New energy vehicle thermal management system and new energy vehicle

Abstract

The application discloses a new energy automobile thermal management system and a new energy automobile, and relates to the technical field of automobile thermal management systems. The new energy automobile 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, 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 heating plate. The motor cooling circuit comprises a second three-way valve and a water pump. The refrigerant circuit and the motor cooling circuit jointly flow through the heat exchanger and perform heat exchange through the heat exchanger. The direct cooling and 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, the compressor can be used for heating when the temperature is relatively low, the passenger cabin can be directly heated to improve the thermal efficiency, the passenger cabin and the battery are directly cooled and heated by the refrigerant, and the energy loss in the heat exchange process is reduced.

Description

TECHNICAL FIELD

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

[0002] With the continuous growth of domestic electric vehicle sales, consumers have higher requirements for vehicle performance, and consumers not only pay attention to the hardware structure of the vehicle, but also pay more attention to the software on the vehicle.

[0003] The existing electric vehicle air conditioning thermal management system usually adopts a compressor refrigeration and a PTC heating, and the heat pump air conditioner usually places a PTC in a heating water circuit for control, but the above scheme needs to use a large number of water pumps and heat exchangers, has a high cost, and has a relatively high algorithm complexity. In addition, the thermal efficiency of the system in a low-temperature environment is not ideal. SUMMARY

[0004] The present application provides a new energy vehicle thermal management system, which comprises a refrigerant circuit, a motor cooling circuit and a heat exchanger; the refrigerant circuit 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 indoor heat exchanger, an air heater, a first electronic expansion valve, a second electronic expansion valve, an outdoor heat exchanger, an indoor evaporator and a battery direct cooling and heating plate; the motor cooling circuit comprises a second three-way valve and a water pump; the refrigerant circuit and the motor cooling circuit jointly flow through the heat exchanger and perform heat exchange through the heat exchanger.

[0005] The compressor is connected with the first stop valve and the battery direct cooling and heating plate through a pipeline, then continues to be connected with the seventh stop valve, the first electronic expansion valve, the outdoor heat exchanger, the second electronic expansion valve and the indoor evaporator, and returns to the compressor, to form a circuit for absorbing heat of a passenger compartment to heat a battery.

[0006] The compressor is connected with the first three-way valve and the indoor heat exchanger through a pipeline, then continues to be connected with the first electronic expansion valve and the outdoor heat exchanger, and returns to the compressor through the fourth stop valve, to form a circuit for heating the passenger compartment.

[0007] The air heater is arranged in a heater core of the indoor heat exchanger.

[0008] Optionally, the compressor is connected with the first stop valve and the battery direct cooling and heating plate through a pipeline, then continues to be connected with the seventh stop valve, the first electronic expansion valve, the outdoor heat exchanger and the fourth stop valve, and returns to the compressor, to form a circuit for heating the battery.

[0009] Optionally, the compressor is connected with the first three-way valve and the in-vehicle heat exchanger through a pipeline, then continues to connect the first electronic expansion valve→ the third stop valve, and returns to the compressor through the heat exchanger→ the fourth stop valve, forming a circuit for heating the passenger compartment by using motor heat.

[0010] Optionally, the compressor is connected with the first three-way valve and the in-vehicle heat exchanger through a pipeline, then continues to connect the first electronic expansion valve→ the third stop valve, and returns to the compressor through the heat exchanger→ the fourth stop valve, forming a circuit for heating the passenger compartment by using motor heat.

[0011] Optionally, the compressor is connected with the first three-way valve and the in-vehicle heat exchanger through a pipeline, then continues to connect the first electronic expansion valve→ the third stop valve, and returns to the compressor through the heat exchanger→ the fourth stop valve, forming a circuit for heating the passenger compartment by using motor heat.

[0012] Optionally, the refrigerant circuit further comprises a second stop valve;

[0013] The compressor is connected with the first three-way valve and the in-vehicle heat exchanger through a pipeline, then continues to connect the second stop valve→ the outdoor heat exchanger, and returns to the compressor through the second electronic expansion valve→ the in-vehicle evaporator, forming a dehumidification mode circuit.

[0014] Optionally, the compressor is connected with the first three-way valve and the in-vehicle heat exchanger through a pipeline, then continues to connect the first electronic expansion valve→ the third stop valve, and returns to the compressor through the heat exchanger→ the fourth stop valve, forming a circuit for heating the passenger compartment by using motor heat.

[0015] Optionally, the refrigerant circuit further comprises a fifth stop valve, a sixth stop valve and a third electronic expansion valve;

[0016] The compressor is connected with the first three-way valve and the in-vehicle heat exchanger through a pipeline, then continues to connect the second stop valve→ the outdoor heat exchanger→ the third electronic expansion valve, and returns to the compressor through the sixth stop valve→ the battery direct cooling and heating plate→ the fifth stop valve, forming a circuit for cooling the battery and heating the passenger compartment.

[0017] Optionally, the new energy vehicle thermal management system further comprises a control module and a temperature unit;

[0018] The control module is connected with the temperature unit, the air heater and the compressor respectively;

[0019] The temperature unit is configured to detect the outlet air temperature of the vehicle interior heat exchanger and output the outlet air temperature to the control module.

[0020] The control module is configured to adjust the operating power of the air heater and the compressor based on the outlet air temperature of the vehicle interior heat exchanger.

[0021] The application further provides a new energy vehicle, which comprises the new energy vehicle thermal management system.

[0022] The new energy vehicle thermal management system has the following advantages:

[0023] The direct cooling and direct heating system reduces the number of water pumps and heat exchangers, reduces the system cost, reduces the algorithm complexity, and can use the compressor to heat when the temperature is low. The direct heating of the passenger compartment can improve the thermal efficiency, and the passenger compartment and the battery are directly cooled and heated by the refrigerant, thereby reducing the energy loss in the heat exchange process. BRIEF DESCRIPTION OF DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only show some embodiments of the present application, and for those skilled in the art, other drawings can be obtained without creative labor based on the drawings shown.

[0025] Figure 1 FIG. 1 is a structural schematic diagram of an embodiment of the new energy vehicle thermal management system.

[0026] BRIEF DESCRIPTION OF DRAWINGS

[0027]

[0028] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0029] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0030] It should be noted that all the direction indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present application are only used to explain the relative position relationship, movement condition, etc. between components in a certain posture (as shown in the drawings), and if the certain posture changes, the direction indications will also change accordingly.

[0031] In the present application, unless otherwise explicitly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense, for example, "fixation" can be fixed connection, or detachable connection, or integral; can be mechanical connection, or electrical connection; can be direct connection, or indirect connection through an intermediate medium; can be internal connection of two elements or interaction relationship between two elements, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0032] In addition, in the present application, the description such as "first", "second", etc. is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, the technical solutions of various embodiments can be combined with each other, but it must be based on the fact that a person skilled in the art can realize it, and when the combination of technical solutions contradicts each other or cannot be realized, it should be considered that the combination of technical solutions does not exist, and is not within the protection scope required by the present application.

[0033] With reference to Figure 1 The present application provides a new energy vehicle thermal management system, which 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-vehicle heat exchanger 7, an in-vehicle evaporator 8 and a battery direct cooling and 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 jointly flow through the heat exchanger 10 and exchange heat through the heat exchanger 10; the motor cooling circuit is an independent circuit, and with reference to Figure 1In the motor cooling loop, the motor coolant flows out of 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 loop and the refrigerant loop is achieved through the heat exchanger 10; in addition, the motor cooling loop also includes a radiator 13, and the motor coolant flows out of 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, and the heat dissipation of the motor 9 itself is achieved. The heat exchange for exchanging with the refrigerant loop in the motor cooling loop can be changed by adjusting the position of the second three-way valve 102.

[0034] The compressor 3 is connected with the first stop valve 201 and the battery direct cooling and heating plate 12 through a pipeline, and then continues to be connected with the seventh stop valve 207→the first electronic expansion valve 601, and then returns to the compressor 3 through the vehicle outside heat exchanger 7→the second electronic expansion valve 602→the vehicle inside evaporator 8, to form a circuit 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 vehicle outside heat exchanger 7 through the seventh stop valve 207 and the first electronic expansion valve 601, and then reaches the vehicle inside evaporator 8 through the second electronic expansion valve 602, and finally returns to the suction port of the compressor 3. Among them, the refrigerant heats the battery in the battery direct cooling and heating plate 12, the vehicle outside heat exchanger 7 heats the refrigerant flowing therethrough, the vehicle inside evaporator 8 absorbs the heat of the passenger compartment to heat 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, so as to circulate and heat the battery.

[0035] The compressor 3 is connected with the first three-way valve 101 and the vehicle inside heat exchanger 4 through a pipeline, and then continues to be connected with the first electronic expansion valve 601→the vehicle outside heat exchanger 7, and then returns to the compressor 3 through the fourth stop valve 204, to form a circuit for heating the passenger compartment; that is, the refrigerant from the compressor 3 enters the vehicle inside heat exchanger 4 through the first three-way valve 101 to exchange heat with the passenger compartment, and then enters the vehicle outside 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 vehicle inside heat exchanger 4, at the same time, the air heater 5 works to heat the passenger compartment together, the vehicle outside heat exchanger 7 heats the refrigerant flowing therethrough, and the refrigerant with the temperature increased flows through the vehicle inside heat exchanger 4 again under the action of the compressor 3, so as to circulate and heat the passenger compartment.

[0036] The air heater is arranged in the heating core of the vehicle inside heat exchanger.

[0037] The application connects the battery direct cooling heating plate 12, the vehicle external heat exchanger 7, the vehicle internal heat exchanger 4 and the vehicle internal evaporator 8 through respective stop valves, electronic expansion valves and three-way valves, realizes the circulation path of refrigerant under the action of the compressor through the closing of the relevant stop valves, electronic expansion valves and three-way valves, realizes the collocation use of the functions between the battery direct cooling heating plate 12, the vehicle external heat exchanger 7, the vehicle internal heat exchanger 4 and the vehicle internal evaporator 8, and completes the corresponding functions; the scheme reduces the number of water pumps and heat exchangers by using the stop valves, electronic expansion valves and three-way valves, and reduces the cost. In addition, the passenger cabin and motor waste heat can be used for battery heating, is suitable for working conditions in various environments, reduces the algorithm complexity, adopts the passenger cabin and battery pack direct heating, and improves the thermal efficiency.

[0038] The compressor 3 is connected with the first stop valve 201 and the battery direct cooling heating plate 12 through a pipeline, then continues to be connected with the seventh stop valve 207, the first electronic expansion valve 601, and then returns to the compressor 3 through the vehicle external heat exchanger 7 and the fourth stop valve 204, to form a battery heating loop. That is, the refrigerant from the compressor 3 enters the battery direct cooling heating plate 12 through the first stop valve 201, exchanges heat with the battery, then enters the vehicle external heat exchanger 7 through the seventh stop valve 207 and the first electronic expansion valve 601, and returns to the suction port of the compressor 3 through the fourth stop valve 204. The refrigerant heats the battery in the battery direct cooling heating plate 12, the vehicle external heat exchanger 7 heats the refrigerant flowing therethrough, and the refrigerant with the increased temperature flows through the battery direct cooling heating plate 12 again under the action of the compressor 3, so as to circulate and heat the battery.

[0039] The compressor 3 is connected with the first stop valve 201 and the battery direct cooling heating plate 12 through a pipeline, then continues to be connected with 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 and the fourth stop valve 204, to form a battery heating loop using motor heat. That is, the refrigerant from the compressor 3 enters the battery direct cooling heating plate 12 through the first stop valve 201, exchanges heat with the battery, then enters the heat exchanger through the seventh stop valve 207, the first electronic expansion valve 601 and the third stop valve 203, exchanges heat with the motor cooling loop, and returns to the suction port of the compressor 3 through the fourth stop valve. Among them, the refrigerant heats the battery in the battery direct cooling heating plate 12, and uses the motor waste heat to heat the refrigerant in the heat exchanger, and the refrigerant with the increased temperature flows through the battery direct cooling heating plate 12 again under the action of the compressor 3, so as to circulate and heat the battery.

[0040] The compressor 3 is connected with the first three-way valve 101 and the in-vehicle heat exchanger through a pipeline, and then continues to be connected with the first electronic expansion valve 601→the third stop valve 203, and returns to the compressor 3 through the heat exchanger 10→the fourth stop valve 204, forming a circuit for heating the passenger compartment by using motor heat. 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 heat exchanger through the first electronic expansion valve 601 and the third stop valve 203 to exchange heat with the motor cooling circuit, and then returns to the suction port of the compressor 3 through the fourth stop valve. In the heat exchanger, the refrigerant is heated by using the motor waste heat, and the refrigerant with the increased temperature flows through the in-vehicle heat exchanger 4 again under the action of the compressor 3, so as to circulate and heat the battery.

[0041] The compressor 3 is connected with the first three-way valve 101 and the in-vehicle heat exchanger through a pipeline, and then continues to be connected with the first electronic expansion valve 601→the third stop valve 203, and returns to the compressor 3 through the heat exchanger 10→the fourth stop valve 204, forming a circuit for heating the passenger compartment by using motor heat. 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 heat exchanger through the first electronic expansion valve 601 and the third stop valve 203 to exchange heat with the motor cooling circuit, and then returns to the suction port of the compressor 3 through the fourth stop valve. In the heat exchanger, the refrigerant is heated by using the motor waste heat, and the refrigerant with the increased temperature flows through the in-vehicle heat exchanger 4 again under the action of the compressor 3, so as to circulate and heat the battery.

[0042] The refrigerant circuit further comprises a second stop valve 202;

[0043] The compressor 3 is connected with the first three-way valve 101 and the indoor heat exchanger 4 through a pipeline, and then continues to be connected with the second stop valve 202→the outdoor heat exchanger 7, and then returns to the compressor 3 through the second electronic expansion valve 602→the indoor evaporator 8, forming a loop of the dehumidification mode. That is, the refrigerant from the compressor 3 passes through the first three-way valve 101, enters the indoor heat exchanger 4, exchanges heat with the passenger compartment, then passes through the second stop valve 202, enters the outdoor heat exchanger 7, heats the refrigerant, then passes through the second electronic expansion valve 602, enters the indoor evaporator 8, dehumidifies, and finally returns to the compressor 3. Among them, the indoor evaporator 8 can evaporate the liquid refrigerant after the pressure reduction of the expansion valve in it, absorb the heat through the hot air layer, so as to achieve the effect of cooling and dehumidification.

[0044] The compressor 3 is connected with the first stop valve 201 and the battery direct cooling and heating plate 12 through a pipeline, and then continues to be connected with the seventh stop valve 207→the second stop valve 202→the outdoor heat exchanger 7, and then returns to the compressor 3 through the second electronic expansion valve 602→the indoor evaporator 8, forming a loop of the battery heating and passenger compartment refrigeration. 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 outdoor heat exchanger to heat the refrigerant, then passes through the second electronic expansion valve 602, enters the indoor evaporator 8 to heat the refrigerant, and finally returns to the compressor 3. The refrigerant with increased temperature passes through the battery direct cooling and heating plate 12 again under the action of the compressor 3, so as to circulate, heat the battery while refrigerate the passenger compartment.

[0045] The refrigerant circuit further comprises a fifth stop valve 205, a sixth stop valve 206 and a third electronic expansion valve 603;

[0046] The compressor 3 is connected with the first three-way valve 101 and the indoor heat exchanger 4 through a pipeline, and then continues to be connected with the second stop valve 202→the outdoor 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 heating plate 12→the fifth stop valve 205, forming a loop of the battery refrigeration and passenger compartment heating. That is, the refrigerant from the compressor 3 first passes through the first three-way valve 101, enters the indoor heat exchanger 4, heats the passenger compartment, then passes through the second stop valve 202, enters the outdoor heat exchanger 7, heats, then passes through the third electronic expansion valve 603 and the sixth stop valve 206 to reach the battery direct cooling and heating plate 12 to absorb the heat of the battery, then passes through the fifth stop valve 205, and returns to the compressor. The refrigerant with increased temperature passes through the indoor heat exchanger 4 again under the action of the compressor 3, so as to circulate, heat the passenger compartment while refrigerate the battery.

[0047] The new energy vehicle thermal management system further comprises a control module and a temperature unit.

[0048] The control module is connected with the temperature unit, the air heater 5 and the compressor 3 respectively.

[0049] The temperature unit is configured to detect the outlet air temperature of the vehicle interior heat exchanger 4 and output the same to the control module.

[0050] The control module is configured to adjust the operating power of the air heater 5 and the compressor 3 based on the outlet air temperature of the vehicle interior heat exchanger 4.

[0051] It should be noted that in the present example, the air heater 5 can heat the air in the passenger compartment, and the battery can be heated by the battery direct cooling and heating plate 12 through the refrigerant discharged by the compressor 3 heated by the vehicle interior heat exchanger 4. In addition, the present application can also use the vehicle exterior heat exchanger 7 to absorb the heat outside the vehicle to heat the refrigerant, and use the vehicle interior evaporator 8 to absorb the heat of the passenger compartment to heat the refrigerant, and the heating rate of the refrigerant can be adjusted by changing the operating power of the compressor 3. The control module can include a MCU, a SOC or a FPGA controller. The temperature unit can include a temperature sensor.

[0052] As shown in Figure 1 The new energy vehicle thermal management system of the present application can further comprise a fan 11 for improving the heat exchange rate, and a radiator 13 for realizing self-heat dissipation of the motor.

[0053] The present application further provides a new energy vehicle, which comprises the new energy vehicle thermal management system.

[0054] The specific structure of the new energy vehicle thermal management system is referred to the above-mentioned embodiments. Since the present new energy vehicle adopts all the technical solutions of the above-mentioned embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here. The above-mentioned is only the optional embodiments of the present application, and does not limit the patent scope of the present application. Any equivalent structural transformation made by using the content of the present application specification and drawings, or direct / indirect application in other related technical fields is included in the patent protection scope of the present application.

Claims

1. A thermal management system for new energy vehicles, characterized in that, The new energy vehicle thermal management system 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 shut-off valve (201), a third shut-off valve (203), a fourth shut-off valve (204), a seventh shut-off 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 external heat exchanger (7), an in-vehicle evaporator (8), and a battery direct cooling and 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 together through the heat exchanger (10) and exchange heat through the heat exchanger (10); The compressor (3) is connected to the first shut-off valve (201) and the battery direct cooling and heating plate (12) through a pipe, and then continues to be connected to the seventh shut-off valve (207) → the first electronic expansion valve (601), and then returns to the compressor (3) through the external heat exchanger (7) → the second electronic expansion valve (602) → the internal evaporator (8), forming a circuit that absorbs 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 be connected to the first electronic expansion valve (601) → the external heat exchanger (7), and then returns to the compressor (3) through the fourth shut-off valve (204) to form a heating circuit for the passenger compartment; The air heater is installed in the heating core of the vehicle interior heat exchanger.

2. The new energy vehicle thermal management system as described in claim 1, characterized in that, The compressor (3) is connected to the first shut-off valve (201) and the battery direct cooling and heating plate (12) through a pipe, and then continues to be connected to the seventh shut-off valve (207) → the first electronic expansion valve (601), and then returns to the compressor (3) through the external heat exchanger (7) → the fourth shut-off valve (204) to form a battery heating circuit.

3. The new energy vehicle thermal management system as described in claim 1, characterized in that, The compressor (3) is connected to the first shut-off valve (201) and the battery direct cooling and heating plate (12) through a pipe, and then continues to be connected to the seventh shut-off valve (207) → the first electronic expansion valve (601), and then returns to the compressor (3) through the third shut-off valve (203) → heat exchanger (10) → fourth shut-off valve (204), forming a circuit that uses the heat of the motor to heat the battery.

4. The new energy vehicle thermal management system as described in 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 be connected to the first electronic expansion valve (601) → the third shut-off valve (203), and then returns to the compressor (3) through the heat exchanger (10) → the fourth shut-off valve (204), forming a circuit that uses the heat of the motor to heat the passenger compartment.

5. The new energy vehicle thermal management system as described in 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 pipe, and then continues to be connected to the first electronic expansion valve (601) → the external heat exchanger (7), and then returns to the compressor (3) through the fourth shut-off valve (204). At the same time, the compressor (3) is connected to the first shut-off valve (201) and the battery direct cooling and heating plate (12) through a pipe, and then continues to be connected to the seventh shut-off valve (207) → the first electronic expansion valve (601), and then returns to the compressor (3) through the external heat exchanger (7) → the fourth shut-off valve (204), forming a circuit for mixed heating of the passenger compartment and the battery.

6. The new energy vehicle thermal management system as described in claim 1, characterized in that, The refrigerant circuit also includes a second shut-off valve (202). The compressor (3) is connected to the first three-way valve (101) and the in-vehicle heat exchanger (4) through a pipe, and then continues to be connected to the second shut-off valve (202) → the outside 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 as described in claim 6, characterized in that, The compressor (3) is connected to the first shut-off valve (201) and the battery direct cooling and heating plate (12) through a pipe, and then continues to be connected to the seventh shut-off valve (207) → the second shut-off 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 circuit for battery heating and passenger compartment cooling.

8. The new energy vehicle thermal management system as described in claim 6, characterized in that, The refrigerant circuit also includes a fifth shut-off valve (205), a sixth shut-off 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 pipe, and then continues to be connected to the second shut-off valve (202) → the external heat exchanger (7) → the third electronic expansion valve (603), and then returns to the compressor (3) through the sixth shut-off valve (206) → the battery direct cooling and heating plate (12) → the fifth shut-off valve (205), forming a circuit for battery cooling and passenger compartment heating.

9. The new energy vehicle thermal management system as described in 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 connected to the temperature unit, the air heater (5) and the compressor (3) respectively. The temperature unit is used to detect the outlet air temperature of the in-vehicle 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 in-vehicle 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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