A new energy vehicle thermal management system

Abstract

The application discloses a new energy automobile thermal management system, comprising: a cold core circuit, a hot core circuit, a motor system circuit, a battery system circuit, a heat exchange device and other accessory parts. The thermal management system of the whole vehicle is divided into four temperature zones according to the temperature, and the temperature is sequentially divided into a cold core circuit temperature zone, a battery system circuit temperature zone, an electric drive system circuit temperature zone and a hot core circuit temperature zone from low to high according to the target requirements of engineering implementation. Different temperature zones are separated by using heat exchange devices, when there is a temperature difference in each circuit, according to the temperature engineering target requirements of each circuit, automatic switching is carried out, so that the waste heat of different temperature zones is utilized, and meanwhile, it is ensured that each temperature zone device is in a normal working range. The problem of waste of waste heat due to unbalanced cold and heat demand of each region of the thermal management system of the whole vehicle design, the refrigeration part, the heating part, the electric drive system part and the battery system part is solved.

Description

TECHNICAL FIELD

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

[0002] With the growing development of the new energy automobile market, electric vehicles are becoming more and more common. However, in the engineering development of electric vehicle thermal management, there are many problems. The temperature requirements are inconsistent in the scenes of battery, motor operation, passenger cabin heating, refrigeration, etc. That is, the normal charging and discharging temperature of the battery is usually 20-35℃; the normal working temperature range of the motor is -40-65℃; if the passenger cabin heating and refrigeration want to maintain the ideal comfort effect, the minimum temperature of the evaporator core (cold core) surface in the heating and air conditioning assembly and the temperature of the heating core inlet are usually about 3℃ and 55-75℃ respectively. The different temperature requirements of the above positions result in that the related battery system circuit, motor system circuit and heating system circuit are usually designed separately in the design process, which causes the excess heat in different circuits to be unable to exchange and transfer with each other, and is wasted. In winter, too much heating is achieved by using electric heater PTC heating, resulting in energy waste. There are many original fuel vehicle platforms, but these platform resources or corresponding parts cannot be fully utilized.

[0003] There are too many related parts such as water pipes, various three-way valves and four-way valves in the whole vehicle thermal management, which results in too low integration degree in the layout design process, causing the whole vehicle development process to be complicated and the weight of the parts to be increased. At present, there is still lack of a new energy automobile thermal management system to solve the above problems. SUMMARY

[0004] The present application provides a new energy automobile thermal management system to solve the above problems.

[0005] The present application provides a new energy automobile thermal management system, which comprises a cold core circuit, a hot core circuit, a driving motor system circuit and a battery system circuit. The cold core circuit comprises an eight-way valve end and a cold and hot heat exchanger end. The cold and hot heat exchanger end comprises a refrigerant end and a cooling liquid end. The refrigerant end comprises a compressor 121, a water-cooled heat exchanger 113, a first throttling device 114, a cold core evaporator 101, a first temperature and pressure sensor 115, a second throttling device 117, a cold and hot heat exchanger 102 and a second temperature and pressure sensor 116. The first end of the compressor 121 is connected to the water-cooled heat exchanger 113. The second end of the water-cooled heat exchanger 113 is divided into a first branch and a second branch. The first branch comprises the second throttling device 117, the cold and hot heat exchanger 102 and the second temperature and pressure sensor 116. The second branch comprises the first throttling device 114, the cold core evaporator 101 and the first temperature and pressure sensor 115.

[0006] The heat core circuit comprises a water-cooled condenser 113, an electric heater 110, an eight-way valve 120, an in-vehicle heating and ventilation core 111, an electric three-way proportional valve 119, a heat core circuit water pump 112, one end of the cooling liquid end of the water-cooled condenser 113 is connected to one end of the electric heater 110, and one end of the electric heater 110 branches out a third branch, the other end of the electric heater 110 is connected to port 7 of the eight-way valve 120, port 8 of the eight-way valve 120 is connected to one end of the in-vehicle heating and ventilation core 111, the other end of the in-vehicle heating and ventilation core 111 is connected to a first port of the electric three-way proportional valve 119, a second port of the electric three-way proportional valve 119 is connected to one end of the heat core circuit water pump 112, the other end of the heat core circuit water pump 112 is connected to the other end of the cooling liquid end of the water-cooled condenser 113; wherein a third port of the electric three-way proportional valve 119 is connected to one end of the electric heater 110, and the two refrigerant ports of the water-cooled condenser 113 are part of the circuit of the refrigerant end.

[0007] The battery system circuit comprises a solenoid valve 118, a battery circuit water pump 105, a battery pack 104, an intelligent driving module 103, an eight-way valve 120; one end of the battery circuit water pump 105 is connected to one end of the solenoid valve 118, the other end of the battery circuit water pump 105 is connected to one end of the battery pack 104, the other end of the battery pack 104 is connected to one end of the intelligent driving module 103, the other end of the intelligent driving module 103 is connected to port 3 of the eight-way valve 120, and port 4 of the eight-way valve 120 is connected to the other end of the solenoid valve 118.

[0008] In an implementation form of the present application, the eight-way valve 120 is used to coordinate the heat difference, and there are 12 modes in total.

[0009] In an implementation form of the present application, the system further comprises the heating and ventilation core 111, the cold core evaporator 101, a temperature damper, a mode damper, an inside-outside circulation damper, and a blower connected to the inside of the air conditioner box.

[0010] In an implementation form of the present application, the eight-way valve 120 integrates the battery circuit water pump 105, the radiator 108, the electric drive circuit water pump 109, the electric heater 110, the water-cooled condenser 113, the heat core circuit water pump 112, the electric three-way proportional valve 119, and the compressor 121.

[0011] In an implementation form of the application, the system comprises input and output devices, the input and output devices comprising the electric compressor 121, the electronic expansion valve 114, the first temperature and pressure sensor 115, the electronic expansion valve 117, the second temperature and pressure sensor 116, the eight-way valve 120, the battery circuit water pump 105, the battery pack 104, the electromagnetic valve 118, the electric drive system 106, the OBC / DC-DC 107, the electric drive circuit water pump 109, the electric heater 110, the electric three-way proportional valve 119, the hot core circuit water pump 112, the sunlight sensor, and the in-vehicle temperature sensor.

[0012] In an implementation form of the application, the energy sources of the system comprise electric energy, thermal energy, light energy, and wind energy.

[0013] The new energy vehicle thermal management system provided by the application has the following beneficial effects:

[0014] (1) The cold core circuit, the hot core circuit, the drive motor system circuit, and the battery system circuit can be automatically switched, so that the waste heat of different temperature zones is utilized, and meanwhile, each temperature zone device is ensured to be in a normal working range.

[0015] (2) The problem of waste of waste heat due to unbalanced cold and heat demand of parts in each region of the refrigeration part, the heating part, the motor system part, and the battery system part of the thermal management system of the whole vehicle is solved.

[0016] (3) The unified balanced utilization of energy in the energy management system of the four regions of the passenger compartment, the power compartment, the battery pack, and the external environment inside and around the whole vehicle is realized.

[0017] (4) The HVAC box can be borrowed from the fuel vehicle platform, and of course, can be extended to trucks, agricultural machines, and other transportation tools or other equipment.

[0018] (5) The system can be slightly improved, so that the heat exchange device can be integrated or integrated with a water jug, a water pump, a cold and heat exchanger, a plate heat exchanger, an expansion valve, and the like, the parts of the whole vehicle are combined, the integration demand of the current new energy vehicle model for parts is realized, the development speed is improved, and the development cost is reduced in the long run. BRIEF DESCRIPTION OF DRAWINGS

[0019] The accompanying drawings, which are included to provide a further understanding of the application and constitute a part of this application, illustrate certain illustrative embodiments of the application and together with the description serve to explain the application. In the drawings:

[0020] Figure 1 FIG. 1 is a schematic diagram of a new energy vehicle thermal management system provided by the application;

[0021] Figure 2 A schematic diagram of a thermal management system comprising a cold core circuit and a hot core circuit is provided for the present application;

[0022] Figure 3 A schematic diagram of the operating mode of an eight-way valve is provided for the present application;

[0023] Figure 4 A schematic diagram of the integration of an eight-way valve with vehicle parts is provided for the present application;

[0024] Figure 5 A schematic diagram of the operation in a passenger compartment-only refrigeration mode is provided for the present application;

[0025] Figure 6 A schematic diagram of the operation in a passenger compartment and battery refrigeration mode is provided for the present application;

[0026] Figure 7 A schematic diagram of the operation in a passenger compartment-only heating mode is provided for the present application;

[0027] Figure 8 A schematic diagram of the operation in a passenger compartment and battery heating mode is provided for the present application;

[0028] Figure 9 A schematic diagram of the operation in a defogging mode is provided for the present application;

[0029] Figure 10 A schematic diagram of the operation in a defrosting mode is provided for the present application;

[0030] Figure 11 A schematic diagram of the operation of a cooling liquid circuit in a motor heating battery mode is provided for the present application;

[0031] Figure 12 A schematic diagram of the operation of a cooling liquid circuit in a motor cooling mode is provided for the present application;

[0032] Figure 13 A schematic diagram of the operation of a cooling liquid circuit in a motor and battery cooling mode is provided for the present application;

[0033] Figure 14 A schematic diagram of the integration of a cold core device and a hot core device is provided for the present application;

[0034] Figure 15 A schematic diagram of the integration of a super power cabin and a breakpoint interface is provided for the present application;

[0035] Figure 16 A schematic diagram of the intelligent energy management system scheme is provided for the present application;

[0036] Figure 17 A schematic diagram of the integration of a cold core device and a hot core device is provided for the present application. DETAILED DESCRIPTION

[0037] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0038] This application provides a thermal management system for new energy vehicles. The technical solution proposed in this application will be described in detail below with reference to the accompanying drawings.

[0039] Figure 1 This is a schematic diagram of a thermal management system for a new energy vehicle provided as an embodiment of this application. Figure 1 As shown, the system mainly includes: a cold core circuit, a hot core circuit, a motor system circuit, a battery system circuit, a heat exchange device, and other auxiliary piping and connecting parts. The following describes... Figure 1The system diagram is explained below. The cold core circuit includes an eight-way valve 120 (heat exchange device) end and a heat exchanger end, which are connected by corresponding transmission pipelines. The heat exchanger itself performs heat exchange and is divided into a refrigerant end and a coolant end. The refrigerant end circuit mainly includes, in sequence, a compressor 121, a water-cooled heat exchanger 113, a first throttling device 114, a cold core (evaporator) 101, a first temperature and pressure sensor 115, a second throttling device 117, a heat exchanger 102, and a second temperature and pressure sensor 116. In the refrigerant end circuit, one end of the compressor 121 is connected to the water-cooled heat exchanger 113. The other end of the water-cooled heat exchanger 113 splits into two branches: branch 1 is defined as the battery heat exchange branch, and branch 2 is defined as the crew cabin cooling branch. The battery heat exchange branch includes the second throttling device 117, the heat exchanger 102, and the second temperature and pressure sensor 116. One end of the battery heat exchange branch is connected to the other end of the water-cooled heat exchanger 113, and then to the second throttling device 117 (which is connected in parallel with the first throttling device 114 in the passenger compartment cooling branch). The other end of the second throttling device 117 is connected to the heat exchanger 102, and the other end of the heat exchanger 102 is connected to the second temperature and pressure sensor 116. The passenger compartment cooling branch includes the first throttling device 114, the cold core (evaporator) 101, and the first temperature and pressure sensor 115. One end of the first throttling device 114 is connected to the other end of the water-cooled heat exchanger 113 (in series) or to one end of the first throttling device 117 (in parallel). The other end of the first throttling device 114 is connected to one end of the in-vehicle evaporator 101. The other end of 101 is connected to one end of the first temperature and pressure sensor (P / T) 115, and the other end is connected to the other end of the second temperature and pressure sensor 116 (in parallel) or to the other end of the compressor 121. The coolant end circuit mainly consists of a heat exchanger 102 and an eight-way valve 120. One end of the heat exchanger 102 is connected to port 1 of the eight-way valve, and the other end of 102 is connected to port 2 of the eight-way valve.

[0040] The hot core circuit includes a water-cooled condenser 113, an electric heater (PTC) 110, an eight-way valve 120, an interior HVAC core 111, an electric three-way proportional valve 119, and a hot core circuit water pump 112. One end of the water-cooled condenser 113 is connected to one end of the electric heater 110, and a branch line branches off from one end of 110, referred to here as the hot core circuit regulating branch. The other end of the electric heater 110 is connected to port 7 of the eight-way valve 120, port 8 of the eight-way valve is connected to one end of the interior HVAC core 111, the other end of 111 is connected to the first port of the electric three-way proportional valve 119, the second port of 119 is connected to one end of the hot core circuit water pump 112, and the other end of 112 is connected to the other end of the coolant side of the water-cooled condenser 113. The third port of the electric three-way proportional valve 119 is connected to one end of the electric heater 110. Meanwhile, the two refrigerant ports of the water-cooled condenser 113 are part of the refrigerant side circuit in the aforementioned hot core circuit. This constitutes a complete hot core circuit.

[0041] The drive motor system circuit includes an electric drive system 106, an OBC / DC-DC converter 107, a radiator 108, an electric drive circuit water pump 109, and an eight-way valve 120. One end of the electric drive circuit water pump 109 is connected to terminal 6 of the eight-way valve; the other end of 109 is connected to one end of the radiator 108; the other end of 108 is connected to one end of the OBC / DC-DC converter 107 and the other end of the electric drive system 106; and the other end of 106 is connected to terminal 5 of the eight-way valve. This constitutes a complete electric drive system circuit.

[0042] The battery system circuit includes a solenoid valve 118, a battery circuit water pump 105, a battery pack 104, an intelligent driving module 103, and an eight-way valve 120. One end of the battery circuit water pump 105 is connected to one end of the solenoid valve 118, the other end of 105 is connected to one end of the battery pack 104, the other end of 104 is connected to one end of the intelligent driving module 103, the other end of 103 is connected to port 3 of the eight-way valve 120, and port 4 of the eight-way valve 120 is connected to the other end of 118. This constitutes a complete battery system circuit.

[0043] For example Figure 1 The schematic diagram of the entire thermal management system shows that the temperature of each circuit is monitored in real time by the vehicle thermal management controller. The valve opening and closing of the thermal management exchange device is controlled in real time by the temperature difference, which drives the cold core circuit, hot core circuit, drive motor system circuit, and battery system circuit to switch between cooling mode, heating mode, defogging mode, defrosting mode, motor heating battery mode, battery heating passenger compartment mode, motor cooling mode, energy storage mode, and motor and battery cooling mode.

[0044] like Figure 2The cold core circuit includes an eight-way valve 120 (heat exchange device) end and a cold end. The cold end is directly encapsulated as a black box (cold core device 130 + evaporator 101), providing only two connection ends to the eight-way valve (heat exchange device). The cold source for the cold end is provided by a fluid cold source such as a phase change material.

[0045] The heat core circuit includes an eight-way valve (heat exchange device) end and a hot end. The hot end is directly encapsulated as a black box (heat core device 140 + HVAC core 111), providing only two connection ends to the eight-way valve 120 (heat exchange device). The heat source for the hot end is provided by a "fluid" heat source such as a phase change material.

[0046] like Figure 3 The heat exchange device (eight-way valve) has 12 modes. The heat exchange device has a total of 8 ports, labeled as port 1, port 2, port 3, port 4, port 5, port 6, port 7, and port 8. Ports 1 and 2 connect to the cold core circuit; ports 3 and 4 connect to the battery system circuit; ports 5 and 6 connect to the drive motor system circuit; and ports 7 and 8 connect to the hot core circuit. The four circuits can be connected in series, thus allowing for two-way connection, three-way connection, four-way connection, and independent operation modes for each circuit. There are six two-way connection modes, with connection states as follows: 1-4-3-2, 5-6, 7-8; 1-6-5-2, 3-4, 7-8; 1-8-7-2, 3-4, 5-6; 3-6-5-4, 1-2, 7-8; 3-8-7-4, 1-2, 5-6; 5-8-7-6, 1-2, 3-4. Three-way connection modes are: 1-4-3-6-5-2-1, 7-8; 1-6-5-8-7-2-1, 3-4; 3-6-5-8-7-4-3, 1-2; 1-4-3-8-7-2-1, 5-6. Four-way connection mode is: 1-4-3-6-5-8-7-2-1. The two-way and three-way connection modes are mainly used for temperature regulation of circuits with different temperatures. The four-way connection mode is mainly used for filling and venting the entire liquid circuit. The last mode is a four-way independent mode, where each loop operates within its own loop and does not affect the others.

[0047] like Figure 4 This is a solution for integrating the heat exchange device (eight-way valve) of the thermal management system with related vehicle components. Centered on the eight-way valve 120, it integrates peripheral devices including a heat exchanger 102, an intelligent driving module, a battery circuit water pump 105, a solenoid valve 118, a radiator 108, an electric drive circuit water pump 109, an electric heater 110, a water-cooled condenser 113, a hot core circuit water pump 112, an electric three-way proportional valve 119, a compressor 121, and a vehicle water tank. The series and parallel relationships between these components are shown in the provided connection diagram. Depending on the specific characteristics of a particular project within the vehicle, the integrated components may be appropriately reduced or added.

[0048] like Figure 5 In the passenger compartment-only cooling mode, such as in summer when the passenger compartment is cooled separately and the battery temperature is low and cooling is not required, compressor 121 starts to operate. Refrigerant flows out from the exhaust port of compressor 121, becoming a high-temperature, high-pressure refrigerant gas. It then condenses into a refrigerant liquid in the water-cooled condenser 113, releasing heat. Because the battery temperature is low at this time and cooling is not required, electronic expansion valve 117 closes and electronic expansion valve 114 opens. Based on the temperature and pressure conditions at 115, the refrigerant, after being throttled and depressurized by electronic expansion valve 114, evaporates in evaporator 101, absorbing heat from the surrounding area, thus cooling the surrounding environment. This achieves cooling within the HVAC assembly. Subsequently, under the action of the HVAC assembly blower, the cold air is transferred to the passenger compartment, achieving cooling within the passenger compartment. In addition, to ensure that the heat from the water-cooled condenser is not wasted in the electric heater 110 and the HVAC core (heat core) 111 in the passenger compartment, the electric three-way proportional valve 119 is connected to the right and lower ports, and closed to the upper and lower ports, and the upper and right ports, as shown in the figure, when appropriate. The upper and lower ports are then connected as needed when the HVAC core requires heat transfer.

[0049] like Figure 6 When both the passenger compartment and the battery require cooling, such as in summer when the passenger compartment needs cooling and the battery also needs cooling due to high temperature, this situation often occurs during high-speed driving and user charging scenarios. Specifically, the compressor 121 is turned on and runs at high speed. The refrigerant, discharged from the compressor 121, becomes a high-temperature, high-pressure gas and flows into the water-cooled condenser 113. After condensation and heat release, it becomes a lower-pressure liquid refrigerant. When the refrigerant flows to the electronic expansion valves 114 and 117, the thermal management control system appropriately opens the electronic expansion valves 114 and 117 based on the temperature and pressure of the branch where the evaporator 101 and the heat exchanger 112 are located, maintaining them within a suitable opening range. The two outlets of the electric proportional valve 122 are adjusted to approximately 1:1 (or other ratios depending on actual calibration). At this time, the cooling process of the passenger compartment is the same as... Figure 5 The process is as follows. In the branch containing heat exchanger 112, the temperature of the heat exchanger itself decreases due to the evaporation of the refrigerant. Under the control of the heat pipe controller, ports 3 and 2 of the thermal management exchange device, and ports 1 and 4 of the battery system circuit are connected, thereby cooling the battery pack itself. Of course, in these processes, if the temperature of the electric drive system circuit is much lower than the temperature of the hot core circuit, ports 5 and 8, and ports 7 and 6 of the thermal management exchange device can also be connected appropriately. This also achieves cooling of the battery and crew compartment by the motor system circuit (waste heat). The specific flow diagram is not shown here.

[0050] like Figure 7In the passenger compartment heating mode, such as around 8℃ in autumn, when the user parks or the vehicle is just started, the compressor 121 starts, and the refrigerant is discharged from the exhaust port of the compressor 121 as a high-temperature, high-pressure gas, which flows into the water-cooled condenser to release heat, raising the temperature of the water-cooled condenser. The water pump 112 in the heat core circuit starts, and the heat in the water-cooled condenser is transferred to the HVAC core 111 through heat exchange. Under the action of the blower of the HVAC assembly, the cold air outside the vehicle is heated by the HVAC core 111 and its temperature is increased before it is transferred into the passenger compartment, thus raising the temperature inside the passenger compartment. Simultaneously, in the refrigeration circuit, when the refrigerant flows to electronic expansion valves 114 and 117, because the branch where the electric three-way proportional valve 122 is connected to the temperature and pressure sensor 115 is closed, the refrigerant can only flow through the heat exchanger 102, evaporate in 102, then flow through the electric three-way proportional valve 122, and finally return to the compressor 121, thus completing a heating cycle and achieving heating of the passenger compartment. Of course, during this process, if the heat of the motor system circuit is relatively higher than the temperature of the thermal core circuit, such as above 3°C, ports 5 and 8 of the thermal management exchange device, and ports 7 and 6 can be connected to heat the passenger compartment using waste heat from the motor.

[0051] like Figure 8 In the mode where both the passenger compartment and battery require heating, such as in cold winter weather, the compressor starts, and the refrigerant circulation... Figure 7 The difference is that the battery also needs heating at this time, so ports 3 and 8 of the heat exchange device are connected, and ports 7 and 4 are connected. The heat obtained through the condensation of the refrigerant can then be transferred to the battery pack 104 via the water circuit of the water-cooled condenser 113. Of course, to prevent the water-cooled condenser 113 from overheating and transferring heat to the battery pack too quickly under certain operating conditions, leading to thermal damage, a solenoid valve 118 is added for control. In fact, within an appropriate range, the flow rates of water pumps 112 and 105 can also be adjusted. When the heat obtained through refrigerant condensation is insufficient, the electric heater 110 can be turned on, and the heat generated by the electric heater is transferred to the crew compartment and battery pack through the flow of coolant in the heat core circuit and battery system circuit. When the battery pack temperature rises to a reasonable operating temperature range, the connection state of the heat exchange device can be restored to ports 3 and 4 connected, and ports 7 and 8 connected, ensuring that the battery pack is not overheated. When the battery pack temperature drops again, the connection state of ports 3 and 8 connected, and ports 7 and 4 connected, is restored. Of course, in the mode where both the crew compartment and the battery require heating, if the temperature of the heat exchanger is too low and frost forms, if the motor has residual heat, ports 1 and 6 of the heat exchange device, and ports 5 and 2, can be connected to defrost the surface of the heat exchanger using the residual heat. Since this is a hardware operating mode of the eight-way valve, it will not be shown in detail in this diagram.

[0052] like Figure 9 In defogging mode, such as the damp and cold mode in late autumn, the vehicle needs to operate both the compressor for cooling and dehumidification and for heating. Specifically, the compressor 121 starts, the refrigerant condenses and releases heat in the water-cooled condenser 113, then throttles and reduces pressure through the electronic expansion valve 114, and then evaporates and absorbs heat in the evaporator 101. This lowers the temperature around the evaporator 101, causing condensation in the surrounding air and reducing humidity. The corresponding HVAC system mode damper is then switched to defrost mode, with external circulation. When the airflow reaches the windshield, defogging of the entire vehicle is achieved. During this process, in the heat core circuit, when heating is needed, the corresponding water pump 112 can be turned on to transfer heat to the HVAC core 111. The electric heater 110 can also be turned on for auxiliary heating. In the damp and hot mode of summer, the vehicle only needs to operate the compressor for cooling, with the cooling cycle following the... Figure 5 The cooling cycle loop is set up, and the vehicle's HVAC system is switched to defrost mode via the air conditioning panel, with external circulation enabled, to achieve defogging.

[0053] like Figure 10 In defrost mode, compressor 121 starts, and refrigerant is discharged from the exhaust port of compressor 121 as a high-temperature, high-pressure gas, which flows into the water-cooled condenser to release heat, raising the temperature of the water-cooled condenser. Water pump 112 in the hot core circuit starts, and the heat in the water-cooled condenser is transferred to the HVAC core 111 through heat exchange. Under the action of the blower of the HVAC assembly, the cold air outside the vehicle is heated by the HVAC core 111 and its temperature is increased before it is transferred into the passenger compartment, thus raising the temperature inside the passenger compartment. Simultaneously, in the refrigeration circuit, when the refrigerant flows to the electronic expansion valves 114 and 117, the branch connected to the temperature and pressure sensor 115 of the electric three-way proportional valve 122 closes accordingly. The refrigerant can only flow through the heat exchanger 102, evaporate in 102, then flow through the electric three-way proportional valve 122, and finally return to the compressor 121, thus completing a heating cycle. At the same time, the HVAC assembly is switched to external circulation and defrosting mode. When the cold air from outside the vehicle first passes through the evaporator 101 of the cold core circuit, then through the HVAC core 111 of the HVAC assembly, and finally blows onto the windshield, defrosting is achieved. Of course, if the temperature of the warm air is insufficient or the defrosting speed is too slow, the electric heater 110 can be turned on appropriately or the heat from the motor circuit can be used to achieve rapid defrosting. Of course, if the temperature of the heat exchanger is too low, waste heat or other heat sources can be used to raise the temperature of the heat exchanger. Furthermore, if the surface temperature of the evaporator core in the HVAC system is high (e.g., above 5°C), the heat pump mode (compressor running) can be used. The refrigerant completes the heating cycle through the condenser 113 (used for heating, providing a heat source) and the evaporator 101 in the HVAC system, thereby achieving heating and defrosting of the windshield of the entire vehicle.

[0054] like Figure 11 In the motor-heated battery mode, when the temperature of the electric drive system 106 and OBC / DC-DC 107 is much higher than that of the battery pack 104, ports 5 and 4, and ports 3 and 6 of the heat exchange device are connected, and water pumps 105 and 109 operate normally. This allows the heat from the motor to heat the battery pack 104, thus making reasonable use of excess heat. Of course, if the temperature of the electric drive system circuit is much higher than the normal operating temperature of the battery, ports 5 and 4, and ports 3 and 6 of the heat exchange device can be disconnected, or the flow rate of water pumps 105 and 109 can be controlled to keep the battery pack temperature within the normal operating range and prevent the battery pack from experiencing lifespan degradation due to excessively high temperatures.

[0055] like Figure 12 This is a schematic diagram of the motor operating in heat dissipation mode. In this mode, ports 5 and 6 of the heat exchange device are connected. The coolant in the electric drive system circuit flows between the radiator 108, OBC / DC-DC 107, and electric drive system 106 under the action of the water pump 109. The heat is mainly removed through heat exchange between the radiator 108 and the air, thus achieving cooling of the electric drive system and OBC / DC-DC.

[0056] like Figure 13 In motor and battery cooling mode, when the electric drive system 106 and OBC / DC-DC 107 are below the temperature of the battery pack 104, ports 5 and 4 of the heat exchange device and ports 3 and 6 are connected, and water pumps 105 and 109 operate normally. This allows the radiator 108 circuit to cool the battery pack 104, thus ensuring the battery pack operates within a reasonable temperature range. Of course, during this process, the solenoid valve 118 can also be adjusted to ensure the electric drive system circuit and battery pack system circuit operate within the required allowable temperature range.

[0057] like Figure 14In this thermal management system, the vehicle's cooling and heating are directly provided by the cold core device and the hot core device. The cold core device and the hot core device can achieve heating and cooling by utilizing the phase change characteristics of special phase change materials. The system's working mechanism is as follows: When the passenger compartment needs cooling, the cold core device 130 operates, the cold core evaporator 101 acquires cold energy, the temperature decreases, and the passenger compartment is cooled. Of course, when the battery needs cooling, ports 1 and 4 of the heat exchange device 120 are connected, and ports 3 and 2 are connected, the water pump 105 operates, thereby achieving battery pack cooling within a reasonable operating temperature range. Similarly, when the passenger compartment needs heating, the hot core device 140 operates, the vehicle's HVAC core (111) acquires heat energy, the temperature increases, and the passenger compartment is heated. Of course, when the battery needs to be heated, ports 7 and 4 of the heat exchange device 120 are connected, and ports 3 and 8 are connected, and the water pump 105 is activated, thereby achieving the heating of the battery pack within a reasonable operating temperature range.

[0058] like Figure 15 In this thermal management system scheme, an integrated super power compartment solution is provided. In this solution, the cooling core device 130, the heating core device 140, the water pump 109, the radiator 108, the electric drive system 106, the OBC / DC-DC 107, the heat exchange device 120, the water pump 105, and the intelligent driving module (103) are integrated into a super power compartment assembly. This can greatly reduce the assembly process of the whole vehicle and improve production efficiency. The waste heat of the electrical components such as the electric drive system 106, the OBC / DC-DC 107, the intelligent driving module (103), the cooling core device 130, the heating core device 140, and the water pump 105 can be fully transferred and exchanged through the heat exchange device 120, so that the working temperature of each component is within a reasonable temperature range, and the energy and power are fully utilized.

[0059] like Figure 16 This thermal management system provides an integrated solution of a super power compartment and a power battery. In this solution, the drive motor, power battery pack, cooling core device, heating core device, etc. are further integrated to form an intelligent energy power system device, which can greatly unify the utilization of energy and provide an excellent solution for the unified energy management of future artificial intelligence.

[0060] like Figure 17In this thermal management system solution, an integrated solution of cold core device 130 and hot core device 140 is provided. In this solution, because the cold core device 130 and hot core device 140 are integrated together to form a heat energy supplier, it is beneficial for the immediate mutual transfer of energy between the cold core device 130 and hot core device 140. In some cases, it is beneficial for the cold core device 130 and hot core device 140 to participate in the heat energy transfer around the heat exchange device 120 in the system after being integrated as a heat energy supplier, which is beneficial for the intelligent energy management of the vehicle's thermal management system.

[0061] The various embodiments in this application are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the device embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0062] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0063] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A new energy vehicle thermal management system, characterized in that, The system comprises a cold core loop, a hot core loop, a driving motor system loop, and a battery system loop; the cold core loop comprises an eight-way valve end and a cold heat exchanger end; the cold heat exchanger end comprises a refrigerant end and a cooling liquid end, the refrigerant end comprises a compressor (121), a water-cooled condenser (113), a first throttling device (114), a cold core evaporator (101), a first temperature and pressure sensor (115), a second throttling device (117), a cold heat exchanger (102), and a second temperature and pressure sensor (116); a first end of the compressor (121) is connected to the water-cooled condenser (113), a second end of the water-cooled condenser (113) is divided into a first branch and a second branch, the first branch comprises the second throttling device (117), the cold heat exchanger (102), and the second temperature and pressure sensor (116), and the second branch comprises the first throttling device (114), the cold core evaporator (101), and the first temperature and pressure sensor (115); The hot core loop comprises the water-cooled condenser (113), an electric heater (110), an eight-way valve (120), an in-vehicle heating and ventilation core (111), an electric three-way proportional valve (119), and a hot core loop water pump (112); one end of the cooling liquid end of the water-cooled condenser (113) is connected to one end of the electric heater (110), one end of the electric heater (110) branches out a third branch, the other end of the electric heater (110) is connected to port 7 of the eight-way valve (120), port 8 of the eight-way valve (120) is connected to one end of the in-vehicle heating and ventilation core (111), the other end of the in-vehicle heating and ventilation core (111) is connected to a first port of the electric three-way proportional valve (119), a second port of the electric three-way proportional valve (119) is connected to one end of the hot core loop water pump (112), the other end of the hot core loop water pump (112) is connected to the other end of the cooling liquid end of the water-cooled condenser (113); wherein a third port of the electric three-way proportional valve (119) is connected to one end of the electric heater (110), and two refrigerant ports of the water-cooled condenser (113) are part of the circuit of the refrigerant end; The battery system loop comprises a solenoid valve (118), a battery loop water pump (105), a battery pack (104), an intelligent driving module (103), and an eight-way valve (120); one end of the battery loop water pump (105) is connected to one end of the solenoid valve (118), the other end of the battery loop water pump (105) is connected to one end of the battery pack (104), the other end of the battery pack (104) is connected to one end of the intelligent driving module (103), the other end of the intelligent driving module (103) is connected to port 3 of the eight-way valve (120), and port 4 of the eight-way valve (120) is connected to the other end of the solenoid valve (118).

2. The new energy vehicle thermal management system according to claim 1, characterized in that, The eight-way valve (120) is used to coordinate the heat difference, and there are 12 modes in total.

3. The new energy vehicle thermal management system according to claim 1, characterized in that, The system further comprises the warm core body (111), the cold core evaporator (101), temperature damper, mode damper, inside-outside circulation damper, and a blower connected to the inside of the air conditioner box.

4. The new energy vehicle thermal management system according to claim 1, characterized in that, The eight-way valve (120) is integrated with a battery circuit water pump (105), a radiator (108), an electric drive circuit water pump (109), an electric heater (110), a water-cooled condenser (113), a hot core circuit water pump (112), an electric three-way proportional valve (119), and a compressor (121).

5. The new energy vehicle thermal management system according to claim 1, characterized in that, The system comprises input and output devices, including an electric compressor (121), a first throttling device (114), a first temperature and pressure sensor (115), a second throttling device (117), a second temperature and pressure sensor (116), an eight-way valve (120), a battery circuit water pump (105), a battery pack (104), a solenoid valve (118), an electric drive system (106), an OBC / DC-DC (107), an electric drive circuit water pump (109), an electric heater (110), an electric three-way proportional valve (119), a hot core circuit water pump (112), a sunlight sensor, and an in-vehicle temperature sensor. 6.The new energy vehicle thermal management system of claim 1, wherein, The energy sources of the system include electric energy, thermal energy, light energy, and wind energy.

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