Automotive thermal management systems and new energy vehicles

Abstract

This invention discloses an automotive thermal management system and a new energy vehicle. The automotive thermal management system includes a first heat exchanger, a second heat exchanger, a third heat exchanger, a first heat exchange core, and a second heat exchange core. The first and second heat exchange cores are installed inside the vehicle's air conditioning unit. Through the control of a three-way proportional regulating valve, a first valve, a second valve, a third valve, and a fourth valve, the first and second heat exchange cores can work in interconnection or independently. The third heat exchanger is used to cool and heat the battery. The thermal management system regulates the flow ratio of the refrigerant in the branch circuit through the three-way proportional regulating valve, thereby regulating the proportional distribution of cooling capacity between the passenger compartment and the battery.

Description

Technical Field

[0001] This invention belongs to the field of new energy vehicle air conditioning technology, and in particular relates to an automotive thermal management system and a new energy vehicle. Background Technology

[0002] Currently, the thermal management of new energy vehicles needs to meet the requirements of passenger compartment temperature control to ensure comfort, while also taking into account battery cooling during fast charging and battery heating during low-temperature charging. The refrigerant circuit of the existing thermal management system of new energy vehicles mainly consists of a compressor, indoor condenser, outdoor heat exchanger, liquid receiver, evaporator, battery cooler, expansion valve, etc.

[0003] The passenger compartment thermal management system of the new energy vehicle thermal management system is a three-heat-exchange heat pump system, including an evaporator, an indoor condenser, and a PTC heater. The evaporator serves as the cold source for the passenger compartment, while pure electric vehicles, which do not have engine heat, use the indoor condenser and PTC heater as the heat source. In the battery heat pipe system of the new energy vehicle thermal management system, the evaporator and battery cooler are connected in parallel. The refrigerant distribution is regulated by a refrigerant expansion mechanism, forming a dual-evaporation system of evaporator and battery cooler. During fast charging, the battery cooler cools the water temperature in the battery circuit, while during low-temperature charging, the PTC heater heats the water temperature in the circuit.

[0004] The aforementioned thermal management system has the following main drawbacks: the existing high-pressure air PTC in the passenger compartment poses certain safety hazards; since the refrigerant circuits of the system's evaporator and battery cooler operate in parallel, the refrigerant distribution between the battery cooler and evaporator is controlled by a refrigerant throttling device, which makes the control logic relatively complex. Under certain operating conditions, the system may not be able to achieve the ideal cooling distribution for the passenger compartment and the battery. Moreover, the thermal management system requires two separate PTCs to heat the battery and passenger compartment respectively, and there is no direct interaction between the various thermal management loops of the system, which is not conducive to the distribution and utilization of cold and heat sources. Summary of the Invention

[0005] The main objective of this invention is to provide an automotive thermal management system. This system is equipped with four valves and a three-way proportional regulating valve, enabling two heat exchange cores to meet different operating conditions. The two heat exchange cores can work in interconnection or independently to distribute cold and heat source refrigerants. The cold and heat source refrigerants can be used to cool and heat the battery through a third heat exchanger.

[0006] This invention is achieved through the following technical solution:

[0007] The first aspect of the present invention provides an automotive thermal management system, including a first heat exchanger, a second heat exchanger, a third heat exchanger, a first heat exchange core, and a second heat exchange core; the first heat exchange core and the second heat exchange core are used to be installed inside the air conditioning unit of the vehicle.

[0008] The first heat exchanger is connected to the first heat exchange core, so that the refrigerant flowing into the first heat exchange core forms a first circulation loop. The second heat exchanger is connected to the second heat exchange core, so that the refrigerant flowing into the second heat exchange core forms a second circulation loop. The second circulation loop is provided with a first branch connected to the first heat exchange core and a second branch connected to the third heat exchanger. The first circulation loop is provided with a third branch connected to a first flow path of the third heat exchanger. The second flow path of the third heat exchanger is used to connect to the battery water-cooling plate. A three-way proportional regulating valve is provided on the first circulation loop. The inlet of the three-way proportional control valve is connected to the refrigerant outlet of the first heat exchanger, the first outlet of the three-way proportional control valve is connected to the inlet of the first heat exchange core, the second outlet of the three-way proportional control valve is connected to the inlet of the first flow path of the third heat exchanger, the first flow path outlet of the third heat exchanger is connected to the refrigerant inlet of the first heat exchanger, a first valve is provided on the second branch, a second valve is provided on the second circulation loop, a third valve is provided on the first branch, a fourth branch is provided between the refrigerant inlet of the first heat exchanger and the refrigerant inlet of the second heat exchanger, and a fourth valve is provided on the fourth branch.

[0009] As described above, the automotive thermal management system further includes a first pump body, a second pump body, and a third pump body. The first pump body is located on the refrigerant circuit of the second heat exchanger, the second pump body is located on the refrigerant circuit of the first heat exchanger, and the third pump body is located on the refrigerant circuit of the first flow path of the third heat exchanger.

[0010] As described above in the automotive thermal management system, the first valve and the second valve are an integrated three-way valve.

[0011] As described above in the automotive thermal management system, the first valve, the second valve, and the third valve are integrated valves.

[0012] As described above in the automotive thermal management system, the refrigerant for both the first and second heat exchangers is water or an ethylene glycol solution.

[0013] As described above in the automotive thermal management system, the second pump body is located at the refrigerant outlet of the first heat exchanger, and the first pump body is located at the refrigerant outlet of the second heat exchanger; or, the second pump body is located at the refrigerant inlet of the first heat exchanger, and the first pump body is located at the refrigerant inlet of the second heat exchanger.

[0014] As described above in the automotive thermal management system, a water PTC heater is installed on the heat source circuit of the second heat exchanger.

[0015] As described above, the automotive thermal management system further includes a controller, which is connected to the first pump body, the second pump body, the third pump body, the three-way proportional regulating valve, the first valve, the second valve, the third valve, and the fourth valve.

[0016] A second aspect of the present invention provides a new energy vehicle, the new energy vehicle including an air conditioning unit and a vehicle thermal management system as described above.

[0017] As described above, the new energy vehicle is a hybrid vehicle. The vehicle thermal management system further includes a motor heat exchanger for collecting motor cooling water. The motor heat exchanger is connected to the refrigerant circuit of the second heat exchanger. The vehicle thermal management system also includes an engine heat exchanger for collecting engine cooling water. The engine heat exchanger is connected to the refrigerant circuit of the second heat exchanger.

[0018] The automotive thermal management system of this invention distributes refrigerant through a three-way proportional regulating valve, a first valve, a second valve, a third valve, and a fourth valve. The first heat exchange core and the second heat exchange core can meet the needs of heating and cooling. The first heat exchange core and the second heat exchange core can work in conjunction with each other or work independently. The cold source refrigerant and the heat source refrigerant can achieve battery cooling and heating through a third heat exchanger. This thermal management system adjusts the flow ratio of the branch refrigerant through the three-way proportional regulating valve, thereby adjusting the proportional distribution of cooling capacity between the passenger compartment and the battery. The adjustment and control method is simple.

[0019] The new energy vehicle of the present invention includes the above-mentioned vehicle thermal management system. The system distributes refrigerant through a three-way proportional regulating valve, a first valve, a second valve, a third valve, and a fourth valve. The first heat exchange core and the second heat exchange core can meet the needs of heating and cooling. The first heat exchange core and the second heat exchange core can work in conjunction with each other or work independently. The refrigerant can cool and heat the battery through a third heat exchanger. The thermal management system adjusts the flow ratio of the refrigerant in the branch circuit through the three-way proportional regulating valve, thereby adjusting the proportional distribution of cooling capacity between the passenger compartment and the battery. The adjustment and control method is simple. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A simplified structural diagram of an automotive thermal management system provided in an embodiment of the present invention;

[0022] Figure 2 A simplified structural diagram of an automotive thermal management system provided in an embodiment of the present invention;

[0023] Figure 3 A simplified structural diagram of an automotive thermal management system provided in an embodiment of the present invention;

[0024] Figure 4 A simplified structural diagram of an automotive thermal management system provided in an embodiment of the present invention;

[0025] Figure 5 A simplified structural diagram of an automotive thermal management system provided in an embodiment of the present invention;

[0026] Figure 6 A simplified structural diagram of an automotive thermal management system provided in an embodiment of the present invention;

[0027] Figure 7 A simplified structural diagram of an automotive thermal management system provided in an embodiment of the present invention;

[0028] Figure 8 A simplified structural diagram of an automotive thermal management system provided in an embodiment of the present invention.

[0029] Explanation of reference numerals in the attached figures:

[0030] 1-First heat exchanger;

[0031] 2-Second heat exchanger;

[0032] 3-Third heat exchanger;

[0033] 4-First heat exchange core;

[0034] 5-Second heat exchange core;

[0035] 6-First pump body;

[0036] 7-Second pump body;

[0037] 8-Third pump body;

[0038] 9-Automotive battery water-cooling plate;

[0039] 10-Three-way proportional control valve;

[0040] 11-First valve;

[0041] 12-Second valve;

[0042] 13-Third valve;

[0043] 14 - Fourth valve. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] In the description of this invention, it should be understood that the terms “comprising” and “having” as used herein, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0046] In the description of this invention, it should be understood that the terms "upper," "lower," etc., indicating orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features.

[0047] The automotive thermal management system and new energy vehicles provided by the present invention will be described in detail below with reference to specific embodiments.

[0048] Example 1:

[0049] Figure 1 For a simplified structural diagram of the automotive thermal management system provided in an embodiment of the present invention, please refer to [link / reference needed]. Figure 1 As shown, this embodiment provides an automotive thermal management system, including a first heat exchanger 1, a second heat exchanger 2, a third heat exchanger 3, a first heat exchange core 4, and a second heat exchange core 5; the first heat exchange core 4 and the second heat exchange core 5 are used to be installed inside the air conditioning unit of the vehicle.

[0050] The first heat exchanger 1 is connected to the first heat exchange core 4, so that the refrigerant flowing into the first heat exchange core 4 forms a first circulation loop. The second heat exchanger 2 is connected to the second heat exchange core 5, so that the refrigerant flowing into the second heat exchange core 5 forms a second circulation loop. The second circulation loop is provided with a first branch connected to the first heat exchange core 4 and a second branch connected to the third heat exchanger 3. The first circulation loop is provided with a third branch connected to the first flow path of the third heat exchanger 3. The second flow path of the third heat exchanger 3 is used to connect to the automotive battery water-cooling plate 9. A three-way proportional regulating valve 10 is provided on the first circulation loop. The inlet of the three-way proportional control valve 10 is connected to the refrigerant outlet of the first heat exchanger 1, the first outlet of the three-way proportional control valve 10 is connected to the inlet of the first heat exchange core 4, the second outlet of the three-way proportional control valve 10 is connected to the third branch, the refrigerant outlet of the first flow path of the third heat exchanger 3 is connected to the refrigerant inlet of the first heat exchanger 1, a first valve 11 is provided on the second branch, a second valve 12 is provided on the second circulation loop, a third valve 13 is provided on the first branch, a fourth branch is provided between the refrigerant inlet of the first heat exchanger 1 and the refrigerant inlet of the second heat exchanger 2, and a fourth valve 14 is provided on the fourth branch.

[0051] In this embodiment, the three-way proportional regulating valve 10, the first valve 11, the second valve 12, the third valve 13, and the fourth valve 14 are used to control the direction of refrigerant flow; the automotive battery water cooling plate 9 is used to cool the automotive battery.

[0052] The automotive thermal management system also includes a first pump body 6, a second pump body 7, and a third pump body 8. The first pump body 6 is located on the refrigerant circuit of the second heat exchanger 2, the second pump body 7 is located on the refrigerant circuit of the first heat exchanger 1, and the outlet of the second pump body 7 is connected to the inlet of the three-way proportional regulating valve 10. The third pump body 8 is located on the refrigerant circuit of the battery water-cooled plate. The first pump body 6, located on the refrigerant circuit of the second heat exchanger 2, forms a flow circulation through the first pump body 6. The second pump body 7, located on the refrigerant circuit of the first heat exchanger 1, forms a flow circulation through the second pump body 7. The third pump body 8 is used to drive the refrigerant flow through the first flow path of the third heat exchanger 3.

[0053] In this embodiment, both the first heat exchanger 1 and the second heat exchanger 2 are plate heat exchangers. Optionally, in this embodiment, the refrigerant in both the first heat exchanger 1 and the second heat exchanger 2 is water or ethylene glycol solution. The use of water or ethylene glycol solution as the refrigerant in this embodiment, which passes through the passenger compartment, is safer than the use of existing new refrigerants such as CO2 and R290.

[0054] In this embodiment, the second heat exchanger 2 is used to provide the heat source refrigerant, and the first heat exchanger 1 is used to provide the cold source refrigerant. Water is used as an example of the refrigerant in this embodiment to describe the working mode of the automotive thermal management system of the present invention:

[0055] In this embodiment, a water tee node A is formed between the first outlet of the three-way proportional control valve, the inlet of the third heat exchanger, and the inlet of the first valve; a water tee node B is formed between the first valve outlet, the second valve inlet, and the first pump body outlet; a water tee node C is formed between the second valve outlet, the third valve inlet, and the second heat exchanger core inlet; a water tee node D is formed between the third valve outlet, the second outlet of the three-way proportional control valve, and the inlet of the first heat exchanger core; a water tee node E is formed between the fourth valve outlet, the second heat exchanger inlet, and the second heat exchanger core outlet; and a water four-way node F is formed between the fourth valve inlet, the first heat exchanger inlet, the third heat exchanger water-side outlet, and the first heat exchanger core outlet.

[0056] Crew cabin cooling mode:

[0057] Figure 2 For a simplified structural diagram of the automotive thermal management system provided in this embodiment of the invention, please refer to [link / reference]. Figure 2 As shown, the first pump 6 is not working, and the first valve 11 and the second valve 12 are closed. Since the first pump 6 is not working, no water flows through the second heat exchanger 2, so no heat exchange occurs. The second pump 7 is open, and the water temperature decreases after flowing through the first heat exchanger 1, passing through the three-way proportional control valve 10. At this time, since the battery does not need cooling, the ratio of the second outlet to the first outlet of the three-way proportional control valve is 0%:100%. All the cold water flows out from the first outlet of the three-way proportional control valve to the three-way node D, and the third valve 13 and the fourth valve 14 are opened. The cold water splits into two paths from the three-way node D. One path flows through the first heat exchange core 4 and then to the four-way node F. The other path flows through the third valve 13, then through the second heat exchange core 5, and then through the fourth valve 14. The two paths merge at the four-way node F and flow back to the first heat exchanger 1, forming a cooling mode water circulation. Air is cooled after passing through the first heat exchange core 4 and the second heat exchange core 5. Under the control of the third valve 13, the fourth valve 14 and the three-way proportional regulating valve 10, cold water flows into the two heat exchange cores in parallel, which effectively increases the heat exchange area and makes up for the energy loss of indirect heat exchange.

[0058] Crew cabin cooling and battery cooling mode:

[0059] Figure 3 For a simplified structural diagram of the automotive thermal management system provided in an embodiment of the present invention, please refer to [link / reference needed]. Figure 3As shown, the first pump body 6 is not working, and the first valve 11 and the second valve 12 are closed. Since the first pump body 6 is not working, no water flows through the second heat exchanger 2, and therefore no heat exchange occurs. The second pump body 7 is open, and the water flows through the first heat exchanger 1, where its temperature decreases, and then passes through the three-way proportional control valve 10. At this time, since both the battery and the passenger compartment require cooling simultaneously, the cooling capacity for battery cooling and passenger compartment cooling is distributed through the opening of the second outlet and the first outlet of the three-way proportional control valve. Cold water flows out from the second outlet and the first outlet of the three-way proportional control valve according to a set ratio. The cold water from the second outlet of the three-way proportional control valve 10 flows to the three-way node A, then through the third heat exchanger 3, and finally to the four-way node F. At this time, the third pump body 8 is open, and the water in the battery circuit exchanges heat with the water in the air conditioning circuit, completing the battery cooling. The cold water from the first outlet of the three-way proportional control valve flows to the three-way node D. When the third valve 13 and the fourth valve 14 are closed, the water flows from node D through the first heat exchange core 4. After merging with the water from the second outlet of the three-way proportional control valve at the four-way node F, it flows back to the first heat exchanger 1. At this time, the air is cooled by passing through the first heat exchange core 4, thus completing the heat exchange.

[0060] When both the third valve 13 and the fourth valve 14 are open, the flow from node D can be divided into two paths. One path flows through the first heat exchange core 4, and the other path flows through the third valve 13 and then into the second heat exchange core 5, and then through the fourth valve 14. The two paths converge at the four-way node F and return to the first heat exchanger. At this time, the cold water can simultaneously flow in parallel through the first heat exchange core 4 and the second heat exchange core 5.

[0061] Single-battery cooling mode:

[0062] Figure 4 For a simplified structural diagram of the automotive thermal management system provided in an embodiment of the present invention, please refer to [link / reference needed]. Figure 4 As shown, the first pump body 6 is not working, and the first valve 11 and the second valve 12 are closed. Since the first pump body 6 is not working, no water flows through the second heat exchanger 2, so no heat exchange occurs. The second pump body 7 is open, and the water temperature decreases after flowing through the first heat exchanger. It then passes through the three-way proportional regulating valve 10. At this time, since only the battery needs cooling, the opening degree of the second outlet of the three-way proportional regulating valve and the first outlet of the three-way proportional regulating valve is 100%:0%. At this time, the third valve 13 and the fourth valve 14 are closed. The cold water from the second outlet of the three-way proportional regulating valve flows to the three-way node A, then flows through the third heat exchanger 3, and then flows to the four-way node F. At this time, the third pump body 8 is open, and the water in the battery circuit exchanges heat with the water in the air conditioning circuit, completing the battery cooling.

[0063] Crew cabin heating mode:

[0064] Figure 5 For a simplified structural diagram of the automotive thermal management system provided in an embodiment of the present invention, please refer to [link / reference needed]. Figure 5As shown, the first pump body 6 is operating, and the second valve 12, third valve 13, and fourth valve 14 are open, while the second pump body 7 and third pump body 8 are closed, and the first valve 11 is closed. Water temperature rises after flowing through the second heat exchanger 2. Hot water flows into the three-way node B, then through the second valve 12, and to the three-way node C. Here, the water path splits into two: one path flows through the third valve 13 into the three-way node D, then through the first heat exchange core 4 into the four-way node F, and then through the fourth valve 14 to the three-way node E. The other path flows through the three-way node C, through the second heat exchange core 5, and then to the three-way node E. The two hot water paths flow in parallel through the first heat exchange core 4 and the second heat exchange core 5, then converge at the three-way node E and return to the second heat exchanger 2. At this point, both the first heat exchange core 4 and the second heat exchange core 5 exchange heat with the air, effectively increasing the system's heat exchange efficiency, allowing it to be used under maximum heating demand conditions.

[0065] In another heating mode, the third valve 13 and the fourth valve 14 are closed, and hot water flows into the second heat exchange core 5 at the three-way node C, but does not flow into the first heat exchange core 4. This mode can be used when the dehumidification mode is transitioned to the heating mode.

[0066] Dehumidification mode:

[0067] Figure 6 For a simplified structural diagram of the automotive thermal management system provided in an embodiment of the present invention, please refer to [link / reference needed]. Figure 6 As shown, the first pump body 6 and the second pump body 7 are open, the third pump body 8 is closed, the first valve 11, the third valve 13, and the fourth valve 14 are closed, and the second valve 12 is open. The opening ratio of the second outlet of the three-way proportional regulating valve to the first outlet of the three-way proportional regulating valve is 0%:100%. Hot water heated by the second heat exchanger 2 flows into the three-way node B and then into the second heat exchange core 5 through the second valve 12, finally flowing back to the second heat exchanger 2. Cold water cooled by the first heat exchanger 1 flows out from the first outlet of the three-way proportional regulating valve, flows into the first heat exchange core 4, and finally flows back to the first heat exchanger 1. At this time, the two water paths flowing through the first heat exchange core 4 and the second heat exchange core 5 circulate independently. Cold water flows in the first heat exchange core 4, and hot water flows in the second heat exchange core 5. The air passes through, first cooling and then heating, completing the dehumidification.

[0068] Dehumidification and battery cooling modes:

[0069] Figure 7 For a simplified structural diagram of the automotive thermal management system provided in an embodiment of the present invention, please refer to [link / reference needed]. Figure 7As shown, the first pump body 6, the second pump body 7, and the third pump body 8 are open; the first valve 11, the third valve 13, and the fourth valve 14 are closed; and the second valve 12 is open. The opening ratio between the second outlet of the three-way proportional regulating valve and the first outlet of the three-way proportional regulating valve is set according to system requirements. The hot water heated by the second heat exchanger 2 flows into the three-way node B and then into the second heat exchange core 5 through the second valve 12, finally flowing back to the second heat exchanger 2. The cold water cooled by the first heat exchanger 1 flows out through the second outlet and the first outlet of the three-way proportional regulating valve, respectively into the first heat exchange core 4 and the third heat exchanger 3, and finally merges at the four-way node F and flows back to the first heat exchanger 1. At this time, the two water paths flowing through the first heat exchange core 4 and the second heat exchange core 5 circulate independently. Cold water flows in the first heat exchange core 4 and hot water flows in the second heat exchange core 5. The air is dehumidified by first cooling and then heating. In addition, a part of the water in the cold water circuit is regulated by the three-way proportional regulating valve to enter the water-water plate heat exchanger to achieve battery cooling.

[0070] Battery heating mode:

[0071] Figure 8 For a simplified structural diagram of the automotive thermal management system provided in an embodiment of the present invention, please refer to [link / reference needed]. Figure 8 As shown, the first pump body 6 and the third pump body 8 are open, the second pump body 7 is closed, the first valve 11 and the fourth valve 14 are open, and the second valve 12 and the third valve 13 are closed. Hot water flows out from the second heat exchanger 2 to the water tee node B, flows into the third heat exchanger 3 after passing through the first valve 11, and returns to the second heat exchanger 2 after passing through the four-way water node F and the fourth valve 14. This mode is generally used for low-temperature battery charging, which requires battery heating. In this case, if the second valve 12 is opened, hot water can pass through the second heat exchange core 5, and the crew compartment can be heated simultaneously.

[0072] The three-way proportional control valve in this embodiment can adjust the ratio of refrigerant passing through the first heat exchange core, the second heat exchange core, and the third heat exchanger, thereby controlling the distribution of cooling demand for the battery circuits in the passenger compartment.

[0073] Optionally, the first valve 11 and the second valve 12 can be integrated into a single three-way valve.

[0074] Furthermore, the first valve 11, the second valve 12, and the third valve 13 can be integrated into a single valve.

[0075] Optionally, the second pump body 7 is located at the outlet of the first heat exchanger 1, and the first pump body 6 is located at the outlet of the second heat exchanger 2; or the second pump body 7 is located at the inlet of the first heat exchanger 1, and the first pump body 6 is located at the inlet of the second heat exchanger 2. Technicians can make the settings according to actual needs.

[0076] To improve the heating effect, a water PTC heater is installed on the circulating water circuit of the second heat exchanger 2.

[0077] Furthermore, this embodiment also includes a controller, which is connected to the first pump body, the second pump body, the third pump body, the three-way proportional regulating valve, the first valve, the second valve, the third valve, and the fourth valve. The operation of the first pump body, the second pump body, the third pump body, the three-way proportional regulating valve, the first valve, the second valve, the third valve, and the fourth valve is controlled by the controller.

[0078] In this embodiment, the automotive thermal management system uses a first heat exchanger to provide a heat source and a second heat exchanger to provide a cold source. The system distributes the heat and cold sources through a three-way proportional control valve, a first valve, a second valve, a third valve, and a fourth valve. The first and second heat exchange cores can meet the needs of heating and cooling. The first and second heat exchange cores can work in conjunction with each other or independently. The cold source refrigerant and the heat source refrigerant can achieve battery cooling and heating through the third heat exchanger. The thermal management system adjusts the flow ratio of the cold source refrigerant in the branch through the three-way proportional control valve, thereby adjusting the proportional distribution of cooling capacity between the passenger compartment and the battery. The adjustment and control method is simple.

[0079] Example 2:

[0080] This embodiment provides a new energy vehicle, which includes the vehicle thermal management system and air conditioning unit described in Embodiment 1.

[0081] Furthermore, the new energy vehicle is a hybrid model. The vehicle thermal management system also includes a motor heat exchanger for collecting motor cooling water. The motor heat exchanger is connected to the refrigerant circuit of the second heat exchanger. The vehicle thermal management system also includes an engine heat exchanger for collecting engine cooling water. The engine heat exchanger is connected to the refrigerant circuit of the second heat exchanger. In this embodiment, the heat from the motor can be used as a heat source to supplement the refrigerant circulation, or the heat from the engine can be used as a heat source to supplement the refrigerant circulation, thereby improving heat exchange efficiency.

[0082] The new energy vehicle of the present invention includes the above-mentioned vehicle thermal management system. The system distributes refrigerant through a three-way proportional regulating valve, a first valve, a second valve, a third valve, and a fourth valve. The first heat exchange core and the second heat exchange core can meet the needs of heating and cooling. The first heat exchange core and the second heat exchange core can work in conjunction with each other or work independently. After the refrigerant is introduced, the battery can be cooled and heated through a third heat exchanger. The thermal management system adjusts the flow ratio of the refrigerant in the branch circuit through the three-way proportional regulating valve, thereby adjusting the proportional distribution of the cooling capacity of the passenger compartment and the battery. The adjustment and control method is simple.

[0083] 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 foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle thermal management system, characterized in that: It includes a first heat exchanger, a second heat exchanger, a third heat exchanger, a first heat exchange core, and a second heat exchange core; the first heat exchange core and the second heat exchange core are used to be installed inside the air conditioning unit of a car. The first heat exchanger is connected to the first heat exchange core, so that the refrigerant flowing into the first heat exchange core forms a first circulation loop. The second heat exchanger is connected to the second heat exchange core, so that the refrigerant flowing into the second heat exchange core forms a second circulation loop. The second circulation loop is provided with a first branch connected to the first heat exchange core and a second branch connected to the third heat exchanger. The first circulation loop is provided with a third branch connected to the first flow path of the third heat exchanger. The second flow path of the third heat exchanger is used to connect to the battery water-cooling plate. A three-way proportional regulating valve is provided on the first circulation loop. The inlet of the three-way proportional regulating valve is connected to the... The refrigerant outlet of the first heat exchanger is connected, the first outlet of the three-way proportional control valve is connected to the inlet of the first heat exchange core, the second outlet of the three-way proportional control valve is connected to the first flow path inlet of the third heat exchanger, the first flow path outlet of the third heat exchanger is connected to the refrigerant inlet of the first heat exchanger, a first valve is provided on the second branch, a second valve is provided on the second circulation loop, a third valve is provided on the first branch, a fourth branch is provided between the refrigerant inlet of the first heat exchanger and the refrigerant inlet of the second heat exchanger, and a fourth valve is provided on the fourth branch; both the first heat exchanger and the second heat exchanger are plate heat exchangers.

2. The automotive thermal management system according to claim 1, characterized in that: It also includes a first pump body, a second pump body, and a third pump body. The first pump body is located on the refrigerant circuit of the second heat exchanger, the second pump body is located on the refrigerant circuit of the first heat exchanger, and the third pump body is located on the refrigerant circuit of the first flow path of the third heat exchanger.

3. The automotive thermal management system according to claim 1, characterized in that: The first valve and the second valve are an integrated three-way valve.

4. The automotive thermal management system according to claim 1, characterized in that: The first valve, the second valve, and the third valve are integrated valves.

5. The automotive thermal management system according to claim 1, characterized in that: The refrigerant in both the first and second heat exchangers is water or ethylene glycol solution.

6. The automotive thermal management system according to claim 2, characterized in that: The second pump body is located at the refrigerant outlet of the first heat exchanger, and the first pump body is located at the refrigerant outlet of the second heat exchanger; or, the second pump body is located at the refrigerant inlet of the first heat exchanger, and the first pump body is located at the refrigerant inlet of the second heat exchanger.

7. The automotive thermal management system according to claim 1, characterized in that: A water PTC heater is installed on the refrigerant circuit of the second heat exchanger.

8. The automotive thermal management system according to claim 2, characterized in that: It also includes a controller, which is connected to the first pump body, the second pump body, the third pump body, the three-way proportional regulating valve, the first valve, the second valve, the third valve, and the fourth valve.

9. A new energy vehicle, characterized in that, The new energy vehicle includes an air conditioning unit and the vehicle thermal management system as described in any one of claims 1-8.

10. The new energy vehicle according to claim 9, characterized in that: The new energy vehicle is a hybrid model. The vehicle thermal management system also includes a motor heat exchanger, which is used to collect motor cooling water. The motor heat exchanger is connected to the refrigerant circuit of the second heat exchanger. The vehicle thermal management system also includes an engine heat exchanger, which is used to collect engine cooling water. The engine heat exchanger is connected to the refrigerant circuit of the second heat exchanger.

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