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

Abstract

The application provides a new energy automobile thermal management system and a new energy automobile, and relates to the technical field of thermal management systems.The new energy automobile thermal management system comprises a battery loop, an electric drive loop, a refrigerant loop, a middle-cooling heat dissipation loop and a multi-way valve; the battery loop, the electric drive loop, the middle-cooling heat dissipation loop and the refrigerant loop are connected through a single multi-way valve; different valve ports of the multi-way valve are switched according to the heat dissipation or heating requirements of each component and space of the new energy automobile, so that part or all of the battery loop, the electric drive loop, the middle-cooling heat dissipation loop and the refrigerant loop are connected, a plurality of thermal management modes are realized, the energy of the whole vehicle is efficiently utilized under the premise of meeting the thermal management requirements of each component of the new energy automobile, and the number of valve bodies is reduced, thereby reducing the space requirements and complexity of the whole thermal management system.

Description

Technical Field

[0001] This application relates to the field of thermal management technology for new energy vehicles, specifically to a thermal management system for new energy vehicles and a new energy vehicle. Background Technology

[0002] With the continuous development of new energy vehicle technology, new energy vehicles have become a common and indispensable means of transportation in people's daily lives. Hybrid / range-extended electric vehicles include both an engine and a battery as dual power sources, generating a significant amount of heat. To ensure the safety and reliability of various vehicle components, thermal management is necessary to maintain them within a reasonable operating temperature range. For example, the discharge efficiency of a battery is significantly lower at low temperatures, thus requiring heating or insulation to improve its discharge efficiency. Conversely, batteries pose certain safety hazards at high temperatures, necessitating heat dissipation treatment.

[0003] For hybrid / range-extended electric vehicles, the engine, motor, and battery all generate heat during operation and need to be dissipated. The battery also needs to be heated in low-temperature environments, and the passenger compartment needs to be heated in low-temperature environments and dissipated in high-temperature environments. How to efficiently utilize the heat generated inside the vehicle to meet the vehicle's thermal management requirements while minimizing energy consumption is an important technical problem in the field of thermal management technology. Summary of the Invention

[0004] To address the aforementioned technical problems, this application is proposed. Embodiments of this application provide a thermal management system for a new energy vehicle and a new energy vehicle.

[0005] According to one aspect of this application, a thermal management system for a new energy vehicle is provided, comprising: an electric drive circuit for thermal management of an electric drive system; a battery circuit for thermal management of a power battery; a refrigerant circuit for providing or absorbing heat using refrigerant, the refrigerant circuit including a refrigerant shut-off valve for opening or closing part or all of the refrigerant circuit; an intercooler cooling circuit for cooling engine exhaust gas, the intercooler cooling circuit being connected in parallel with the electric drive circuit; and a multi-port valve; wherein the multi-port valve connects the battery circuit, the electric drive circuit, the intercooler cooling circuit, and the refrigerant circuit, and switches between different valve ports of the multi-port valve to connect part or all of the battery circuit, the electric drive circuit, the intercooler cooling circuit, and the refrigerant circuit.

[0006] In one embodiment, the battery circuit includes a battery water pump, a battery cooling channel, and a cold end of a plate heat exchanger connected in sequence; wherein, the inlet of the battery water pump is connected to the valve port 4 of the multi-way valve, the cold side outlet of the plate heat exchanger is connected to the valve port 6 of the multi-way valve, and the hot side of the plate heat exchanger is connected to the heating circulation circuit.

[0007] In one embodiment, the refrigerant circuit includes a compressor, an air-cooled condenser, a water-cooled condenser, and a chiiller connected in series. The air-cooled condenser and the water-cooled condenser are arranged in parallel. The refrigerant shut-off valve includes a first refrigerant shut-off valve and a second refrigerant shut-off valve. The first refrigerant shut-off valve is located at the air-cooled condenser and is used to open or close the air-cooled condenser. The second refrigerant shut-off valve is located at the water-cooled condenser and is used to open or close the water-cooled condenser. The water-side inlet and water-side outlet of the chiiller are respectively connected to the valve port 7 and valve port 2 of the multi-way valve.

[0008] In one embodiment, the refrigerant circuit further includes an evaporator, the inlet of which is connected to the outlet of the air-cooled condenser and the refrigerant-side outlet of the water-cooled condenser, and the outlet of the evaporator is connected to the inlet of the compressor.

[0009] In one embodiment, the new energy vehicle thermal management system further includes a heating circulation loop for providing heat to the passenger compartment. The heating circulation loop includes a heater core, and the inlet and outlet of the heater core are respectively connected to the water-side outlet and water-side inlet of the water-cooled condenser.

[0010] In one embodiment, the heating circulation loop further includes a heater pump, a PTC, a first proportional three-way valve, and a second proportional three-way valve. The first proportional three-way valve is connected to the water-side outlet of the water-cooled condenser, the inlet of the heater pump, and the engine circulation loop. The second proportional three-way valve is connected to the outlet of the heater pump, the battery circuit, and the inlet of the heater core.

[0011] In one embodiment, the intercooling heat dissipation circuit includes a third proportional three-way valve, an intercooling radiator, and a water-cooled intercooler heat exchanger connected in sequence; wherein, the outlet of the water-cooled intercooler heat exchanger is connected to the electric drive circuit, and the third proportional three-way valve is connected to the inlet of the intercooling radiator, the outlet of the intercooling radiator, and the electric drive circuit.

[0012] In one embodiment, the electric drive circuit includes a low-temperature radiator, a motor water pump, and a motor cooling channel connected in sequence; wherein, the outlet of the motor cooling channel is connected to the valve port 5 of the multi-way valve, the inlet of the low-temperature radiator is connected to the valve port 3 of the multi-way valve, and the inlet of the motor water pump is connected to the valve port 1 of the multi-way valve.

[0013] In one embodiment, the new energy vehicle thermal management system further includes an engine circulation loop for cooling the engine. The engine circulation loop includes an engine water pump, an engine water jacket, a thermostat, and a high-temperature radiator connected in sequence. The inlet and outlet of the engine water jacket are both connected to the heating circulation loop, and the connection point between the inlet of the engine water jacket and the heating circulation loop is located upstream of the connection point between the outlet of the engine water jacket and the heating circulation loop.

[0014] According to another aspect of this application, a new energy vehicle is provided, comprising: an engine, a motor, a battery, and a new energy vehicle thermal management system as described in any one of the above.

[0015] Compared with existing technologies, the new energy vehicle thermal management system and new energy vehicle provided in this application have the following advantages:

[0016] 1. By setting up a multi-way valve that connects the battery circuit, electric drive circuit, and refrigerant circuit, different valve ports of the multi-way valve can be switched to connect some or all of the battery circuit, electric drive circuit, and refrigerant circuit. In other words, by setting up a single multi-way valve to connect the battery circuit, electric drive circuit, and refrigerant circuit, different valve ports of the multi-way valve can be switched according to the heat dissipation or heating requirements of various components and spaces in the new energy vehicle, thereby achieving partial or complete connection of the battery circuit, electric drive circuit, and refrigerant circuit, and thus realizing multiple thermal management modes. Under the premise of meeting the thermal management requirements of various components of the new energy vehicle, the energy of the whole vehicle is efficiently utilized, and the number of valves is reduced, thereby reducing the space requirements and complexity of the entire thermal management system.

[0017] 2. By connecting air-cooled and water-cooled condensers in parallel, the heat exchange efficiency of the refrigerant circuit is improved. Heat exchange is carried out through the water-cooled condenser to achieve heat pump mode, so as to recover the heat in the water-cooled condenser to heat the passenger compartment or battery, thereby improving the heat utilization rate and reducing heating energy consumption.

[0018] 3. By designing a single water source heat pump, the system complexity is reduced and the heat pump control is simplified, while saving on refrigerant-side components required for implementing an air source heat pump.

[0019] 4. By connecting the electric drive circuit and the intercooler heat dissipation circuit in parallel, in the winter range-extending mode, the electric drive circuit relies on absorbing the heat generated by the electric drive system and the heat of the intercooler gas to maximize the utilization of the waste heat source and realize the heat storage of the electric drive circuit. When switching to pure electric mode, it can maximize the heat source for the heat pump system. Attached Figure Description

[0020] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0021] Figure 1 This is a schematic diagram of the structure of a new energy vehicle thermal management system provided in an exemplary embodiment of this application.

[0022] Figure 2 This is a schematic diagram of the working mode structure of a vehicle thermal management system device provided in an exemplary embodiment of this application.

[0023] Figure 3 This is a schematic diagram of the working mode structure of a vehicle thermal management system device provided in an exemplary embodiment of this application.

[0024] Figure 4 This is a schematic diagram of the working mode structure of a vehicle thermal management system device provided in an exemplary embodiment of this application.

[0025] Explanation of reference numerals in the attached drawings: 101, multi-way valve; 102, battery water pump; 103, battery cooling channel; 104, plate heat exchanger; 105, compressor; 106, air-cooled condenser; 107, water-cooled condenser; 108, first refrigerant shut-off valve; 109, second refrigerant shut-off valve; 110, evaporator; 111, first coaxial tube; 112, second coaxial tube; 113, dryer; 114, first electronic expansion valve; 115, the... 116. Electronic expansion valve; 117. Heater core; 118. Heater water pump; 119. First proportional three-way valve; 120. Second proportional three-way valve; 121. Third proportional three-way valve; 122. Intercooler radiator; 123. Water-cooled intercooler heat exchanger; 124. Engine water pump; 125. Engine water jacket; 126. Thermostat; 127. High-temperature radiator; 128. Low-temperature radiator; 129. Motor water pump; 120. Motor cooling channel. Detailed Implementation

[0026] Hereinafter, exemplary embodiments according to this application will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, and not all embodiments of this application. It should be understood that this application is not limited to the exemplary embodiments described herein.

[0027] Figure 1 This is a schematic diagram of the structure of a new energy vehicle thermal management system provided in an exemplary embodiment of this application. Figure 1As shown, the new energy vehicle thermal management system includes: an electric drive circuit for thermal management of the electric drive system; a battery circuit for thermal management of the power battery; a refrigerant circuit for providing or absorbing heat using refrigerant, the refrigerant circuit including a refrigerant shut-off valve for opening or closing part or all of the refrigerant circuit; an intercooler cooling circuit for cooling engine exhaust, the intercooler cooling circuit being connected in parallel with the electric drive circuit; and a multi-port valve 101; wherein the multi-port valve 101 connects the battery circuit, the electric drive circuit, the intercooler cooling circuit, and the refrigerant circuit, and switching between different valve ports of the multi-port valve 101 connects part or all of the battery circuit, the electric drive circuit, the intercooler cooling circuit, and the refrigerant circuit.

[0028] The new energy vehicle thermal management system of this application can be applied to hybrid vehicles or range-extended vehicles, wherein both hybrid vehicles and range-extended vehicles include an engine, a motor and a battery. The new energy vehicle thermal management system provided in this application includes a battery circuit, an electric drive circuit, an intercooler circuit, and a refrigerant circuit. The electric drive circuit is used to realize the thermal management of the electric drive system, the battery circuit is used to realize the thermal management of the power battery, the refrigerant circuit is used to provide or absorb heat using refrigerant, and the intercooler circuit is used to dissipate heat from the engine exhaust. The intercooler circuit and the electric drive circuit are connected in parallel. Furthermore, this application connects the battery circuit, electric drive circuit, intercooler circuit, and refrigerant circuit through a multi-way valve 101 to realize the connection of multiple circuits. By connecting different valve ports of the multi-way valve 101, some or all of the battery circuit, electric drive circuit, intercooler circuit, and refrigerant circuit can be connected. Thus, heat exchange between multiple circuits can be achieved using a single multi-way valve 101. This not only effectively reduces the number of valves used to save costs, but also reduces the complexity of the thermal management system. At the same time, multi-circuit integrated management can be used to more effectively manage the thermal of each circuit, thereby improving the thermal management efficiency and effect of the new energy vehicle thermal management system and reducing thermal management energy consumption.

[0029] This application provides a thermal management system for a new energy vehicle, including a battery circuit, an electric drive circuit, a refrigerant circuit, an intercooler circuit, and a multi-way valve. The electric drive circuit manages the thermal of the electric drive system, the battery circuit manages the thermal of the power battery, the refrigerant circuit provides or absorbs heat using refrigerant, and the intercooler circuit cools the engine exhaust. The intercooler circuit is connected in parallel with the electric drive circuit. The multi-way valve 101 connects the battery circuit, the electric drive circuit, the intercooler circuit, and the refrigerant circuit. Switching between different ports of the multi-way valve 101 connects the battery circuit, the electric drive circuit, and the intercooler circuit. Part or all of the thermal circuit and refrigerant circuit; that is, by setting a single multi-way valve 101 to connect the battery circuit, electric drive circuit, intercooler heat dissipation circuit and refrigerant circuit, the different valve ports of the multi-way valve 101 can be switched according to the heat dissipation or heating requirements of various components and spaces of the new energy vehicle, thereby realizing the connection of part or all of the battery circuit, electric drive circuit, intercooler heat dissipation circuit and refrigerant circuit, thereby realizing multiple thermal management modes, efficiently utilizing the energy of the whole vehicle while meeting the thermal management requirements of various components of the new energy vehicle, and reducing the number of valves, thereby reducing the space requirements and complexity of the entire thermal management system.

[0030] In one embodiment, such as Figure 1 As shown, the battery circuit includes a battery water pump 102, a battery cooling channel 103, and a plate heat exchanger 104 connected in sequence; wherein, the inlet of the battery water pump 102 is connected to the valve port 4 of the multi-way valve 101, the cold side outlet of the plate heat exchanger 104 is connected to the valve port 6 of the multi-way valve, and the hot side of the plate heat exchanger 104 is connected to the heating circulation circuit.

[0031] The battery circuit in this application includes a battery water pump 102, a battery cooling channel 103, and a plate heat exchanger 104. The battery water pump 102, battery cooling channel 103, and plate heat exchanger 104 are sequentially connected via cooling pipes to form a circulation loop. The battery cooling channel 103 is a heat dissipation channel structure located at the battery pack or battery cell. The low-temperature coolant (e.g., cool water) flowing through the battery cooling channel 103 carries away heat from the battery cell to cool it. Simultaneously, the high-temperature coolant flowing through the battery cooling channel 103 exchanges heat with the battery cell to heat it. In this application, the inlet of the battery water pump 102 is connected to the valve port 4 of a multi-way valve 101, and the cold-side outlet of the plate heat exchanger 104 is connected to the valve port 6 of the multi-way valve 101 to achieve a closed-loop connection of the battery circuit. Furthermore, the heat exchange between the cold and hot sides of the plate heat exchanger 104 is used to heat the battery pack.

[0032] In one embodiment, such as Figure 1As shown, the refrigerant circuit includes a compressor 105, an air-cooled condenser 106, a water-cooled condenser 107, and a chiiller connected in sequence. The air-cooled condenser 106 and the water-cooled condenser 107 are connected in parallel. The refrigerant shut-off valves include a first refrigerant shut-off valve 108 and a second refrigerant shut-off valve 109. The first refrigerant shut-off valve 108 is located at the air-cooled condenser and is used to open or close the air-cooled condenser 106. The second refrigerant shut-off valve 109 is located at the water-cooled condenser 107 and is used to open or close the water-cooled condenser 107. The water-side inlet and water-side outlet of the chiiller are respectively connected to the valve port 7 and valve port 2 of the multi-way valve 101.

[0033] The refrigerant circuit of this application includes a compressor 105, an air-cooled condenser 106, a water-cooled condenser 107, and a chiller. The compressor 105, air-cooled condenser 106, water-cooled condenser 107, and chiller are sequentially connected via cooling pipes to form a circulation loop. This application arranges the air-cooled condenser 106 and the water-cooled condenser 107 in parallel, and uses a first refrigerant shut-off valve 108 and a second refrigerant shut-off valve 109 to respectively enable or disable the air-cooled condenser 106 and the water-cooled condenser 107. The air-cooled condenser 106 provides refrigeration in high-temperature scenarios, while the water-cooled condenser 107 operates in heat pump mode. Furthermore, this application connects the water-side inlet and outlet of the chiller to the valve ports 7 and 2 of a multi-way valve 101, respectively, using the multi-way valve 101 to connect the refrigerant circuit to other circuits, thereby improving the utilization rate of the refrigerant circuit.

[0034] In one embodiment, such as Figure 1 As shown, the refrigerant circuit also includes an evaporator 110. The inlet of the evaporator 110 is connected to the outlet of the air-cooled condenser 106 and the refrigerant-side outlet of the water-cooled condenser 107. The outlet of the evaporator 110 is connected to the inlet of the compressor 105. The evaporator 110 is connected in parallel with the refrigerant side of the chiller.

[0035] This application achieves a cooling effect by installing an evaporator 110 between the inlet of the compressor 105 and the outlet of the air-cooled condenser 106 and the refrigerant-side outlet of the water-cooled condenser 107 in the refrigerant circuit. The low-temperature condensed liquid flowing out from the refrigerant side of the air-cooled condenser 106 and the water-cooled condenser 107 exchanges heat with the outside air at the evaporator 110 and vaporizes to absorb heat.

[0036] In one embodiment, such as Figure 1 As shown, the refrigerant circuit also includes a first coaxial tube 111 and a second coaxial tube 112; wherein the first coaxial tube 111 and the second coaxial tube 112 are respectively disposed at both ends of the evaporator 110.

[0037] This application improves the cooling effect by setting a first coaxial tube 111 between the inlet of the compressor 105 and the outlet of the evaporator 110, and a second coaxial tube 112 between the inlet of the evaporator 110 and the outlet of the air-cooled condenser 106 and the refrigerant-side outlet of the water-cooled condenser 107, respectively, by increasing the subcooling of the liquid refrigerant.

[0038] Optional, such as Figure 1 As shown, the refrigerant circuit of this application may further include a dryer 113. The dryer 113 is disposed between the outlet of the air-cooled condenser 106, the refrigerant-side outlet of the water-cooled condenser 107, and the second coaxial tube 112. The dryer 113 is used to store excess liquid refrigerant so as to compensate for and adjust the surplus and deficit of liquid refrigerant when operating conditions change. Optionally, such as Figure 1 As shown, the refrigerant circuit of this application may further include a first electronic expansion valve 114 and a second electronic expansion valve 115. The first electronic expansion valve 114 and the second electronic expansion valve 115 are respectively disposed between the refrigerant side inlet of the chiiller and the second coaxial tube 112, and between the second coaxial tube 112 and the inlet of the evaporator 110. The first electronic expansion valve 114 and the second electronic expansion valve 115 are used to regulate the refrigerant flow rate of the chiiller and the evaporator 110 to achieve temperature regulation.

[0039] In one embodiment, such as Figure 1 As shown, the above-mentioned new energy vehicle thermal management system may also include a heating circulation loop, which is used to provide heat to the passenger compartment. The heating circulation loop includes a heater core 116, and the inlet and outlet of the heater core 116 are respectively connected to the water-side outlet and water-side inlet of the water-cooled condenser 107.

[0040] The heating circulation loop of this application includes a warm air core 116. The inlet and outlet of the warm air core 116 are respectively connected to the water-side outlet and water-side inlet of the water-cooled condenser 107 to form a circulation loop. By utilizing the heat exchange between the water side and the refrigerant side of the water-cooled condenser 107, heat exchange between the heating circulation loop 116 and the refrigerant loop is realized, thereby improving the utilization rate of the heating circulation loop.

[0041] In one embodiment, such as Figure 1 As shown, the heating circulation loop also includes a heater pump 117, a PTC, a first proportional three-way valve 118, and a second proportional three-way valve 119. The first proportional three-way valve 118 is connected to the water-side outlet of the water-cooled condenser 107, the inlet of the heater pump 117, and the engine circulation loop. The second proportional three-way valve 119 is connected to the outlet of the heater pump 117, the battery circuit, and the inlet of the heater core 116.

[0042] The heating circulation loop of this application also includes a heater pump 117, a PTC, a first proportional three-way valve 118, and a second proportional three-way valve 119. The first proportional three-way valve 118 is connected to the water-side outlet of the water-cooled condenser 107, the inlet of the heater pump 117, and the engine circulation loop. The second proportional three-way valve 119 is connected to the outlet of the heater pump 117, the battery circuit, and the inlet of the heater core 116. The first proportional three-way valve 118 is used to connect the heating circulation loop and the engine circulation loop so that the engine heat can be used as heating heat. The second proportional three-way valve 119 is used to connect the heating circulation loop and the battery circuit so that the heat from the heating circulation loop can heat the battery circuit, thereby improving the heat utilization rate.

[0043] In one embodiment, such as Figure 1 As shown, the intercooling heat dissipation circuit includes a third proportional three-way valve 120, an intercooling radiator 121, and a water-cooled intercooler heat exchanger 122 connected in sequence; wherein, the outlet of the water-cooled intercooler heat exchanger 122 is connected to the electric drive circuit, and the third proportional three-way valve 120 is connected to the inlet of the intercooling radiator 121, the outlet of the intercooling radiator 121, and the electric drive circuit.

[0044] The intercooling heat dissipation circuit of this application includes a third proportional three-way valve 120, an intercooling radiator 121, and a water-cooled intercooler heat exchanger 122. The third proportional three-way valve 120, the intercooling radiator 121, and the water-cooled intercooler heat exchanger 122 are connected by pipelines to form a closed loop circuit to dissipate heat from the engine exhaust. Furthermore, this application achieves heat preservation and heat storage of the intercooling heat dissipation circuit by short-circuiting the third proportional three-way valve 120 (i.e., only valve port 1 and valve port 2 are open), transferring the heat in the intercooling heat dissipation circuit to the electric drive circuit to heat the motor.

[0045] In one embodiment, such as Figure 1 As shown, the above-mentioned new energy vehicle thermal management system may also include an engine circulation loop, which is used to dissipate heat from the engine. The engine circulation loop includes an engine water pump 123, an engine water jacket 124, a thermostat 125, and a high-temperature radiator 126 connected in sequence. The inlet and outlet of the engine water jacket are both connected to the heating circulation loop, and the connection point between the inlet of the engine water jacket and the heating circulation loop is located upstream of the connection point between the outlet of the engine water jacket and the heating circulation loop.

[0046] The engine circulation loop of this application includes an engine water pump 123, an engine water jacket 124, a thermostat 125, and a high-temperature radiator 126. The engine water pump 123, engine water jacket 124, thermostat 125, and high-temperature radiator 126 are sequentially connected via cooling pipes to form a circulation loop. The engine water jacket 124 is a cooling water channel structure located at the engine. This application connects the inlet of the engine water jacket 124 to the valve port 3 of a first proportional three-way valve 118 and the outlet of the engine water jacket 124 to the inlet of a heater pump 117, thereby achieving parallel connection between the engine circulation loop and the heating circulation loop. The heat from the engine circulation loop is used to heat the heating circulation loop to increase its temperature, thus improving the utilization rate of engine heat.

[0047] In one embodiment, such as Figure 1 As shown, the electric drive circuit includes a connected low-temperature radiator 127, a motor water pump 128, and a motor cooling channel 129; wherein, the outlet of the motor cooling channel 129 is connected to the valve port 5 of the multi-way valve 101, and the inlet of the low-temperature radiator 127 is connected to the valve port 3 of the multi-way valve 101.

[0048] The electric drive circuit of this application includes a low-temperature radiator 127, a motor water pump 128, and a motor cooling channel 129. The low-temperature radiator 127, the motor water pump 128, and the motor cooling channel 129 are sequentially connected through cooling pipes to form a circulation loop. In this application, the outlet of the motor cooling channel 129 is connected to the valve port 5 of a multi-way valve 101, and the inlet of the low-temperature radiator 127 is connected to the valve port 3 of the multi-way valve 101. The multi-way valve 101 is used to connect the electric drive circuit with other circuits to improve the thermal management effect of the electric drive circuit.

[0049] Based on the aforementioned new energy vehicle thermal management system, this application can realize multiple thermal management modes, some of which are illustrated below:

[0050] (1) Hybrid / Range Extender Mode 1:

[0051] like Figure 2As shown, the engine is engaged at this time, and the engine circulation loop is also engaged. For the refrigerant loop, the first refrigerant shut-off valve 108 is open and the second refrigerant shut-off valve 109 is closed. The high-temperature and high-pressure refrigerant at the outlet of the compressor 105 is converted into a high-pressure and low-temperature two-phase refrigerant after heat exchange in the air-cooled condenser 106. The dryer 113 stores the excess high-pressure and low-temperature two-phase refrigerant. The high-pressure and low-temperature two-phase refrigerant passing through the dryer 113 is subcooled by the second coaxial tube 112. One path is throttled by the second electronic expansion valve 115 and becomes a low-pressure and low-temperature two-phase refrigerant, which exchanges heat with the passenger compartment air in the evaporator 110 to reduce the passenger compartment temperature. The other path is throttled by the first electronic expansion valve 114 and becomes a low-pressure and low-temperature two-phase refrigerant, which exchanges heat with the battery circuit coolant in the chiller to reduce the battery temperature. The refrigerant outlet of the chiller merges with the refrigerant outlet of the evaporator 110 and then returns to the compressor 105 as a low-pressure and low-temperature gaseous superheated refrigerant through the first coaxial tube 111, forming a refrigerant circulation loop. Furthermore, in this application, the valve ports 6 and 7, 3 and 5, and 2 and 4 of the multi-way valve 101 are connected. For the intercooling circuit, after the water-cooled intercooler plate heat exchanger 122 absorbs the heat from the engine exhaust gas, the heat is exchanged with the water-cooled intercooler plate heat exchanger 122 through the medium therein, so as to transfer the heat into the electric drive circuit to heat the electric drive circuit. For the electric drive circuit, the coolant at the outlet of the motor cooling channel 129 and the intercooling circuit merge and then enter the low-temperature radiator 127 through the valve ports 5 and 3 of the multi-way valve 101 to release the heat, forming the electric drive circuit. For the battery circuit, the coolant from the water-side outlet of the chiller enters the battery cooling channel 103 for heat exchange through the valve ports 2 and 4 of the multi-way valve 101. The coolant from the outlet of the battery cooling channel 103 returns to the chiller to exchange heat with the refrigerant through the plate heat exchanger 104, the valve ports 6 and 7 of the multi-way valve 101, thus forming the battery circuit. For the engine circulation circuit, the coolant from the outlet of the engine water jacket 124 passes through the thermostat 125 and exchanges heat with the air at the high-temperature radiator 126. Then it returns to the engine water jacket 124 through the engine water pump 123, thus forming the engine circulation circuit.

[0052] (2) Hybrid / Range Extender Mode Two:

[0053] like Figure 3As shown, the engine is engaged at this time, and the engine circulation loop is also engaged. This application connects valve ports 5 and 7, 4 and 6, and 1 and 2 of the multi-way valve 101. For the electric drive circuit, the coolant enters valve ports 5 and 7 of the multi-way valve 101 through two branches: the motor cooling channel 129 (absorbing heat) and the water-cooled intercooler plate heat exchanger 122. After passing through the chiller, it enters valve ports 2 and 1 of the multi-way valve 101 to form the electric drive circuit, maximizing the utilization of the electric drive insulation heat source. For the battery circuit, the coolant enters the battery cooling channel 103 for heat exchange, and the coolant at the outlet of the battery cooling channel 103 is absorbed by the plate heat exchanger 104. The waste heat from the engine is collected and enters the valve ports 6 and 4 of the multi-way valve 101 to form a battery circuit. For the engine circulation circuit, the coolant at the outlet of the engine water jacket 124 passes through the thermostat 125 and exchanges heat with the air at the high-temperature radiator 126. Then it returns to the engine water jacket 124 via the engine water pump 123 to form an engine circulation circuit. For the heating circulation circuit, the waste heat from the engine is divided into two branches by the second proportional three-way valve 119 to heat the battery (through the plate heat exchanger 104) and the passenger compartment (through the heater core 116). After merging, the heat flows through the water-cooled condenser 107 and finally enters the engine circulation circuit through the first proportional three-way valve 118.

[0054] (3) Pure electric mode:

[0055] like Figure 4As shown, the engine is not working at this time. The multi-port valve 101 connects valve ports 1 and 2, 4 and 5, and 6 and 7. For the refrigerant circuit, the high-temperature, high-pressure refrigerant at the compressor 105 outlet is converted to a high-pressure, low-temperature two-phase refrigerant after heat exchange in the water-cooled condenser 107. The dryer 113 stores excess high-pressure, low-temperature two-phase refrigerant. The high-pressure, low-temperature two-phase refrigerant passing through the dryer 113 is further subcooled by the second coaxial tube 112, and then throttled by the first electronic expansion valve 114, becoming a low-pressure, low-temperature two-phase refrigerant. It then exchanges heat with the coolant in the electric drive circuit in the chiller. The refrigerant at the chiller outlet is then converted back to low-pressure, low-temperature gaseous superheated refrigerant through the first coaxial tube 111, returning to the compressor 105, thus forming the refrigerant circuit. In the electric drive circuit and battery circuit, the coolant at the outlet of the motor cooling channel 129 flows through the valve ports 5 and 4 of the multi-way valve 101 through the battery cooling channel 103 to release heat to the battery cooling channel 103, and then through the valve ports 6 and 7 of the multi-way valve 101 into the chiller to release heat to the refrigerant, and finally through the valve ports 2 and 1 of the multi-way valve 101 back to the electric drive circuit to absorb heat, forming the electric drive circuit; for the heating circulation circuit, part of the coolant enters the plate heat exchanger 104 through the second proportional three-way valve 119 to heat the battery cooling channel 103, and another part enters the heater core 116 through the second proportional three-way valve 119 to exchange heat with the passenger compartment air, and then absorbs heat from the refrigerant side through the water-cooled condenser 107 to form the passenger compartment heating circulation circuit.

[0056] This application only lists three modes. It should be understood that the new energy vehicle thermal management system provided in this application can be applied to various thermal management models of new energy vehicles, which will not be listed here one by one.

[0057] This application also provides a new energy vehicle, including: an engine, a motor, a battery, and a new energy vehicle thermal management system of any one of the above.

[0058] This application provides a new energy vehicle, including a battery circuit, an electric drive circuit, a refrigerant circuit, an intercooler circuit, and a multi-way valve. The electric drive circuit is used for thermal management of the electric drive system, the battery circuit is used for thermal management of the power battery, the refrigerant circuit is used to provide or absorb heat using refrigerant, and the intercooler circuit is used to cool the engine exhaust. The intercooler circuit and the electric drive circuit are connected in parallel. The multi-way valve 101 connects the battery circuit, the electric drive circuit, the intercooler circuit, and the refrigerant circuit. Switching between different valve ports of the multi-way valve 101 connects the battery circuit, the electric drive circuit, and the intercooler circuit. The system connects the battery circuit, electric drive circuit, intercooler circuit, and refrigerant circuit by setting a single multi-way valve 101 to connect different valve ports of the multi-way valve 101 according to the heat dissipation or heating requirements of various components and spaces of the new energy vehicle. This enables the connection of some or all of the battery circuit, electric drive circuit, intercooler circuit, and refrigerant circuit, thereby realizing multiple thermal management modes. Under the premise of meeting the thermal management requirements of various components of the new energy vehicle, the system efficiently utilizes the energy of the whole vehicle and reduces the number of valves, thereby reducing the space requirements and complexity of the entire thermal management system.

[0059] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0060] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0061] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0062] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0063] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A new energy vehicle thermal management system, characterized in that, Comprise: An electric drive circuit for realizing thermal management of an electric drive system; A battery circuit for realizing thermal management of a power battery; A refrigerant circuit for providing or absorbing heat using a refrigerant, the refrigerant circuit comprising a refrigerant stop valve for conducting or stopping part or all of the refrigerant circuit; A middle-cooling heat dissipation circuit for dissipating heat from engine exhaust, the middle-cooling heat dissipation circuit being arranged in parallel with the electric drive circuit; A multi-way valve, wherein the multi-way valve connects the battery circuit, the electric drive circuit, the middle-cooling heat dissipation circuit and the refrigerant circuit, and switches different valve ports of the multi-way valve to connect part or all of the battery circuit, the electric drive circuit, the middle-cooling heat dissipation circuit and the refrigerant circuit; The middle-cooling heat dissipation circuit comprises a third proportional three-way valve, a middle-cooling heat sink and a water-cooled intercooler plate exchanger connected in sequence, wherein the outlet of the water-cooled intercooler plate exchanger is connected to the electric drive circuit, and the third proportional three-way valve is connected to the inlet of the middle-cooling heat sink, the outlet of the middle-cooling heat sink and the electric drive circuit.

2. The new energy vehicle thermal management system according to claim 1, characterized in that, The battery circuit comprises a battery water pump, a battery cooling flow channel and a cold side of a plate heat exchanger connected in sequence, wherein the inlet of the battery water pump is connected to a valve port 4 of the multi-way valve, the cold side outlet of the plate heat exchanger is connected to a valve port 6 of the multi-way valve, and the hot side of the plate heat exchanger is connected to a heating circulation circuit.

3. The new energy vehicle thermal management system according to claim 1, characterized in that, The refrigerant circuit comprises a compressor, an air-cooled condenser, a water-cooled condenser and a chiller connected in sequence, wherein the air-cooled condenser and the water-cooled condenser are arranged in parallel, the refrigerant stop valve comprises a first refrigerant stop valve and a second refrigerant stop valve, the first refrigerant stop valve is arranged at the air-cooled condenser for conducting or stopping the air-cooled condenser, the second refrigerant stop valve is arranged at the water-cooled condenser for conducting or stopping the water-cooled condenser, and the water side inlet and the water side outlet of the chiller are connected to a valve port 7 and a valve port 2 of the multi-way valve, respectively.

4. The new energy vehicle thermal management system according to claim 3, characterized in that, The refrigerant circuit further comprises an evaporator, wherein the inlet of the evaporator is connected to the outlet of the air-cooled condenser and the refrigerant side outlet of the water-cooled condenser, and the outlet of the evaporator is connected to the inlet of the compressor.

5. The new energy vehicle thermal management system according to claim 3, characterized in that, The new energy vehicle thermal management system further comprises a heating circulation circuit for providing heat to a passenger cabin, wherein the heating circulation circuit comprises a heater core, and the inlet and the outlet of the heater core are connected to the water side outlet and the water side inlet of the water-cooled condenser, respectively. 6.The new energy vehicle thermal management system of claim 5, wherein, The heating circulation circuit further comprises a heater water pump, a PTC, a first proportional three-way valve and a second proportional three-way valve, wherein the first proportional three-way valve is connected to the water side outlet of the water-cooled condenser, the inlet of the heater water pump and an engine circulation circuit, and the second proportional three-way valve is connected to the outlet of the heater water pump, the battery circuit and the inlet of the heater core.

7. The new energy vehicle thermal management system according to claim 1, characterized in that, The electric drive circuit comprises a low-temperature radiator, an electric motor water pump and an electric motor cooling flow channel connected in sequence; wherein the outlet of the electric motor cooling flow channel is connected to valve port 5 of the multi-way valve, the inlet of the low-temperature radiator is connected to valve port 3 of the multi-way valve, and the inlet of the electric motor water pump is connected to valve port 1 of the multi-way valve. 8.The new energy vehicle thermal management system of claim 1, wherein, The new energy vehicle thermal management system further comprises an engine circulation circuit for cooling the engine, the engine circulation circuit comprising an engine water pump, an engine water jacket, a thermostat and a high-temperature radiator connected in sequence; wherein the inlet and outlet of the engine water jacket are both connected to the heating circulation circuit, and the connection point between the inlet of the engine water jacket and the heating circulation circuit is located upstream of the connection point between the outlet of the engine water jacket and the heating circulation circuit.

9. A new energy vehicle, characterized in that, The new energy vehicle thermal management system comprises: an engine, an electric motor, a battery and the new energy vehicle thermal management system according to any one of claims 1-8.

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