New energy vehicle whole vehicle thermal management system

Abstract

The application discloses a new energy vehicle whole vehicle thermal management system, which shares only one electric heating source for a passenger cabin warm air thermal loop and a battery thermal loop, provides heat for the passenger cabin warm air thermal loop and / or the battery thermal loop by switching the flow direction of the electric heating source, and supplies different temperatures for the passenger cabin warm air thermal loop and the battery thermal loop. The application can also use a refrigerant circuit to extract heat from the electric heating source and supply the heat to the passenger cabin warm air thermal loop, so as to reduce energy consumption and meet the system refrigeration and heating requirements. The application can reduce the whole vehicle thermal management energy consumption and improve the whole vehicle thermal management efficiency while reducing the production cost.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicles, and in particular to a vehicle thermal management system for the passenger compartment heating circuit and battery thermal circuit of new energy vehicles. Background Technology

[0002] With the introduction of the "carbon peak" and "carbon neutrality" goals, energy consumption standards for new energy vehicles will be further strengthened in the future. In existing technologies, due to the properties of current refrigerants R134a and R1234yf, heat pump systems suffer from low efficiency and poor heating capacity at low temperatures. Under these conditions, electric heating must be used to assist in heating the passenger compartment and battery. However, because the heating interface ranges required by the passenger compartment and battery are different, the passenger compartment heating circuit and the battery heating circuit cannot share electric heating. Furthermore, since conventional heat pump systems often employ direct cooling designs, even when the vehicle is parked, the cost of using the heat pump system to heat the battery increases significantly, failing to maximize the functionality of the heat pump system. Summary of the Invention

[0003] The summary of this invention introduces a series of simplified concepts, all of which are simplifications of existing technologies in the field, and will be further explained in detail in the detailed description section. This summary is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0004] The technical problem to be solved by the present invention is to provide a new energy vehicle thermal management system that allows the passenger compartment heating circuit and the battery heating circuit to share a single electric heating source, meet the different temperature requirements of the two circuits, reduce the energy consumption of the vehicle's thermal management, and improve the efficiency of the vehicle's thermal management.

[0005] Another technical problem to be solved by the present invention is to provide a new energy vehicle thermal management system that provides a single electric heating source for the passenger cabin heating circuit and the battery heating circuit, which can meet the different temperature requirements of the two circuits, and extracts heat from the electric heating source through heat exchange to supply heat to the passenger cabin heating circuit.

[0006] To solve the above-mentioned technical problems, the new energy vehicle thermal management system provided by the present invention has a single electric heating source shared by the passenger compartment heating circuit and the battery heating circuit. By switching the flow of the electric heating source to provide heat to the passenger compartment heating circuit and / or the battery heating circuit, the passenger compartment heating circuit and the battery heating circuit are supplied with different temperatures.

[0007] Optionally, further improvements can be made to the thermal management system of new energy vehicles, including:

[0008] An electric heating source (PTC) has its outlet connected to a first flow control structure and its inlet connected to a second flow control structure.

[0009] The first flow control structure is connected between the passenger cabin heating circuit and the electric heating source (PTC), and it can controllably change the flow of the electric heating source (PTC) output to the passenger cabin heating inlet or the second flow control structure.

[0010] The second flow control structure, which is connected between the battery thermal circuit and the electric heating source (PTC), can controllably change the direction of the PTC input flow from the passenger cabin heating air or the battery thermal circuit.

[0011] Optionally, further improvements to the aforementioned new energy vehicle thermal management system may include:

[0012] The first heat exchanger is connected to the battery thermal circuit and the refrigerant circuit;

[0013] And / or, a second heat exchanger, which is connected to the passenger compartment heating circuit and the refrigerant circuit.

[0014] Optionally, the new energy vehicle thermal management system can be further improved, wherein the battery thermal circuit includes:

[0015] The first booster device is connected in the battery thermal circuit and can be located at any position in the battery thermal circuit.

[0016] The battery pack has its cooling outlet connected to a second flow control structure.

[0017] Optionally, the new energy vehicle thermal management system can be further improved, wherein the passenger compartment heating circuit includes:

[0018] The second pressurization device is connected between the passenger cabin heating core outlet and the second heat exchanger;

[0019] The passenger cabin heating core inlet is connected to the first flow direction control structure.

[0020] Optionally, the new energy vehicle thermal management system can be further improved by including the battery thermal circuit as follows:

[0021] The third flow control structure is connected between the battery thermal circuit and the motor thermal circuit. It can controllably change the direction of the battery pack cooling output flow to the motor thermal circuit or the second flow control structure.

[0022] Optionally, the new energy vehicle thermal management system can be further improved, wherein the motor thermal circuit includes:

[0023] The motor control system has its cooling inlet connected to a third flow control structure and its cooling outlet connected to a connecting component.

[0024] The third pressurizing device is connected in the motor thermal circuit, that is, it is connected at any position in the motor thermal circuit. For example, the motor electronic control cooling outlet is connected to the connecting member through the third pressurizing device; the connecting member is respectively connected to the two ports of the indoor heat exchanger and the third flow direction control structure.

[0025] 8. The new energy vehicle thermal management system as described in claim 6, characterized in that:

[0026] The first flow control structure, the second flow control structure, and the third flow control structure are electrically controlled four-way valves;

[0027] Alternatively, the first flow control structure, the second flow control structure, and the third flow control structure are a combination of electrically controlled two-way valves;

[0028] Alternatively, the first flow control structure, the second flow control structure, and the third flow control structure are combinations of electrically controlled two-way valves and electrically controlled three-way valves;

[0029] Alternatively, the first flow control structure, the second flow control structure, and the third flow control structure are combinations of electrically controlled two-way valves and electrically controlled multi-way valves;

[0030] Alternatively, the first flow control structure, the second flow control structure, and the third flow control structure are combinations of electrically controlled three-way valves and electrically controlled multi-way valves.

[0031] It should be noted that the battery thermal circuit structure provided by this invention is an exemplary preferred structure. Those skilled in the art can add components based on actual vehicle conditions and specific structures, within the framework of the main design concept of this invention. In other words, as long as the design concept of sharing a single electric heating source between the passenger compartment heating circuit and the battery thermal circuit, and providing heat to the passenger compartment heating circuit and / or the battery thermal circuit by switching the direction of the electric heating source to achieve different temperature supplies for the two circuits, those skilled in the art can further improve and optimize the above structure.

[0032] Optionally, the new energy vehicle thermal management system can be further improved, wherein the refrigerant circuit includes:

[0033] The compressor's output is connected to the inlet of the second heat exchanger B.

[0034] The second control valve is connected between the inlet of the first heat exchanger A and the outlet of the second heat exchanger B, and it can perform flow control.

[0035] The second heat exchanger has its outlet A connected to the compressor inlet.

[0036] Optionally, the new energy vehicle thermal management system can be further improved, wherein the refrigerant circuit includes:

[0037] The compressor has its output end connected to the inlet of the second heat exchanger B and its input end connected to the inlet of the outdoor heat exchanger a.

[0038] The fourth control valve, which is connected between the outlet of the second heat exchanger B and the inlet of the outdoor heat exchanger b, can perform flow control.

[0039] Optionally, the new energy vehicle thermal management system can be further improved, wherein the refrigerant circuit includes:

[0040] The compressor has its output end connected to the inlet of the second heat exchanger B and its input end connected to the outlet of the second heat exchanger A.

[0041] The second control valve, which is connected between the inlet of the first heat exchanger A and the fourth control valve, can perform flow control;

[0042] The fourth control valve, which is connected between the outlet of the second heat exchanger B and the inlet of the outdoor heat exchanger b, can perform flow control.

[0043] Optionally, the new energy vehicle thermal management system can be further improved, wherein the refrigerant circuit includes:

[0044] The compressor has its output end connected to the inlet of the second heat exchanger B and its input end connected to the outlet of the second heat exchanger A.

[0045] The second control valve, which is connected between the inlet of the first heat exchanger A and the fourth control valve, can perform flow control;

[0046] The fourth control valve, which is connected between the outlet of the second heat exchanger B and the inlet of the outdoor heat exchanger b, can perform flow control.

[0047] Optionally, the new energy vehicle thermal management system can be further improved, wherein the refrigerant circuit includes:

[0048] The compressor has its output end connected to port a of the outdoor heat exchanger and its input end connected to the outlet A of the first heat exchanger.

[0049] The second control valve, which is connected between the inlet of the first heat exchanger A and the outlet of the outdoor heat exchanger b, can perform flow control.

[0050] Optionally, the new energy vehicle thermal management system can be further improved, wherein the refrigerant circuit includes:

[0051] The compressor has its output end connected to port a of the outdoor heat exchanger and its input end connected to the outlet of the indoor evaporator.

[0052] The fifth control valve, which is connected between port b of the outdoor heat exchanger and the inlet of the indoor evaporator, can perform flow control.

[0053] Optionally, the new energy vehicle thermal management system can be further improved, wherein the refrigerant circuit includes:

[0054] The compressor has its output end connected to port a of the outdoor heat exchanger and its input end connected to the outlet of the indoor evaporator and the outlet of the first heat exchanger A.

[0055] The second control valve is connected between port b of the outdoor heat exchanger and inlet A of the first heat exchanger, and it can perform flow control.

[0056] The fifth control valve, which is connected between port b of the outdoor heat exchanger and the inlet of the indoor evaporator, can perform flow control.

[0057] Optionally, the new energy vehicle thermal management system can be further improved, wherein the refrigerant circuit includes:

[0058] The compressor has its output end connected to the inlet of the second heat exchanger B, and its input end connected to the outlet of the indoor evaporator.

[0059] The second heat exchanger has its outlet B connected to the outlet b of the outdoor heat exchanger.

[0060] The outdoor heat exchanger has port a connected to the inlet of the indoor evaporator.

[0061] Also includes:

[0062] The fourth control valve, which is connected between the outlet of the second heat exchanger B and the outlet of the outdoor heat exchanger b, can perform flow control.

[0063] Alternatively, the fifth control valve, which is connected between port a of the outdoor heat exchanger and the inlet of the indoor evaporator, can perform flow control.

[0064] Optionally, the new energy vehicle thermal management system can be further improved, wherein the refrigerant circuit includes:

[0065] The compressor has its output end connected to the inlet of the second heat exchanger B, and its input end connected to the outlet of the indoor evaporator and the outlet of the first heat exchanger A.

[0066] The second control valve is connected between the inlet of the first heat exchanger A and the outlet of the outdoor heat exchanger a, and it can perform flow control.

[0067] The fourth control valve, which is connected between the outlet of the second heat exchanger B and the outlet of the outdoor heat exchanger b, can perform flow control.

[0068] The fifth control valve, which is connected between port a of the outdoor heat exchanger and the inlet of the indoor evaporator, can perform flow control.

[0069] Optionally, the new energy vehicle thermal management system can be further improved, wherein the refrigerant circuit includes:

[0070] The first control valve is connected between the compressor output and the inlet of the second heat exchanger B;

[0071] The second control valve, which is connected between the inlet of the first heat exchanger A and the fourth control valve, can perform flow control;

[0072] The third control valve is connected between the compressor input and port a of the outdoor heat exchanger;

[0073] The fourth control valve, which is connected between the second control valve and port b of the outdoor heat exchanger, can perform flow control;

[0074] The fifth control valve, which is connected between the fourth control valve and the indoor evaporator inlet, can perform flow control;

[0075] The sixth control valve is connected between the compressor output and port a of the outdoor heat exchanger;

[0076] The compressor has its input end connected to the outlet of the first heat exchanger A.

[0077] It should be noted that the passenger compartment heating circuit structure provided by this invention is an exemplary preferred structure. Those skilled in the art can add components based on actual vehicle conditions and specific structures, within the framework of the main design concept of this invention. In other words, as long as the shared electric heating source for both the passenger compartment heating circuit and the battery heating circuit can meet the different temperature requirements of the two circuits, and the heat from the electric heating source is extracted through the refrigerant circuit and supplied to the passenger compartment heating circuit, and a temperature difference is established through the compressor, thereby reducing the overall vehicle thermal management energy consumption and improving the overall vehicle thermal management efficiency, those skilled in the art can further improve and optimize the above structure.

[0078] The refrigerant circuits in the above structures

[0079] The first control valve, the third control valve, and the sixth control valve are selected by solenoid valves;

[0080] The second, fourth, and fifth control valves are selected as electromagnetic expansion valves, and the throttling flow rates of the second, fourth, and fifth control valves can be calibrated.

[0081] Based on the principles of the above control modes, the present invention can achieve at least the following technical effects compared to the prior art:

[0082] 1. This invention enables the electric heating source and the passenger compartment heating circuit to be connected in series via a first flow control structure and a second flow control structure; or, the electric heating source and the battery heating circuit to be connected in series; or, the electric heating source, the passenger compartment heating circuit, and the battery heating circuit to be connected in series. Sharing a single electric heating source between the passenger compartment heating circuit and the battery heating circuit allows for meeting the different temperature requirements of the two circuits, reducing overall vehicle thermal management energy consumption and improving overall vehicle thermal management efficiency.

[0083] 2. The present invention can selectively connect the motor thermal circuit and the battery thermal circuit in series through the first flow direction control structure, the second flow direction control structure and the third flow direction control structure, and use the heat from the motor electronic control cooling to provide heating for the battery.

[0084] 3. The present invention enables heat exchange between the passenger compartment heating circuit and the refrigerant circuit through the first heat exchanger and the second heat exchanger, and / or heat exchange between the battery heating circuit and the refrigerant circuit; thereby, heat is extracted from the electric heating source through the refrigerant circuit and supplied to the passenger compartment heating circuit, and a temperature difference is established through the compressor, which can reduce the energy consumption of the vehicle thermal management and improve the efficiency of the vehicle thermal management.

[0085] 4. This invention uses only one electric heating source, which simplifies the pipeline structure and reduces production costs compared to existing technologies that use at least two electric heaters.

[0086] 5. The passenger cabin heating circuit of the present invention can effectively utilize the driving power of the compressor itself and avoid heat waste.

[0087] 6. By controlling the flow rate of the first heat exchanger through an electromagnetic expansion valve, the throttling effect is more significant, effectively reducing system energy efficiency during normal operation. Furthermore, the flow rate can be effectively controlled by the electromagnetic expansion valve (electronic expansion valve of the outdoor heat exchanger), thereby meeting the system's cooling and heating needs while reducing energy consumption. Attached Figure Description

[0088] The accompanying drawings are intended to illustrate the general characteristics of the methods, structures, and / or materials used in specific exemplary embodiments of the invention, supplementing the description in the specification. However, the drawings are schematic diagrams not drawn to scale and may not accurately reflect the precise structural or performance characteristics of any of the given embodiments. The drawings should not be construed as limiting or restricting the range of numerical values ​​or properties covered by exemplary embodiments of the invention. The invention will now be described in further detail with reference to the accompanying drawings and specific embodiments:

[0089] Figure 1 This is a schematic diagram of the structure of the eighth embodiment of the present invention.

[0090] Figure 2This is a schematic diagram of the structure of the ninth embodiment of the present invention.

[0091] Figure 3 This is a schematic diagram of the tenth embodiment of the present invention.

[0092] Figure 4 This is a schematic diagram of the eleventh embodiment of the present invention.

[0093] Figure 5 This is a schematic diagram of the structure of the twelfth embodiment of the present invention.

[0094] Figure 6 This is a schematic diagram of the thirteenth embodiment of the present invention.

[0095] Figure 7 This is a schematic diagram of the structure of the fourteenth embodiment of the present invention.

[0096] Figure 8 This is a schematic diagram of the structure of the fifteenth embodiment of the present invention.

[0097] Figure 9 This is a schematic diagram of the structure of the sixteenth embodiment of the present invention.

[0098] Figure 10 This is a schematic diagram of the structure of the seventeenth embodiment of the present invention. Detailed Implementation

[0099] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can fully understand other advantages and technical effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through different specific embodiments, and the details in this specification can also be applied based on different viewpoints, with various modifications or changes made without departing from the overall design concept of the invention. It should be noted that, unless otherwise specified, the following embodiments and features can be combined with each other. The following exemplary embodiments of the present invention can be implemented in many different forms and should not be construed as being limited to the specific embodiments set forth herein. It should be understood that these embodiments are provided to make the disclosure of the present invention thorough and complete, and to fully convey the technical solutions of these exemplary embodiments to those skilled in the art.

[0100] First embodiment;

[0101] This invention provides a thermal management system for a new energy vehicle, in which the passenger compartment heating circuit and the battery heating circuit share a single electric heating source. By switching the flow of the electric heating source to provide heat to the passenger compartment heating circuit and / or the battery heating circuit, the passenger compartment heating circuit and the battery heating circuit are supplied with different temperatures.

[0102] In the existing technology, the heating and battery thermal circuits of new energy vehicles from different manufacturers and models have different structures. These different structures do not affect the implementation of this invention. The main design concept of this invention is to switch the flow direction of the electric heating source, connecting the electric heating source and the passenger compartment heating circuit in series; or, connecting the electric heating source and the battery thermal circuit in series; or, connecting the electric heating source, the passenger compartment heating circuit, and the battery thermal circuit in series. In this way, the temperature requirements of different circuits can be met by using only one electric heating source and controlling the flow rate of the heat exchanger between the heating circuit and the battery thermal circuit.

[0103] Furthermore, it should be understood that although the terms "first," "second," etc., may be used herein to describe different elements, parameters, components, regions, layers, and / or portions, these elements, parameters, components, regions, layers, and / or portions should not be limited by these terms. These terms are only used to distinguish one element, parameter, component, region, layer, or portion from another element, parameter, component, region, layer, or portion. Therefore, without departing from the teachings of exemplary embodiments according to the present invention, the first element, parameter, component, region, layer, or portion discussed below may also be referred to as the second element, parameter, component, region, layer, or portion.

[0104] Second embodiment;

[0105] This invention provides a thermal management system for a new energy vehicle, comprising:

[0106] An electric heating source (PTC) has its outlet connected to a first flow control structure and its inlet connected to a second flow control structure.

[0107] The first flow control structure is connected between the passenger cabin heating circuit and the electric heating source (PTC), and it can controllably change the flow of the electric heating source (PTC) output to the passenger cabin heating inlet or the second flow control structure.

[0108] The second flow control structure, which is connected between the battery thermal circuit and the electric heating source (PTC), can controllably change the direction of the PTC input flow from the passenger cabin heating air or the battery thermal circuit.

[0109] Based on the main design concept of the first embodiment of the present invention, the second embodiment described above provides an optimal solution for flow direction control. The flow direction change can be achieved by existing electronic control devices, which will not be elaborated further.

[0110] The first flow control structure and the second flow control structure can be selected, but are not limited to the following structures;

[0111] The first flow control structure and the second flow control structure can be electrically controlled four-way valves;

[0112] Alternatively, the first flow control structure and the second flow control structure can be a combination of electrically controlled two-way valves;

[0113] Alternatively, the first flow control structure and the second flow control structure can be a combination of an electrically controlled two-way valve and an electrically controlled three-way valve;

[0114] Alternatively, the first flow control structure and the second flow control structure can be a combination of an electrically controlled two-way valve and an electrically controlled multi-way valve;

[0115] Alternatively, the first flow control structure and the second flow control structure can be a combination of an electrically controlled three-way valve and an electrically controlled multi-way valve.

[0116] Third embodiment;

[0117] This invention provides a thermal management system for a new energy vehicle, comprising:

[0118] An electric heating source (PTC) has its outlet connected to a first flow control structure and its inlet connected to a second flow control structure.

[0119] The first flow control structure is connected between the passenger cabin heating circuit and the electric heating source (PTC), and it can controllably change the flow of the electric heating source (PTC) output to the passenger cabin heating inlet or the second flow control structure.

[0120] The second flow control structure is connected between the battery thermal circuit and the electric heating source (PTC), and it can controllably change the direction of the electric heating source (PTC) input flow from the passenger cabin heating air or the battery thermal circuit.

[0121] The first heat exchanger is connected to the passenger cabin heating circuit and the refrigerant circuit;

[0122] And / or, a second heat exchanger, which is connected to the battery thermal circuit and the refrigerant circuit;

[0123] The first heat exchanger is a water-cooled condenser plate, and the second heat exchanger is a Chiller.

[0124] In the third embodiment of the present invention, heat exchange is achieved between the passenger compartment heating circuit and the refrigerant circuit and / or the battery heating circuit and the refrigerant circuit through a first heat exchanger and / or a second heat exchanger. Then, by using the compressor of the refrigerant circuit to extract heat from the electric heating source and supply it to the passenger compartment heating circuit, a temperature difference is established by the compressor, which can reduce the energy consumption of the vehicle's thermal management and improve the efficiency of the vehicle's thermal management.

[0125] Fourth embodiment;

[0126] A preferred feasible structure for a battery thermal circuit in the thermal management system of a new energy vehicle of the present invention is provided, the battery thermal circuit comprising:

[0127] The first booster device is connected in the battery thermal circuit and can be located at any position in the battery thermal circuit; for example, it is connected between the second flow control structure and the battery pack cooling inlet.

[0128] The battery pack has its cooling outlet connected to a second flow control structure.

[0129] The first booster device is a water pump.

[0130] Fifth embodiment;

[0131] An improved feasible structure for the battery thermal circuit in the thermal management system of a new energy vehicle of the present invention is provided, the battery thermal circuit comprising:

[0132] The first booster device is connected in the battery thermal circuit and can be located at any position in the battery thermal circuit; for example, it is connected between the second flow control structure and the battery pack cooling inlet.

[0133] The battery pack has its cooling outlet connected to a second flow control structure;

[0134] The third flow control structure is connected between the battery thermal circuit and the motor thermal circuit. It can controllably change the direction of the battery pack cooling output flow to the motor thermal circuit or the second flow control structure.

[0135] That is, the motor thermal circuit and the battery thermal circuit can be selectively connected in series through the third flow control structure, and the heat from the motor thermal circuit is used to heat the battery.

[0136] Sixth embodiment;

[0137] A preferred feasible structure is provided for the passenger compartment heating air circuit in the thermal management system of the new energy vehicle of the present invention, wherein the passenger compartment heating air circuit includes:

[0138] The second pressurization device is connected between the passenger cabin heating core outlet and the second heat exchanger;

[0139] The passenger cabin heating core inlet is connected to the first flow direction control structure.

[0140] The second booster device is a water pump.

[0141] Seventh embodiment;

[0142] A feasible structure for the motor thermal circuit in the thermal management system of a new energy vehicle of the present invention is provided, the motor thermal circuit comprising:

[0143] The motor control system has its cooling inlet connected to a third flow control structure and its cooling outlet connected to a connecting component.

[0144] The third pressurizing device is connected in the motor thermal circuit, that is, it is connected at any position in the motor thermal circuit. For example, the motor electronic control cooling outlet is connected to the connecting member through the third pressurizing device; the connecting member is respectively connected to the two ports of the indoor heat exchanger and the third flow direction control structure.

[0145] The third flow control structure is an electrically controlled four-way valve; or, a combination of electrically controlled two-way valves; or, a combination of electrically controlled two-way valves and electrically controlled three-way valves; or, a combination of electrically controlled two-way valves and electrically controlled multi-way valves; or, a combination of electrically controlled three-way valves and electrically controlled multi-way valves. The third booster device is a water pump.

[0146] Eighth embodiment;

[0147] refer to Figure 1 As shown, the present invention provides a thermal management system for a new energy vehicle, which is formed by applying the structural combination provided in the fourth to seventh embodiments above based on the overall design concept of the present invention. In this embodiment, the battery thermal circuit is connected in series with the battery thermal circuit through a first flow control structure and a second flow control structure. At the same time, the compressor extracts heat from the electric heating source and supplies it to the passenger compartment heating circuit. The first flow control structure and the second flow control structure in this embodiment are described using an electronically controlled four-way valve.

[0148] The outlet of the electric heating source is connected to the inlet of the first flow control structure B. The outlet of the first flow control structure B is connected to the inlet of the second flow control structure A. The outlet of the first flow control structure A is connected to the inlet of the passenger compartment heating core. The outlet of the passenger compartment heating core is connected to the inlet of the second heat exchanger A via the second pressurization device. The outlet of the second heat exchanger A is connected to the inlet of the first flow control structure A. The outlet of the second flow control structure A is connected to the inlet of the first heat exchanger B. The outlet of the first heat exchanger B is connected to the battery pack heating inlet via the first pressurization device. The outlet of the battery pack heating outlet is connected to the inlet of the first heat exchanger A. The outlet of the second heat exchanger A is connected to the compressor input. The second control valve (electromagnetic expansion valve) is connected between the outlet of the second heat exchanger B and the inlet of the first heat exchanger A.

[0149] Correspondingly, a third flow control structure can be selectively set (if no third flow control structure is set, no connection relationship will occur directly). The outlet of the third flow control structure B is connected to the motor control cooling inlet, the inlet of the third flow control structure B is connected to the indoor heat exchanger, the inlet of the third flow control structure A is connected to the battery pack heating outlet, and the outlet of the third flow control structure A is connected to the inlet of the second flow control structure AB. That is, the motor thermal circuit is bypassed through the third flow control structure.

[0150] Ninth embodiment;

[0151] refer to Figure 2As shown, this invention provides a thermal management system for a new energy vehicle, which is formed by applying the structural combinations provided in the fourth to seventh embodiments above based on the overall design concept of this invention. This embodiment is an improvement on the eighth embodiment above. The same parts will not be described again, and the difference lies in the structure of the coolant circuit:

[0152] The compressor has an outlet at the inlet of the second heat exchanger B, and its inlet is connected to the outlet of the first heat exchanger A.

[0153] The second control valve is connected at one end between the inlet of the first heat exchanger A and the fourth control valve;

[0154] The third control valve is connected between the compressor inlet and the fourth control valve;

[0155] The fourth control valve is connected between port b of the outdoor heat exchanger and the second control valve.

[0156] The third control valve is a solenoid valve, while the second and fourth control valves are solenoid expansion valves.

[0157] This ninth embodiment can provide three operating conditions:

[0158] 1. By closing the third control valve, fully throttling the fourth control valve, and partially throttling or fully opening the second control valve, the outdoor heat exchanger can be bypassed from the second heat exchanger (water-cooled condenser plate heat exchanger).

[0159] 2. Open the third control valve, partially or fully open the fourth control valve, and fully throttle the second control valve. This will connect the compressor, the second heat exchanger (water-cooled condenser plate heat exchanger), and the outdoor heat exchanger in series.

[0160] 3. When the third control valve is opened, the fourth control valve is partially throttled or fully opened, and the second control valve is partially throttled or fully opened, the second heat exchanger (water-cooled condenser plate heat exchanger) and the outdoor heat exchanger are connected in parallel.

[0161] In cooling mode, the present invention can effectively bypass the water-cooled condenser by connecting the outdoor heat exchanger and the water-cooled condenser in parallel, thereby effectively reducing the system pressure drop and improving the system energy efficiency.

[0162] In heating mode, this invention can also effectively bypass / utilize the outdoor heat exchanger, thereby effectively reducing system pressure drop and improving system energy efficiency.

[0163] In dehumidification mode, the outdoor heat exchanger and water-cooled condenser are connected in parallel, and the second and fourth control valves are electronic expansion valves. The system flow rate can be effectively controlled by the opening degree of the electronic expansion valve.

[0164] Tenth embodiment;

[0165] refer to Figure 3 As shown, the present invention provides a thermal management system for a new energy vehicle, which is formed by applying the structural combination provided in the fourth to seventh embodiments above based on the overall design concept of the present invention. This embodiment is another working condition of the eighth embodiment above. The overall structure is the same, and the same parts will not be described again. The different parts are the guidance of the first flow direction control structure and the second flow direction control structure.

[0166] That is, the electric heating source is connected in series in the passenger cabin heating circuit, and the battery thermal circuit and the motor thermal circuit are connected in series through a third flow control structure.

[0167] Eleventh embodiment;

[0168] refer to Figure 4 As shown, the present invention provides a thermal management system for a new energy vehicle, which is formed by applying the structural combination provided in the fourth to seventh embodiments above based on the overall design concept of the present invention. The electric heating source is connected in series in the passenger compartment heating circuit, and the battery thermal circuit and the motor thermal circuit are connected in series through a third flow control structure.

[0169] The structure of its coolant circuit is similar to the three working conditions and technical effects of the ninth embodiment mentioned above.

[0170] Correspondingly, as an optional further improvement, the third flow control structure isolates the motor thermal circuit from the battery thermal circuit.

[0171] Twelfth embodiment;

[0172] This invention provides a thermal management system for a new energy vehicle, which is formed by combining the structures provided in the fourth to seventh embodiments above, based on the overall design concept of this invention.

[0173] In this embodiment, changing the flow direction of the first and second flow direction control structures can connect the electric heating source in series with the warm air circuit or the battery circuit; changing the flow direction of the third flow direction control structure can connect the motor circuit in series with the battery circuit or operate independently; the combination of the flow directions of the first to third flow direction control structures does not affect the implementation of this embodiment, and the same parts will not be described again, while the different parts are the structure of the coolant circuit:

[0174] The compressor has its output end connected to port a of the outdoor heat exchanger and its input end connected to the outlet of the indoor evaporator and the outlet of the first heat exchanger A.

[0175] The second control valve is connected between port b of the outdoor heat exchanger and inlet A of the first heat exchanger, and it can perform flow control.

[0176] The fifth control valve, which is connected between port b of the outdoor heat exchanger and the inlet of the indoor evaporator, can perform flow control.

[0177] Optional further improvement: Add a fourth control valve for more precise flow control, see reference. Figure 5 As shown;

[0178] The second control valve, which is connected between the fourth control valve and the inlet of the first heat exchanger A, can perform flow control;

[0179] The fourth control valve is connected between port b of the outdoor heat exchanger and the fifth control valve;

[0180] The fifth control valve, which is connected between the fourth control valve and the indoor evaporator inlet, can perform flow control.

[0181] Among them, the second control valve, the fourth control valve, and the fifth control valve are electromagnetic expansion valves.

[0182] Thirteenth embodiment;

[0183] refer to Figure 6 As shown, the present invention provides a thermal management system for a new energy vehicle, which is formed by combining the structures provided in the fourth to seventh embodiments above based on the overall design concept of the present invention.

[0184] In this embodiment, changing the flow direction of the first and second flow direction control structures can connect the electric heating source in series with the warm air circuit or the battery circuit; changing the flow direction of the third flow direction control structure can connect the motor circuit in series with the battery circuit or operate independently, wherein the second heat exchanger can be eliminated from direct pipe connection; the combination of the flow directions of the first to third flow direction control structures does not affect the implementation of this embodiment, and the same parts will not be described again, the difference lies in the structure of the coolant circuit:

[0185] The compressor has its output end connected to port a of the outdoor heat exchanger and its input end connected to the outlet A of the first heat exchanger.

[0186] The second control valve, which is connected between the inlet of the first heat exchanger A and the outlet of the outdoor heat exchanger b, can perform flow control.

[0187] Fourteenth embodiment;

[0188] refer to Figure 7 As shown, the present invention provides a thermal management system for a new energy vehicle, which is formed by combining the structures provided in the fourth to seventh embodiments above based on the overall design concept of the present invention.

[0189] In this embodiment, changing the flow direction of the first and second flow direction control structures can connect the electric heating source in series with the warm air circuit or the battery circuit; changing the flow direction of the third flow direction control structure can connect the motor circuit in series with the battery circuit or operate independently, wherein the second heat exchanger can be eliminated from direct pipe connection; the combination of the flow directions of the first to third flow direction control structures does not affect the implementation of this embodiment, and the same parts will not be described again, the difference lies in the structure of the coolant circuit:

[0190] The compressor has its output end connected to port a of the outdoor heat exchanger and its input end connected to the outlet of the indoor evaporator.

[0191] The fifth control valve, which is connected between port b of the outdoor heat exchanger and the inlet of the indoor evaporator, can perform flow control.

[0192] Fifteenth embodiment;

[0193] refer to Figure 8 As shown, the present invention provides a thermal management system for a new energy vehicle, which is formed by combining the structures provided in the fourth to seventh embodiments above based on the overall design concept of the present invention.

[0194] In this embodiment, changing the flow direction of the first and second flow direction control structures can connect the electric heating source in series with the warm air circuit or the battery circuit; changing the flow direction of the third flow direction control structure can connect the motor circuit in series with the battery circuit or operate independently, wherein the first heat exchanger can be eliminated from direct pipe connection; the combination of the flow directions of the first to third flow direction control structures does not affect the implementation of this embodiment, and the same parts will not be described again, the difference lies in the structure of the coolant circuit:

[0195] The compressor has its output end connected to the inlet of the second heat exchanger B, and its input end connected to the outlet of the indoor evaporator.

[0196] The second heat exchanger has its outlet B connected to the outlet b of the outdoor heat exchanger.

[0197] The outdoor heat exchanger has port a connected to the inlet of the indoor evaporator.

[0198] Also includes:

[0199] The fourth control valve, which is connected between the outlet of the second heat exchanger B and the outlet of the outdoor heat exchanger b, can perform flow control.

[0200] Alternatively, the fifth control valve, which is connected between port a of the outdoor heat exchanger and the inlet of the indoor evaporator, can perform flow control.

[0201] Sixteenth embodiment;

[0202] refer to Figure 9As shown, the present invention provides a thermal management system for a new energy vehicle, which is formed by combining the structures provided in the fourth to seventh embodiments above based on the overall design concept of the present invention.

[0203] In this embodiment, changing the flow direction of the first and second flow direction control structures can connect the electric heating source in series with the warm air circuit or the battery circuit; changing the flow direction of the third flow direction control structure can connect the motor circuit in series with the battery circuit or operate independently; the combination of the flow directions of the first to third flow direction control structures does not affect the implementation of this embodiment, and the same parts will not be described again, while the different parts are the structure of the coolant circuit:

[0204] The compressor has its output end connected to the inlet of the second heat exchanger B, and its input end connected to the outlet of the indoor evaporator and the outlet of the first heat exchanger A.

[0205] The second control valve is connected between the inlet of the first heat exchanger A and the outlet of the outdoor heat exchanger a, and it can perform flow control.

[0206] The fourth control valve, which is connected between the outlet of the second heat exchanger B and the outlet of the outdoor heat exchanger b, can perform flow control.

[0207] The fifth control valve, which is connected between port a of the outdoor heat exchanger and the inlet of the indoor evaporator, can perform flow control.

[0208] Seventeenth embodiment;

[0209] refer to Figure 10 As shown, this invention provides a thermal management system for a new energy vehicle, which is formed based on the structural combinations provided in the fourth to seventh embodiments of the invention, according to the overall design concept of this invention. The thermal management system for a new energy vehicle provided in the seventeenth embodiment can achieve an equivalent structure of the structures provided in the eighth to seventeenth embodiments through a combination of the flow direction of the first to third flow control structures and the states of the first to sixth control valves. That is, any one of the operating conditions of the eighth to seventeenth embodiments can be achieved by controlling an overall structure, including:

[0210] The first flow control structure is connected between the passenger cabin heating circuit and the electric heating source;

[0211] The second flow control structure is connected between the battery thermal circuit and the electric heating source;

[0212] The third flow control structure is connected between the motor thermal circuit and the electric heating source;

[0213] The electric heating source can achieve the following three connection relationships by controlling the first to third flow control structures described above;

[0214] 1. The electric heating source is connected in series in the passenger cabin heating circuit through the first flow control structure and the second flow control structure, and the battery heating circuit and the motor heating circuit are connected in series through the third flow control structure.

[0215] 2. The electric heating source is connected in series with the battery thermal circuit through the first flow control structure and the second flow control structure. The battery thermal circuit and the motor thermal circuit are separated and operate independently through the third flow control structure.

[0216] 3. Through the first flow control structure, the second flow control structure and the third flow control structure, the electric heating source is connected in series with the battery thermal circuit, the passenger cabin heating circuit and the motor thermal circuit.

[0217] The first control valve is connected between the inlet of the second heat exchanger B and the output of the compressor.

[0218] The second control valve is connected between the inlet of the first heat exchanger A and the fourth control valve;

[0219] The third control valve is connected between the compressor input and port a of the outdoor heat exchanger;

[0220] The fourth control valve is connected between port b of the outdoor heat exchanger and the second control valve.

[0221] The fifth control valve is connected between the fourth control valve and the indoor evaporator inlet;

[0222] The sixth control valve is connected between port a of the outdoor heat exchanger and the compressor output.

[0223] The compressor input is also connected to the outlet of the first heat exchanger A.

[0224] Among them, the first to third booster devices are water pumps, the first, third and sixth control valves are solenoid valves, and the second, fourth and fifth control valves are solenoid expansion valves.

[0225] The throttling flow rates of the second, fourth, and fifth control valves can be obtained through calibration based on operating condition requirements.

[0226] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It will also be understood that, unless expressly defined herein, terms such as those defined in a general dictionary shall be interpreted as having the meaning consistent with their meaning in the relevant field context, and not as having an idealized or overly formal meaning.

[0227] The present invention has been described in detail above through specific embodiments and examples, but these are not intended to limit the invention. Many modifications and improvements can be made by those skilled in the art without departing from the principles of the invention, and these should also be considered within the scope of protection of the present invention.

Claims

1. A thermal management system for a new energy vehicle, characterized in that: Its passenger cabin heating circuit and battery heating circuit share a single electric heating source. By switching the flow of the electric heating source, heat is provided to the passenger cabin heating circuit and / or battery heating circuit, so that the passenger cabin heating circuit and battery heating circuit are supplied with different temperatures. An electric heating source (PTC) has its outlet connected to a first flow control structure and its inlet connected to a second flow control structure. The first flow control structure is connected between the passenger cabin heating circuit and the electric heating source (PTC), and it can controllably change the flow of the electric heating source (PTC) output to the passenger cabin heating inlet or the second flow control structure. The second flow control structure is connected between the battery thermal circuit and the electric heating source (PTC), and it can controllably change the direction of the electric heating source (PTC) input flow from the passenger cabin heating air or the battery thermal circuit. The first heat exchanger is connected to the battery thermal circuit and the refrigerant circuit; And / or, a second heat exchanger, which is connected to the passenger compartment heating circuit and the refrigerant circuit; The passenger cabin heating circuit and refrigerant circuit exchange heat through the first and second heat exchangers. And / or, heat exchange is performed between the battery thermal circuit and the refrigerant circuit through the first heat exchanger and the second heat exchanger; Heat is extracted from the refrigerant circuit and supplied to the passenger compartment heating circuit. The compressor establishes a temperature difference, thereby reducing the overall vehicle thermal management energy consumption.

2. The new energy vehicle thermal management system as described in claim 1, characterized in that, The battery thermal circuit includes: The first booster device is connected in the battery thermal circuit; The battery pack has its cooling outlet connected to a second flow control structure.

3. The new energy vehicle thermal management system as described in claim 1, characterized in that, The passenger cabin heating circuit includes: The second pressurization device is connected between the passenger cabin heating core outlet and the second heat exchanger; The passenger cabin heating core inlet is connected to the first flow direction control structure.

4. The new energy vehicle thermal management system as described in claim 2, characterized in that, The battery thermal circuit also includes: The third flow control structure is connected between the battery thermal circuit and the motor thermal circuit. It can controllably change the direction of the battery pack cooling output flow to the motor thermal circuit or the second flow control structure.

5. The new energy vehicle thermal management system as described in claim 4, characterized in that, The motor thermal circuit includes: The motor control system has its cooling inlet connected to a third flow control structure and its cooling outlet connected to a connecting component. The third pressurization device is connected in the motor thermal circuit; the connecting element is connected to the two ports of the indoor heat exchanger and the third flow control structure respectively.

6. The new energy vehicle thermal management system as described in claim 4, characterized in that: The first flow control structure, the second flow control structure, and the third flow control structure are electrically controlled four-way valves; Alternatively, the first flow control structure, the second flow control structure, and the third flow control structure are a combination of electrically controlled two-way valves; Alternatively, the first flow control structure, the second flow control structure, and the third flow control structure are combinations of electrically controlled two-way valves and electrically controlled three-way valves; Alternatively, the first flow control structure, the second flow control structure, and the third flow control structure are combinations of electrically controlled two-way valves and electrically controlled multi-way valves; Alternatively, the first flow control structure, the second flow control structure, and the third flow control structure are combinations of electrically controlled three-way valves and electrically controlled multi-way valves.

7. The new energy vehicle thermal management system as described in any one of claims 1-6, characterized in that, The refrigerant circuit includes: The compressor's output is connected to the inlet of the second heat exchanger B. The second control valve is connected between the inlet of the first heat exchanger A and the outlet of the second heat exchanger B, and it can perform flow control. The second heat exchanger has its outlet A connected to the compressor inlet.

8. The new energy vehicle thermal management system as described in any one of claims 1-6, characterized in that, The refrigerant circuit includes: The compressor has its output end connected to the inlet of the second heat exchanger B and its input end connected to the inlet of the outdoor heat exchanger a. The fourth control valve, which is connected between the outlet of the second heat exchanger B and the inlet of the outdoor heat exchanger b, can perform flow control.

9. The new energy vehicle thermal management system as described in any one of claims 1-6, characterized in that, The refrigerant circuit includes: The compressor has its output end connected to the inlet of the second heat exchanger B and its input end connected to the outlet of the second heat exchanger A. The second control valve, which is connected between the inlet of the first heat exchanger A and the fourth control valve, can perform flow control; The fourth control valve, which is connected between the outlet of the second heat exchanger B and the inlet of the outdoor heat exchanger b, can perform flow control.

10. The new energy vehicle thermal management system as described in any one of claims 1-6, characterized in that, The refrigerant circuit includes: The compressor has its output end connected to port a of the outdoor heat exchanger and its input end connected to the outlet A of the first heat exchanger. The second control valve, which is connected between the inlet of the first heat exchanger A and the outlet of the outdoor heat exchanger b, can perform flow control.

11. The new energy vehicle thermal management system as described in any one of claims 1-6, characterized in that, The refrigerant circuit includes: The compressor has its output end connected to port a of the outdoor heat exchanger and its input end connected to the outlet of the indoor evaporator. The fifth control valve, which is connected between port b of the outdoor heat exchanger and the inlet of the indoor evaporator, can perform flow control.

12. The new energy vehicle thermal management system as described in any one of claims 1-6, characterized in that, The refrigerant circuit includes: The compressor has its output end connected to port a of the outdoor heat exchanger and its input end connected to the outlet of the indoor evaporator and the outlet of the first heat exchanger A. The second control valve is connected between port b of the outdoor heat exchanger and inlet A of the first heat exchanger, and it can perform flow control. The fifth control valve, which is connected between port b of the outdoor heat exchanger and the inlet of the indoor evaporator, can perform flow control.

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