连，车内蒸发器(14)冷侧出口与车内散热器(15)的入口相连。
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