New energy extended-range automobile thermal management system and control method

Abstract

The invention relates to a new energy extended-range automobile thermal management system and a control method, and belongs to the field of automobile air conditioners. The system comprises a refrigerant loop and a cooling liquid loop, and heat management functions of a passenger compartment, a battery, an electric drive and an engine are achieved through multi-loop collaborative design. The refrigerant loop comprises first to fifth refrigerant loops, a core component is a compressor, the flow direction of a refrigerant is controlled through an electromagnetic valve and a one-way valve, and passenger compartment cooling, battery cooling and waste heat recovery are achieved. The cooling liquid loop works cooperatively with a water pump through a three-way proportional valve, and electric heat dissipation, engine heat dissipation and battery heating are achieved. Through the high coupling design of the refrigerant loop and the cooling liquid loop and the multi-target cooperative control strategy, the comprehensive efficiency and applicability of thermal management are remarkably improved, the electric energy consumption is reduced, the endurance mileage of the vehicle in a pure electric mode is prolonged, and the reliability and maintainability of the system are enhanced.

Description

Technical Field

[0001] The present invention belongs to the field of automotive air conditioners, and relates to a thermal management system and control method for a new energy range-extended electric vehicle. Background Art

[0002] With the rapid development of new energy vehicle technology, the thermal management system, as a core subsystem affecting vehicle driving range, ride comfort and safety, has become increasingly important. At present, the thermal management systems of new energy range-extended electric vehicles generally adopt an occupant compartment heating solution based on engine waste heat and PTC (Positive Temperature Coefficient Heater), supplemented by a single refrigerant circuit or coolant circuit to achieve basic thermal management functions. However, such systems have significant limitations in practical applications. First, the existing architecture fails to fully integrate the waste heat recovery of key components such as electric drives and batteries, resulting in low energy utilization efficiency. Especially in the pure electric driving mode, the energy consumption of air conditioning heating accounts for a relatively large proportion, directly shortening the vehicle driving range. Second, the traditional thermal management system has a single functional scenario and is difficult to achieve independent or coordinated management of multiple targets such as the occupant compartment, battery, electric drive and engine, and cannot balance the thermal demands under different working conditions. For example, in a low-temperature environment, when the battery heating and occupant compartment heating demands are superimposed, the system is prone to energy efficiency decline or local overheating risks due to uneven resource allocation. In addition, existing solutions rely on complex discrete valve bodies and redundant pipelines, which not only increase the system cost and control difficulty, but also reduce the reliability.

[0003] In the prior art, some improvement solutions attempt to improve energy efficiency by adding heat pump technology or optimizing the refrigerant circulation path, but there are still obvious defects. For example, although some heat pump systems can utilize ambient heat, their waste heat recovery capabilities for components such as electric drives and batteries are limited, and the coupling between the refrigerant circuit and the coolant circuit is insufficient, making it difficult to achieve cross-system heat transfer. Other solutions expand the functional scenarios through multi-circuit design, but the cooperative control logic between the circuits is complex and lacks dynamic adjustment capabilities, resulting in slow system response or unsmooth mode switching. In addition, the designs of traditional radiators and heat exchangers do not fully consider compactness and heat transfer efficiency. Especially in high-temperature heat dissipation or low-temperature heating scenarios, problems such as insufficient heat exchange and steep increase in energy consumption are likely to occur. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide an innovative thermal management system for a new energy range-extended electric vehicle, aiming to break through the bottleneck of the prior art through a highly coupled design of the refrigerant circuit and the coolant circuit.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] A thermal management system for a new energy range-extended electric vehicle, comprising:

[0007] The refrigerant circuit includes a first refrigerant circuit, a second refrigerant circuit, a third refrigerant circuit, a fourth refrigerant circuit, and a fifth refrigerant circuit;

[0008] The coolant circuit includes a first coolant circuit, a second coolant circuit, a third coolant circuit, a fourth coolant circuit, and a fifth coolant circuit;

[0009] Wherein:

[0010] The first refrigerant circuit includes a compressor, a first solenoid valve, a condenser, a first check valve, a liquid receiver, a first throttling electronic expansion valve, and an evaporator connected in sequence along the refrigerant flow direction;

[0011] The second refrigerant circuit includes the compressor, the first solenoid valve, the condenser, the first check valve, the liquid receiver, a third throttling electronic expansion valve, and a battery cooler connected in sequence;

[0012] The third refrigerant circuit includes the compressor, a second solenoid valve, a water-cooled condenser, a second check valve, the liquid receiver, a second throttling electronic expansion valve, and a waste heat recovery device connected in sequence;

[0013] The fourth refrigerant circuit includes the compressor, the second solenoid valve, the water-cooled condenser, the second check valve, the liquid receiver, a first throttling electronic expansion valve, and an evaporator connected in sequence;

[0014] The fifth refrigerant circuit includes the compressor, the second solenoid valve, the water-cooled condenser, the second check valve, the liquid receiver, a third throttling electronic expansion valve, and a battery cooler connected in sequence;

[0015] The coolant circuit includes:

[0016] The first coolant circuit includes an electric drive water pump, an electric drive, a waste heat recovery device, a first three-way proportional valve, and a low-temperature radiator connected in sequence;

[0017] The second coolant circuit includes an engine water pump, a high-temperature radiator, and an engine connected in sequence;

[0018] The third coolant circuit includes a battery water pump, a battery pack, a battery cooler, and a battery heater connected in sequence;

[0019] The fourth coolant circuit includes a heater water pump, a water-cooled condenser, an HVH water heater, a second three-way proportional valve, a heater core, a third three-way proportional valve, and a fourth three-way proportional valve connected in sequence;

[0020] The fifth coolant circuit includes the heater water pump, the water-cooled condenser, the HVH water heater, the second three-way proportional valve, the battery heater, the third three-way proportional valve, and the fourth three-way proportional valve connected in sequence;

[0021] The system further includes:

[0022] The battery cooler is connected to the second refrigerant circuit and the fifth refrigerant circuit through a refrigerant channel, and is connected to the third coolant circuit through a coolant channel;

[0023] The water-cooled condenser is connected to the third refrigerant circuit, the fourth refrigerant circuit and the fifth refrigerant circuit through a refrigerant channel, and is connected to the fourth coolant circuit and the fifth coolant circuit through a coolant channel;

[0024] The waste heat recovery device is connected to the third refrigerant circuit through a refrigerant channel, and is connected to the first coolant circuit through a coolant channel.

[0025] Optionally, the third three-way proportional valve and the fourth three-way proportional valve are replaced by a four-way valve for adjusting the utilization of the engine waste heat.

[0026] Optionally, the battery heater is a two-way heat exchanger, and exchanges heat with the third coolant circuit and the fifth coolant circuit through a coolant channel.

[0027] Optionally, the first solenoid valve and the second solenoid valve are one-way cut-off function solenoid valves, and the refrigerant flow direction is switched by the central controller according to the system mode.

[0028] Optionally, the heater core adopts a multi-layer fin structure, and its surface is coated with a high-temperature heat-conducting coating.

[0029] Optionally, a liquid level sensor and a pressure balance valve are provided inside the liquid storage tank for adjusting the refrigerant storage amount in real time.

[0030] Optionally, a corrugated tube heat exchange structure is adopted between the refrigerant channel and the coolant channel of the waste heat recovery device to improve the heat exchange efficiency.

[0031] Optionally, the system further includes an integrated control unit, which coordinates the switching of the working modes of the refrigerant circuit and the coolant circuit by receiving the signals of each sensor.

[0032] A control method based on the above new energy extended-range vehicle thermal management system includes the following steps:

[0033] Occupant compartment thermal management:

[0034] Occupant compartment cooling mode: The first refrigerant circuit is turned on, and the refrigerant is compressed by the compressor and then flows through the first solenoid valve, the condenser, the first one-way valve, the liquid storage tank, the first throttle electronic expansion valve and the evaporator in sequence to achieve the cooling of the occupant compartment;

[0035] First occupant compartment heating mode: The third refrigerant circuit and the fourth coolant circuit are turned on, and the refrigerant releases heat in the water-cooled condenser to heat the coolant, and supplies heat to the occupant compartment through the heater core;

[0036] Second passenger compartment heating mode: Turn on the fourth coolant circuit, directly heat the coolant through the HVH water heater and deliver it to the heater core;

[0037] Third passenger compartment heating mode: Turn on the second coolant circuit and the fourth coolant circuit, use the waste heat of the engine to heat the coolant and supply heat through the heater core;

[0038] Battery thermal management:

[0039] First battery cooling mode: Turn on the second refrigerant circuit and the third coolant circuit, and the refrigerant absorbs the heat of the battery in the battery cooler;

[0040] First battery heating mode: Turn on the third refrigerant circuit and the fifth coolant circuit, the refrigerant heats the coolant through the water-cooled condenser, and supplies heat to the battery pack through the battery heater;

[0041] Engine waste heat heating mode: Turn on the second coolant circuit and the fifth coolant circuit, and use the waste heat of the engine to supply heat to the battery pack through the water-cooled condenser and the battery heater;

[0042] Electric drive thermal management:

[0043] Electric drive radiator cooling mode: Turn on the first coolant circuit, and the coolant is cooled by the low-temperature radiator and then circulates to cool the electric drive;

[0044] Electric drive heat pump waste heat dissipation mode: Turn on the third refrigerant circuit and the first coolant circuit, use the waste heat recovery device to absorb the heat of the electric drive and transfer it to the water-cooled condenser through the refrigerant;

[0045] Engine thermal management:

[0046] Engine radiator cooling mode: Turn on the second coolant circuit, and the coolant is cooled by the high-temperature radiator and then circulates to cool the engine;

[0047] Engine waste heat utilization mode: Turn on the second coolant circuit and the fourth coolant circuit, and deliver the waste heat of the engine to the passenger compartment or the battery heater.

[0048] Optionally, the passenger compartment thermal management further includes:

[0049] Passenger compartment cooling and defogging mode: Control the refrigerant circulation through the first refrigerant circuit to reduce the humidity in the passenger compartment;

[0050] Passenger compartment heat pump defogging mode: Control the refrigerant circulation through the fourth refrigerant circuit to achieve both temperature reduction and defogging.

[0051] The beneficial effects of the present invention are as follows:

[0052] The new energy extended-range vehicle thermal management system provided in this application significantly improves the comprehensive efficiency and applicability of thermal management through the highly coupled design of the refrigerant circuit and the coolant circuit and the multi-objective collaborative control strategy. First, the system integrates the waste heat recovery mechanism of the electric drive, battery and engine, converts the heat energy discarded in traditional technology into effective energy for passenger compartment heating or battery heating, greatly reducing the dependence on independent heating devices (such as PTC), thereby reducing power consumption and extending the vehicle's range in pure electric mode. Secondly, the system adopts a modular multi-loop architecture, which can independently or jointly manage the thermal requirements of the passenger compartment, battery, electric drive and engine. For example, when meeting the battery heating and passenger compartment heating requirements at the same time in a low-temperature environment, the opening of the three-way proportional valve and the solenoid valve is dynamically adjusted to achieve intelligent distribution of heat among multiple targets, avoiding resource conflicts or local overheating, and ensuring the stability and safety of system operation.

[0053] In addition, by introducing key components such as water-cooled condensers and two-way heat exchangers, the system achieves efficient thermal energy interaction between the refrigerant and the coolant circuit, improving the waste heat utilization rate and heat exchange efficiency. For example, the waste heat of the electric drive can be absorbed by the waste heat recovery device, and then transferred to the water-cooled condenser through the refrigerant to heat the coolant, thereby providing heat for the passenger compartment or the battery, forming a closed-loop energy cycle. At the same time, the system reduces hardware complexity and control costs, and enhances the reliability and maintainability of the system by simplifying the pipeline layout (such as replacing multiple three-way proportional valves with four-way valves) and the use of integrated control units. Under extreme working conditions (such as high-temperature heat dissipation or low-temperature heating), the optimized radiator design and high-temperature resistant coating further improve the heat exchange efficiency, ensuring the stable operation of the system under all-weather conditions.

[0054] In summary, this solution not only solves the problems of low energy utilization, single functional scenarios, and complex control logic in existing technologies, but also achieves significant breakthroughs in energy efficiency improvement, cost control, system simplification, and multi-scenario adaptability, providing a more competitive technical path for the field of thermal management of new energy vehicles.

[0055] Other advantages, objectives and features of the present invention will be described in the following description to some extent, and to some extent, will be obvious to those skilled in the art based on the following examination and study, or can be taught from the practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be described in detail below in conjunction with the accompanying drawings, wherein:

[0057] Figure 1 This is a general schematic diagram of an embodiment of the present invention;

[0058] Figure 2 Schematic diagram of another embodiment of this solution;

[0059] Figure 3 Schematic diagram of the total refrigerant circuit;

[0060] Figure 4 Schematic diagram of the first refrigerant circuit;

[0061] Figure 5 Schematic diagram of the second refrigerant circuit;

[0062] Figure 6 Schematic diagram of the third refrigerant circuit;

[0063] Figure 7 Schematic diagram of the fourth refrigerant circuit;

[0064] Figure 8 Schematic diagram of the fifth refrigerant circuit;

[0065] Figure 9 Schematic diagram of the total coolant circuit;

[0066] Figure 10 Schematic diagram of the first coolant circuit;

[0067] Figure 11 Schematic diagram of the second coolant circuit;

[0068] Figure 12 Schematic diagram of the third coolant circuit;

[0069] Figure 13 Schematic diagram of the fourth coolant circuit;

[0070] Figure 14 Schematic diagram of the fifth coolant circuit.

[0071] Reference numerals: 1 compressor, 2 first solenoid valve, 3 condenser, 4 first check valve, 5 liquid storage tank, 6 first throttling electronic expansion valve, 7 evaporator, 8 third throttling electronic expansion valve, 9 battery cooler, 10 second solenoid valve, 11 water-cooled condenser, 13 second throttling electronic expansion valve, 14 waste heat recovery device, 15 electric drive water pump, 16 electric drive, 17 first three-way proportional valve, 18 low-temperature radiator, 19 engine water pump, 20 high-temperature radiator, 21 engine, 22 battery water pump, 23 battery pack, 24 battery heater, 25 heater water pump, 26 HVH water heater, 27 second three-way proportional valve, 28 heater core, 29 third three-way proportional valve, 30 fourth three-way proportional valve, 31 second check valve, 32 blower, 33 four-way valve. Detailed implementation manners

[0072] The following specific examples illustrate the implementation manners of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the drawings provided in the following embodiments only schematically illustrate the basic concept of the present invention. Without conflict, the following embodiments and the features in the embodiments can be combined with each other.

[0073] Among them, the drawings are only for illustrative purposes, showing only schematic diagrams rather than physical diagrams, and should not be construed as a limitation to the present invention; in order to better illustrate the embodiments of the present invention, some components in the drawings will be omitted, enlarged or reduced, which do not represent the dimensions of the actual product; for those skilled in the art, it is understandable that some well-known structures and their descriptions in the drawings may be omitted.

[0074] In the drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components; in the description of the present invention, it should be understood that if there are terms such as "upper", "lower", "left", "right", "front", "rear", etc. indicating the orientation or positional relationship, they are based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the positional relationship in the drawings are only for illustrative purposes and should not be construed as a limitation to the present invention. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific circumstances.

[0075] Please refer to Figures 1 to 14 , a thermal management system for a new energy range-extended vehicle is composed of a refrigerant circuit and a coolant circuit, and realizes the thermal management functions of the passenger compartment, battery, electric drive and engine through multi-circuit collaborative design. The system structure and working process are described in detail below with reference to the reference numerals:

[0076] 1. Implementation manner of the refrigerant circuit

[0077] The refrigerant circuit includes the first to fifth refrigerant circuits, and the core component is the compressor 1. The outlet of the compressor 1 is divided into two paths: one path is connected to the first solenoid valve 2, and the other path is connected to the second solenoid valve 10.

[0078] The first refrigerant circuit: The refrigerant enters the condenser 3 from the compressor 1 through the first solenoid valve 2, and the condensed refrigerant flows through the first check valve 4, the liquid storage tank 5, and the first throttling electronic expansion valve 6 in sequence, and finally evaporates and absorbs heat in the evaporator 7 to realize the cooling of the passenger compartment.

[0079] Second refrigerant circuit: The refrigerant enters the condenser 3 from the compressor 1 via the first solenoid valve 2, then flows through the first check valve 4, the liquid storage tank 5, and the third throttle electronic expansion valve 8, enters the battery cooler 9 to absorb the battery heat, and then returns to the compressor 1.

[0080] Third refrigerant circuit: The refrigerant enters the water-cooled condenser 11 from the compressor 1 via the second solenoid valve 10. After condensing and releasing heat, it passes through the second check valve 31, the liquid storage tank 5, and the second throttle electronic expansion valve 13, absorbs the waste heat of the electric drive 16 in the waste heat recovery device 14, and finally returns to the compressor 1.

[0081] Fourth refrigerant circuit: The refrigerant enters the water-cooled condenser 11 from the compressor 1 via the second solenoid valve 10, then flows through the second check valve 31, the liquid storage tank 5, and the first throttle electronic expansion valve 6, and evaporates and absorbs heat in the evaporator 7 for cooling or defogging the passenger compartment.

[0082] Fifth refrigerant circuit: The refrigerant enters the water-cooled condenser 11 from the compressor 1 via the second solenoid valve 10, flows through the second check valve 31, the liquid storage tank 5, and the third throttle electronic expansion valve 8, enters the battery cooler 9, and then returns to the compressor 1.

[0083] 2. Implementation mode of the coolant circuit

[0084] The coolant circuit includes the first to fifth coolant circuits, and each circuit works in coordination with the water pump through a three-way proportional valve:

[0085] First coolant circuit: The electric drive water pump 15 drives the coolant to flow through the electric drive 16, the waste heat recovery device 14, the first three-way proportional valve 17, and the low-temperature radiator 18. The first three-way proportional valve 17 can adjust the flow direction of the coolant to dissipate heat in the low-temperature radiator 18 or directly return to the electric drive 16 to achieve electric drive heat dissipation or self-circulation temperature rise.

[0086] Second coolant circuit: The engine water pump 19 drives the coolant to flow through the engine 21 and the high-temperature radiator 20. The high-temperature radiator 20 dissipates the waste heat of the engine to the environment through an electric fan, or interacts with the fourth and fifth coolant circuits through pipelines to use the waste heat for heating the passenger compartment or the battery.

[0087] Third coolant circuit: The battery water pump 22 drives the coolant to flow through the battery pack 23, the battery cooler 9, and the battery heater 24. The battery cooler 9 is connected to the refrigerant circuit and absorbs the battery heat through refrigerant evaporation; the battery heater 24 receives the heat from the water-cooled condenser 11 through the fifth coolant circuit to achieve battery heating.

[0088] Fourth coolant circuit: The heater water pump 25 drives the coolant to flow through the water-cooled condenser 11, the HVH water heater 26, the second three-way proportional valve 27, the heater core 28, the third three-way proportional valve 29, and the fourth three-way proportional valve 30. The coolant absorbs the refrigerant condensation heat in the water-cooled condenser 11 or is directly heated in the HVH water heater 26, and supplies heat to the passenger compartment through the heater core 28. The third three-way proportional valve 29 and the fourth three-way proportional valve 30 can be replaced by a four-way valve 33 to simplify the pipeline distribution logic.

[0089] Fifth coolant circuit: The heater water pump 25 drives the coolant to flow through the water-cooled condenser 11, the HVH water heater 26, the second three-way proportional valve 27, the battery heater 24, the third three-way proportional valve 29, and the fourth three-way proportional valve 30. This circuit transfers heat to the battery heater 24 to provide heating support for the battery pack 23.

[0090] 3. Coolant circuit control method

[0091] First coolant circuit control method

[0092] Method a: The coolant circulates under the action of the electric drive water pump 15 and enters the electric drive 16. The electric drive self-circulates and heats up quickly, then passes through the waste heat recovery device 14 (at this time, the waste heat recovery device 14 does not exchange heat), is adjusted by the first three-way proportional valve 17, and finally directly returns to the electric drive 16.

[0093] Method b: The coolant circulates under the action of the electric drive water pump 15 and enters the electric drive 16. After taking away the heat of the electric drive, it passes through the waste heat recovery device 14 (without heat exchange) and the first three-way proportional valve 17 for adjustment, enters the low-temperature radiator 18 for heat dissipation, and finally returns to the electric drive 16.

[0094] Method c: The coolant circulates under the action of the electric drive water pump 15 and enters the electric drive 16. After taking away the heat of the electric drive, the waste heat recovery device 14 releases the heat to the refrigerant circuit, and the first three-way proportional valve 17 adjusts the ratio of the low-temperature radiator 18 to the direct return.

[0095] Second coolant circuit control method

[0096] Method a: The coolant circulates under the action of the engine water pump 19 and enters the engine 21 to achieve rapid self-circulation heating of the engine.

[0097] Method b: The coolant circulates under the action of the engine water pump 19 and enters the engine 21. After taking away the heat of the engine, it is cooled by the high-temperature radiator 20 and finally returns to the engine 21.

[0098] Method c: The coolant circulates under the action of the engine water pump 19 and enters the engine 21. After part of the coolant enters the fourth or fifth coolant circuit for heat exchange, it mixes with another path and enters the high-temperature radiator 20 for heat dissipation, and finally returns to the engine 21.

[0099] Third coolant circuit control method

[0100] Method a: The coolant circulates under the action of the battery water pump 22 and enters the battery pack 23, self-circulates to adjust the internal temperature difference of the battery, and returns to the battery pack 23 after passing through the battery cooler 9 (without heat exchange) and the battery heater 24 (without heat exchange).

[0101] Method b: The coolant circulates under the action of the battery water pump 22 and enters the battery pack 23. After taking away the battery heat, it exchanges heat with the refrigerant through the battery cooler 9 to achieve temperature reduction, and finally returns to the battery pack 23.

[0102] Method c: The coolant circulates under the action of the battery water pump 22 and enters the battery pack 23. After being heated by the battery heater 24, it supplies heat to the battery pack 23, and finally returns to the battery pack 23.

[0103] Fourth coolant circuit control method

[0104] Method a: The coolant enters the water-cooled condenser 11 under the action of the heater water pump 25 to absorb the heat of the refrigerant. After being compensated and heated by the HVH water heater 26, it supplies heat to the passenger compartment through the heater core 28, and finally returns to the water-cooled condenser 11.

[0105] Method b: The coolant is directly heated by the HVH water heater 26 under the action of the heater water pump 25, supplies heat through the heater core 28, and finally returns to the water-cooled condenser 11.

[0106] Method c: The coolant introduces the waste heat of the engine under the action of the heater water pump 25, supplies heat through the heater core 28, and then returns to the engine 21.

[0107] Fifth coolant circuit control method

[0108] Method a: The coolant enters the water-cooled condenser 11 under the action of the heater water pump 25 to absorb the heat of the refrigerant. After being compensated and heated by the HVH water heater 26, it supplies heat to the battery pack 23 through the battery heater 24, and finally returns to the water-cooled condenser 11.

[0109] Method b: The coolant is directly heated by the HVH water heater 26 under the action of the heater water pump 25, supplies heat to the battery pack 23 through the battery heater 24, and finally returns to the water-cooled condenser 11.

[0110] Method c: The coolant introduces the waste heat of the engine under the action of the heater water pump 25, supplies heat to the battery pack 23 through the battery heater 24, and then returns to the engine 21.

[0111] 4. Cooperative Control of Key Components

[0112] Waste Heat Recovery Device 14: The refrigerant absorbs the waste heat of the electric drive 16 in the third refrigerant circuit and transfers the heat to the coolant circuit through the water-cooled condenser 11 for heating the passenger compartment or the battery.

[0113] Water-cooled Condenser 11: As the heat exchange hub between the refrigerant and the coolant, it releases the refrigerant condensation heat in the third, fourth, and fifth refrigerant circuits to heat the coolant in the fourth and fifth coolant circuits.

[0114] Four-way Valve 33: Replaces the third three-way proportional valve 29 and the fourth three-way proportional valve 30 to dynamically adjust the utilization of engine waste heat.

[0115] Blower 32: Drives the air flow through the evaporator 7 or the heater core 28 to deliver cold air or hot air to the passenger compartment.

[0116] 5. Examples of Typical Operating Modes

[0117] Passenger Compartment Thermal Management

[0118] Passenger Compartment Cooling Mode: Turn on the first refrigerant circuit and cool down through the evaporator 7.

[0119] First Passenger Compartment Heating Mode: Turn on the third refrigerant circuit and the fourth coolant circuit method a to supply heat using the waste heat of the electric drive.

[0120] Second Passenger Compartment Heating Mode: Turn on the fourth coolant circuit method b and directly heat through the HVH water heater 26.

[0121] Third Passenger Compartment Heating Mode: Turn on the second coolant circuit method c and the fourth coolant circuit method c to supply heat using the engine waste heat.

[0122] Battery Thermal Management

[0123] First Battery Cooling Mode: Turn on the second refrigerant circuit and the third coolant circuit method b and cool down through the battery cooler 9.

[0124] First Battery Heating Mode: Turn on the third refrigerant circuit and the fifth coolant circuit method a to supply heat using the waste heat of the electric drive and the HVH water heater 26.

[0125] Third Battery Heating Mode: Turn on the second coolant circuit method c and the fifth coolant circuit method c to supply heat using the engine waste heat.

[0126] Electric Drive and Engine Thermal Management

[0127] Electric Drive Radiator Cooling Mode: Turn on the first coolant circuit method b and dissipate heat through the low-temperature radiator 18.

[0128] Engine waste heat utilization mode: Turn on the second coolant circuit method c to transfer the waste heat to the passenger compartment or the battery heater 24.

[0129] 6. System integration and optimization

[0130] The system collects the signals of temperature sensors, pressure sensors and flow regulating valves in real time through the integrated control unit, and dynamically adjusts the working states of solenoid valves, three-way proportional valves and water pumps. For example:

[0131] Low temperature environment: Give priority to using the waste heat of the electric drive 16 and the engine 21 to reduce the energy consumption of the HVH water heater 26.

[0132] High temperature environment: Link the refrigerant circuit and the coolant circuit to quickly dissipate heat through the low temperature radiator 18 and the high temperature radiator 20.

[0133] In summary, through the multi-loop coupling design, key component optimization and intelligent control strategy of this embodiment, the efficient, stable and multi-functional operation of the new energy vehicle thermal management system is realized, and the energy utilization rate and the vehicle performance are significantly improved.

[0134] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be modified or equivalently replaced without departing from the purpose and scope of the present technical solution, and they should all be covered within the scope of the claims of the present invention.

Claims

1. A heat management system for a new energy range-extended vehicle, characterized in that, Comprising: A refrigerant circuit, including a first refrigerant circuit, a second refrigerant circuit, a third refrigerant circuit, a fourth refrigerant circuit, and a fifth refrigerant circuit; A coolant circuit, including a first coolant circuit, a second coolant circuit, a third coolant circuit, a fourth coolant circuit, and a fifth coolant circuit; Wherein: The first refrigerant circuit includes a compressor (1), a first solenoid valve (2), a condenser (3), a first check valve (4), a liquid storage tank (5), a first throttling electronic expansion valve (6), and an evaporator (7) connected in sequence along the refrigerant flow direction; The second refrigerant circuit includes the compressor (1), the first solenoid valve (2), the condenser (3), the first check valve (4), the liquid storage tank (5), a third throttling electronic expansion valve (8), and a battery cooler (9) connected in sequence; The third refrigerant circuit includes the compressor (1), a second solenoid valve (10), a water-cooled condenser (11), a second check valve (31), the liquid storage tank (5), a second throttling electronic expansion valve (13), and a waste heat recovery device (14) connected in sequence; The fourth refrigerant circuit includes the compressor (1), the second solenoid valve (10), the water-cooled condenser (11), the second check valve (31), the liquid storage tank (5), the first throttling electronic expansion valve (6), and the evaporator (7) connected in sequence; The fifth refrigerant circuit includes the compressor (1), the second solenoid valve (10), the water-cooled condenser (11), the second check valve (31), the liquid storage tank (5), the third throttling electronic expansion valve (8), and the battery cooler (9) connected in sequence; The coolant circuit includes: The first coolant circuit includes an electric drive water pump (15), an electric drive (16), a waste heat recovery device (14), a first three-way proportional valve (17), and a low-temperature radiator (18) connected in sequence; The second coolant circuit includes an engine water pump (19), a high-temperature radiator (20), and an engine (21) connected in sequence; The third coolant circuit includes a battery water pump (22), a battery pack (23), a battery cooler (9), and a battery heater (24) connected in sequence; The fourth coolant circuit includes a heater water pump (25), a water-cooled condenser (11), an HVH water heater (26), a second three-way proportional valve (27), a heater core (28), a third three-way proportional valve (29), and a fourth three-way proportional valve (30) connected in sequence; The fifth coolant circuit includes the heater water pump (25), the water-cooled condenser (11), the HVH water heater (26), the second three-way proportional valve (27), the battery heater (24), the third three-way proportional valve (29), and the fourth three-way proportional valve (30) connected in sequence; The system further includes: The battery cooler (9) is connected to the second refrigerant circuit and the fifth refrigerant circuit through a refrigerant channel, and is connected to the third coolant circuit through a coolant channel; The water-cooled condenser (11) is connected to the third refrigerant circuit, the fourth refrigerant circuit, and the fifth refrigerant circuit through a refrigerant channel, and is connected to the fourth coolant circuit and the fifth coolant circuit through a coolant channel; The waste heat recovery device (14) is connected to the third refrigerant circuit through a refrigerant channel and to the first coolant circuit through a coolant channel.

2. The new energy extended-range vehicle thermal management system according to claim 1, wherein Replace the third three-way proportional valve (29) and the fourth three-way proportional valve (30) with a four-way valve (33) for regulating the utilization of engine waste heat.

3. The new energy extended-range vehicle thermal management system according to claim 1, characterized in that, The battery heater (24) is a two-way heat exchanger that exchanges heat with the third coolant circuit and the fifth coolant circuit through a coolant channel.

4. The new energy extended-range vehicle thermal management system according to claim 1, wherein, The first solenoid valve (2) and the second solenoid valve (10) are solenoid valves with a one-way cut-off function, and the refrigerant flow direction is switched by the central controller according to the system mode.

5. The new energy extended-range vehicle thermal management system according to claim 1, wherein The heater core (28) adopts a multi-layer fin structure, and its surface is coated with a high-temperature heat-conducting coating.

6. The new energy extended-range vehicle thermal management system according to claim 1, wherein, A liquid level sensor and a pressure balance valve are provided inside the liquid storage tank (5) for regulating the refrigerant storage amount in real time.

7. The new energy extended-range vehicle thermal management system according to claim 1, characterized in that, A bellows-type heat exchange structure is adopted between the refrigerant channel and the coolant channel of the waste heat recovery device (14) to improve the heat exchange efficiency.

8. The new energy extended-range vehicle thermal management system according to claim 1, characterized in that The system further includes an integrated control unit that coordinates the switching of the working modes of the refrigerant circuit and the coolant circuit by receiving signals from various sensors.

9. A control method for a thermal management system of a new energy range-extended vehicle according to any one of claims 1 to 8, characterized in that, Including the following steps: Occupant compartment thermal management: Occupant compartment cooling mode: Turn on the first refrigerant circuit. The refrigerant is compressed by the compressor and then flows through the first solenoid valve, condenser, first check valve, liquid storage tank, first throttling electronic expansion valve, and evaporator in sequence to achieve temperature reduction in the occupant compartment. First occupant compartment heating mode: Turn on the third refrigerant circuit and the fourth coolant circuit. The refrigerant releases heat in the water-cooled condenser to heat the coolant, and supplies heat to the occupant compartment through the heater core. Second occupant compartment heating mode: Turn on the fourth coolant circuit, and directly heat the coolant through the HVH water heater and deliver it to the heater core. Third occupant compartment heating mode: Turn on the second coolant circuit and the fourth coolant circuit, and utilize the engine waste heat to heat the coolant and supply heat through the heater core. Battery thermal management: First battery cooling mode: Turn on the second refrigerant circuit and the third coolant circuit, and the refrigerant absorbs the battery heat in the battery cooler. First battery heating mode: Turn on the third refrigerant circuit and the fifth coolant circuit. The refrigerant heats the coolant through the water-cooled condenser and supplies heat to the battery pack through the battery heater. Engine waste heat heating mode: Turn on the second coolant circuit and the fifth coolant circuit, and utilize the engine waste heat to supply heat to the battery pack through the water-cooled condenser and the battery heater. Electric drive thermal management: Electric drive radiator cooling mode: Turn on the first coolant circuit. The coolant is cooled by the low-temperature radiator and then circulates to cool the electric drive. Electric drive heat pump waste heat dissipation mode: Turn on the third refrigerant circuit and the first coolant circuit, and utilize the waste heat recovery device to absorb the electric drive heat and transfer it to the water-cooled condenser through the refrigerant. Engine thermal management: Engine radiator cooling mode: Turn on the second coolant circuit. The coolant is cooled by the high-temperature radiator and then circulates to cool the engine. Engine waste heat utilization mode: Turn on the second coolant circuit and the fourth coolant circuit, and deliver the engine waste heat to the occupant compartment or the battery heater.

10. The control method according to claim 9, wherein: The occupant compartment thermal management further includes: Occupant compartment cooling and defogging mode: Control the refrigerant circulation through the first refrigerant circuit to reduce the humidity in the occupant compartment. Crew compartment heat pump defogging mode: Controls the refrigerant circulation through the fourth refrigerant circuit to achieve both temperature reduction and defogging simultaneously.

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