A new energy vehicle thermal management system and a new energy vehicle

Abstract

The application provides a new energy automobile thermal management system and a new energy automobile, and relates to the technical field of vehicles.The new energy automobile thermal management system comprises a refrigerant loop and a first cooling loop.The refrigerant loop comprises a main loop and a supplementary gas and enthalpy increasing loop.The main loop comprises a compressor, a first heat exchanger and a second heat exchanger.The compressor discharges refrigerant to circulate in the main loop.The supplementary gas and enthalpy increasing loop is connected with the supplementary gas end of the compressor.The first cooling loop is connected with the first heat exchanger.The supplementary gas and enthalpy increasing loop supplies the compressor with medium-pressure gaseous refrigerant, increases the amount of refrigerant entering the heat exchanger of the heating end, improves the heating capacity, enables the new energy automobile thermal management system to operate well under low-temperature working conditions, and does not need to use electric heating to increase the heating capacity, thereby reducing energy consumption.The first cooling loop and the main loop form a secondary loop, the temperature of the passenger compartment is adjusted through the first cooling loop, leakage of R290 refrigerant in the passenger compartment is avoided, and the safe use of R290 refrigerant is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a new energy vehicle thermal management system and a new energy vehicle. BACKGROUND

[0002] At present, new energy vehicles still have great room for improvement in achieving the "double carbon" goal, especially in the replacement of environmentally friendly refrigerants and the energy saving and consumption reduction research of heat pumps in the thermal management system.

[0003] The existing heat pump system of new energy vehicles usually uses R134a refrigerant. On the one hand, the GWP (global warming potential) value is too high, and the leakage and emission into the atmosphere are not environmentally friendly. On the other hand, due to the properties of the refrigerant, there is a problem that the low-temperature heating capacity is insufficient and cannot guarantee normal heating. The general solution is to increase the heating capacity by electric heating and replace the R134a refrigerant with the more environmentally friendly R290 refrigerant. However, electric heating has high energy consumption, which does not meet the development direction of energy saving and emission reduction, and R290 refrigerant is flammable, which causes safety hazards in the thermal management system. SUMMARY

[0004] The problem solved by the present application is how to safely use the environmentally friendly refrigerant R290 with flammability to improve the heating performance of the heat pump system in low-temperature environments to achieve the environmental protection goal of energy saving and low emission.

[0005] To solve the above problems, the present application provides a new energy vehicle thermal management system, which comprises a refrigerant circuit and a first cooling circuit, the refrigerant circuit comprising a main circuit and a gas supplementing and enthalpy increasing circuit;

[0006] The main circuit comprises a compressor, a refrigerant four-way valve, a first heat exchanger and a second heat exchanger, the compressor being provided with an output end, an input end and a gas supplementing end, wherein the first end of the refrigerant four-way valve is connected with the output end, the second end of the refrigerant four-way valve is connected with the first heat exchanger, the third end of the refrigerant four-way valve is connected with the second heat exchanger, the fourth end of the refrigerant four-way valve is connected with the input end, and the first heat exchanger is connected with the second heat exchanger;

[0007] The gas supplementing and enthalpy increasing circuit comprises a third heat exchanger and a first throttling device, the third heat exchanger being arranged between the first heat exchanger and the second heat exchanger and further connected with the gas supplementing end, one end of the first throttling device being connected with the third heat exchanger, and the other end of the first throttling device being connected between the second heat exchanger and the third heat exchanger.

[0008] The first cooling circuit includes a first water pump and a fourth heat exchanger. The outlet of the first water pump is connected to the first heat exchanger, the inlet of the first water pump is connected to the outlet of the fourth heat exchanger, and the inlet of the fourth heat exchanger is connected to the first heat exchanger, so that the first water pump, the first heat exchanger, and the fourth heat exchanger form a circulation loop.

[0009] The technical effect of this invention is as follows: When the vehicle needs heating under low-temperature conditions, the first and second ends of the refrigerant four-way valve are connected, as are the third and fourth ends. The compressor can discharge high-temperature, high-pressure refrigerant into the first heat exchanger (i.e., the heating end heat exchanger). The high-temperature, high-pressure refrigerant can dissipate heat in the first heat exchanger. At the same time, the first water pump can pump coolant into the first heat exchanger, so that the coolant can exchange heat with the refrigerant. The coolant, after absorbing heat, can enter the fourth heat exchanger and exchange heat with the passenger compartment through the fourth heat exchanger, regulating the temperature in the passenger compartment. This avoids direct refrigerant flow. The refrigerant, after passing through the crew compartment and undergoing heat dissipation, becomes medium-temperature, high-pressure refrigerant. After passing through the third heat exchanger, it splits into two paths. One path flows into the second heat exchanger for heat exchange and then flows into the compressor from the input end. The other path flows back to the third heat exchanger after passing through the first throttling device, becoming low-temperature, medium-pressure gaseous refrigerant. The low-temperature, medium-pressure gaseous refrigerant absorbs heat and its temperature rises. It then enters the compressor through the gas supply end. The refrigerants entering the compressor from both the input and gas supply ends are compressed together, becoming high-temperature, high-pressure refrigerant before being discharged from the compressor, completing one refrigerant cycle. Therefore, by supplementing the compressor with medium-pressure gaseous refrigerant through the gas replenishment and enthalpy-increasing circuit, the amount of refrigerant entering the heat exchanger at the heating end can be increased, thereby improving the heating capacity. This allows the thermal management system of new energy vehicles to maintain good operating characteristics even under low-temperature conditions, eliminating the need for electric heating to increase heating capacity and reducing energy consumption. Furthermore, the main circuit and the first cooling circuit can form a secondary circuit. That is, after the R290 refrigerant in the main circuit exchanges heat with the refrigerant in the first cooling circuit in the first heat exchanger, the refrigerant flows through the fourth heat exchanger. The fourth heat exchanger exchanges heat with the passenger compartment to regulate the temperature of the passenger compartment, thus preventing R290 refrigerant from flowing through the passenger compartment and thus preventing R290 refrigerant leakage in the passenger compartment. This ensures that the thermal management system of new energy vehicles can safely use R290 refrigerant.

[0010] Preferably, the new energy vehicle thermal management system further includes an air-cooling device, which includes an air duct body and a blower. The air duct body is provided with a first air inlet, a second air inlet and an air outlet. The first air inlet is used to communicate with the external space of the vehicle, the second air inlet is used to communicate with the internal space of the vehicle, the blower is installed in the air duct body, and the fourth heat exchanger is located at the air outlet.

[0011] Preferably, the first cooling circuit further comprises a fifth heat exchanger and a second water pump, the air outlet comprises a first sub-air outlet and a second sub-air outlet, the fourth heat exchanger is located at a communication position between the first sub-air outlet and the second sub-air outlet, the fifth heat exchanger is located at the second sub-air outlet, a water outlet end of the second water pump is connected with the second heat exchanger, a water inlet end of the second water pump is connected with a water outlet end of the fifth heat exchanger, and a water inlet end of the fifth heat exchanger is connected with the second heat exchanger, so that the second water pump, the second heat exchanger and the fifth heat exchanger form a circulation loop.

[0012] Preferably, the new energy vehicle thermal management system further comprises a second cooling circuit, the second cooling circuit comprises a battery pack, a third water pump and a first three-way valve, a first end and a second end of the first three-way valve are connected with a water outlet end of the fourth heat exchanger and a water inlet end of the first water pump respectively, a third end of the first three-way valve is connected with a water outlet end of the battery pack, a water outlet end of the third water pump is connected with a water inlet end of the battery pack, and a water inlet end of the third water pump is connected between the fourth heat exchanger and the first three-way valve, so that the first water pump, the first heat exchanger, the fourth heat exchanger, the third water pump and the battery pack form a circulation loop.

[0013] Preferably, the new energy vehicle thermal management system further comprises a main cooling circuit, the main cooling circuit comprises a sixth heat exchanger, a fan and a fourth water pump, the fan is arranged opposite to the sixth heat exchanger, a water outlet end of the fourth water pump is connected with the second heat exchanger, a water inlet end of the fourth water pump is connected with a water outlet end of the sixth heat exchanger, and a water inlet end of the sixth heat exchanger is connected with the second heat exchanger, so that the second heat exchanger, the sixth heat exchanger and the fourth water pump form a circulation loop.

[0014] Preferably, the main cooling circuit further comprises a water-side four-way valve and an electromagnetic valve, a first end of the water-side four-way valve is connected with the water outlet end of the fourth water pump through the electromagnetic valve, a second end of the water-side four-way valve is connected with the water inlet end of the sixth heat exchanger, a third end of the water-side four-way valve is connected on a pipeline between the water outlet end of the battery pack and the third end of the first three-way valve, and a fourth end of the water-side four-way valve is connected with the water inlet end of the third water pump.

[0015] Preferably, the main cooling circuit further comprises a motor module and a second three-way valve, the motor module is arranged on a pipeline between the water outlet end of the fourth water pump and the first end of the water-side four-way valve, a first end of the second three-way valve is connected with the second end of the water-side four-way valve, a second end of the second three-way valve is connected with the water inlet end of the fourth water pump, and a third end of the second three-way valve is connected with the water inlet end of the sixth heat exchanger.

[0016] Preferably, the main cooling circuit further includes a third three-way valve, which is located between the outlet of the fourth water pump and the second heat exchanger. The first end of the third three-way valve is connected to the first end of the water-side four-way valve, the second end of the third three-way valve is connected to the second heat exchanger, and the third end of the third three-way valve is connected to the outlet of the fourth water pump.

[0017] Preferably, the refrigerant circuit further includes a gas-liquid separator, which is connected between the input end and the fourth end of the refrigerant four-way valve.

[0018] The present invention also provides a new energy vehicle, which includes the new energy vehicle thermal management system described above.

[0019] The beneficial effects of the new energy vehicle and the new energy vehicle thermal management system described in this invention are the same, and will not be repeated here. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of a new energy vehicle thermal management system according to an embodiment of the present invention;

[0021] Figure 2 This is a schematic diagram of the passenger compartment heating mode of a new energy vehicle thermal management system according to an embodiment of the present invention.

[0022] Figure 3 This is a schematic diagram of a passenger compartment cooling mode of a thermal management system for a new energy vehicle according to an embodiment of the present invention.

[0023] Figure 4 This is a schematic diagram of the cooling mode of the passenger compartment and battery pack of a new energy vehicle thermal management system according to an embodiment of the present invention.

[0024] Figure 5 This is a schematic diagram of the first battery pack cooling mode of a new energy vehicle thermal management system according to an embodiment of the present invention;

[0025] Figure 6 This is a schematic diagram of a second battery pack cooling mode of a new energy vehicle thermal management system according to an embodiment of the present invention;

[0026] Figure 7 This is a schematic diagram of the dehumidification mode of a thermal management system for a new energy vehicle according to an embodiment of the present invention.

[0027] Figure 8 This is a schematic diagram of a first battery pack heating mode of a new energy vehicle thermal management system according to an embodiment of the present invention;

[0028] Figure 9 This is a schematic diagram of a second battery pack heating mode in a new energy vehicle thermal management system according to an embodiment of the present invention.

[0029] Reference Signs List:

[0030] 1, compressor; 2, refrigerant four-way valve; 3, first heat exchanger; 4, second heat exchanger; 5, third heat exchanger; 6, first throttling device; 7, first water pump; 8, fourth heat exchanger; 9, air duct body; 10, air blower; 11, first air inlet; 12, second air inlet; 13, air outlet; 14, fifth heat exchanger; 15, second water pump; 16, first sub-air inlet; 17, second sub-air inlet; 18, battery pack; 19, third water pump; 20, first three-way valve; 21, sixth heat exchanger; 22, fan; 23, fourth water pump; 24, water-side four-way valve; 25, motor module; 26, second three-way valve; 27, third three-way valve; 28, gas-liquid separator; 29, expansion water bottle; 30, fourth three-way valve; 31, second throttling device; 32, third throttling device; 33, electromagnetic valve. DETAILED DESCRIPTION

[0031] In order to make the above objectives, features and advantages of the present application more obvious and easy to understand, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0032] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-described drawings are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0033] Reference Signs List: Figure 1 As shown in the drawings, the new energy vehicle thermal management system of the embodiment of the present application includes a refrigerant circuit and a first cooling circuit, the refrigerant circuit includes a main circuit and a supplementary air enthalpy increasing circuit;

[0034] The main circuit includes a compressor 1, a refrigerant four-way valve 2, a first heat exchanger 3 and a second heat exchanger 4, the compressor 1 is provided with an output end, an input end and a supplementary air end, wherein the first end of the refrigerant four-way valve 2 is connected with the output end, the second end of the refrigerant four-way valve 2 is connected with the first heat exchanger 3, the third end of the refrigerant four-way valve 2 is connected with the second heat exchanger 4, the fourth end of the refrigerant four-way valve 2 is connected with the input end, and the first heat exchanger is connected with the second heat exchanger;

[0035] The air supplementing and enthalpy increasing circuit comprises a third heat exchanger 5 and a first throttling device 6, the third heat exchanger 5 is arranged between the first heat exchanger 3 and the second heat exchanger 4, and the third heat exchanger 5 is also connected with the air supplementing end, one end of the first throttling device 6 is connected with the third heat exchanger 5, and the other end of the first throttling device 6 is connected between the second heat exchanger 4 and the third heat exchanger 5.

[0036] The first cooling circuit comprises a first water pump 7 and a fourth heat exchanger 8, the water outlet end of the first water pump 7 is connected with the first heat exchanger 3, the water inlet end of the first water pump 7 is connected with the water outlet end of the fourth heat exchanger 8, and the water inlet end of the fourth heat exchanger 8 is connected with the first heat exchanger 3, so that the first water pump 7, the first heat exchanger 3 and the fourth heat exchanger 8 form a circulating loop.

[0037] Specifically, the new energy vehicle thermal management system can comprise a refrigerant circuit and a first cooling circuit, the refrigerant circuit and the first cooling circuit form a secondary heat exchange system, the refrigerant circuit comprises a main circuit and an air supplementing and enthalpy increasing circuit, the main circuit can comprise a compressor 1, a refrigerant four-way valve 2, a first heat exchanger 3 and a second heat exchanger 4, and the compressor 1 can be provided with an output end, an input end and an air supplementing end.

[0038] For the convenience of description, the first end of the refrigerant four-way valve 2 can be marked as a in the drawings, the second end of the refrigerant four-way valve 2 is marked as b, the third end of the refrigerant four-way valve 2 is marked as c, the fourth end of the refrigerant four-way valve 2 is marked as d, the output end of the compressor 1 is marked as u, the input end of the compressor 1 is marked as v, and the air supplementing end of the compressor 1 is marked as w.

[0039] More specifically, the first end a of the refrigerant four-way valve 2 can be connected with the output end u, the second end b of the refrigerant four-way valve 2 can be connected with the first heat exchanger 3, the third end c of the refrigerant four-way valve 2 can be connected with the second heat exchanger 4, the fourth end d of the refrigerant four-way valve 2 can be connected with the input end v, and the first heat exchanger 3 can be connected with the second heat exchanger 4.

[0040] The air supplementing and enthalpy increasing circuit can comprise a third heat exchanger 5 and a first throttling device 6, the third heat exchanger 5 can be arranged on the pipeline between the first heat exchanger 3 and the second heat exchanger 4, that is, the first heat exchanger 3 and the second heat exchanger 4 can be connected with the third heat exchanger 5 respectively, one end of the first throttling device 6 can be connected on the pipeline between the third heat exchanger 5 and the second heat exchanger 4, the other end of the first throttling device 6 can be connected with the third heat exchanger 5, and the third heat exchanger 5 can also be connected with the air supplementing end w of the compressor 1.

[0041] The first cooling circuit comprises the first water pump 7 and the fourth heat exchanger 8. The outlet of the first water pump 7 can be connected with the first heat exchanger 3, the inlet of the first water pump 7 can be connected with the outlet of the fourth heat exchanger 8, and the inlet of the fourth heat exchanger 8 can be connected with the first heat exchanger 3, so that the first water pump 7, the first heat exchanger 3 and the fourth heat exchanger 8 can form a circulation loop. In the embodiment, the first cooling circuit is used for heat exchange with the passenger compartment.

[0042] In combination Figure 2 As shown in FIG. 1, when the vehicle needs heating in a low-temperature working condition, the first end a and the second end b of the refrigerant four-way valve 2 are communicated, the third end c and the fourth end d of the refrigerant four-way valve 2 are communicated, and the opening degree of the first throttling device 6 is adjusted to a required opening degree (for example, the maximum opening degree). At this time, the compressor 1 can send the high-temperature and high-pressure refrigerant into the first heat exchanger 3, and the first water pump 7 can pump the refrigerant into the first heat exchanger 3, so that the refrigerant can exchange heat with the refrigerant, the refrigerant after absorbing heat and increasing temperature can enter the fourth heat exchanger 8, the high-temperature refrigerant releases heat in the fourth heat exchanger 8 to heat the surrounding air, and the high-temperature air is blown into the passenger compartment to increase the temperature in the passenger compartment, thereby avoiding that the refrigerant directly flows through the passenger compartment, and further avoiding that the refrigerant leaks in the passenger compartment. The high-temperature and high-pressure refrigerant can exchange heat with the low-temperature refrigerant in the first heat exchanger 3, and the heating refrigerant exchanges heat with the air to achieve heating.

[0043] In some embodiments, the second throttling device 31 can be arranged on the pipeline between the second heat exchanger 4 and the third heat exchanger 5, and the third throttling device 32 can be arranged on the pipeline between the first heat exchanger 3 and the third heat exchanger 5. At this time, the first throttling device 6 and the second throttling device 31 work, and the third throttling device 32 does not work.

[0044] The high-temperature and high-pressure refrigerant after heat dissipation becomes medium-temperature and high-pressure refrigerant, the medium-temperature and high-pressure refrigerant flows into the third heat exchanger 5 after passing through the non-working third throttling device 32 and is supercooled. More clearly, the medium-temperature and high-pressure refrigerant flowing into the third heat exchanger 5 exchanges heat with the low-temperature and medium-pressure refrigerant flowing back to the third heat exchanger 5 after throttling by the first throttling device 6, and the refrigerant after increasing the supercooling degree is divided into two paths. One of the paths of the refrigerant is throttled by the working second throttling device 31 to become low-temperature and low-pressure two-phase state (mixed state of gaseous and liquid states) refrigerant, and flows into the second heat exchanger 4 to absorb heat and become gaseous refrigerant from the input end v and flows back to the compressor 1. The other path of the refrigerant becomes low-temperature and medium-pressure two-phase state refrigerant after passing through the first throttling device 6, and then enters the third heat exchanger 5 to exchange heat. The low-temperature and medium-pressure two-phase state refrigerant absorbs heat and increases temperature to become gaseous refrigerant, and enters the compressor 1 through the supplement end w. The gaseous refrigerant entering the compressor 1 through the input end v and the supplement end w is compressed together, becomes high-temperature and high-pressure refrigerant, and then is discharged from the compressor 1, to complete one refrigerant cycle.

[0045] Therefore, the new energy vehicle thermal management system can supplement the medium-pressure gaseous refrigerant to the compressor 1 through the gas supplementing and enthalpy increasing circuit, so as to increase the amount of refrigerant entering the heat supply end heat exchanger, improve the heating capacity, and enable the new energy vehicle thermal management system to maintain good operating characteristics under low temperature working conditions without using electric heating to increase the heating capacity, thereby reducing energy consumption. At present, in order to improve environmental protection, the refrigerant circuit mostly uses R290 refrigerant, but R290 refrigerant is flammable, which can cause great harm if leaked into the passenger compartment. By arranging the first cooling circuit, indirect heat exchange of the secondary circuit can be formed inside the passenger compartment, so that leakage of R290 refrigerant in the passenger compartment can be avoided, and the safety of using R290 refrigerant in the new energy vehicle thermal management system can be ensured.

[0046] In combination Figure 3 As shown in FIG. 1, when the vehicle needs to be cooled under high temperature working conditions, the first end a and the third end c of the refrigerant four-way valve 2 are communicated, the second end b and the fourth end d of the refrigerant four-way valve 2 are communicated, and the opening degree of the first throttling device 6 is adjusted to a required opening degree (for example, the maximum opening degree). At this time, the first throttling device 6 and the third throttling device 32 work, and the second throttling device 31 does not work. The high-temperature and high-pressure refrigerant discharged from the output end u of the compressor 1 enters the second heat exchanger 4 through the first end a and the third end c of the refrigerant four-way valve 2. The high-temperature and high-pressure refrigerant can exchange heat with the low-temperature refrigerant flowing through the second heat exchanger 4, and the refrigerant can carry away the heat of the refrigerant, so that the refrigerant becomes medium-temperature and high-pressure. Then, the refrigerant can pass through the non-working second throttling device 31 and be divided into two paths. One path of the refrigerant can be throttled by the working first throttling device 6 and become low-temperature and medium-pressure refrigerant entering the third heat exchanger 5, and the other path of the refrigerant can directly enter the third heat exchanger 5. The two paths of the refrigerant can exchange heat in the third heat exchanger 5. The low-temperature and medium-pressure two-phase refrigerant absorbs the heat of the medium-temperature and high-pressure refrigerant, and the temperature of the low-temperature and medium-pressure two-phase refrigerant increases to become gaseous. The gaseous refrigerant can enter the compressor 1 through the gas supplementing end w. The medium-temperature and high-pressure refrigerant is further cooled by the low-temperature and medium-pressure refrigerant, and the supercooling degree of the medium-temperature and high-pressure refrigerant increases. The medium-temperature and high-pressure refrigerant is throttled by the working third throttling device 32 and becomes low-temperature and low-pressure refrigerant entering the first heat exchanger 3. The first water pump 7 can pump the refrigerant in the first cooling circuit into the first heat exchanger 3. In the first heat exchanger 3, the low-temperature refrigerant can absorb the heat of the high-temperature refrigerant. The refrigerant after being cooled can enter the fourth heat exchanger 8 to absorb the heat of the surrounding air. The cooled air can be blown into the passenger compartment to reduce the temperature in the passenger compartment, so that the refrigerant can not flow through the passenger compartment directly, and the refrigerant can not leak in the passenger compartment. The refrigerant after absorbing heat can enter the compressor 1 from the input end v through the second end b and the fourth end d of the refrigerant four-way valve 2. The refrigerant entering the compressor 1 from the input end v and the gas supplementing end w is compressed together, becomes high-temperature and high-pressure refrigerant, and is then discharged from the compressor 1, completing a refrigerant cycle.

[0047] Therefore, the new energy vehicle thermal management system can supplement the medium-pressure gaseous refrigerant to the compressor 1 through the air supplementing and enthalpy increasing circuit, so as to increase the amount of refrigerant entering the first heat exchanger 3, can make the new energy vehicle thermal management system maintain good operating characteristics, and can avoid leakage of R290 refrigerant in the passenger compartment, and can ensure that the new energy vehicle thermal management system safely uses R290 refrigerant.

[0048] Referring to Figures 1 to 3 As shown in some embodiments, the new energy vehicle thermal management system further comprises an air cooling device, the air cooling device comprises an air duct body 9 and a blower 10, the air duct body 9 is provided with a first air inlet 11, a second air inlet 12 and an air outlet 13, the first air inlet 11 is used for communicating with the external space of the vehicle, the second air inlet 12 is used for communicating with the internal space of the vehicle, the blower 10 is installed in the air duct body 9, and the fourth heat exchanger 8 is arranged at the air outlet 13.

[0049] Specifically, the new energy vehicle thermal management system can further comprise an air cooling device, the air cooling device can comprise an air duct body 9 and a blower 10, the air duct body 9 is a structure with a ventilation channel, the air duct body 9 can be provided with a first air inlet 11, a second air inlet 12 and an air outlet 13, and the first air inlet 11, the second air inlet 12 and the air outlet 13 can all communicate with the air duct body 9.

[0050] The first air inlet 11 can communicate with the external space of the vehicle, so that the air outside the vehicle can enter the air duct body 9 from the first air inlet 11, the second air inlet 12 can communicate with the internal space of the vehicle, so that the air inside the vehicle can enter the air duct body 9 from the second air inlet 12, the blower 10 can be installed inside the air duct body 9, and the fourth heat exchanger 8 can be arranged at the air outlet 13, which can be arranged towards the interior of the vehicle.

[0051] In combination Figure 2 and Figure 3 As shown, when it is necessary to adjust the temperature in the vehicle, the blower 10 can be started to blow the air inside the air duct body 9 towards the air outlet 13, so that the air inside and outside the vehicle can flow along the air duct body 9 to the inside of the vehicle, so that the air inside the vehicle can circulate. And the air inside the vehicle exchanges heat with the fourth heat exchanger 8, and can be blown to the inside of the vehicle to adjust the temperature in the vehicle, which can further facilitate the adjustment of the temperature in the vehicle, and can also increase the circulation of the air inside and outside the vehicle.

[0052] In combination Figure 2As shown, when the passenger cabin needs to be heated, the new energy vehicle thermal management system can be adjusted to the passenger cabin heating mode. Specifically, the first end a and the second end b of the refrigerant four-way valve 2 are communicated, the third end c and the fourth end d of the refrigerant four-way valve 2 are communicated, the opening degree of the first throttling device 6 and the second throttling device 31 is adjusted to the required opening degree for throttling, the opening degree of the third throttling device 32 is adjusted to full opening without throttling, the first air inlet 11 and / or the second air inlet 12 is opened, and the air outlet 13 is opened. At this time, the high-temperature refrigerant discharged by the compressor 1 flows through the refrigerant four-way valve 2, the first heat exchanger 3, the third throttling device 32, the third heat exchanger 5, the second throttling device 31, and the second heat exchanger 4 in turn, and then flows back to the compressor 1 from the refrigerant four-way valve 2. Among them, the high-temperature refrigerant flows through the first heat exchanger 3 and exchanges heat with the low-temperature refrigerant flowing through the first heat exchanger 3. The low-temperature refrigerant absorbs heat and its temperature rises to become high-temperature refrigerant. The high-temperature refrigerant flows through the fourth heat exchanger 8, the first water pump 7, and then flows back to the first heat exchanger 3 to realize circulation. The high-temperature refrigerant flows through the fourth heat exchanger 8 and exchanges heat with the air in the air duct body 9. The heated air is blown into the passenger cabin from the air outlet 13 to heat the passenger cabin.

[0053] In combination Figure 3As shown, when it is necessary to cool the passenger compartment, the new energy vehicle thermal management system can be adjusted to the passenger compartment cooling mode. Specifically, the first end a and the third end c of the refrigerant four-way valve 2 are communicated, the second end b and the fourth end d of the refrigerant four-way valve 2 are communicated, the opening degree of the first throttling device 6 and the third throttling device 32 is adjusted to the required opening degree for throttling, the opening degree of the second throttling device 31 is adjusted to full opening without throttling, the first air inlet 11 and / or the second air inlet 12 are opened, and the air outlet 13 is opened. At this time, the high-temperature refrigerant discharged by the compressor 1 flows through the refrigerant four-way valve 2, the second heat exchanger 4, and the second throttling device 31 in sequence and then is divided into two paths. One path flows through the third heat exchanger 5, the third throttling device 32, and the first heat exchanger 3 in sequence and then flows back to the compressor 1 from the refrigerant four-way valve 2. The other path flows through the first throttling device 6 and the third heat exchanger 5 in sequence and then flows back to the compressor 1 from the gas supplementing end w. The high-temperature refrigerant exchanges heat with the low-temperature refrigerant flowing through the second heat exchanger 4 and becomes medium-temperature refrigerant when flowing through the second heat exchanger 4. The medium-temperature refrigerant can be divided into two paths. One path of the medium-temperature refrigerant directly flows into the third heat exchanger 5. The other path of the medium-temperature refrigerant becomes low-temperature refrigerant after throttling by the first throttling device 6 and then enters the third heat exchanger 5. The two paths of refrigerant exchange heat in the third heat exchanger 5. The low-temperature refrigerant absorbs heat and then flows back to the compressor 1. The medium-temperature refrigerant is supercooled and then becomes low-temperature refrigerant after throttling by the third throttling device 32 and then flows into the first heat exchanger 3 to exchange heat with the high-temperature refrigerant flowing through the first heat exchanger 3, so that the high-temperature refrigerant becomes low-temperature refrigerant. The low-temperature refrigerant flows through the fourth heat exchanger 8 and the first water pump 7 in sequence and then flows back to the first heat exchanger 3 to realize circulation. The low-temperature refrigerant exchanges heat with the air in the air duct body 9 when flowing through the fourth heat exchanger 8. The cooled air is blown into the passenger compartment from the air outlet 13 to cool the passenger compartment.

[0054] Referring to Figure 7 As shown, in some embodiments, the first cooling circuit further includes a fifth heat exchanger 14 and a second water pump 15. The air outlet 13 includes a first sub-air outlet 16 and a second sub-air outlet 17. The fourth heat exchanger 8 is located at the communication position of the first sub-air outlet 16 and the second sub-air outlet 17. The fifth heat exchanger 14 is located at the second sub-air outlet 17. The outlet end of the second water pump 15 is connected with the second heat exchanger 4. The inlet end of the second water pump 15 is connected with the outlet end of the fifth heat exchanger 14. The inlet end of the fifth heat exchanger 14 is connected with the second heat exchanger 4, so that the second water pump 15, the second heat exchanger 4, and the fifth heat exchanger 14 form a circulation loop.

[0055] Specifically, the first cooling circuit may further include a fifth heat exchanger 14 and a second water pump 15. The air outlet 13 may include a first sub-air outlet 16 and a second sub-air outlet 17. The fourth heat exchanger 8 may be located at the junction of the first sub-air outlet 16 and the second sub-air outlet 17. The fifth heat exchanger 14 may be located at the second sub-air outlet 17. The water outlet of the second water pump 15 may be connected to the second heat exchanger 4. The water inlet of the second water pump 15 may be connected to the water outlet of the fifth heat exchanger 14. The water inlet of the fifth heat exchanger 14 may be connected to the second heat exchanger 4, so that the second water pump 15, the second heat exchanger 4 and the fifth heat exchanger 14 can form a circuit.

[0056] More specifically, dampers can be installed at both the first sub-air outlet 16 and the second sub-air outlet 17. The damper at the second sub-air outlet 17 is usually only opened in dehumidification mode and kept closed in other modes.

[0057] Combination Figure 7 As shown, when the ambient temperature is low and heating is needed, but the temperature is above 0℃ and the air humidity is high requiring dehumidification, the thermal management system of the new energy vehicle can be adjusted to dehumidification mode. Specifically, the circulation mode of the refrigerant circuit in dehumidification mode is the same as that in passenger compartment cooling mode, that is, the first end a and the third end c of the refrigerant four-way valve 2 are connected, as are the second end b and the fourth end d of the refrigerant four-way valve 2, and the main cooling circuit described later is engaged. At this time, the refrigerant flow in the refrigerant circuit is the same as that in passenger compartment cooling mode. After the second water pump 15 starts, it pumps the refrigerant into the second heat exchanger 4. The refrigerant can absorb heat from the refrigerant through the second heat exchanger 4. The refrigerant, after its temperature rises, can enter the fifth heat exchanger 14. The fifth heat exchanger 14 can exchange heat with the air and release heat to the air. After the refrigerant temperature drops, it returns to the second heat exchanger 4 through the second water pump 15, completing one cycle. Simultaneously, the blower 10 starts operating, and the first air inlet 11, the second air inlet 12, and the air outlet 13 are all opened as needed. The first sub-air outlet 16 and the second sub-air outlet 17 are also opened to preset degrees. Air from inside and outside the vehicle mixes after passing through the first air inlet 11 and the second air inlet 12. The mixed air is then transported by the blower 10 to the fourth heat exchanger 8 at the air outlet 13 for heat exchange. After heat exchange, the temperature and humidity of the mixed air decrease, achieving dehumidification. Furthermore, the air can be divided into two streams proportionally. One stream exits from the first sub-air outlet 16, and the other exits from the second sub-air outlet 17, where it can exchange heat with the fifth heat exchanger 14. This means the air in the second stream can absorb heat and increase its temperature. Finally, the two streams of air can be mixed proportionally and then sent into the vehicle, thereby reducing humidity and heating the passenger compartment.

[0058] See Figures 4 to 9As shown, in some embodiments, the new energy vehicle thermal management system further includes a second cooling circuit. The second cooling circuit includes a battery pack 18, a third water pump 19, and a first three-way valve 20. The first end and the second end of the first three-way valve 20 are respectively connected to the outlet end of the fourth heat exchanger 8 and the inlet end of the first water pump 7. The third end of the first three-way valve 20 is connected to the outlet end of the battery pack 18. The outlet end of the third water pump 19 is connected to the inlet end of the battery pack 18. The inlet end of the third water pump 19 is connected between the fourth heat exchanger 8 and the first three-way valve 20, so that the first water pump 7, the first heat exchanger 3, the fourth heat exchanger 8, the third water pump 19, and the battery pack 18 form a circulation loop.

[0059] Specifically, the thermal management system for new energy vehicles may further include a second cooling circuit. This second cooling circuit may include a battery pack 18, a third water pump 19, and a first three-way valve 20. For ease of description, in the accompanying drawings, the first end of the first three-way valve 20 is labeled e, the second end f, and the third end g. The first end e and the second end f of the first three-way valve 20 can be connected to the outlet of the fourth heat exchanger 8 and the inlet of the first water pump 7, respectively. That is, the first three-way valve 20 can be installed on the first cooling circuit, and the third end g of the first three-way valve 20 can be connected to the outlet of the battery pack 18. The outlet of the third water pump 19 can be connected to the inlet of the battery pack 18, and the inlet of the third water pump 19 can be connected to the pipeline between the fourth heat exchanger 8 and the first three-way valve 20, thereby enabling the first water pump 7, the first heat exchanger 3, the fourth heat exchanger 8, the third water pump 19, and the battery pack 18 to form a circulation loop.

[0060] Combination Figure 4As shown, when it is necessary to cool the passenger compartment and battery, the new energy vehicle thermal management system can be adjusted to the passenger compartment and battery pack cooling mode. Specifically, the first end a and the third end c of the refrigerant four-way valve 2 are connected, the second end b and the fourth end d of the refrigerant four-way valve 2 are connected, the first end e, the second end f and the third end g of the first three-way valve 20 are all connected to each other, the opening degree of the first throttling device 6 and the third throttling device 32 is adjusted to the required opening degree to achieve the throttling effect, and the opening degree of the second throttling device 31 is adjusted to be fully open and no longer has the throttling effect, and the first air inlet 11, the second air inlet 12 and the first sub-air outlet 16 are opened. At this time, the high-temperature refrigerant discharged from compressor 1 flows through refrigerant four-way valve 2, second heat exchanger 4, and second throttling device 31 in sequence and then splits into two paths. One path flows through third heat exchanger 5, third throttling device 32, and first heat exchanger 3 in sequence and then flows back to compressor 1 from refrigerant four-way valve 2. The other path flows through first throttling device 6 and third heat exchanger 5 in sequence and then flows back to compressor 1 from gas supply end w. In this process, the high-temperature refrigerant flows through the second heat exchanger 4 and exchanges heat with the low-temperature refrigerant flowing through it, becoming a medium-temperature refrigerant. This medium-temperature refrigerant can be divided into two streams: one stream flows directly into the third heat exchanger 5, while the other stream, after being throttled by the first throttling device 6, becomes a low-temperature refrigerant before entering the third heat exchanger 5. After heat exchange in the third heat exchanger 5, the low-temperature refrigerant absorbs heat and flows back to the compressor 1. The medium-temperature refrigerant, after being subcooled, is then throttled again by the third throttling device 32, becoming a low-temperature refrigerant and flowing into the first heat exchanger 3 to exchange heat with the high-temperature refrigerant flowing through it, transforming the high-temperature refrigerant into a low-temperature refrigerant. This low-temperature refrigerant can then flow through the fourth heat exchanger 8, and after exiting the fourth heat exchanger 8, it can be proportionally divided into two streams. One stream of cryogenic refrigerant flows sequentially through the first three-way valve 20 and the first water pump 7, then returns to the first heat exchanger 3 to achieve circulation. When the cryogenic refrigerant flows through the fourth heat exchanger 8, it exchanges heat with the air in the air duct body 9. The cooled air is then blown into the passenger compartment from the air outlet 13 to cool the passenger compartment. The other stream of cryogenic refrigerant mixes with a portion of the medium-temperature refrigerant flowing out of the battery pack 18 and flows sequentially through the third water pump 19 and the battery pack 18. At the three-way junction, it is divided into two streams according to the ratio. One stream flows back to the first heat exchanger 3 through the third end g of the first three-way valve 20, and the other stream mixes with the cryogenic refrigerant flowing to the third water pump 19 and flows back to the third water pump 19. When the cryogenic refrigerant flows through the battery pack 18, it can absorb the heat of the battery pack 18 to cool the battery pack 18.

[0061] Combination Figure 5As shown, when only battery cooling is required, the new energy vehicle thermal management system can be adjusted to the first battery pack cooling mode (i.e., single battery cooling mode). More specifically, the first end a and the third end c of the refrigerant four-way valve 2 are connected, as are the second end b and the fourth end d of the refrigerant four-way valve 2. The first end of the first three-way valve 20 is closed, the second end f and the third end g of the first three-way valve 20 are connected to each other, the opening of the first throttling device 6 and the third throttling device 32 is adjusted to the required opening to achieve throttling, and the opening of the second throttling device 31 is adjusted to be fully open to achieve no throttling. The first air inlet 11 and the second air inlet 12 are closed. At this time, in the refrigerant circuit, the high-temperature refrigerant discharged from the compressor 1 flows through the refrigerant four-way valve 2, the second heat exchanger 4, and the second throttling device 31 in sequence, and then splits into two paths. One path flows through the third heat exchanger 5, the third throttling device 32, and the first heat exchanger 3 in sequence, and then flows back to the compressor 1 from the refrigerant four-way valve 2. The other path flows through the first throttling device 6 and the third heat exchanger 5 in sequence, and then flows back to the compressor 1 from the gas supply end w. In this process, the high-temperature refrigerant flows through the second heat exchanger 4 and exchanges heat with the low-temperature refrigerant flowing through it, becoming a medium-temperature refrigerant. This medium-temperature refrigerant can be divided into two streams: one stream flows directly into the third heat exchanger 5, while the other stream, after being throttled by the first throttling device 6, becomes a low-temperature refrigerant and enters the third heat exchanger 5. After heat exchange in the third heat exchanger 5, the low-temperature refrigerant absorbs heat and flows back to the compressor 1. The medium-temperature refrigerant, after being subcooled, is then throttled again by the third throttling device 32, becoming a low-temperature refrigerant and flowing into the first heat exchanger 3 to exchange heat with the high-temperature refrigerant flowing through it, thus converting the high-temperature refrigerant into a low-temperature refrigerant. In the first cooling circuit, the coolant pumped from the first water pump 7 flows sequentially through the first heat exchanger 3 and the fourth heat exchanger 8, then mixes with a portion of the medium-temperature coolant flowing from the battery pack 18. After mixing, it flows sequentially through the third water pump 19 and the battery pack 18, and then splits into two paths at the three-way junction. One part flows back to the first heat exchanger 3 through the third end g of the first three-way valve 20, and the other part mixes with the low-temperature coolant flowing to the third water pump 19 and flows back to the third water pump 19. The low-temperature coolant flowing into the battery pack 18 can absorb the heat of the battery pack 18 and carry away the heat of the battery pack 18, completing one cycle, thereby cooling the battery.

[0062] Combination Figure 8As shown, when only the battery needs to be heated, the new energy vehicle thermal management system can be adjusted to the first battery pack heating mode (i.e., single battery heating mode). More specifically, the first end a and the second end b of the refrigerant four-way valve 2 can be connected, as well as the third end c and the fourth end d of the refrigerant four-way valve 2 can be connected, and the first end e of the first three-way valve 20 can be closed, the second end f and the third end g of the first three-way valve 20 can be connected, and the first air inlet 11 and the second air inlet 12 can be closed. At this point, in the refrigerant circuit, the high-temperature refrigerant discharged from compressor 1 flows sequentially through refrigerant four-way valve 2, first heat exchanger 3, third throttling device 32, and third heat exchanger 5, then splits into two paths. One path flows sequentially through second throttling device 31 and second heat exchanger 4, then returns to compressor 1 through refrigerant four-way valve 2 to achieve circulation. More specifically, in first heat exchanger 3, the high-temperature refrigerant can release heat to heat the refrigerant flowing through it, transforming it into medium-temperature refrigerant. After being subcooled in third heat exchanger 5, the medium-temperature refrigerant is throttled by second throttling device 31 and becomes low-temperature refrigerant, flowing back to compressor 1 from input end v. The other path of refrigerant is throttled by first throttling device 6 and becomes low-temperature refrigerant, and then flows... After absorbing heat in the third heat exchanger 5, the coolant returns to the compressor 1 from the gas supply end w. In the first cooling circuit, the first water pump 7 pumps the coolant into the first heat exchanger 3. After absorbing heat in the first heat exchanger 3, the coolant's temperature rises. The heated coolant flows through the fourth heat exchanger 8 and mixes with a portion of the low-temperature coolant flowing out of the battery pack 18. The mixed coolant is pumped into the battery pack 18 by the third water pump 19 to release heat and heat the battery pack 18. After releasing heat, the coolant splits into two paths from the outlet of the battery pack 18. One path mixes with the coolant flowing to the third water pump 19, and the other path flows into the third end g of the first three-way valve 20 and flows back into the first water pump 7, completing one cycle, thereby heating the battery.

[0063] See Figure 1 As shown, in some embodiments, the new energy vehicle thermal management system further includes a main cooling circuit, which includes a sixth heat exchanger 21, a fan 22, and a fourth water pump 23. The fan 22 is arranged opposite to the sixth heat exchanger 21. The outlet of the fourth water pump 23 is connected to the second heat exchanger 4, and the inlet of the fourth water pump 23 is connected to the outlet of the sixth heat exchanger 21. The inlet of the sixth heat exchanger 21 is also connected to the second heat exchanger 4, so that the second heat exchanger 4, the sixth heat exchanger 21, and the fourth water pump 23 form a circulation loop.

[0064] Specifically, the thermal management system for new energy vehicles may also include a main cooling circuit, which may include a sixth heat exchanger 21, a fan 22, and a fourth water pump 23. The fan 22 may be arranged opposite to the sixth heat exchanger 21. The outlet of the fourth water pump 23 may be connected to the second heat exchanger 4, and the inlet of the fourth water pump 23 may be connected to the outlet of the sixth heat exchanger 21. The inlet of the sixth heat exchanger 21 may be connected to the second heat exchanger 4, thereby enabling the second heat exchanger 4, the sixth heat exchanger 21, and the fourth water pump 23 to form a circulation loop.

[0065] The refrigerant in the main cooling circuit can exchange heat with the air in the sixth heat exchanger 21. When the fan 22 is turned on, it blows air towards the sixth heat exchanger 21, which increases the airflow at the sixth heat exchanger 21 and thus accelerates the heat exchange speed of the sixth heat exchanger 21. The refrigerant can release heat to the air at the sixth heat exchanger 21 and its temperature will decrease. The refrigerant with the lower temperature can be pumped into the second heat exchanger 4 by the fourth water pump 23. The refrigerant can exchange heat with the refrigerant in the second heat exchanger 4. The refrigerant absorbs heat from the refrigerant and its temperature will rise. Then the refrigerant can flow back into the sixth heat exchanger 21, release heat to the air and its temperature will decrease, completing one cycle of the main cooling circuit. The refrigerant in the main cooling circuit can absorb heat from the refrigerant.

[0066] See Figure 1 As shown, in some embodiments, the main cooling circuit further includes a water-side four-way valve 24 and a solenoid valve 33. The first end of the water-side four-way valve 24 is connected to the outlet end of the fourth water pump 23 through the solenoid valve 33. The second end of the water-side four-way valve 24 is connected to the inlet end of the sixth heat exchanger 21. The third end of the water-side four-way valve 24 is connected to the pipeline between the outlet end of the battery pack 18 and the third end of the first three-way valve 20. The fourth end of the water-side four-way valve 24 is connected to the inlet end of the third water pump 19.

[0067] Specifically, the main cooling circuit may also include a water-side four-way valve 24 and a solenoid valve 33. For ease of description, you can label the first end of the water-side four-way valve 24 as h, the second end as i, the third end as j, and the fourth end as k in the attached drawings. The first end h of the water-side four-way valve 24 can be connected to the outlet of the fourth water pump 23 through the solenoid valve 33. The second end i of the water-side four-way valve 24 can be connected to the inlet of the sixth heat exchanger 21. The third end j of the water-side four-way valve 24 can be connected to the pipeline between the outlet of the battery pack 18 and the third end g of the first three-way valve 20. The fourth end k of the water-side four-way valve 24 can be connected to the inlet of the third water pump 19, so that the main cooling circuit can be connected to the second cooling circuit.

[0068] CombinationFigure 6 As shown, when only the battery pack 18 needs cooling, the new energy vehicle thermal management system can be adjusted to the second battery pack cooling mode (i.e., another single battery cooling mode). Specifically, the first end h and the fourth end k of the water-side four-way valve 24 are connected, as are the second end i and the third end j of the water-side four-way valve 24. The solenoid valve 33 is opened, and the refrigerant circuit and the first cooling circuit are not working. The first air inlet 11 and the second air inlet 12 are closed, so that the sixth heat exchanger 21, the fourth water pump 23, the third water pump 19 and the battery pack 18 can form a circuit. After the coolant exchanges heat with the air in the sixth heat exchanger 21 and the temperature is reduced, the low-temperature coolant can flow directly into the battery pack 18 to cool the battery pack 18.

[0069] It should be noted that, when the main cooling circuit also includes a water-side four-way valve 24 and a solenoid valve 33, if the thermal management system of the new energy vehicle is adjusted to dehumidification mode, such as Figure 7 As shown, the first end h and the fourth end k of the water-side four-way valve 24 need to be connected, as well as the second end i and the third end j of the water-side four-way valve 24. The solenoid valve 33 is opened, and the refrigerant circuit and the first cooling circuit are made to work normally. The first air inlet 11, the second air inlet 12, the first sub-air outlet 16, and the second sub-air outlet 17 are all opened. In dehumidification mode, the refrigerant flowing out of the battery pack 18 can be divided into two paths. One path of refrigerant flows directly into the main cooling circuit through the water-side four-way valve 24 for heat dissipation. The other path of refrigerant flows into the first cooling circuit and the main cooling circuit in sequence for heat dissipation. The two paths of refrigerant converge and flow back to the battery pack 18 to complete one cycle.

[0070] Additionally, it should be noted that when the main cooling circuit also includes a water-side four-way valve 24 and a solenoid valve 33, when the new energy vehicle thermal management system is adjusted to the first battery pack heating mode to heat only the battery pack 18, such as Figure 8 As shown, the first end h and the second end i of the water-side four-way valve 24 need to be connected, and the third end j and the fourth end k of the water-side four-way valve 24 can be connected. The solenoid valve 33 is closed, and the first end e of the first three-way valve 20 is closed. The second end f and the third end g of the first three-way valve 20 are connected, and the first air inlet 11 and the second air inlet 12 are closed. At this time, the first heat exchanger 3, the fourth heat exchanger 8, the water-side four-way valve 24, the third water pump 19, the battery pack 18, the first three-way valve 20, and the first water pump 7 are sequentially connected to form a circulation loop. The coolant in the first cooling loop absorbs heat in the first heat exchanger 3 and can flow into the battery pack 18. After releasing heat in the battery pack 18, the coolant can flow back into the first heat exchanger 3, completing one cycle, thus heating the battery pack 18.

[0071] See Figure 1As shown, in some embodiments, the main cooling circuit further includes a motor module 25 and a second three-way valve 26. The motor module 25 is located on the pipeline between the outlet end of the fourth water pump 23 and the first end of the water-side four-way valve 24. The first end of the second three-way valve 26 is connected to the second end of the water-side four-way valve 24, the second end of the second three-way valve 26 is connected to the inlet end of the fourth water pump 23, and the third end of the second three-way valve 26 is connected to the inlet end of the sixth heat exchanger 21.

[0072] Specifically, the main cooling circuit may also include a motor module 25 and a second three-way valve 26. For ease of description, the first end of the second three-way valve 26 may be labeled as m, the second end as n, and the third end as o in the accompanying drawings. The motor module 25 may be located on the pipeline between the outlet of the fourth water pump 23 and the first end h of the water-side four-way valve 24. The first end m of the second three-way valve 26 may be connected to the second end i of the water-side four-way valve 24, the second end n of the second three-way valve 26 may be connected to the inlet of the fourth water pump 23, and the third end o of the second three-way valve 26 may be connected to the inlet of the sixth heat exchanger 21.

[0073] Combination Figure 9 As shown, when only the battery needs heating, the new energy vehicle thermal management system can be adjusted to the second battery pack heating mode (i.e., another single-battery heating mode). Specifically, the solenoid valve 33 is opened, the first end h and the fourth end k of the water-side four-way valve 24 are connected, as are the second end i and the third end j of the water-side four-way valve 24, and the first end m and the second end n of the second three-way valve 26 are connected. The third end o of the second three-way valve 26 is closed, and the refrigerant circuit and the first cooling circuit are not working. The first air inlet 11 and the second air inlet 12 are closed. At this time, the fourth water pump 23 and the motor module 2 5. The third water pump 19 and the battery pack 18 form a circulation loop. The fourth water pump 23 can pump the coolant into the motor module 25. The coolant can absorb the heat of the motor module 25. The third water pump 19 can pump the heated coolant into the battery pack 18, which can then heat the battery pack 18. After that, the coolant can be pumped back into the motor module 25 by the fourth water pump 23 to complete one cycle. This can both cool the motor module 25 and heat the battery pack 18. The waste heat of the motor module 25 can be used to heat the battery pack 18, which can increase the energy utilization rate.

[0074] See Figure 1 As shown, in some embodiments, the second cooling circuit may further include an expansion tank 29, which may be disposed on the pipeline between the inlet of the third water pump 19 and the water-side four-way valve 24, and the expansion tank 29 may also be connected to the inlet of the sixth heat exchanger 21.

[0075] Specifically, the inlet of the third water pump 19 and the fourth end k of the water-side four-way valve 24 can be connected to the expansion tank 29 respectively, and the expansion tank 29 can also be connected to the inlet of the sixth heat exchanger 21. Thus, the expansion tank 29 can be set in the second cooling circuit. The expansion tank 29 can discharge the gas in the new energy vehicle thermal management system and can also replenish the new energy vehicle thermal management system with coolant.

[0076] See Figure 1 As shown, in some embodiments, the main cooling circuit further includes a third three-way valve 27, which is located between the outlet of the fourth water pump 23 and the second heat exchanger 4. The first end of the third three-way valve 27 is connected to the first end of the water-side four-way valve 24, the second end of the third three-way valve is connected to the second heat exchanger 4, and the third end of the third three-way valve 27 is connected to the outlet of the fourth water pump 23.

[0077] Specifically, the main cooling circuit may also include a third three-way valve 27. For ease of description, the first end of the third three-way valve 27 may be marked as p, the second end as q, and the third end as r in the accompanying drawings. The third three-way valve 27 is located on the pipeline between the outlet end of the fourth water pump 23 and the second heat exchanger 4. In this embodiment, the third three-way valve 27 may be located on the pipeline between the outlet end of the fourth water pump 23 and the inlet end of the second water pump 15. Furthermore, the first end p of the third three-way valve 27 can be connected to the first end h of the water-side four-way valve 24, and the second end q of the third three-way valve 27 can be connected to the second heat exchanger 4. Alternatively, the second end q of the third three-way valve 27 can be connected to the inlet end of the second water pump 15, and the second end q of the third three-way valve 27 can be connected to the second heat exchanger 4 through the second water pump 15. The third end r of the third three-way valve 27 can be connected to the outlet end of the fourth water pump 23. Thus, the main cooling circuit and the refrigerant circuit can be connected through the third three-way valve 27.

[0078] It should be noted that, when the main cooling circuit also includes a third three-way valve 27, if the thermal management system of the new energy vehicle is adjusted to the passenger compartment and battery pack cooling mode, such as Figure 4 As shown, the first end p of the third three-way valve 27 needs to be closed, and the second end q and the third end r of the third three-way valve 27 need to be connected. This allows the sixth heat exchanger 21, the fourth water pump 23, the second water pump 15, and the second heat exchanger 4 to form a circulation loop. The coolant flowing out of the sixth heat exchanger 21 can be directly pumped into the second heat exchanger 4 through the fourth water pump 23 and the second water pump 15 for heat exchange. This avoids the coolant absorbing heat in the motor module 25. Furthermore, when the coolant in the main cooling loop exchanges heat with the refrigerant in the refrigerant loop, the refrigerant can release more heat to the coolant, which can increase the cooling effect.

[0079] See Figure 1 As shown, in some embodiments, the thermal management system for new energy vehicles may further include a fourth three-way valve 30. For ease of description, the first end of the fourth three-way valve 30 may be marked as x, the second end as y, and the third end as z in the accompanying drawings. The fourth three-way valve 30 may be installed on the pipeline between the second heat exchanger 4 and the fifth heat exchanger 14. The first end x of the fourth three-way valve 30 may be connected to the pipeline between the second end i of the water-side four-way valve 24 and the first end m of the second three-way valve 26. The second end y of the fourth three-way valve 30 may be connected to the second heat exchanger 4, and the third end z of the fourth three-way valve 30 may be connected to the water inlet of the fifth heat exchanger 14. Thus, the fourth three-way valve 30 can connect the first cooling circuit, the main cooling circuit, and the refrigerant circuit. Various modes can be switched by controlling the opening and closing of the third three-way valve 27 and the fourth three-way valve 30.

[0080] It should be noted that, when the first cooling circuit also includes a fourth three-way valve 30, when the thermal management system of the new energy vehicle is adjusted to the passenger compartment cooling mode, such as Figure 3 As shown, the first end p of the third three-way valve 27 needs to be disconnected, the second end q and the third end r of the third three-way valve 27 need to be connected, the first end x and the second end y of the fourth three-way valve 30 need to be connected, and the third end z of the fourth three-way valve 30 need to be disconnected. At this time, the low-temperature refrigerant of the sixth heat exchanger 21 can flow directly into the second heat exchanger 4 to absorb the heat of the refrigerant in the refrigerant circuit. The refrigerant after absorbing heat can flow directly back to the sixth heat exchanger 21 to complete one refrigerant cycle. The cooled refrigerant can flow into the first heat exchanger 3 to absorb the heat in the first cooling circuit to achieve the purpose of cooling the crew cabin.

[0081] Additionally, it should be noted that when the first cooling circuit also includes a fourth three-way valve 30, if the new energy vehicle's thermal management system is adjusted to the passenger compartment heating mode, such as Figure 2 As shown, the first end p and the second end q of the third three-way valve 27 need to be connected, the third end r of the third three-way valve 27 need to be disconnected, the first end x and the second end y of the fourth three-way valve 30 need to be connected, and the third end z of the fourth three-way valve 30 need to be disconnected, so that the sixth heat exchanger 21, the fourth water pump 23, the motor module 25, the second water pump 15 and the second heat exchanger 4 can form a circulation loop. At this time, the fan 22 can be turned off, and the refrigerant in the main cooling loop can be pumped into the motor module 25 by the fourth water pump 23 to absorb heat. After the refrigerant is heated, it can be pumped into the second heat exchanger 4 by the second water pump 15 to provide heat for the refrigerant loop. Thus, the waste heat of the motor module 25 can be used to heat the crew compartment, which can save energy.

[0082] See Figure 1As shown, in some embodiments, the refrigerant circuit further includes a gas-liquid separator 28, which is connected between the input terminal v and the fourth terminal of the refrigerant four-way valve 2.

[0083] Specifically, the refrigerant circuit may also include a gas-liquid separator 28. The gas-liquid separator 28 can be connected to the connecting pipe between the input end v and the fourth end d of the refrigerant four-way valve 2. That is, the gas-liquid separator 28 can be connected to the input end v of the compressor 1 and the fourth end d of the refrigerant four-way valve 2 respectively. After heat exchange, the refrigerant can enter the gas-liquid separator 28 for gas-liquid separation. Then, the gaseous refrigerant can enter the compressor 1 from the input end v, continue to be compressed by the compressor 1, become high-temperature and high-pressure refrigerant again, and then be discharged from the compressor 1, completing one refrigerant cycle. This can maintain the good operating characteristics of the thermal management system of new energy vehicles.

[0084] Another embodiment of the present invention provides a new energy vehicle, including the new energy vehicle thermal management system as described above.

[0085] The new energy vehicle in this embodiment is based on the same inventive concept as the above-mentioned new energy vehicle thermal management system, and has the same or similar embodiments and beneficial effects, which will not be repeated here.

[0086] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A thermal management system for new energy vehicles, characterized in that, It includes a refrigerant circuit and a first cooling circuit, wherein the refrigerant circuit includes a main circuit and a gas injection and enthalpy-increasing circuit; The main circuit includes a compressor (1), a refrigerant four-way valve (2), a first heat exchanger (3), and a second heat exchanger (4). The compressor (1) is provided with an output end, an input end, and a gas supply end. The first end of the refrigerant four-way valve (2) is connected to the output end, the second end of the refrigerant four-way valve (2) is connected to the first heat exchanger (3), the third end of the refrigerant four-way valve (2) is connected to the second heat exchanger (4), the fourth end of the refrigerant four-way valve (2) is connected to the input end, and the first heat exchanger (3) is connected to the second heat exchanger (4). The gas replenishment and enthalpy increase circuit includes a third heat exchanger (5) and a first throttling device (6). The third heat exchanger (5) is located between the first heat exchanger (3) and the second heat exchanger (4), and the third heat exchanger (5) is also connected to the gas replenishment end. One end of the first throttling device (6) is connected to the third heat exchanger (5), and the other end of the first throttling device (6) is connected between the second heat exchanger (4) and the third heat exchanger (5). The first cooling circuit includes a first water pump (7) and a fourth heat exchanger (8). The outlet of the first water pump (7) is connected to the first heat exchanger (3), the inlet of the first water pump (7) is connected to the outlet of the fourth heat exchanger (8), and the inlet of the fourth heat exchanger (8) is connected to the first heat exchanger (3), so that the first water pump (7), the first heat exchanger (3) and the fourth heat exchanger (8) form a circulation loop. The new energy vehicle thermal management system further includes a second cooling circuit, which includes a battery pack (18), a third water pump (19), and a first three-way valve (20). The first end and the second end of the first three-way valve (20) are respectively connected to the outlet end of the fourth heat exchanger (8) and the inlet end of the first water pump (7). The third end of the first three-way valve (20) is connected to the outlet end of the battery pack (18). The outlet end of the third water pump (19) is connected to the inlet end of the battery pack (18). The inlet end of the third water pump (19) is connected between the fourth heat exchanger (8) and the first three-way valve (20) so that the first water pump (7), the first heat exchanger (3), the fourth heat exchanger (8), the third water pump (19), and the battery pack (18) form a circulation loop. The new energy vehicle thermal management system also includes a main cooling circuit, which includes a sixth heat exchanger (21), a fan (22) and a fourth water pump (23). The fan (22) is arranged opposite to the sixth heat exchanger (21). The outlet of the fourth water pump (23) is connected to the second heat exchanger (4), and the inlet of the fourth water pump (23) is connected to the outlet of the sixth heat exchanger (21). The inlet of the sixth heat exchanger (21) is connected to the second heat exchanger (4), so that the second heat exchanger (4), the sixth heat exchanger (21) and the fourth water pump (23) form a circulation loop. The main cooling circuit also includes a water-side four-way valve (24) and a solenoid valve (33). The first end of the water-side four-way valve (24) is connected to the outlet of the fourth water pump (23) through the solenoid valve (33). The second end of the water-side four-way valve (24) is connected to the inlet of the sixth heat exchanger (21). The third end of the water-side four-way valve (24) is connected to the pipeline between the outlet of the battery pack (18) and the third end of the first three-way valve (20). The fourth end of the water-side four-way valve (24) is connected to the inlet of the third water pump (19).

2. The new energy vehicle thermal management system according to claim 1, characterized in that, It also includes an air-cooling device, which includes an air duct body (9) and a blower (10). The air duct body (9) is provided with a first air inlet (11), a second air inlet (12) and an air outlet (13). The first air inlet (11) is used to communicate with the external space of the vehicle, the second air inlet (12) is used to communicate with the internal space of the vehicle, the blower (10) is installed in the air duct body (9), and the fourth heat exchanger (8) is located at the air outlet (13).

3. The new energy vehicle thermal management system according to claim 2, characterized in that, The first cooling circuit also includes a fifth heat exchanger (14) and a second water pump (15). The air outlet (13) includes a first sub-air outlet (16) and a second sub-air outlet (17). The fourth heat exchanger (8) is located at the connection between the first sub-air outlet (16) and the second sub-air outlet (17). The fifth heat exchanger (14) is located at the second sub-air outlet (17). The outlet end of the second water pump (15) is connected to the second heat exchanger (4). The inlet end of the second water pump (15) is connected to the outlet end of the fifth heat exchanger (14). The inlet end of the fifth heat exchanger (14) is connected to the second heat exchanger (4), so that the second water pump (15), the second heat exchanger (4) and the fifth heat exchanger (14) form a circulation loop.

4. The new energy vehicle thermal management system according to claim 1, characterized in that, The main cooling circuit also includes a motor module (25) and a second three-way valve (26). The motor module (25) is located on the pipeline between the outlet end of the fourth water pump (23) and the first end of the water-side four-way valve (24). The first end of the second three-way valve (26) is connected to the second end of the water-side four-way valve (24). The second end of the second three-way valve (26) is connected to the inlet end of the fourth water pump (23). The third end of the second three-way valve (26) is connected to the inlet end of the sixth heat exchanger (21).

5. The new energy vehicle thermal management system according to claim 4, characterized in that, The main cooling circuit also includes a third three-way valve (27), which is located between the outlet of the fourth water pump (23) and the second heat exchanger (4). The first end of the third three-way valve (27) is connected to the first end of the water-side four-way valve (24), the second end of the third three-way valve is connected to the second heat exchanger (4), and the third end of the third three-way valve (27) is connected to the outlet of the fourth water pump (23).

6. The new energy vehicle thermal management system according to claim 1, characterized in that, The refrigerant circuit also includes a gas-liquid separator (28), which is connected between the input end and the fourth end of the refrigerant four-way valve (2).

7. A new energy vehicle, characterized in that, The new energy vehicle thermal management system includes any one of claims 1-6.

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