A thermal management system, vehicle and method for a new energy heavy truck

Abstract

The application provides a new energy heavy truck thermal management system, vehicle and method, relates to the vehicle thermal management technical field, wherein the thermal management system comprises: a refrigerant circuit and a coolant circuit; the coolant circuit is provided with a first water source heat pump connected with a cooling circuit of a battery pack and a second water source heat pump connected with a cooling circuit of a motor unit, the coolant circuit is connected with the refrigerant circuit through a cooler, the refrigerant circuit is communicated with an air conditioning device arranged in a driver cabin to heat the driver cabin through the battery pack and / or the motor unit; the cooling circuit of the battery pack is connected with the cooling circuit of the motor unit, so that the motor unit is used as a direct heat pump of the battery pack to heat the battery pack. The application improves the energy efficiency, reliability and environmental adaptability of the whole vehicle thermal management system.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and more specifically, to a thermal management system, vehicle, and method for a new energy heavy-duty truck. Background Technology

[0002] As a key force in logistics and freight, new energy heavy-duty trucks are accelerating their electrification transformation. Their complex operating conditions, heavy loads, and high energy consumption place more stringent demands on thermal management systems. Especially in winter, issues such as declining battery performance, high demand for cabin heating, and high heat generation from the motor and battery intertwine, making system energy efficiency, reliability, and cost the core factors affecting operational efficiency and user experience.

[0003] Currently, the mainstream systems use either a single-cooling heater or an indirect heat pump combined with a heater. The former relies entirely on high-energy-consuming electric heating, while the latter, although it absorbs heat from the environment and supplements it with a heater, thus improving energy efficiency, still relies on a heater. Furthermore, the complex water circuit, numerous components, and complex control logic lead to increased costs and weight.

[0004] However, existing solutions all heavily rely on high-power heaters, which severely deplete battery power, shorten battery life, and the heaters themselves have a high failure rate and are prone to aging. In addition, existing technologies fail to effectively recover the large amount of waste heat generated by the motor and battery, resulting in serious energy waste. Summary of the Invention

[0005] The purpose of this application is to address the shortcomings of the prior art by providing a thermal management system, vehicle, and method for a new energy heavy-duty truck, thereby improving the energy efficiency, reliability, and environmental adaptability of the vehicle's thermal management system.

[0006] To achieve the above objectives, the technical solutions adopted in the embodiments of this application are as follows: In a first aspect, one embodiment of this application provides a thermal management system for a new energy heavy-duty truck, the thermal management system including: a refrigerant circuit and a coolant circuit; The coolant circuit is equipped with a first water source heat pump connected to the cooling circuit of the battery pack, and a second water source heat pump connected to the cooling circuit of the motor unit. The coolant circuit is connected to the refrigerant circuit through a cooler. The refrigerant circuit is connected to the air conditioning unit installed in the cockpit to heat the cockpit through the battery pack and / or the motor unit. The cooling circuit of the battery pack and the cooling circuit of the motor unit are configured such that the motor unit acts as a direct heat pump for the battery pack, heating the battery pack.

[0007] Optionally, the refrigerant circuit is provided with: a first condenser, a compressor, and a gas-liquid separator. The refrigerant outlet of the condenser is connected to the refrigerant inlet of the compressor through the gas-liquid separator. The refrigerant outlet of the compressor is connected to the refrigerant inlet of the first condenser. The refrigerant outlet of the first condenser is connected to the refrigerant inlet of the evaporator of the air conditioning unit. The refrigerant outlet of the evaporator is also connected to the gas-liquid separator to cool the cockpit. The refrigerant outlet of the first condenser is also connected to the refrigerant inlet of the cooler, and the refrigerant outlet of the second condenser in the air conditioning unit is also connected to the refrigerant inlet of the cooler. The refrigerant inlet of the second condenser is connected to the refrigerant outlet of the compressor.

[0008] Optionally, the refrigerant circuit is further provided with: a first electromagnetic shut-off valve, a second electromagnetic shut-off valve, a first shut-off valve, a second shut-off valve, a first electronic expansion valve, and a second electronic expansion valve; The refrigerant outlet of the cooler is connected to the gas-liquid separator through the first shut-off valve. The refrigerant outlet of the compressor is connected to the refrigerant inlet of the first condenser through the first electromagnetic shut-off valve. The refrigerant outlet of the first condenser is connected to the refrigerant inlet of the evaporator through the first electronic expansion valve. The condensate outlet of the first condenser is connected to the cooling inlet of the cooler through the second shut-off valve and the second electronic expansion valve in sequence. The refrigerant outlet of the second condenser is connected between the second shut-off valve and the second electronic expansion valve. The refrigerant inlet of the second condenser is connected to the refrigerant outlet of the compressor via the second electromagnetic shut-off valve.

[0009] Optionally, the coolant circuit is further provided with: a four-way valve, a water tank, a three-way valve, a third shut-off valve, and a radiator; The first water source heat pump is connected to the first port of the four-way valve, the second port of the four-way valve is connected to the coolant inlet of the cooler, the cooling circuit of the motor unit is also connected to the third port of the four-way valve, the fourth port of the four-way valve is also connected to the coolant inlet of the radiator, and the coolant outlet of the radiator is connected to the second water source heat pump through the third shut-off valve. The coolant outlet of the cooler is connected to the first port of the three-way valve, and the second and third ports of the three-way valve are respectively connected to the cooling circuits of the second water source heat pump and the battery pack. The water tank is also connected to the first port and the fourth port of the four-way valve.

[0010] Secondly, another embodiment of this application provides a new energy heavy-duty truck, the new energy heavy-duty truck including: the thermal management system of the new energy heavy-duty truck described in the first aspect above, and a vehicle controller, wherein the thermal management system of the new energy heavy-duty truck is connected to the vehicle controller.

[0011] Thirdly, another embodiment of this application provides a thermal management control method for new energy heavy-duty trucks, applied to the thermal management system connected to vehicle control equipment described in the second aspect above, the method comprising: Obtain the current thermal management mode; If the thermal management mode is the first cockpit heating mode, then the second electromagnetic shut-off valve, the first shut-off valve, and the second electronic expansion valve are controlled to be in the conducting state, so that the compressor, the second electromagnetic shut-off valve, the second condenser, the second electronic expansion valve, the first shut-off valve, and the gas-liquid separator form a first refrigerant circuit; the first end and the third port of the three-way valve are controlled to be in the conducting state, so that the first water source heat pump, the cooling circuit of the battery pack, the water tank, and the three-way valve form a first coolant circuit, and the first refrigerant circuit and the first coolant circuit exchange heat through the cooler, so that the battery pack heats the cockpit; If the thermal management mode is the second cockpit heating mode, the second electromagnetic shut-off valve, the first shut-off valve, and the second electronic expansion valve are controlled to be in the conducting state. The compressor, the second electromagnetic shut-off valve, the second condenser, the second electronic expansion valve, the first shut-off valve, and the gas-liquid separator form the first refrigerant circuit. The first and second interfaces of the three-way valve are controlled to be conducting, the third shut-off valve is conducting, and the second and third interfaces of the four-way valve are conducting, so that the second water source heat pump, the cooling circuit of the motor unit, the water tank, the three-way valve, the four-way valve, the third shut-off valve, the radiator, and the third shut-off valve form the second coolant circuit. The first refrigerant circuit and the second coolant circuit exchange heat through the cooler, so that the motor unit heats the cockpit. If the thermal management mode is the third cockpit heating mode, then the first electromagnetic shut-off valve, the second electromagnetic shut-off valve, the first electronic expansion valve, the second electronic expansion valve, and the first shut-off valve are controlled to be open, so that the compressor, the evaporator, the gas-liquid separator, the first condenser, the second condenser, the first electromagnetic shut-off valve, the second electromagnetic shut-off valve, the first electronic expansion valve, the second electronic expansion valve, and the first shut-off valve are open, forming a second refrigerant circuit; the first, second, and third interfaces of the three-way valve, the third shut-off valve, the second and third interfaces of the four-way valve, and the first and fourth interfaces are open, so that the cooling circuit of the battery pack, the cooling circuit of the motor unit, the three-way valve, the four-way valve, the water tank, the radiator, the third shut-off valve, the first water source heat pump, and the second water source heat pump form a third coolant circuit; the second refrigerant circuit and the third coolant circuit exchange heat through the cooler, so that the battery pack and the motor unit heat the cockpit; If the thermal management mode is the battery heating mode, the second and third ports of the three-way valve are opened, and the first and third ports of the four-way valve are opened, so that the cooling circuit of the battery pack, the cooling circuit of the motor unit, the first water source heat pump, the second water source heat pump, the water tank, the three-way valve and the four-way valve form a fourth coolant circuit, so that the motor unit acts as a direct heat pump for the battery pack to heat the battery pack.

[0012] Optionally, the method further includes: If the thermal management mode is the cockpit cooling mode, the first electromagnetic shut-off valve and the second electronic expansion valve are controlled to be in the conducting state, so that the compressor, the first electromagnetic shut-off valve, the first condenser, the second electronic expansion valve, the evaporator and the gas-liquid separator form a third refrigerant circuit to cool the cockpit through the first condenser.

[0013] Optionally, the method further includes: If the thermal management mode is the battery pack cooling mode, then the first electromagnetic shut-off valve, the first shut-off valve, the second shut-off valve, and the second electronic expansion valve are controlled to be open, so that the gas-liquid separator, the compressor, the first condenser, the first electromagnetic shut-off valve, the first shut-off valve, the second shut-off valve, and the second electronic expansion valve form a fourth refrigerant circuit; the first end and the third port of the three-way valve are controlled to be open, so that the first water source heat pump, the cooling circuit of the battery pack, the water tank, and the three-way valve form a first coolant circuit; the fourth refrigerant circuit and the first coolant circuit exchange heat through the battery cooler, and the battery pack is cooled by the first condenser.

[0014] Optionally, the method further includes: If the thermal management mode is the motor unit heat dissipation mode, then the third shut-off valve is turned on, and the third and fourth ports of the four-way valve are turned on, so that the cooling circuit of the motor unit, the water tank, the radiator, the second water source heat pump, the third shut-off valve and the four-way valve form a fifth coolant circuit, so as to dissipate heat for the motor unit through the radiator; If the thermal management mode is the battery pack heat dissipation mode, then the third shut-off valve is turned on, the second and third ports of the three-way valve are turned on, and the first and fourth ports of the four-way valve are turned on, so that the cooling circuit of the battery pack, the water tank, the radiator, the first water source heat pump, the third shut-off valve, the three-way valve and the four-way valve form a sixth coolant circuit to dissipate heat from the battery pack through the radiator.

[0015] Optionally, the method further includes: If the thermal management mode is the battery pack and motor unit heat dissipation mode, then the third shut-off valve is turned on, the second and third ports of the three-way valve are turned on, and the first, third, and fourth ports of the four-way valve are turned on, so that the cooling circuit of the motor unit, the second water source heat pump, the water tank, the radiator, the cooling circuit of the battery pack, the third shut-off valve, and the four-way valve form a seventh coolant circuit, so as to dissipate heat for the motor unit and the battery pack through the radiator.

[0016] The beneficial effects of this application are: This application provides a thermal management system, a vehicle, and a method. The thermal management system includes: a refrigerant circuit and a coolant circuit; the coolant circuit is equipped with a first water source heat pump connected to the cooling circuit of a battery pack, and a second water source heat pump connected to the cooling circuit of a motor unit; the coolant circuit is connected to the refrigerant circuit via a cooler; the refrigerant circuit is connected to an air conditioning unit installed in the driver's cabin to heat the driver's cabin through the battery pack and / or the motor unit; the cooling circuit of the battery pack and the cooling circuit of the motor unit enable the motor unit to act as a direct heat pump for the battery pack, heating the battery pack. This application integrates the refrigerant circuit and the coolant circuit, and uses a cooler to achieve energy coupling. This allows the first and second water source heat pumps to extract heat from the waste heat of the battery pack and the motor unit, respectively. The heat is then efficiently pumped to the high-temperature side through heat pump circulation to provide heating for the cabin, significantly improving heating efficiency. This avoids the high energy consumption problem of traditional PTC heating and effectively overcomes the performance degradation caused by frost formation in air source heat pumps at low temperatures. At the same time, by connecting the cooling circuits of the battery pack and the motor unit, waste heat generated by the motor stall or high load can be directly transferred to the battery pack via coolant when the vehicle is stationary or running. This achieves direct heat pump heating without additional power consumption, greatly reducing the power consumption for battery preheating in winter, simplifying the system structure, reducing the use of high-failure-rate components such as PTC, and improving the energy efficiency, reliability, and environmental adaptability of the vehicle's thermal management system. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the structure of a thermal management system provided in an embodiment of this application; Figure 2 This is a schematic diagram of the refrigerant circuit in the first thermal management system provided in this application embodiment; Figure 3 This is a schematic diagram of the refrigerant circuit in the second thermal management system provided in this application embodiment; Figure 4 This application provides a schematic diagram of the structure of a coolant circuit in a thermal management system. Figure 5 This is a structural schematic diagram of a new energy heavy truck provided in an embodiment of this application; Figure 6 This is a schematic diagram of another thermal management system provided in an embodiment of this application; Figure 7 A schematic diagram of the thermal management system structure for the first cockpit heating mode provided in this application embodiment; Figure 8 A schematic diagram of the thermal management system structure for the second cockpit heating mode provided in this application embodiment; Figure 9 A schematic diagram of the thermal management system structure for the third cockpit heating mode provided in this application embodiment; Figure 10 This is a schematic diagram of a thermal management system structure for a battery heating mode provided in an embodiment of this application; Figure 11 A schematic diagram of a thermal management system for a cockpit cooling mode provided in an embodiment of this application; Figure 12 A schematic diagram of the thermal management system structure for the first battery pack cooling mode provided in this application embodiment; Figure 13 A schematic diagram of the thermal management system structure for the second type of motor unit heat dissipation mode provided in this application embodiment; Figure 14 A schematic diagram of the thermal management system structure for the third battery pack heat dissipation mode provided in this application embodiment; Figure 15 A schematic diagram of the thermal management system structure for the fourth battery pack heat dissipation mode provided in this application embodiment. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the accompanying drawings in this application are for illustrative and descriptive purposes only and are not intended to limit the scope of protection of this application. Furthermore, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of this application. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or implemented simultaneously. In addition, those skilled in the art, guided by the content of this application, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0020] Furthermore, the described embodiments are merely some, not all, of the embodiments of this application. The components of the embodiments of this application described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0021] It should be noted that the term "comprising" will be used in the embodiments of this application to indicate the presence of the features declared thereafter, but does not exclude the addition of other features.

[0022] To clearly describe the thermal management system for new energy heavy-duty trucks provided in the embodiments of this application, the system will be described below in conjunction with various accompanying drawings. Figure 1 This is a schematic diagram of the structure of a thermal management system provided in an embodiment of this application, as shown below. Figure 1 As shown, the thermal management system includes: a refrigerant circuit 100 and a coolant circuit 200; The coolant circuit 200 is equipped with a first water source heat pump 202 connected to the cooling circuit 201 of the battery pack, and a second water source heat pump 204 connected to the cooling circuit 203 of the motor unit. The coolant circuit 200 is connected to the refrigerant circuit 100 through the cooler 300. The refrigerant circuit 100 is connected to the air conditioning unit 101 installed in the cockpit to heat the cockpit through the battery pack and / or the motor unit. The battery pack cooling circuit 201 and the motor unit cooling circuit 203 are configured such that the motor unit acts as a direct heat pump for the battery pack, heating the battery pack.

[0023] The refrigerant circuit 100 is a circulating circuit using refrigerant as the heat transfer medium. The coolant circuit 200 is a liquid circulation system using coolant as the medium, used to collect or dissipate heat from components such as the battery and motor. The coolant can be an aqueous solution of ethylene glycol. The first water source heat pump 202 controls the flow rate of coolant to the cooling circuit 201 leading to the battery pack, and the second water source heat pump 204 controls the flow rate of coolant to the cooling circuit 203 leading to the motor unit. The battery pack is the energy storage unit of the new energy heavy-duty truck and consists of a large number of batteries. The motor unit includes a drive motor and a motor controller, used to convert the electrical energy in the battery pack into the kinetic energy of the new energy heavy-duty truck. The cooler 300 is a heat exchanger used to transfer heat from the coolant circuit 200 to the refrigerant circuit 100, or to absorb heat from the refrigerant circuit 100 to the coolant circuit 200, and is installed in the front compartment of the new energy heavy-duty truck. The air conditioning unit 101 is used to heat or cool the driver's cabin and is installed in the driver's cabin of the new energy heavy-duty truck.

[0024] Optionally, the coolant circuit 200 is equipped with a first water source heat pump 202 connected to the cooling circuit 201 of the battery pack, and a second water source heat pump 204 connected to the cooling circuit 203 of the motor unit. The coolant circuit 200 is connected to the refrigerant circuit 100 through the cooler 300. The refrigerant circuit 100 is connected to the air conditioning unit 101 installed in the cockpit, so that the heat released by the battery pack and / or the motor unit during operation is transferred to the cooling circuit 201 of the battery pack and the cooling circuit 203 of the motor unit. The heat is then transferred to the refrigerant circuit 100 through the cooler 300, thereby raising the temperature of the cockpit through the air conditioning unit 101.

[0025] Optionally, the cooling circuit 201 of the battery pack and the cooling circuit 203 of the motor unit are connected so that the motor unit transfers the heat generated during operation to the cooling circuit 203 of the motor unit. The flow of coolant in the cooling circuit 201 of the battery pack and the cooling circuit 203 of the motor unit transfers heat to the cooling circuit 201 of the battery pack, thereby heating the battery pack.

[0026] This application provides a thermal management system including: a refrigerant circuit and a coolant circuit; the coolant circuit is equipped with a first water source heat pump connected to the cooling circuit of the battery pack, and a second water source heat pump connected to the cooling circuit of the motor unit; the coolant circuit is connected to the refrigerant circuit through a cooler; the refrigerant circuit is connected to an air conditioning unit installed in the cockpit to heat the cockpit through the battery pack and / or the motor unit; the cooling circuit of the battery pack and the cooling circuit of the motor unit enable the motor unit to act as a direct heat pump for the battery pack, heating the battery pack. This application integrates the refrigerant circuit and the coolant circuit, and uses a cooler to achieve energy coupling. This allows the first and second water source heat pumps to extract heat from the waste heat of the battery pack and the motor unit, respectively. The heat is then efficiently pumped to the high-temperature side through heat pump circulation to provide heating for the cabin, significantly improving heating efficiency. This avoids the high energy consumption problem of traditional PTC heating and effectively overcomes the performance degradation caused by frost formation in air source heat pumps at low temperatures. At the same time, by connecting the cooling circuits of the battery pack and the motor unit, waste heat generated by the motor stall or high load can be directly transferred to the battery pack via coolant when the vehicle is stationary or running. This achieves direct heat pump heating without additional power consumption, greatly reducing the power consumption for battery preheating in winter, simplifying the system structure, reducing the use of high-failure-rate components such as PTC, and improving the energy efficiency, reliability, and environmental adaptability of the vehicle's thermal management system.

[0027] Based on the above embodiments, this application also provides a first type of refrigerant circuit in a thermal management system, such as... Figure 2As shown, the refrigerant circuit 100 is equipped with: a first condenser 102, a compressor 103, and a gas-liquid separator 104. The refrigerant outlet of the cooler 300 is connected to the refrigerant inlet of the compressor 103 through the gas-liquid separator 104. The refrigerant outlet of the compressor 103 is connected to the refrigerant inlet of the first condenser 102. The refrigerant outlet of the first condenser 102 is connected to the refrigerant inlet of the evaporator 105 of the air conditioning unit 101. The refrigerant outlet of the evaporator 105 is also connected to the gas-liquid separator 104 to cool the cockpit. The refrigerant outlet of the first condenser 102 is also connected to the refrigerant inlet of the cooler 300, and the refrigerant outlet of the second condenser 106 in the air conditioning unit 101 is also connected to the refrigerant inlet of the cooler 300. The refrigerant inlet of the second condenser 106 is connected to the refrigerant outlet of the compressor 103.

[0028] The system comprises the following components: a first condenser 102, located in the front compartment of the new energy heavy-duty truck, functions as a condenser in the cab cooling mode. High-temperature, high-pressure gaseous refrigerant, discharged from the compressor 103, enters this heat exchanger, releasing heat to the outside air and liquefying. The compressor 103, also located in the front compartment, compresses the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gas. A gas-liquid separator 104, located in the front compartment and installed at the gas inlet of the compressor 103, separates incompletely evaporated liquid refrigerant from the gaseous refrigerant. An evaporator 105, located in the cab of the new energy heavy-duty truck, evaporates the low-temperature, low-pressure liquid refrigerant during cab cooling or dehumidification, absorbing heat and moisture from the cabin air. A second condenser 106, also located in the cab of the new energy heavy-duty truck, functions as a condenser in the cab cooling mode. High-temperature, high-pressure gaseous refrigerant, discharged from the compressor 103, enters this heat exchanger, releasing heat to the outside air and liquefying.

[0029] Optionally, when cooling the cockpit, the refrigerant is compressed by the compressor 103 to obtain a high-temperature, high-pressure gaseous refrigerant. The high-temperature, high-pressure gaseous refrigerant is then passed through the first condenser 102 to release heat to the outside air and liquefy. The low-temperature, low-pressure liquid refrigerant evaporates in the evaporator 105, absorbing heat and moisture from the air inside the vehicle. The incompletely evaporated liquid refrigerant is separated from the gaseous refrigerant by the gas-liquid separator 104, and the gaseous refrigerant is returned to the compressor 103.

[0030] In this embodiment, the refrigerant circuit uses a multi-branch design to connect the first condenser, the second condenser, and the cooler in parallel, enabling free switching between multiple modes such as cooling, heating, and waste heat recovery. It can efficiently dissipate heat using an external heat exchanger, provide direct heating through the condenser in the cockpit, and recover waste heat from the battery or motor using the cooler, significantly improving system energy efficiency and thermal management flexibility.

[0031] Based on the above embodiments, this application also provides a second refrigerant circuit in a thermal management system. Figure 3 This is a schematic diagram of the refrigerant circuit in the second thermal management system provided in this application embodiment, as shown below. Figure 3 As shown, the refrigerant circuit is also equipped with: a first electromagnetic shut-off valve 107, a second electromagnetic shut-off valve 108, a first shut-off valve 109, a second shut-off valve 110, a first electronic expansion valve 111, and a second electronic expansion valve 112. The refrigerant outlet of the cooler 300 is connected to the gas-liquid separator 104 through the first shut-off valve 109. The refrigerant outlet of the compressor 103 is connected to the refrigerant inlet of the first condenser 102 through the first electromagnetic shut-off valve 107. The condensate outlet of the first condenser 102 is connected to the refrigerant inlet of the evaporator 105 through the first electronic expansion valve 107. The refrigerant outlet of the first condenser 102 is connected to the cooling inlet of the cooler 300 in sequence through the second shut-off valve 110 and the second electronic expansion valve 112. The refrigerant outlet of the second condenser 106 is connected between the second shut-off valve 110 and the second electronic expansion valve 112. The refrigerant inlet of the second condenser 106 is connected to the refrigerant outlet of the compressor 103 via the second solenoid shut-off valve 107.

[0032] The first electromagnetic shut-off valve 107 is an on / off type valve driven by an electronic control signal, used to open or close a certain refrigerant branch. The second electromagnetic shut-off valve 108 is an on / off type valve driven by an electronic control signal, used to open or close a certain refrigerant branch. The first shut-off valve 109 is a normally closed or adjustable valve used to isolate a certain section of the refrigerant branch. The second shut-off valve 110 is a normally closed or adjustable valve used to isolate a certain section of the refrigerant branch. The first electronic expansion valve 111 is a pressure drop device used to precisely regulate the refrigerant flow, achieving throttling expansion and changing the high-pressure liquid refrigerant into a low-pressure two-phase flow. The second electronic expansion valve 112 is a pressure drop device used to precisely regulate the refrigerant flow, achieving throttling expansion and changing the high-pressure liquid refrigerant into a low-pressure two-phase flow.

[0033] Optionally, the refrigerant outlet of the cooler 300 is connected to the gas-liquid separator 104 via a first shut-off valve 109, thereby controlling the on / off state of the circuit from the cooler 300 to the gas-liquid separator 104; the refrigerant outlet of the compressor 103 is connected to the refrigerant inlet of the first condenser 102 via a first solenoid shut-off valve 107, thereby controlling the on / off state of the circuit between the compressor 103 and the first condenser 102; the condensate outlet of the first condenser 102 is connected to the refrigerant inlet of the evaporator 105 via a first electronic expansion valve 107, and the on / off state of the circuit between the first condenser 102 and the evaporator 105, as well as the specific flow rate, are controlled by the first electronic expansion valve 107. The refrigerant outlet of the first condenser 102 is connected to the cooling inlet of the cooler 300 via the second shut-off valve 110 and the second electronic expansion valve 112. The second shut-off valve 110 and the second electronic expansion valve 112 control the opening and closing of the circuit between the first condenser 102 and the cooler 300. The refrigerant outlet of the second condenser 106 is connected between the second shut-off valve 110 and the second electronic expansion valve 112. The refrigerant inlet of the second condenser 106 is connected to the refrigerant outlet of the compressor 103 via the second electromagnetic shut-off valve 107. The second electronic expansion valve 112 controls the opening and closing of the circuit between the second condenser 106 and the cooler 300.

[0034] In this embodiment, by setting up dual electromagnetic shut-off valves, dual electronic expansion valves, and multi-stage shut-off valves, precise switching and independent control of multiple modes such as cooling, heating, and waste heat recovery are achieved. The first electromagnetic shut-off valve and the first electronic expansion valve work together to control the cooling path of the passenger cabin. The second electromagnetic shut-off valve, combined with the second electronic expansion valve, realizes the heating function of the cockpit and the water source heat pump function. As a junction node, the second shut-off valve allows the condensate from the first condenser and the second condenser to be supplied to the cooler together, which not only ensures the interlocking isolation between each branch, but also supports the flexible allocation of heat, significantly improving the system's energy efficiency, control accuracy, and operational reliability.

[0035] Based on the above embodiments, this application also provides a coolant circuit in a thermal management system. Figure 4 This application provides a schematic diagram of the structure of a coolant circuit in a thermal management system, as shown in the embodiment. Figure 4 As shown, the coolant circuit 200 is also equipped with: a four-way valve 205, a water tank 206, a three-way valve 207, a third shut-off valve 208, and a radiator 209. The first water source heat pump 202 is connected to the first port 205-1 of the four-way valve 205. The second port 205-2 of the four-way valve 205 is connected to the coolant inlet of the cooler 300. The cooling circuit 203 of the motor unit is also connected to the third port 205-3 of the four-way valve 205. The fourth port 205-4 of the four-way valve 205 is also connected to the coolant inlet of the radiator 209. The coolant outlet of the radiator 209 is connected to the second water source heat pump 204 through the third shut-off valve 208. The coolant outlet of the cooler 300 is connected to the first port 207-a of the three-way valve 207, and the second port 207-b and the third port 207-c of the three-way valve 207 are respectively connected to the cooling circuit 203 of the second water source heat pump 204 and the battery pack. Water tank 206 is also connected to the first port 205-1 and the fourth port 205-4 of four-way valve 205.

[0036] The four-way valve 205 is used to change the internal channel connection, thereby switching the flow path of the coolant. The water tank 206 is used to store coolant. The three-way valve 207 is used to control the connection mode of the three ports, thereby distributing the coolant flowing out of the cooler 300. The third shut-off valve 208 is used to control the on / off connection between the radiator 209 and the second water source heat pump 204.

[0037] Optionally, the first water source heat pump 202 starts and delivers coolant to the first port 205-1 of the four-way valve 205. The water tank 206 replenishes coolant to the first port 205-1 of the four-way valve 205. If the cooling circuit 203 of the motor unit needs cooling, the first port 205-1 of the four-way valve 205 is connected to the first water source heat pump 202 and the first port 205-2 is connected to the cooler 300. At the same time, the cooling circuit 203 of the motor unit is connected to the third port 205-3 of the four-way valve 205, forming a cooling circuit of the first water source heat pump 202, the cooler 300, and the motor unit's cooling circuit 203.

[0038] This application utilizes a four-way valve to flexibly switch cooling paths, and combines the primary water source heat pump with the cooler to work together, enabling efficient and stable supply of coolant to the motor unit's cooling circuit. This ensures effective heat dissipation while achieving rational energy utilization. The water tank is replenished with coolant as needed, ensuring the continuity and reliability of system operation and improving the overall adaptability and safety of the cooling system.

[0039] Based on the above embodiments, this application also provides a new energy heavy truck. Figure 5 This is a structural schematic diagram of a new energy heavy-duty truck provided in an embodiment of this application, as shown below. Figure 5 As shown, the new energy heavy truck includes: the aforementioned thermal management system 1000 and the vehicle controller 2000, with the thermal management system 1000 connected to the vehicle controller 2000.

[0040] Optionally, Figure 6 A schematic diagram of another thermal management system provided in this application embodiment is shown below. Figure 6As shown, the thermal management system includes a refrigerant circuit and a coolant circuit. The refrigerant circuit 100 is equipped with: a first condenser 102, a compressor 103, a gas-liquid separator 104, a first solenoid shut-off valve 107, a second solenoid shut-off valve 108, a first shut-off valve 109, a second shut-off valve 110, a first electronic expansion valve 111, and a second electronic expansion valve 112. The coolant circuit is equipped with a battery pack cooling circuit 201, a first water source heat pump 202, a motor unit cooling circuit 203, a second water source heat pump 204, a four-way valve 205, a water tank 206, a three-way valve 207, a third shut-off valve 208, and a radiator 209.

[0041] The new energy heavy-duty truck of this application achieves multi-functional coordinated control of cooling, heating and waste heat recovery by integrating refrigerant circuit and coolant circuit, thereby improving energy utilization efficiency. The refrigerant circuit adopts a combination of dual electronic expansion valves, multiple solenoid valves and shut-off valves, which supports switching between multiple operating modes and has good control flexibility and system stability. The coolant circuit integrates battery pack, motor unit and dual water source heat pump, and realizes intelligent allocation of cooling path through four-way valve and three-way valve, which effectively reduces the energy consumption of the whole vehicle and improves the overall integration level and environmental adaptability of the thermal management system.

[0042] Based on the above embodiments, this application also provides a thermal management control method for new energy heavy-duty trucks, applied to vehicle control equipment connected to the thermal management system in new energy heavy-duty trucks, the method comprising: Get the current thermal management mode.

[0043] The thermal management mode can be the thermal management mode selected by the passenger or driver in the cab, or it can be the thermal management mode determined by the vehicle control equipment connected to the thermal management system in the new energy heavy truck based on the current parameters of the new energy heavy truck. This application embodiment does not limit this.

[0044] If the thermal management mode is the first cockpit heating mode, then the second electromagnetic shut-off valve, the first shut-off valve, and the second electronic expansion valve are controlled to be in the conducting state, so that the compressor, the second electromagnetic shut-off valve, the second condenser, the second electronic expansion valve, the first shut-off valve, and the gas-liquid separator form the first refrigerant circuit; the first end and the third port of the three-way valve are controlled to be in the conducting state, so that the first water source heat pump, the battery pack cooling circuit, the water tank, and the three-way valve form the first coolant circuit. The first refrigerant circuit and the first coolant circuit exchange heat through the cooler, so that the battery pack heats the cockpit.

[0045] Figure 7 A schematic diagram of the thermal management system structure for the first cockpit heating mode provided in this application embodiment is shown below. Figure 7As shown, the second electromagnetic shut-off valve 108, the first shut-off valve 109, and the second electronic expansion valve 112 are in the conducting state, so that the compressor 103, the second electromagnetic shut-off valve 108, the second condenser 106, the second electronic expansion valve 112, the first shut-off valve 109, and the gas-liquid separator 104 form the first refrigerant circuit; the first end 207-a and the third port 207-c of the three-way valve 207 are connected, so that the first water source heat pump 202, the battery pack cooling circuit 201, the water tank 206, and the three-way valve 207 form the first coolant circuit. The first refrigerant circuit and the first coolant circuit exchange heat through the cooler, so that the battery pack heats the cockpit.

[0046] Optionally, in the first refrigerant circuit, compressor 103 starts, compressing the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gaseous refrigerant to provide power for heat transfer. The high-temperature, high-pressure refrigerant flows through the activated second electromagnetic shut-off valve 108 and enters the second condenser 106. In the second condenser 106, the refrigerant releases heat to heat the cockpit and condenses into a medium-temperature, high-pressure liquid refrigerant. The liquid refrigerant is throttled and depressurized through the activated second electronic expansion valve 112, becoming a low-temperature, low-pressure gas-liquid mixture. The low-temperature, low-pressure refrigerant flows through the first shut-off valve 109 into the gas-liquid separator 104, where the liquid refrigerant is separated, and the gaseous refrigerant returns to compressor 103, completing the refrigerant circuit closed loop. In the first coolant circuit, the first water source heat pump 202 starts, driving the coolant to circulate in the circuit. The coolant flows through the battery pack's cooling circuit 201. In the battery pack's cooling circuit 201, the coolant absorbs the waste heat generated during battery operation, increasing its own temperature. The high-temperature coolant carrying residual heat flows through the water tank 206, which replenishes the coolant and stabilizes the circuit pressure to prevent flow fluctuations. The high-temperature coolant flows in through the third port 207-c of the three-way valve 207 and enters the cooler 300 through the first port 207-a. After releasing the absorbed residual heat from the battery in the cooler, the coolant 300 cools down and returns to the first water source heat pump 202, completing the coolant circuit closed loop.

[0047] This application utilizes a compressor and a second condenser in the refrigerant circuit to provide heat to the cabin, while precisely controlling the refrigerant state through an electronic expansion valve to ensure stable system operation. In the coolant circuit, a first water source heat pump drives coolant circulation, actively recovering the waste heat generated by the battery pack operation, and releasing and utilizing the heat through a cooler, which not only improves energy utilization efficiency but also avoids heat energy waste.

[0048] If the thermal management mode is the second cockpit heating mode, the second electromagnetic shut-off valve, the first shut-off valve, and the second electronic expansion valve are controlled to be in the conducting state. The compressor, the second electromagnetic shut-off valve, the second condenser, the second electronic expansion valve, the first shut-off valve, and the gas-liquid separator form the first refrigerant circuit. The first and second interfaces of the three-way valve are controlled to be conducting, and the third shut-off valve is conducted, so that the second water source heat pump, the battery unit cooling circuit, the water tank, the three-way valve, and the third shut-off valve form the second coolant circuit. The first refrigerant circuit and the second coolant circuit exchange heat through the cooler, so that the motor unit heats the cockpit.

[0049] Figure 8 A schematic diagram of the thermal management system structure for the second cockpit heating mode provided in this application embodiment is shown below. Figure 8 As shown, the second electromagnetic shut-off valve 108, the first shut-off valve 109, and the second electronic expansion valve 112 are in the conducting state, so that the compressor 103, the second electromagnetic shut-off valve 108, the second condenser 106, the second electronic expansion valve 112, the first shut-off valve 109, and the gas-liquid separator 104 form the first refrigerant circuit; the first port 207-a and the second port 207-b of the three-way valve 207 are conducting, the third shut-off valve 208 is conducting, and the second port 205-2 and the third port 205-3 of the four-way valve 205 are conducting, so that the second water source heat pump 204, the cooling circuit 203 of the motor unit, the water tank 206, the three-way valve 207, the third shut-off valve 208, the radiator 209, and the four-way valve 205 form the second coolant circuit. The first refrigerant circuit and the second coolant circuit exchange heat through the cooler, so that the motor unit heats the cockpit.

[0050] Optionally, in the first refrigerant circuit, compressor 103 starts, compressing the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gaseous refrigerant to provide power for heat transfer. The high-temperature, high-pressure refrigerant flows through the activated second electromagnetic shut-off valve 108 and enters the second condenser 106. In the second condenser 106, the refrigerant releases heat to heat the cockpit and condenses into a medium-temperature, high-pressure liquid refrigerant. The liquid refrigerant is throttled and depressurized through the activated second electronic expansion valve 112, becoming a low-temperature, low-pressure gas-liquid mixture. The low-temperature, low-pressure refrigerant flows through the first shut-off valve 109 into the gas-liquid separator 104, where the liquid refrigerant is separated, and the gaseous refrigerant returns to compressor 103, completing the refrigerant circuit closed loop. In the second coolant circuit, the second water source heat pump 204 starts, driving the coolant to circulate in the circuit. The coolant first flows through the motor unit's cooling circuit 203. In the cooling circuit 203, the coolant absorbs the waste heat generated by the motor unit's operation, increasing its own temperature and achieving waste heat recovery. High-temperature coolant carrying residual heat flows through water tank 206, which replenishes coolant and stabilizes the circuit pressure, preventing flow and pressure fluctuations from affecting circulation. The high-temperature coolant flows in through the second port 207-b of the three-way valve 207, then enters the cooler through the first port 207-a, where it releases residual heat and cools down. The cooled coolant then flows in through the second port 205-2 of the four-way valve 205, and returns to the second water source heat pump 204 through the third port 205-3, completing the coolant circuit loop. When the ambient temperature is greater than -5 degrees Celsius, the second port 205-2 and the fourth port 205-4 are open, allowing the coolant to pass through radiator 209. Radiator 209 absorbs heat from the air, raising the coolant temperature and thus heating the cockpit.

[0051] This application utilizes a refrigerant circuit to drive a high-temperature, high-pressure refrigerant in a compressor, releasing heat in a second condenser to directly heat the cockpit. Simultaneously, a second coolant circuit, driven by a second water-source heat pump, circulates the coolant, absorbing waste heat generated by the generator unit and releasing some of it through the cooler, thus improving energy efficiency. This reduces additional energy consumption and enhances the heating capacity of the heat pump system.

[0052] If the thermal management mode is the third cockpit heating mode, then the first electromagnetic shut-off valve, the second electromagnetic shut-off valve, the first electronic expansion valve, the second electronic expansion valve, and the first shut-off valve are controlled to be open, so that the compressor, evaporator, gas-liquid separator, first condenser, second condenser, the first electromagnetic shut-off valve, the second electromagnetic shut-off valve, the first electronic expansion valve, the second electronic expansion valve, and the first shut-off valve are open, forming the second refrigerant circuit; the first, second, and third ports of the three-way valve are controlled to be open, the third shut-off valve is open, the second and third ports of the four-way valve are open, and the first and fourth ports are open, so that the cooling circuit of the battery pack, the cooling circuit of the motor unit, the three-way valve, the four-way valve, the water tank, the radiator, the third shut-off valve, the first water source heat pump, and the second water source heat pump form the third coolant circuit; the second refrigerant circuit and the third coolant circuit exchange heat through the cooler, so that the battery pack and the motor unit heat the cockpit.

[0053] Figure 9 A schematic diagram of the thermal management system structure for the third cockpit heating mode provided in this application embodiment is shown below. Figure 9 As shown, the first electromagnetic shut-off valve 107, the second electromagnetic shut-off valve 108, the first electronic expansion valve 111, the second electronic expansion valve 112, and the first shut-off valve 109 are connected, causing the compressor 103, evaporator 105, gas-liquid separator 104, first condenser 102, second condenser 106, first electromagnetic shut-off valve 107, second electromagnetic shut-off valve 108, first electronic expansion valve 111, second electronic expansion valve 112, and first shut-off valve 109 to be connected, forming a second refrigerant circuit; the first port 207-a, the second port 207-b, and the third port 207- of the three-way valve 207 are connected. The third shut-off valve 208, the second port 205-2 and the third port 205-3 of the four-way valve 205, and the first port 205-1 and the fourth port 205-4 are connected, so that the cooling circuit 201 of the battery pack, the cooling circuit 203 of the motor unit, the three-way valve 207, the four-way valve 205, the water tank 203, the radiator 209, the third shut-off valve 208, the first water source heat pump 202, and the second water source heat pump 204 form the third coolant circuit; the second refrigerant circuit and the third coolant circuit exchange heat through the cooler, so that the battery pack and the motor unit heat the cockpit.

[0054] Optionally, in the third refrigerant circuit, the cockpit is first dehumidified. Compressor 103 compresses the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure gaseous refrigerant, which enters the first condenser 102 through the first electromagnetic shut-off valve 172, releasing heat to the cockpit and condensing itself into a medium-temperature, high-pressure liquid refrigerant. The liquid refrigerant is throttled and depressurized by the first electronic expansion valve 111, becoming a low-temperature, low-pressure gas-liquid mixture, and enters the evaporator 105. In the evaporator 105, the refrigerant absorbs heat from the cockpit, becoming a low-temperature, low-pressure gaseous refrigerant, which is then separated by the gas-liquid separator 104 and returned to the compressor 103. Next, the cockpit is heated. The high-temperature, high-pressure gaseous refrigerant output from compressor 103 enters the second condenser 106 through the second electromagnetic shut-off valve 108, releasing heat to the cockpit and condensing itself into a medium-temperature, high-pressure liquid refrigerant. The liquid refrigerant is throttled and depressurized by the second electronic expansion valve 112, becoming a low-temperature, low-pressure gas-liquid mixture, and enters the cooler 300. The refrigerant absorbs the waste heat from the battery / motor in the cooler 300, and becomes a low-temperature, low-pressure gaseous refrigerant. After being separated by the first shut-off valve 109 and the gas-liquid separator 104, it flows back to the compressor 103.

[0055] This application achieves the combined functions of dehumidification and heating in the cockpit through a third refrigerant circuit. By coordinating multiple condensers, precisely controlling dual electronic expansion valves, and dynamically switching solenoid valves, functional integration is achieved, which not only improves driving comfort but also significantly improves the overall vehicle thermal efficiency and reduces energy consumption.

[0056] If the thermal management mode is the battery heating mode, the second and third ports of the three-way valve are connected, and the first and third ports of the four-way valve are connected, so that the cooling circuit of the battery pack, the cooling circuit of the motor unit, the first water source heat pump, the second water source heat pump, the water tank, the three-way valve and the four-way valve form a fourth coolant circuit, so that the motor unit acts as a direct heat pump for the battery pack to heat the battery pack.

[0057] Figure 10 This is a schematic diagram of a thermal management system structure for a battery heating mode provided in an embodiment of this application, as shown below. Figure 10 As shown, the second port 207-b and the third port 207-c of the three-way valve 207 are open, and the first port 205-1 and the third port 205-3 of the four-way valve 205 are open, so that the cooling circuit 201 of the battery pack, the cooling circuit 203 of the motor unit, the first water source heat pump 202, the second water source heat pump 204, the water tank 206, the three-way valve 207 and the four-way valve 205 form a fourth coolant circuit, so that the motor unit acts as a direct heat pump for the battery pack to heat the battery pack.

[0058] Optionally, in the fourth coolant circuit, the coolant first flows through the motor unit cooling circuit 203, absorbing the waste heat generated by the motor operation, and its own temperature rises. The high-temperature coolant, carrying the waste heat from the motor, flows into the first water source heat pump 202 through the first port 205-1 and the third port 205-3 of the four-way valve 205. The high-temperature coolant then directly enters the battery pack cooling circuit 201 through the second port 207-b and the third port 207-c of the three-way valve 207.

[0059] In this embodiment, the coordinated control of a four-way valve and a three-way valve enables the active and efficient recovery and utilization of waste heat from the motor to the battery pack, improving energy utilization efficiency. This is particularly effective in improving the battery's low-temperature performance and charging efficiency in low-temperature environments. It also enhances system integration and energy efficiency, while precise valve control of flow direction ensures flexibility and reliability in thermal management under different operating conditions.

[0060] If the thermal management mode is the cockpit cooling mode, the first electromagnetic shut-off valve and the first electronic expansion valve are controlled to be in the conducting state, so that the compressor, the first electromagnetic shut-off valve, the first condenser, the first electronic expansion valve, the evaporator and the gas-liquid separator form a third refrigerant circuit to cool the cockpit through the first condenser.

[0061] Figure 11 A schematic diagram of a thermal management system for a cockpit cooling mode provided in this application embodiment is shown below. Figure 11 As shown, the first electromagnetic shut-off valve 107 and the second electronic expansion valve 112 are in the conducting state, so that the compressor 103, the first electromagnetic shut-off valve 107, the first condenser 102, the second electronic expansion valve 112, the evaporator 105 and the gas-liquid separator 104 form a third refrigerant circuit to cool the cockpit through the first condenser.

[0062] Optionally, compressor 103 in the third refrigerant circuit starts, compressing the low-temperature, low-pressure gaseous refrigerant from gas-liquid separator 104 into high-temperature, high-pressure gaseous refrigerant. The high-temperature, high-pressure gaseous refrigerant enters the first condenser 102 via the activated first electromagnetic shut-off valve 107. In the condenser, the refrigerant releases heat to the outside and condenses into a medium-temperature, high-pressure liquid refrigerant. The medium-temperature, high-pressure liquid refrigerant flows through the second electronic expansion valve 112, where its pressure and temperature are reduced due to throttling, transforming it into a low-temperature, low-pressure gas-liquid mixture. The low-temperature, low-pressure refrigerant enters the evaporator 105, absorbing heat from the cockpit and lowering its temperature, while simultaneously evaporating into a low-temperature, low-pressure gaseous refrigerant. The evaporated gaseous refrigerant flows into gas-liquid separator 104, where any remaining liquid refrigerant is separated, and the purified gaseous refrigerant flows back to compressor 103 to continue the next cycle.

[0063] In this embodiment, the compressor, first condenser, second electronic expansion valve, and evaporator work together to achieve efficient cooling and dehumidification of the cockpit. A gas-liquid separator ensures that the refrigerant returning to the compressor is in a gaseous state, effectively preventing liquid slugging and improving system safety and stability. This enhances driving comfort under high humidity and heat conditions while providing a reliable cooling foundation for the vehicle's thermal management system.

[0064] If the thermal management mode is battery pack cooling mode, then the first solenoid shut-off valve, the first shut-off valve, the second shut-off valve, and the second electronic expansion valve are turned on, so that the gas-liquid separator, the compressor, the first condenser, the first solenoid shut-off valve, the first shut-off valve, the second shut-off valve, and the second electronic expansion valve form the fourth refrigerant circuit; the first end and the third port of the three-way valve are turned on, so that the first water source heat pump, the battery pack cooling circuit, the water tank, and the three-way valve form the first coolant circuit; the fourth refrigerant circuit and the first coolant circuit exchange heat through the battery cooler, and the first condenser cools the battery pack.

[0065] Figure 12 A schematic diagram of the thermal management system structure for the first battery pack cooling mode provided in this application embodiment is shown below. Figure 12 As shown, the first electromagnetic shut-off valve 107, the first shut-off valve 109, the second shut-off valve 110, and the second electronic expansion valve 112 are turned on, making the gas-liquid separator 104, the compressor 103, the first condenser 102, the first electromagnetic shut-off valve 107, the first shut-off valve 109, the second shut-off valve 110, and the second electronic expansion valve 112 form the fourth refrigerant circuit; the first end 207-a and the third port 207-c of the three-way valve 207 are turned on, making the first water source heat pump 202, the battery pack cooling circuit 201, the water tank 206, and the three-way valve 207 form the first coolant circuit; the fourth refrigerant circuit and the first coolant circuit exchange heat through the battery cooler, and the battery pack is cooled by the first condenser.

[0066] Optionally, the low-temperature, low-pressure gaseous refrigerant from the gas-liquid separator 104 in the fourth refrigerant circuit enters the compressor 103 and is compressed into a high-temperature, high-pressure gaseous refrigerant. The high-temperature, high-pressure refrigerant then enters the first condenser 102 via the first electromagnetic shut-off valve 107, releasing heat to the outside and condensing into a medium-temperature, high-pressure liquid refrigerant. The liquid refrigerant flows sequentially through the first shut-off valve 109 and the second shut-off valve 110, and then undergoes throttling and pressure reduction via the second electronic expansion valve 112, becoming a low-temperature, low-pressure gas-liquid mixture refrigerant. The low-temperature, low-pressure refrigerant enters the cooler 300, absorbs the battery heat carried by the coolant, evaporates into a low-temperature, low-pressure gaseous refrigerant, and then flows back to the compressor 103 via the gas-liquid separator 104, completing the refrigerant circuit closed loop. The first water source heat pump 202 in the first coolant circuit starts, driving the coolant to circulate in the circuit. The coolant flows through the cooling circuit 201 of the battery pack. In the cooling circuit 201 of the battery pack, the coolant absorbs the waste heat generated during battery operation, causing its own temperature to rise. The high-temperature coolant carrying residual heat flows through the water tank 206, which replenishes the coolant and stabilizes the circuit pressure to prevent flow fluctuations. The high-temperature coolant flows in through the third port 207-c of the three-way valve 207 and enters the cooler 300 through the first port 207-a. After releasing the absorbed residual heat from the battery in the cooler, the coolant 300 cools down and returns to the first water source heat pump 202, completing the coolant circuit closed loop.

[0067] In this embodiment, the efficient coupling of the fourth refrigerant circuit and the first coolant circuit achieves the dual functions of active heat dissipation and waste heat recovery for the battery pack. The heat generated during battery operation is carried to the cooler and released to the refrigerant, achieving precise temperature control. A water tank ensures stable system pressure, and a three-way valve intelligently guides the flow path, ensuring reliable circulation.

[0068] If the thermal management mode is the motor unit cooling mode, then the third shut-off valve is turned on, and the third and fourth ports of the four-way valve are turned on, so that the cooling circuit of the motor unit, the water tank, the radiator, the second water source heat pump, the third shut-off valve and the four-way valve form the fifth coolant circuit, so as to dissipate heat from the motor unit through the radiator.

[0069] Figure 13 This is a schematic diagram of the thermal management system structure for the second type of motor unit heat dissipation mode provided in this application embodiment, as shown below. Figure 13 As shown, the third shut-off valve 208 is open, and the third port 205-3 and the fourth port 205-4 of the four-way valve 205 are open, so that the cooling circuit 203 of the motor unit, the radiator 209, the second water source heat pump 204, the third shut-off valve 208 and the four-way valve 205 form the fifth coolant circuit, so as to dissipate heat from the motor unit through the radiator.

[0070] Optionally, in the fifth coolant circuit, the coolant flows through the motor unit cooling circuit 203, absorbing the heat generated by the motor operation and increasing its own temperature. The high-temperature coolant flows into the radiator 209 through the path of the third port 205-3 and the fourth port 205-4 opened by the four-way valve 205. In the radiator 209, the coolant releases heat to the outside, decreasing its own temperature. The cooled coolant flows back to the second water source heat pump 204 through the opened third shut-off valve 208, and is then driven to the motor unit cooling circuit 203 to continue circulating and absorbing heat, completing the heat dissipation closed loop.

[0071] In this embodiment, the coordinated design of the four-way valve and the radiator enables efficient and reliable passive cooling of the motor unit, ensuring the continuity of cooling flow and the stability of system pressure. By adjusting the valve, it adapts to different operating conditions and improves the reliability and environmental adaptability of the vehicle thermal management system.

[0072] If the thermal management mode is the battery pack heat dissipation mode, then the third shut-off valve is turned on, the second and third ports of the three-way valve are turned on, and the first and fourth ports of the four-way valve are turned on, so that the battery pack cooling circuit, water tank, radiator, first water source heat pump, third shut-off valve, three-way valve and four-way valve form the sixth coolant circuit to dissipate heat from the battery pack through the radiator.

[0073] Figure 14 This is a schematic diagram of the thermal management system structure for the third battery pack heat dissipation mode provided in the embodiments of this application, as shown below. Figure 14 As shown, the third shut-off valve 208 is open, the second port 207-b and the third port 207-c of the three-way valve 207 are open, and the first port 205-1 and the fourth port 205-4 of the four-way valve 205 are open, so that the cooling circuit 201 of the battery pack, the water tank 206, the radiator 209, the first water source heat pump 202, the third shut-off valve 208, the three-way valve 207 and the four-way valve 205 form the sixth coolant circuit, so as to dissipate heat from the battery pack through the radiator.

[0074] Optionally, the coolant flows through the battery pack's cooling circuit 201, absorbing the heat generated by the battery's operation and increasing its own temperature. The high-temperature coolant flows through the water tank 206, replenishing the coolant and stabilizing the circuit pressure to prevent flow fluctuations. It is then delivered to the four-way valve 205 via the second port 207-b and the third port 207-c of the three-way valve 207. The coolant flows into the radiator 209 through the first port 205-1 and the fourth port 205-4 of the four-way valve 205, releasing heat through heat exchange with the outside environment and decreasing its own temperature. The cooled coolant then flows back to the first water source heat pump 202 via the closed third shut-off valve 208, and is then driven back to the battery pack cooling circuit 201 to continue circulating and absorbing heat, completing the heat dissipation closed loop.

[0075] In this embodiment, a first water source heat pump drives efficient active cooling of the battery pack and stable system operation. It can precisely maintain the battery's operating temperature range under different ambient temperatures, ensuring battery performance, lifespan, and safety. Simultaneously, valve-based coordinated control enhances the integration and intelligence of the thermal management system.

[0076] If the thermal management mode is the battery pack and motor unit cooling mode, then the third shut-off valve is turned on, the second and third ports of the three-way valve are turned on, and the first, third and fourth ports of the four-way valve are turned on. This makes the cooling circuit of the motor unit, the second water source heat pump, the water tank, the radiator, the cooling circuit of the battery pack, the third shut-off valve and the four-way valve group form the seventh coolant circuit, so as to dissipate heat for the motor unit and the battery pack through the radiator.

[0077] Figure 15 This is a schematic diagram of the thermal management system structure for the fourth battery pack heat dissipation mode provided in the embodiments of this application, as shown below. Figure 15 As shown, the third shut-off valve 208 is open, the second port 207-b and the third port 207-c of the three-way valve 207 are open, and the first port 205-1, the third port 205-3 and the fourth port 205-4 of the four-way valve 205 are open. This makes the cooling circuit 203 of the motor unit, the second water source heat pump 204, the water tank 206, the radiator 209, the cooling circuit 201 of the battery pack, the third shut-off valve 208 and the four-way valve 205 form the seventh coolant circuit, so as to dissipate heat for the motor unit and the battery pack through the radiator.

[0078] Optionally, when the coolant flows through the cooling circuit 203 of the motor unit, it carries away the waste heat generated by the motor. When the coolant flows through the cooling circuit 201 of the battery pack, it absorbs the heat generated by the chemical reaction of the battery cells during charging and discharging. Through the first port 205-1, the third port 205-3, and the fourth port 205-4 of the four-way valve 205, it flows into the radiator 209, releasing heat through heat exchange with the outside environment and lowering its own temperature. The cooled coolant then flows back to the first water source heat pump 202 and the second water source heat pump 204 through the open third shut-off valve 208, and is then driven to the cooling circuit 201 of the battery pack and the cooling circuit 203 of the motor unit to continue circulating and absorbing heat, completing the heat dissipation closed loop.

[0079] In this embodiment, the motor unit and battery pack are cooled collaboratively through a shared heat dissipation path. A four-way valve is used for flexible operation, allowing the high-temperature coolant carrying waste heat from the motor and battery to be uniformly delivered to the radiator for centralized cooling. This improves heat dissipation efficiency, reduces system complexity, and enhances the adaptability and energy efficiency of the vehicle's thermal management system under various operating conditions. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems and devices described above can be referred to the corresponding processes in the method embodiments, and will not be repeated here. In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division; in actual implementation, there may be other division methods. Furthermore, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed mutual coupling or direct coupling or communication connection can be through some communication interfaces; the indirect coupling or communication connection of devices or modules can be electrical, mechanical, or other forms.

[0080] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0081] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A thermal management system for a new energy heavy-duty truck, characterized in that, The thermal management system includes: a refrigerant circuit and a coolant circuit; The coolant circuit is equipped with a first water source heat pump connected to the cooling circuit of the battery pack, and a second water source heat pump connected to the cooling circuit of the motor unit. The coolant circuit is connected to the refrigerant circuit through a cooler. The refrigerant circuit is connected to the air conditioning unit installed in the cockpit to heat the cockpit through the battery pack and / or the motor unit. The cooling circuit of the battery pack is connected to the cooling circuit of the motor unit, so that the motor unit acts as a direct heat pump for the battery pack to heat the battery pack. The refrigerant circuit is equipped with: a first condenser, a compressor, a gas-liquid separator, a first electromagnetic shut-off valve, a second electromagnetic shut-off valve, a first shut-off valve, a second shut-off valve, a first electronic expansion valve, and a second electronic expansion valve; the coolant circuit is also equipped with: a four-way valve, a water tank, a three-way valve, a third shut-off valve, and a radiator. The refrigerant outlet of the cooler is connected to the gas-liquid separator through the first shut-off valve. The refrigerant outlet of the compressor is connected to the refrigerant inlet of the first condenser through the first electromagnetic shut-off valve. The refrigerant outlet of the first condenser is connected to the refrigerant inlet of the evaporator of the air conditioning unit through the first electronic expansion valve. The refrigerant outlet of the first condenser is connected to the refrigerant inlet of the cooler through the second shut-off valve and the second electronic expansion valve in sequence. The refrigerant outlet of the second condenser of the air conditioning unit is connected between the second shut-off valve and the second electronic expansion valve. The refrigerant inlet of the second condenser is connected to the refrigerant outlet of the compressor through the second electromagnetic shut-off valve, and the refrigerant outlet of the second condenser is also connected to the refrigerant inlet of the cooler; The first water source heat pump is connected to the first port of the four-way valve, the second port of the four-way valve is connected to the coolant inlet of the cooler, the cooling circuit of the motor unit is also connected to the third port of the four-way valve, the fourth port of the four-way valve is also connected to the coolant inlet of the radiator, and the coolant outlet of the radiator is connected to the second water source heat pump through the third shut-off valve. The coolant outlet of the cooler is connected to the first port of the three-way valve, and the second and third ports of the three-way valve are respectively connected to the cooling circuits of the second water source heat pump and the battery pack. The water tank is also connected to the first and third ports of the four-way valve.

2. The system according to claim 1, characterized in that, The refrigerant outlet of the cooler is connected to the refrigerant inlet of the compressor via the gas-liquid separator, and the refrigerant outlet of the evaporator is also connected to the gas-liquid separator to cool the cockpit.

3. A new energy heavy-duty truck, characterized in that, The new energy heavy truck includes: the thermal management system of the new energy heavy truck as described in claim 2 above, and a vehicle controller, wherein the thermal management system of the new energy heavy truck is connected to the vehicle controller.

4. A thermal management control method for a new energy heavy-duty truck, characterized in that, Applied to the new energy heavy-duty truck described in claim 3, the thermal management system is connected to the vehicle controller, and the method includes: Obtain the current thermal management mode; If the thermal management mode is the first cockpit heating mode, then the second electromagnetic shut-off valve, the first shut-off valve, and the second electronic expansion valve are controlled to be in the conducting state, so that the compressor, the second electromagnetic shut-off valve, the second condenser, the second electronic expansion valve, the first shut-off valve, and the gas-liquid separator form a first refrigerant circuit; the first and third ports of the three-way valve are controlled to be connected, so that the first water source heat pump, the cooling circuit of the battery pack, the water tank, and the three-way valve form a first coolant circuit, and the first refrigerant circuit and the first coolant circuit exchange heat through the cooler, so that the battery pack heats the cockpit; If the thermal management mode is the second cockpit heating mode, the second electromagnetic shut-off valve, the first shut-off valve, and the second electronic expansion valve are controlled to be in the conducting state. The compressor, the second electromagnetic shut-off valve, the second condenser, the second electronic expansion valve, the first shut-off valve, and the gas-liquid separator form the first refrigerant circuit. The first and second interfaces of the three-way valve are controlled to be conducting, the third shut-off valve is conducting, and the second and third interfaces of the four-way valve are conducting, so that the second water source heat pump, the cooling circuit of the motor unit, the water tank, the three-way valve, the four-way valve, the radiator, and the third shut-off valve form the second coolant circuit. The first refrigerant circuit and the second coolant circuit exchange heat through the cooler, so that the motor unit heats the cockpit. If the thermal management mode is the third cockpit heating mode, then the first electromagnetic shut-off valve, the second electromagnetic shut-off valve, the first electronic expansion valve, the second electronic expansion valve, and the first shut-off valve are controlled to be open, so that the compressor, the evaporator, the gas-liquid separator, the first condenser, the second condenser, the first electromagnetic shut-off valve, the second electromagnetic shut-off valve, the first electronic expansion valve, the second electronic expansion valve, and the first shut-off valve are open, forming a second refrigerant circuit; the first, second, and third interfaces of the three-way valve, the third shut-off valve, the second and third interfaces of the four-way valve, and the first and fourth interfaces are open, so that the cooling circuit of the battery pack, the cooling circuit of the motor unit, the three-way valve, the four-way valve, the water tank, the radiator, the third shut-off valve, the first water source heat pump, and the second water source heat pump form a third coolant circuit; the second refrigerant circuit and the third coolant circuit exchange heat through the cooler, so that the battery pack and the motor unit heat the cockpit; If the thermal management mode is the battery heating mode, the second and third ports of the three-way valve are opened, and the first and third ports of the four-way valve are opened, so that the cooling circuit of the battery pack, the cooling circuit of the motor unit, the first water source heat pump, the second water source heat pump, the water tank, the three-way valve and the four-way valve form a fourth coolant circuit, so that the motor unit acts as a direct heat pump for the battery pack to heat the battery pack.

5. The method according to claim 4, characterized in that, The method further includes: If the thermal management mode is the cockpit cooling mode, the first electromagnetic shut-off valve and the first electronic expansion valve are controlled to be in the conducting state, so that the compressor, the first electromagnetic shut-off valve, the first condenser, the first electronic expansion valve, the evaporator and the gas-liquid separator form a third refrigerant circuit to cool the cockpit through the first condenser.

6. The method according to claim 4, characterized in that, The method further includes: If the thermal management mode is the battery pack cooling mode, then the first electromagnetic shut-off valve, the first shut-off valve, the second shut-off valve, and the second electronic expansion valve are controlled to be open, so that the gas-liquid separator, the compressor, the first condenser, the first electromagnetic shut-off valve, the first shut-off valve, the second shut-off valve, and the second electronic expansion valve form a fourth refrigerant circuit; the first and third ports of the three-way valve are controlled to be open, so that the first water source heat pump, the cooling circuit of the battery pack, the water tank, and the three-way valve form a first coolant circuit; the fourth refrigerant circuit and the first coolant circuit exchange heat through the cooler, and the battery pack is cooled through the first condenser.

7. The method according to claim 4, characterized in that, The method further includes: If the thermal management mode is the motor unit heat dissipation mode, then the third shut-off valve is turned on, and the third and fourth ports of the four-way valve are turned on, so that the cooling circuit of the motor unit, the water tank, the radiator, the second water source heat pump, the third shut-off valve and the four-way valve form a fifth coolant circuit, so as to dissipate heat for the motor unit through the radiator; If the thermal management mode is the battery pack heat dissipation mode, then the third shut-off valve is turned on, the second and third ports of the three-way valve are turned on, and the first and fourth ports of the four-way valve are turned on, so that the cooling circuit of the battery pack, the water tank, the radiator, the first water source heat pump, the third shut-off valve, the three-way valve and the four-way valve form a sixth coolant circuit to dissipate heat from the battery pack through the radiator.

8. The method according to claim 4, characterized in that, The method further includes: If the thermal management mode is the battery pack and motor unit heat dissipation mode, then the third shut-off valve is turned on, the second and third ports of the three-way valve are turned on, and the first, third, and fourth ports of the four-way valve are turned on, so that the cooling circuit of the motor unit, the second water source heat pump, the water tank, the radiator, the cooling circuit of the battery pack, the third shut-off valve, and the four-way valve form a seventh coolant circuit, so as to dissipate heat for the motor unit and the battery pack through the radiator.

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