New energy automobile thermal management system and new energy automobile

Abstract

The invention discloses a new energy automobile heat management system and a new energy automobile. The new energy automobile heat management system comprises a refrigerant loop, a motor cooling loop and a heat exchanger (10). The refrigerant loop comprises a first three-way valve, a first stop valve, a third stop valve, a fourth stop valve, a seventh stop valve, a compressor, an in-vehicle heat exchanger, an air heater, a first electronic expansion valve, a second electronic expansion valve, an out-vehicle heat exchanger, an in-vehicle evaporator and a battery direct-cooling and direct-heating plate; the motor cooling loop comprises a second three-way valve and a water pump; the refrigerant loop and the motor cooling loop flow through the heat exchanger together and conduct heat exchange through the heat exchanger. A direct-cooling and direct-heating system is adopted, the number of water pumps is reduced, the number of heat exchangers is reduced, the system cost is reduced, the algorithm complexity is reduced, in addition, when the temperature is low, a compressor can be adopted for heating, a passenger compartment directly generates heat energy to improve the heat efficiency, the passenger compartment and a battery directly refrigerate and heat through refrigerants, and the energy loss in the heat exchange process is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of thermal management systems for new energy vehicles, and in particular to a thermal management system for new energy vehicles and a new energy vehicle. Background Art

[0002] With the continuous growth of domestic electric vehicle sales, consumers have put forward higher requirements for vehicle performance. In addition to paying attention to the hardware structure of the vehicle, consumers are also paying more attention to the software on the vehicle.

[0003] The existing electric vehicle air conditioning thermal management system usually uses compressor cooling and PTC heating. Heat pump air conditioning usually places PTC in the heating water loop for control. However, the above solutions require a large number of water pumps and heat exchangers, which is costly and the algorithm complexity is correspondingly high. In addition, the thermal efficiency of the system is not ideal in low temperature environments. Summary of the invention

[0004] The present invention proposes a new energy vehicle thermal management system, which includes a refrigerant circuit, a motor cooling circuit and a heat exchanger; the refrigerant circuit includes a first three-way valve, a first stop valve, a third stop valve, a fourth stop valve, a seventh stop valve, a compressor, an in-vehicle heat exchanger, an air heater, a first electronic expansion valve, a second electronic expansion valve, an out-of-vehicle heat exchanger, an in-vehicle evaporator and a battery direct cooling and direct heating plate; the motor cooling circuit includes a second three-way valve and a water pump; the refrigerant circuit and the motor cooling circuit flow through the heat exchanger together, and heat exchange is performed through the heat exchanger; The compressor is connected to the first stop valve and the battery direct cooling and direct heating plate through a pipeline, and then continues to connect the seventh stop valve → the first electronic expansion valve, and then returns to the compressor through the external heat exchanger → the second resistance expansion valve → the internal evaporator, forming a loop for absorbing the heat of the passenger compartment to heat the battery; The compressor is connected to the first three-way valve and the in-vehicle heat exchanger through a pipeline, and then continues to connect the first electronic expansion valve→out-of-vehicle heat exchanger, and then returns to the compressor through the fourth stop valve, forming a passenger compartment heating loop; The air heater is arranged in the warm air core of the in-vehicle heat exchanger.

[0005] Optionally, the compressor is connected to the first stop valve and the battery direct cooling and heating plate through a pipeline, and then continues to connect the seventh stop valve → the first electronic expansion valve, and then returns to the compressor through the external heat exchanger → the fourth stop valve, forming a battery heating loop.

[0006] Optionally, the compressor is connected to the first stop valve and the battery direct cooling and heating plate through a pipeline, and then continues to connect the seventh stop valve → the first electronic expansion valve, and then returns to the compressor through the third stop valve → the heat exchanger → the fourth stop valve, forming a loop for heating the battery using the heat from the motor.

[0007] Optionally, the compressor is connected to the first three-way valve and the in-vehicle heat exchanger through a pipeline, and then continues to connect the first electronic expansion valve → the third stop valve, and then returns to the compressor through the heat exchanger → the fourth stop valve, forming a loop for heating the passenger compartment using the heat from the motor.

[0008] Optionally, the compressor is connected to the first three-way valve and the in-vehicle heat exchanger through a pipeline, and then continues to connect the first electronic expansion valve → the out-vehicle heat exchanger, and then returns to the compressor through the fourth stop valve. At the same time, the compressor is connected to the first stop valve and the battery direct cooling and heating plate through a pipeline, and then continues to connect the seventh stop valve → the first electronic expansion valve, and then returns to the compressor through the out-vehicle heat exchanger → the fourth stop valve, forming a mixed heating loop for the passenger compartment and the battery.

[0009] Optionally, the refrigerant circuit further comprises a second stop valve; The compressor is connected to the first three-way valve and the in-vehicle heat exchanger through a pipeline, and then continues to connect the second stop valve → the out-of-vehicle heat exchanger, and then returns to the compressor through the second electronic expansion valve → the in-vehicle evaporator, forming a dehumidification mode loop.

[0010] Optionally, the compressor is connected to the first stop valve and the battery direct cooling and heating plate through a pipeline, and then continues to connect the seventh stop valve → the second stop valve → the external heat exchanger, and then returns to the compressor through the second electronic expansion valve → the internal evaporator, forming a battery heating and passenger compartment cooling circuit.

[0011] Optionally, the refrigerant circuit further includes a fifth stop valve, a sixth stop valve and a third electronic expansion valve; The compressor is connected to the first three-way valve and the in-vehicle heat exchanger through a pipeline, and then continues to connect the second stop valve → the out-of-vehicle heat exchanger → the third electronic expansion valve, and then returns to the compressor through the sixth stop valve → the battery direct cooling and direct heating plate → the fifth stop valve, forming a battery cooling and passenger compartment heating circuit.

[0012] Optionally, the new energy vehicle thermal management system further includes: a control module and a temperature unit; The control module is respectively connected to the temperature unit, the air heater and the compressor; The temperature unit is used to detect the outlet air temperature of the indoor heat exchanger and output it to the control module; The control module is used to adjust the operating power of the air heater and the compressor based on the outlet air temperature of the indoor heat exchanger.

[0013] The present invention also provides a new energy vehicle, which includes the new energy vehicle thermal management system.

[0014] The positive effects of the new energy vehicle thermal management system of the present invention are: The direct cooling and heating system reduces the number of water pumps, the number of heat exchangers, the system cost, and the complexity of the algorithm. In addition, when the temperature is low, a compressor can be used for heating. Direct heating of the passenger compartment can improve thermal efficiency. Both the passenger compartment and the battery are directly cooled and heated by refrigerants, reducing energy loss in the heat exchange process. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0016] Figure 1 It is a structural schematic diagram of an embodiment of a thermal management system for a new energy vehicle of the present invention.

[0017] Description of Figure Numbers:

[0018] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0020] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0021] In the present invention, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0022] In addition, in the present invention, descriptions such as "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0023] Reference Figure 1 The present invention proposes a new energy vehicle thermal management system, which includes a refrigerant circuit, a motor cooling circuit and a heat exchanger 10; the refrigerant circuit includes a first three-way valve 101, a first stop valve 201, a third stop valve 203, a fourth stop valve 204, a seventh stop valve 207, a compressor 3, an in-vehicle heat exchanger 4, an air heater 5, a first electronic expansion valve 601, a second electronic expansion valve 602, an out-of-vehicle heat exchanger 7, an in-vehicle evaporator 8 and a battery direct cooling and direct heating plate 12; the motor cooling circuit includes a second three-way valve 102 and a water pump 14; the refrigerant circuit and the motor cooling circuit flow through the heat exchanger 10 together, and heat exchange is performed through the heat exchanger 10; the motor cooling circuit is an independent circuit, refer to Figure 1 In the motor cooling circuit, the motor coolant flows out from the motor 9 under the action of the water pump 14, flows through the second three-way valve 102 and the heat exchanger 10, and returns to the motor 9, and the heat exchange between the motor cooling circuit and the refrigerant circuit is realized through the heat exchanger 10; in addition, the motor cooling circuit also includes a radiator 13. The motor coolant flows out from the motor 9 under the action of the water pump 14, flows through the second three-way valve 102 and the radiator 13, and returns to the motor 9, realizing the heat dissipation of the motor 9 itself. The heat used for exchanging with the refrigerant circuit in the motor cooling circuit can be changed by adjusting the position of the second three-way valve 102.

[0024] The compressor 3 is connected to the first stop valve 201 and the battery direct cooling and heating plate 12 through a pipeline, and then continues to connect the seventh stop valve 207→the first electronic expansion valve 601, and then returns to the compressor 3 through the external heat exchanger 7→the second resistance expansion valve 602→the internal evaporator 8, forming a loop for absorbing the heat of the passenger compartment to heat the battery; that is, the refrigerant from the compressor 3 enters the battery direct cooling and heating plate 12 through the first stop valve 201 to exchange heat with the battery, and then enters the external heat exchanger 7 through the seventh stop valve 207 and the first electronic expansion valve 601 respectively, and then reaches the internal evaporator 8 through the second resistance expansion valve 602, and finally returns to the air intake of the compressor 3. Among them, the refrigerant heats the battery in the battery direct cooling and heating plate 12, the external heat exchanger 7 heats the refrigerant flowing through, and the internal evaporator 8 absorbs the heat of the passenger compartment and heats the refrigerant; the refrigerant with the temperature increased flows through the battery direct cooling and heating plate 12 again under the action of the compressor 3, and the cycle is repeated to heat the battery.

[0025] The compressor 3 is connected to the first three-way valve 101 and the in-vehicle heat exchanger 4 through a pipeline, and then continues to connect the first electronic expansion valve 601→the out-vehicle heat exchanger 7, and then returns to the compressor 3 through the fourth stop valve 204, forming a loop for heating the passenger compartment; that is, the refrigerant from the compressor 3 enters the in-vehicle heat exchanger 4 through the first three-way valve 101 to exchange heat with the passenger compartment, and then enters the out-vehicle heat exchanger 7 through the first electronic expansion valve 601, and then returns to the suction port of the compressor 3 through the fourth stop valve 204. Among them, the refrigerant heats the passenger compartment in the in-vehicle heat exchanger 4, and at the same time, the air heater 5 works to heat the passenger compartment together, and the out-vehicle heat exchanger 7 heats the refrigerant flowing through, and the refrigerant with the increased temperature flows through the in-vehicle heat exchanger 4 again under the action of the compressor 3, and the cycle is repeated to heat the passenger compartment.

[0026] The air heater is arranged in the warm air core of the in-vehicle heat exchanger.

[0027] The present invention connects the battery direct cooling and heating plate 12, the external heat exchanger 7, the internal heat exchanger 4 and the internal evaporator 8 through various stop valves, electronic expansion valves and three-way valves, so that under the action of the compressor, the relevant stop valves, electronic expansion valves and three-way valves are closed to construct a refrigerant flow path, so as to achieve the matching use of the functions of the battery direct cooling and heating plate 12, the external heat exchanger 7, the internal heat exchanger 4 and the internal evaporator 8, and complete the corresponding functions; this solution reduces the number of water pumps and heat exchangers and reduces costs through the use of stop valves, electronic expansion valves and three-way valves. In addition, the passenger compartment and motor waste heat can be used to heat the battery, which is suitable for working conditions under various environments, reduces the complexity of the algorithm, and uses the passenger compartment and battery pack for direct heating to improve thermal efficiency.

[0028] The compressor 3 is connected to the first stop valve 201 and the battery direct cooling and heating plate 12 through a pipeline, and then continues to connect the seventh stop valve 207→the first electronic expansion valve 601, and then returns to the compressor 3 through the off-vehicle heat exchanger 7→the fourth stop valve 204, forming a battery heating loop. That is, the refrigerant coming out of the compressor 3 enters the battery direct cooling and heating plate 12 through the first stop valve 201, exchanges heat with the battery, and then enters the off-vehicle heat exchanger 7 through the seventh stop valve 207 and the first electronic expansion valve 601 respectively, and then returns to the air intake of the compressor 3 through the fourth stop valve 204. The refrigerant heats the battery in the battery direct cooling and heating plate 12, and the off-vehicle heat exchanger 7 heats the refrigerant flowing through it. The refrigerant with a higher temperature flows through the battery direct cooling and heating plate 12 again under the action of the compressor 3, and the cycle is repeated to heat the battery.

[0029] The compressor 3 is connected to the first stop valve 201 and the battery direct cooling and direct heating plate 12 through a pipeline, and then continues to connect the seventh stop valve 207 → the first electronic expansion valve 601, and then returns to the compressor 3 through the third stop valve 203 → the heat exchanger 10 → the fourth stop valve 204, forming a loop for heating the battery using the heat of the motor. That is, the refrigerant coming out of the compressor 3 enters the battery direct cooling and direct heating plate 12 through the first stop valve 201, exchanges heat with the battery, and then enters the heat exchanger through the seventh stop valve 207, the first electronic expansion valve 601 and the third stop valve 203 respectively, exchanges heat with the motor cooling circuit, and then returns to the air intake of the compressor 3 through the fourth stop valve. Among them, the refrigerant heats the battery in the battery direct cooling and direct heating plate 12, and the motor waste heat is used to heat the refrigerant in the heat exchanger. The refrigerant with the increased temperature flows through the battery direct cooling and direct heating plate 12 again under the action of the compressor 3, and the cycle is repeated to heat the battery.

[0030] The compressor 3 is connected to the first three-way valve 101 and the in-vehicle heat exchanger through a pipeline, and then continues to connect the first electronic expansion valve 601→the third stop valve 203, and then returns to the compressor 3 through the heat exchanger 10→the fourth stop valve 204, forming a loop for heating the passenger compartment using the heat of the motor. That is, the refrigerant from the compressor 3 enters the in-vehicle heat exchanger 4 through the first three-way valve 101 to exchange heat with the passenger compartment, then enters the heat exchanger through the first electronic expansion valve 601 and the third stop valve 203, exchanges heat with the motor cooling circuit, and then returns to the suction port of the compressor 3 through the fourth stop valve. Among them, the refrigerant uses the residual heat of the motor to heat the refrigerant in the heat exchanger, and the refrigerant with the increased temperature flows through the in-vehicle heat exchanger 4 again under the action of the compressor 3, and the cycle is repeated to heat the battery.

[0031] The compressor 3 is connected to the first three-way valve 101 and the in-vehicle heat exchanger through a pipeline, and then continues to connect the first electronic expansion valve 601→the in-vehicle heat exchanger 7, and then returns to the compressor 3 through the fourth stop valve 204. At the same time, the compressor 3 is connected to the first stop valve 201 and the battery direct cooling and direct heating plate 12 through a pipeline, and then continues to connect the seventh stop valve 207→the first electronic expansion valve 601, and then returns to the compressor 3 through the in-vehicle heat exchanger 7→the fourth stop valve 204, forming a passenger compartment and battery mixed heating loop. That is, the refrigerant from the compressor 3 enters the in-vehicle heat exchanger 4 through the first three-way valve 101 to exchange heat with the passenger compartment, and then enters the in-vehicle heat exchanger 7 through the first electronic expansion valve 601, and then returns to the air intake of the compressor 3 through the fourth stop valve 204. At the same time, the refrigerant from the compressor 3 enters the battery direct cooling and direct heating plate 12 through the first stop valve 201, exchanges heat with the battery, and then enters the off-vehicle heat exchanger 7 through the seventh stop valve 207 and the first electronic expansion valve 601, and then returns to the air intake of the compressor 3 through the fourth stop valve 204. The refrigerant heats the battery in the battery direct cooling and direct heating plate 12, and the off-vehicle heat exchanger 7 heats the refrigerant flowing through. The refrigerant with increased temperature flows through the battery direct cooling and direct heating plate 12 again under the action of the compressor 3, and the cycle is repeated to heat the battery.

[0032] The refrigerant circuit also includes a second stop valve 202; The compressor 3 is connected to the first three-way valve 101 and the in-vehicle heat exchanger 4 through a pipeline, and then continues to connect the second stop valve 202 → the out-vehicle heat exchanger 7, and then returns to the compressor 3 through the second electronic expansion valve 602 → the in-vehicle evaporator 8, forming a dehumidification mode loop. That is, the refrigerant from the compressor 3 passes through the first three-way valve 101, enters the in-vehicle heat exchanger 4, exchanges heat with the passenger compartment, and then passes through the second stop valve 202, enters the out-vehicle heat exchanger 7, heats the refrigerant, and then passes through the second electronic expansion valve 602, enters the in-vehicle evaporator 8, dehumidifies, and finally returns to the compressor 3. Among them, the in-vehicle evaporator 8 can evaporate and gasify the liquid refrigerant after throttling and depressurization by the expansion valve in the automobile air-conditioning system, absorb the heat passing through the hot air layer, thereby achieving the effect of cooling and dehumidification.

[0033] The compressor 3 is connected to the first stop valve 201 and the battery direct cooling and heating plate 12 through a pipeline, and then continues to connect the seventh stop valve 207 → the second stop valve 202 → the external heat exchanger 7, and then returns to the compressor 3 through the second electronic expansion valve 602 → the internal evaporator 8, forming a battery heating and passenger compartment cooling loop. That is, the refrigerant from the compressor 3 first passes through the first stop valve 201, enters the battery direct cooling and heating plate 12, heats the battery, then passes through the seventh stop valve 207 and the second stop valve 202, enters the external heat exchanger to heat the refrigerant, then passes through the second electronic expansion valve 602, enters the internal evaporator 8, heats the refrigerant, and finally returns to the compressor 3. The refrigerant with increased temperature flows through the battery direct cooling and heating plate 12 again under the action of the compressor 3, and the cycle is repeated, heating the battery while cooling the passenger compartment.

[0034] The refrigerant circuit further includes a fifth stop valve 205, a sixth stop valve 206 and a third electronic expansion valve 603; The compressor 3 is connected to the first three-way valve 101 and the in-vehicle heat exchanger 4 through a pipeline, and then continues to connect the second stop valve 202 → the out-vehicle heat exchanger 7 → the third electronic expansion valve 603, and then returns to the compressor 3 through the sixth stop valve 206 → the battery direct cooling and direct heating plate 12 → the fifth stop valve 205, forming a battery cooling and passenger compartment heating circuit. That is, the refrigerant from the compressor 3 first passes through the first three-way valve 101, enters the in-vehicle heat exchanger 4, heats the passenger compartment, and then passes through the second stop valve 202, enters the out-vehicle heat exchanger 7, is heated, and then passes through the third electronic expansion valve 603 and the sixth stop valve 206 to reach the battery direct cooling and direct heating plate 12 to absorb the battery heat, and then passes through the fifth stop valve 205 and returns to the compressor. The refrigerant with increased temperature flows through the in-vehicle heat exchanger 4 again under the action of the compressor 3, and the cycle is repeated, heating the passenger compartment while cooling the battery.

[0035] The new energy vehicle thermal management system also includes: a control module and a temperature unit; The control module is respectively connected to the temperature unit, the air heater 5 and the compressor 3; The temperature unit is used to detect the outlet air temperature of the indoor heat exchanger 4 and output it to the control module; The control module is used to adjust the operating power of the air heater 5 and the compressor 3 based on the outlet air temperature of the indoor heat exchanger 4.

[0036] It should be noted that, in this example, the air heater 5 can heat the air in the passenger compartment, and the refrigerant flowing out of the compressor 3 can be heated by the in-vehicle heat exchanger 4 as a heat source, thereby heating the battery through the battery direct cooling and direct heating plate 12. In addition, the present invention can also use the external heat exchanger 7 to absorb heat from the outside of the vehicle to heat the refrigerant, and use the in-vehicle evaporator 8 to absorb heat from the passenger compartment to heat the refrigerant. The heating rate of the refrigerant can be adjusted by changing the operating power of the compressor 3. The control module may include a controller such as an MCU, a SOC or an FPGA. The temperature unit may include a temperature sensor.

[0037] like Figure 1 As shown, the thermal management system for new energy vehicles in the present invention may further include a fan 11 for increasing the heat exchange rate; and a radiator 13 for achieving self-heat dissipation of the motor.

[0038] The present invention also proposes a new energy vehicle, which includes the new energy vehicle thermal management system.

[0039] The specific structure of the thermal management system of the new energy vehicle refers to the above embodiment. Since the new energy vehicle adopts all the technical solutions of all the above embodiments, it at least has all the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here. The above is only an optional embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the inventive concept of the present invention, or directly / indirectly used in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A thermal management system for new energy vehicles, characterized in that: The new energy vehicle thermal management system comprises a refrigerant circuit, a motor cooling circuit and a heat exchanger (10); the refrigerant circuit comprises a first three-way valve (101), a first stop valve (201), a third stop valve (203), a fourth stop valve (204), a seventh stop valve (207), a compressor (3), an in-vehicle heat exchanger (4), an air heater (5), a first electronic expansion valve (601), a second electronic expansion valve (602), an out-of-vehicle heat exchanger (7), an in-vehicle evaporator (8), and a battery direct cooling and direct heating plate (12); the motor cooling circuit comprises a second three-way valve (102) and a water pump (14); the refrigerant circuit and the motor cooling circuit flow through the heat exchanger (10) together, and heat exchange is performed through the heat exchanger (10); The compressor (3) is connected to the first stop valve (201) and the battery direct cooling and direct heating plate (12) through a pipeline, and then continues to connect the seventh stop valve (207) → the first electronic expansion valve (601), and then returns to the compressor (3) through the external heat exchanger (7) → the second resistance expansion valve (602) → the internal evaporator (8), forming a loop for absorbing heat from the passenger compartment to heat the battery; The compressor (3) is connected to the first three-way valve (101) and the in-vehicle heat exchanger (4) through a pipeline, and then continues to connect the first electronic expansion valve (601) → the out-vehicle heat exchanger (7), and then returns to the compressor (3) through the fourth stop valve (204), forming a passenger compartment heating circuit; The air heater is arranged in the warm air core of the in-vehicle heat exchanger.

2. The new energy vehicle thermal management system according to claim 1, characterized in that: The compressor (3) is connected to the first stop valve (201) and the battery direct cooling and direct heating plate (12) through a pipeline, and then continues to connect the seventh stop valve (207) → the first electronic expansion valve (601), and then returns to the compressor (3) through the external heat exchanger (7) → the fourth stop valve (204), forming a battery heating loop.

3. The new energy vehicle thermal management system according to claim 1, characterized in that: The compressor (3) is connected to the first stop valve (201) and the battery direct cooling and direct heating plate (12) through a pipeline, and then continues to connect the seventh stop valve (207) → the first electronic expansion valve (601), and then returns to the compressor (3) through the third stop valve (203) → the heat exchanger (10) → the fourth stop valve (204), forming a loop for heating the battery using the heat of the motor.

4. The new energy vehicle thermal management system according to claim 1, characterized in that: The compressor (3) is connected to the first three-way valve (101) and the in-vehicle heat exchanger 4 through a pipeline, and then continues to connect the first electronic expansion valve (601) → the third stop valve (203), and then returns to the compressor (3) through the heat exchanger (10) → the fourth stop valve (204), forming a loop for heating the passenger compartment using the heat of the motor.

5. The new energy vehicle thermal management system according to claim 1, characterized in that: The compressor (3) is connected to the first three-way valve (101) and the in-vehicle heat exchanger through a pipeline, and then continues to connect the first electronic expansion valve (601) → the in-vehicle heat exchanger (7), and then returns to the compressor (3) through a fourth stop valve (204). At the same time, the compressor (3) is connected to the first stop valve (201) and the battery direct cooling and direct heating plate (12) through a pipeline, and then continues to connect the seventh stop valve (207) → the first electronic expansion valve (601), and then returns to the compressor (3) through the in-vehicle heat exchanger (7) → the fourth stop valve (204), thereby forming a loop for mixed heating of the passenger compartment and the battery.

6. The new energy vehicle thermal management system according to claim 1, characterized in that: The refrigerant circuit further comprises a second stop valve (202); The compressor (3) is connected to the first three-way valve (101) and the in-vehicle heat exchanger (4) through a pipeline, and then continues to connect the second stop valve (202) → the out-vehicle heat exchanger (7), and then returns to the compressor (3) through the second electronic expansion valve (602) → the in-vehicle evaporator (8), forming a dehumidification mode loop.

7. The new energy vehicle thermal management system according to claim 6, characterized in that: The compressor (3) is connected to the first stop valve (201) and the battery direct cooling and direct heating plate (12) through a pipeline, and then continues to connect the seventh stop valve (207) → the second stop valve (202) → the external heat exchanger (7), and then returns to the compressor (3) through the second electronic expansion valve (602) → the internal evaporator (8), forming a battery heating and passenger compartment cooling circuit.

8. The new energy vehicle thermal management system according to claim 6, characterized in that: The refrigerant circuit further comprises a fifth stop valve (205), a sixth stop valve (206) and a third electronic expansion valve (603); The compressor (3) is connected to the first three-way valve (101) and the in-vehicle heat exchanger (4) through a pipeline, and then continues to connect the second stop valve (202) → the out-vehicle heat exchanger (7) → the third electronic expansion valve (603), and then returns to the compressor (3) through the sixth stop valve (206) → the battery direct cooling and direct heating plate (12) → the fifth stop valve (205), forming a loop for battery cooling and passenger compartment heating.

9. The new energy vehicle thermal management system according to any one of claims 1 to 8, characterized in that: The new energy vehicle thermal management system also includes: a control module and a temperature unit; The control module is respectively connected to the temperature unit, the air heater (5) and the compressor (3); The temperature unit is used to detect the outlet air temperature of the indoor heat exchanger (4) and output it to the control module; The control module is used to adjust the operating power of the air heater (5) and the compressor (3) based on the air outlet temperature of the indoor heat exchanger (4).

10. A new energy vehicle, characterized in that: The new energy vehicle includes the new energy vehicle thermal management system as described in any one of claims 1 to 9.

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