New energy electric vehicle double-cooling-medium heat management system and control method

Abstract

The invention is suitable for the technical field of new energy automobile heat management, and provides a new energy electric automobile double-cooling-medium heat management system and a control method. The thermal management system comprises a refrigerant loop used for achieving the refrigeration and heating functions of the whole vehicle, a cooling liquid loop used for achieving thermal management of the electric drive system and the power battery and a double-cooling-medium cold plate. The double-cooling-medium cold plate is internally provided with double-flow-channel structures which are mutually staggered but not communicated, the refrigerant loop and the cooling liquid loop are in heat exchange association through the double-cooling-medium cold plate, and a'refrigerant-cooling liquid 'double-cooling-medium collaborative heat exchange structure is formed. According to the system, the functions of refrigerating / heating of a passenger compartment, cooling / heating of a power battery, heat dissipation of an electric drive system and waste heat recovery can be efficiently integrated and achieved under various environments and working conditions such as high temperature, normal temperature and low temperature by controlling opening, closing and on-off of all the valves, the water pump and the compressor, and the energy utilization efficiency and heat management performance of the whole vehicle are remarkably improved.

Description

Technical Field

[0001] This invention belongs to the field of thermal management technology for new energy vehicles, and particularly relates to a dual-cooling-medium thermal management system and control method for new energy electric vehicles. Background Technology

[0002] New energy electric vehicles have become the mainstream development direction of the automotive industry due to their advantages in range and low energy consumption. However, current vehicle thermal management systems still have several shortcomings that urgently need improvement. Although most existing solutions integrate heat pumps and waste heat recovery technologies, in actual operation, there is a lack of deep coordination between the waste heat generated by the electric drive system (including the drive motor and motor controller), the waste heat from the power battery, and the heat pump system. Specifically, either only a single heat source can be recovered, or the linkage between the heat pump system and the waste heat recovery loop is insufficient, resulting in the need to rely on high-energy-consuming auxiliary heating devices (such as PTC) in low-temperature winter environments, leading to low overall energy utilization efficiency. In addition, the components of the refrigerant circuit and coolant circuit are scattered, and highly integrated heat exchange units similar to dual-cooling-medium cold plates have not yet been achieved, resulting in complex system piping, low integration, and high manufacturing costs.

[0003] To address the problems of low energy efficiency, insufficient system integration, and high cost in the existing technologies, this application proposes a dual-cooling-medium thermal management system and control method for new energy electric vehicles. Summary of the Invention

[0004] The purpose of this invention is to provide a dual-cooling-medium thermal management system and control method for new energy electric vehicles, aiming to solve the problems mentioned in the background art.

[0005] The present invention is implemented as follows: a dual-cooling-medium thermal management system for a new energy electric vehicle includes a refrigerant circuit for realizing the vehicle's cooling and heating functions, a coolant circuit for realizing the thermal management of the electric drive system and the power battery, and a dual-cooling-medium cold plate. The internal structure of the dual cooling medium cold plate is a double flow channel structure that is intersecting but not connected. The refrigerant circuit establishes a heat exchange relationship with the coolant circuit through the dual cooling medium cold plate, forming a "refrigerant-coolant" dual cooling medium synergistic heat exchange structure.

[0006] In a further technical solution, the dual cooling medium cold plate includes refrigerant channels and coolant channels arranged in an interleaved manner. The refrigerant channels are provided with a first refrigerant port and a second refrigerant port, and the coolant channels are provided with a first coolant port and a second coolant port.

[0007] A further technical solution includes a refrigerant circuit comprising a compressor, an indoor condenser, an outdoor heat exchanger, an indoor evaporator, and a refrigerant receiver tank; one end of the refrigerant receiver tank is connected to the compressor, the compressor is connected to the fourth port of a first four-way reversing valve, the second port of the first four-way reversing valve is connected to the indoor condenser, the other end of the indoor condenser is connected to a first electronic expansion valve, the other end of the first electronic expansion valve is connected to the third port of a first three-way valve, and the first port of the first four-way reversing valve is connected to the first port of the first three-way valve, the second port of the first three-way valve is connected to the outdoor heat exchanger, the other end of the outdoor heat exchanger is connected to the second port of a second three-way valve, the third port of the second three-way valve is connected to a third electronic expansion valve, and the other end of the third electronic expansion valve is connected to the indoor evaporator. The outlet end of the evaporator is connected to the refrigerant receiver tank, and the outlet end of the indoor evaporator is also connected to the first port of the second three-way valve; the third port of the first four-way reversing valve is connected to the pipeline between the indoor evaporator and the refrigerant receiver tank via a pipeline, and a third solenoid valve is also installed on this pipeline; the second refrigerant port of the dual cooling medium cold plate is connected to the pipeline between the first four-way reversing valve and the third solenoid valve via a pipeline, and the first refrigerant port of the dual cooling medium cold plate is connected to the pipeline between the outdoor heat exchanger and the second three-way valve via a pipeline, and a second electronic expansion valve and a first solenoid valve are also installed on this pipeline connected to the first refrigerant port. A pipeline is also connected between the pipeline between the outdoor heat exchanger and the first three-way valve and the pipeline between the second electronic expansion valve and the first solenoid valve, and a second solenoid valve is also installed on this pipeline.

[0008] A further technical solution includes a battery pack, a second water pump, a motor radiator, a drive motor, a motor controller, a first water pump, and a battery circuit radiator. One end of the motor radiator is connected to the first port of a second four-way reversing valve, and the other end is connected to the drive motor. The second port of the second four-way reversing valve is connected to the pipeline between the motor radiator and the drive motor via a pipeline. The other end of the drive motor is connected to the motor controller, the other end of the motor controller is connected to the first water pump, and the other end of the first water pump is connected to the second port of a third three-way valve. The first port of the third three-way valve is connected to the third port of the second four-way directional valve, the third port of the third three-way valve is connected to the second port of the fifth three-way valve, the first port of the fifth three-way valve is connected to the battery fluid circuit radiator, and the other end of the battery fluid circuit radiator is connected to the first port of the fourth three-way valve; the third port of the fifth three-way valve is connected to the first port of the coolant of the dual cooling medium cold plate, the second port of the coolant of the dual cooling medium cold plate is connected to the second port of the fourth three-way valve, and the third port of the fourth three-way valve is connected to the fourth port of the second four-way directional valve.

[0009] Another objective of this invention is to provide a control method for a dual-cooling-medium thermal management system for new energy electric vehicles. Based on the aforementioned thermal management system, the system controls the opening and closing states of the compressor, electronic expansion valves, solenoid valves, water pump, four-way reversing valve, and three-way valve according to the ambient temperature of the vehicle and the thermal demands of the passenger compartment, battery pack, and electric drive system, to achieve at least one of the following operating modes: Mode 1: In high-temperature environments, the passenger compartment, battery pack, and electric drive system are cooled simultaneously; Mode 2: Cooling of the battery pack and passenger compartment under high temperature conditions; Mode 3: Cooling of the battery pack and electric drive system under normal temperature conditions; Mode 4: In low-temperature environments, a heat pump is used to heat the passenger compartment and battery pack; Mode 5: In low-temperature environments, a heat pump is used to heat the crew compartment and battery pack, and waste heat from the electric drive system is recovered; Mode 6: In low-temperature environments, the system heats the passenger compartment while cooling the battery pack, and utilizes waste heat from the electric drive system to assist the heat pump in operation.

[0010] In a further technical solution, in Mode 1, the compressor is controlled to start, the second electronic expansion valve is controlled to start, the third electronic expansion valve is controlled to start, the first solenoid valve is controlled to start, and the third solenoid valve is controlled to start, ensuring that the refrigerant circuit is in working condition; the first water pump is controlled to start, ensuring that the coolant circuit is in working condition.

[0011] When the compressor is turned on, the refrigerant flows from the first port of the first four-way reversing valve to the first three-way valve, and then enters the outdoor heat exchanger for cooling. Subsequently, the refrigerant is divided into two paths: one path enters the dual cooling medium cold plate through the second electronic expansion valve to cool the battery pack, and the other path enters the indoor evaporator through the third electronic expansion valve to cool the passenger compartment. After completing the heat exchange, the refrigerant flows back into the refrigerant receiver tank and then back to the compressor, forming a complete refrigeration cycle.

[0012] In the coolant circuit, the first water pump is turned on, and the coolant flows sequentially through the first port of the third three-way valve, the third port of the second four-way reversing valve, the motor radiator, and the drive motor. Then, it flows back to the water pump inlet through the motor controller, forming a coolant circulation to provide cooling for the drive motor and the motor controller.

[0013] A further technical solution, in the second mode: controls the compressor to start, controls the second electronic expansion valve and the third electronic expansion valve to start, controls the first solenoid valve to start, controls the third solenoid valve to start, ensuring that the refrigerant circuit is in working condition.

[0014] When the compressor is turned on, the refrigerant flows through the outdoor heat exchanger for cooling, and then flows through the indoor evaporator and dual cooling medium cold plate to cool the passenger compartment and battery pack.

[0015] A further technical solution, in mode three: control the second water pump to turn on to ensure that the battery coolant circuit is in working condition; control the first water pump to turn on to ensure that the motor coolant circuit is in working condition.

[0016] In the battery coolant circuit, the second water pump drives the coolant to flow sequentially through the third port of the fifth three-way valve, the battery fluid circuit radiator, the first port of the fourth three-way valve, and the dual cooling medium cold plate to provide cooling for the battery pack.

[0017] In the motor coolant circuit, the coolant driven by the first water pump flows sequentially through the first port of the third three-way valve, the third port of the second four-way reversing valve, the motor radiator, the drive motor, and the motor controller, and then flows back to the inlet of the first water pump, forming a coolant circulation to provide cooling for the drive motor and the motor controller.

[0018] A further technical solution, in mode four, is to control the compressor to start, control the first electronic expansion valve to start, control the second electronic expansion valve to start, and control the second solenoid valve to start, thereby ensuring that the refrigerant circuit is in heat pump operation mode.

[0019] The high-temperature and high-pressure refrigerant discharged from the compressor is divided into two paths after passing through the fourth port of the first four-way reversing valve: one path enters the indoor condenser to provide heating for the passenger compartment, and then passes through the first electronic expansion valve to reduce pressure, enters the outdoor heat exchanger to absorb heat, flows into the refrigerant receiver tank, and finally returns to the compressor; Another path leads to the dual-cooling medium cold plate to heat the battery pack, then through the second electronic expansion valve for throttling and pressure reduction, into the outdoor heat exchanger to absorb heat, then into the refrigerant receiver tank, and finally back to the compressor.

[0020] A further technical solution, in mode five: controls the compressor to start, controls the first electronic expansion valve to start, controls the second electronic expansion valve to start, controls the second solenoid valve to start, ensuring that the refrigerant circuit is in heat pump working state; controls the first water pump to start, controls the second water pump to start, ensuring that the coolant circuit is in working state, realizing waste heat recovery.

[0021] The high-temperature, high-pressure refrigerant discharged from the compressor is divided into two paths after passing through the first port of the first four-way reversing valve: one path enters the indoor condenser to provide heating for the passenger compartment, then passes through the first electronic expansion valve to reduce its pressure, enters the outdoor heat exchanger to absorb heat, flows into the refrigerant receiver tank, and finally returns to the compressor; the other path enters the dual-cooling medium cold plate through the third port of the first four-way reversing valve to provide heating for the battery pack, then passes through the second electronic expansion valve to reduce its pressure, enters the outdoor heat exchanger to absorb heat, flows into the refrigerant receiver tank, and finally returns to the compressor.

[0022] The first and second water pumps start simultaneously. The coolant flows sequentially through the drive motor and motor controller to recover waste heat. Then, driven by the first water pump, it enters the second water pump through the third three-way valve, and then flows through the dual cooling medium cold plate to transfer the recovered waste heat to the battery pack. After that, it flows back to the drive motor and motor controller through the fourth three-way valve and the second four-way reversing valve, forming a complete waste heat recovery cycle.

[0023] A further technical solution, in mode six: controls the compressor to start, controls the first electronic expansion valve to start, controls the second electronic expansion valve to fully open, controls the second solenoid valve to start, controls the third solenoid valve to start, ensuring the refrigerant circuit is in working condition; controls the first water pump to start, controls the second water pump to start, ensuring the coolant circuit is in working condition, realizing waste heat recovery.

[0024] The high-temperature, high-pressure refrigerant discharged from the compressor first enters the indoor condenser to provide heating for the passenger compartment. Then, the refrigerant flows through the first electronic expansion valve to reduce its pressure, and then through the second electronic expansion valve to enter the dual-cooling medium cold plate. In the dual-cooling medium cold plate, it absorbs the heat generated by the battery pack to dissipate heat from the battery pack. After absorbing heat, the refrigerant flows into the refrigerant receiver tank and finally returns to the compressor to complete the cycle.

[0025] The first and second water pumps start simultaneously. The coolant flows sequentially through the drive motor and motor controller to recover waste heat. Then, driven by the first water pump, it enters the second water pump through the third three-way valve, flows through the dual cooling medium cold plate, and transfers the recovered waste heat to the refrigerant. After that, it flows through the fourth three-way valve and the second four-way reversing valve, and finally flows back to the inlet of the first water pump, forming a complete waste heat recovery cycle and improving the low-temperature performance of the heat pump.

[0026] The present invention provides a dual-cooling-medium thermal management system and control method for new energy electric vehicles, the advantages of which are as follows: (1) High integration and high energy efficiency: The passenger compartment air conditioning, battery thermal management, electric drive heat dissipation and waste heat recovery functions are integrated into one unit. The direct and efficient energy transfer is achieved through the dual cooling medium cold plate, which reduces intermediate conversion losses and significantly improves the energy utilization efficiency of the whole vehicle.

[0027] (2) Flexible modes and wide adaptability: The system can automatically switch between multiple modes such as refrigeration, individual cooling, heat pump heating, and waste heat recovery, and can perfectly cope with various complex working conditions from high temperature to low temperature and from driving to charging, ensuring the temperature requirements of each component.

[0028] (3) Improve low-temperature range: In low-temperature environments, the waste heat generated during the operation of the electric drive system is fully utilized and recovered through the heat pump system for passenger cabin heating and battery heating, which greatly reduces the energy consumption of PTC heating and effectively alleviates range anxiety in winter.

[0029] (4) Compact structure and intelligent control: Complex flow path switching is achieved through the combination control of valves. Compared with a completely independent system, it reduces some independent components and is conducive to the overall vehicle layout. The control logic is clear and easy to realize automated intelligent management. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of a dual-cooling-medium thermal management system for a new energy electric vehicle, provided in an embodiment of the present invention. Figure 2 This is a schematic diagram of the structure of a dual-cooling-medium cold plate in a dual-cooling-medium thermal management system for a new energy electric vehicle, provided in an embodiment of the present invention. Figure 3 This is a schematic diagram illustrating the working principle of a dual-cooling-medium thermal management system for new energy electric vehicles in high-temperature cooling mode, as provided in an embodiment of the present invention. Figure 4 This is a schematic diagram illustrating another working principle of a dual-cooling-medium thermal management system for new energy electric vehicles in high-temperature cooling mode, provided as an embodiment of the present invention. Figure 5 This is a schematic diagram illustrating the working principle of a dual-cooling-medium thermal management system for a new energy electric vehicle in normal temperature mode, as provided in an embodiment of the present invention. Figure 6 This is a schematic diagram illustrating the working principle of a dual-cooling-medium thermal management system for a new energy electric vehicle in low-temperature heating mode, as provided in an embodiment of the present invention. Figure 7 A schematic diagram illustrating the working principle of a dual-cooling-medium thermal management system for new energy electric vehicles in waste heat recovery from a cryogenic electric drive system, provided in an embodiment of the present invention. Figure 8 This is a schematic diagram illustrating the working principle of a dual-cooling-medium thermal management system for new energy electric vehicles in recovering waste heat from low-temperature batteries and electric drive systems, provided as an embodiment of the present invention.

[0031] In the attached diagram: 1-Refrigerant first port; 2-Refrigerant second port; 3-Coolant first port; 4-Coolant second port; 5-Refrigerant flow channel; 6-Coolant flow channel; 10-Dual cooling medium cold plate; 20-Battery pack; 30-Compressor; 40-Indoor condenser; 50-Outdoor heat exchanger; 60-Indoor evaporator; 70-Refrigerant receiver tank; 81-First electronic expansion valve; 82-Second electronic expansion valve; 83-Third electronic expansion valve; 90-First four-way reversing valve; 110-First three-way valve; 120-First solenoid valve; 130-Second solenoid valve; 140-The... Three solenoid valves; 170-Second three-way valve; 180-Fourth three-way valve; 190-Fifth three-way valve; 200-Second water pump; 210-Second four-way directional valve; 220-Motor radiator; 230-Drive motor; 240-Motor controller; 250-First water pump; 260-Third three-way valve; 270-Battery fluid circuit radiator (Note: For each three-way valve, i represents its first port, ii represents its second port, and iii represents its third port; for each four-way directional valve, a represents its first port, b represents its second port, c represents its third port, and d represents its fourth port). Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0033] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0034] like Figure 1 and Figure 2 As shown, a dual-cooling-medium thermal management system for a new energy electric vehicle is provided in one embodiment of the present invention, including a refrigerant circuit for realizing the vehicle's cooling and heating functions, a coolant circuit for realizing the thermal management of the electric drive system and the power battery, and a dual-cooling-medium cold plate 10. The refrigerant circuit establishes a heat exchange relationship with the coolant circuit through the dual cooling medium cold plate 10, forming a "refrigerant-coolant" dual cooling medium synergistic heat exchange structure, which can realize the functions of passenger compartment temperature regulation, power battery temperature control, electric drive system heat dissipation and waste heat recovery, so as to improve the energy utilization efficiency of the whole vehicle.

[0035] The dual cooling medium cold plate 10 includes refrigerant channels 5 and coolant channels 6 arranged in an interleaved manner. The refrigerant channels 5 are provided with a first refrigerant port 1 and a second refrigerant port 2, and the coolant channels 6 are provided with a first coolant port 3 and a second coolant port 4. The refrigerant circuit includes a compressor 30, an indoor condenser 40, an outdoor heat exchanger 50, an indoor evaporator 60, and a refrigerant receiver 70. One end of the refrigerant receiver 70 is connected to the compressor 30. The compressor 30 is connected to the fourth port of a first four-way reversing valve 90. The second port of the first four-way reversing valve 90 is connected to the indoor condenser 40. The other end of the indoor condenser 40 is connected to a first electronic expansion valve 81. The other end of the first electronic expansion valve 81 is connected to the third port of a first three-way valve 110. The first port of the first four-way reversing valve 90 is connected to the first port of the first three-way valve 110. The second port of the first three-way valve 110 is connected to the outdoor heat exchanger 50. The other end of the outdoor heat exchanger 50 is connected to the second port of a second three-way valve 170. The third port of the second three-way valve 170 is connected to a third electronic expansion valve 83. The other end of the third electronic expansion valve 83 is connected to the indoor evaporator 60. The outlet end of the indoor evaporator 60 is connected to the refrigerant receiver 70. The indoor evaporator 60 is connected to the first port of the second three-way valve 170; the third port of the first four-way reversing valve 90 is connected to the pipeline between the indoor evaporator 60 and the refrigerant receiver 70 via a pipeline, and a third solenoid valve 140 is also provided on this pipeline; the second refrigerant port 2 of the dual cooling medium cold plate 10 is connected to the pipeline between the first four-way reversing valve 90 and the third solenoid valve 140 via a pipeline, and the first refrigerant port 1 of the dual cooling medium cold plate 10 is connected to the pipeline between the first four-way reversing valve 90 and the third solenoid valve 140. A second electronic expansion valve 82 and a first solenoid valve 120 (the second electronic expansion valve 82 is located on the side closer to the first refrigerant port 1) are also installed on the pipeline connecting the outdoor heat exchanger 50 and the second three-way valve 110 and the second electronic expansion valve 82 and the first solenoid valve 120. A second solenoid valve 130 is also installed on the pipeline connecting the outdoor heat exchanger 50 and the first three-way valve 110 and the second electronic expansion valve 82 and the first solenoid valve 120. The coolant circuit includes a battery pack 20, a second water pump 200, a motor radiator 220, a drive motor 230, a motor controller 240, a first water pump 250, and a battery coolant circuit radiator 270. One end of the motor radiator 220 is connected to the first port of a second four-way reversing valve 210, and the other end is connected to the drive motor 230. The second port of the second four-way reversing valve 210 is connected to the pipeline between the motor radiator 220 and the drive motor 230 via a pipeline. The other end of the drive motor 230 is connected to the motor controller 240, and the other end of the motor controller 240 is connected to the first water pump 250. The other end of the first water pump 250 is connected to the second port of a third three-way valve 260. The third three-way valve 260 is connected to the third port of the second four-way directional valve 210, the third port of the third three-way valve 260 is connected to the second port of the fifth three-way valve 190, the first port of the fifth three-way valve 190 is connected to the battery fluid circuit radiator 270, and the other end of the battery fluid circuit radiator 270 is connected to the first port of the fourth three-way valve 180; the third port of the fifth three-way valve 190 is connected to the first port 3 of the coolant of the dual cooling medium cold plate 10, the second port 4 of the coolant of the dual cooling medium cold plate 10 is connected to the second port of the fourth three-way valve 180, and the third port of the fourth three-way valve 180 is connected to the fourth port of the second four-way directional valve 210.

[0036] Another embodiment of the present invention provides a dual-cooling-medium thermal management method for new energy electric vehicles. Based on the above-mentioned thermal management system, this method performs corresponding control according to different operating conditions of the new energy electric vehicle, as detailed below: Operating Condition 1: High-temperature environment, the crew compartment, battery pack 20 and electric drive system require cooling; like Figure 3 As shown, the compressor 30 is controlled to open, the second electronic expansion valve 82 is controlled to open, the third electronic expansion valve 83 is controlled to open, the first solenoid valve 120 is controlled to open, and the third solenoid valve 140 is controlled to open, ensuring that the refrigerant circuit is in working condition; the first water pump 250 is controlled to open, ensuring that the coolant circuit is in working condition.

[0037] When the compressor 30 is turned on, the refrigerant flows through the first port of the first four-way reversing valve 90 to the first three-way valve 110, and then enters the outdoor heat exchanger 50 for cooling. Subsequently, the refrigerant is divided into two paths: one path enters the dual cooling medium cold plate 10 through the second electronic expansion valve 82 to cool the battery pack 20, and the other path enters the indoor evaporator 60 through the third electronic expansion valve 83 to cool the passenger compartment. After completing the heat exchange, the refrigerant merges and flows into the refrigerant receiver tank 70, and then returns to the compressor 30, forming a complete refrigeration cycle.

[0038] In the coolant circuit, the first water pump 250 is turned on, and the coolant flows sequentially through the first port of the third three-way valve 260, the third port of the second four-way reversing valve 210, the motor radiator 220, and the drive motor 230, and then flows back to the water pump inlet through the motor controller 240, forming a coolant circulation to provide cooling for the drive motor 230 and the motor controller 240.

[0039] Operating Condition 2: High-temperature environment, battery pack 20 and the passenger compartment need to be cooled; like Figure 4 As shown, the compressor 30 is controlled to start, the second electronic expansion valve 82 and the third electronic expansion valve 83 are controlled to start, the first solenoid valve 120 is controlled to start, and the third solenoid valve 140 is controlled to start, so as to ensure that the refrigerant circuit is in working condition.

[0040] When the compressor 30 is turned on, the refrigerant flows through the outdoor heat exchanger 50 for cooling, and then flows through the indoor evaporator 60 and the dual cooling medium cold plate 10 to cool the passenger compartment and battery pack 20.

[0041] Operating Condition 3: In a normal temperature environment, battery pack 20 and the electric drive system require cooling; like Figure 5 As shown, the second water pump 200 is turned on to ensure that the battery coolant circuit is in working condition; the first water pump 250 is turned on to ensure that the motor coolant circuit is in working condition.

[0042] In the battery coolant circuit, the second water pump 200 drives the coolant to flow sequentially through the third port of the fifth three-way valve 190, the battery coolant circuit radiator 270, the first port of the fourth three-way valve 180, and the dual cooling medium cold plate 10, providing cooling for the battery pack 20.

[0043] In the motor coolant circuit, the first water pump 250 drives the coolant to flow sequentially through the first port of the third three-way valve 260, the third port of the second four-way reversing valve 210, the motor radiator 220, the drive motor 230, and the motor controller 240, and then back to the inlet of the first water pump 250 to form a coolant circulation, providing cooling for the drive motor 230 and the motor controller 240.

[0044] Operating Condition 4: Low-temperature environment, crew compartment and battery pack 20 heating; like Figure 6 As shown, the compressor 30 is turned on, the first electronic expansion valve 81 is turned on, the second electronic expansion valve 82 is turned on, and the second solenoid valve 130 is turned on to ensure that the refrigerant circuit is in heat pump operation mode.

[0045] The high-temperature and high-pressure refrigerant discharged from the compressor 30 is divided into two paths after passing through the fourth port of the first four-way reversing valve 90: one path enters the indoor condenser 40 to provide heating for the crew compartment, and then passes through the first electronic expansion valve 81 to reduce pressure, enters the outdoor heat exchanger 50 to absorb heat, and then flows into the refrigerant receiver tank 70, and finally returns to the compressor 30. Another path enters the dual-cooling medium cold plate 10 to heat the battery pack 20, then passes through the second electronic expansion valve 82 for throttling and pressure reduction, enters the outdoor heat exchanger 50 to absorb heat, then flows into the refrigerant receiver tank 70, and finally returns to the compressor 30.

[0046] Operating Condition 5: Low temperature environment, crew compartment and battery pack 20 heating, waste heat recovery of electric drive system; like Figure 7 As shown, the compressor 30 is controlled to start, the first electronic expansion valve 81 is controlled to start, the second electronic expansion valve 82 is controlled to start, and the second solenoid valve 130 is controlled to start, ensuring that the refrigerant circuit is in heat pump operation mode; the first water pump 250 is controlled to start, and the second water pump 200 is controlled to start, ensuring that the coolant circuit is in operation mode, and realizing waste heat recovery.

[0047] The high-temperature, high-pressure refrigerant discharged from the compressor 30 is divided into two paths after passing through the first port of the first four-way reversing valve 90: one path enters the indoor condenser 40 to provide heating for the passenger compartment, then passes through the first electronic expansion valve 81 for throttling and depressurization, enters the outdoor heat exchanger 50 to absorb heat, then flows into the refrigerant receiver tank 70, and finally returns to the compressor 30; the other path enters the dual-cooling medium cold plate 10 through the third port of the first four-way reversing valve 90 to provide heating for the battery pack 20, then passes through the second electronic expansion valve 82 for throttling and depressurization, enters the outdoor heat exchanger 50 to absorb heat, then flows into the refrigerant receiver tank 70, and finally returns to the compressor 30.

[0048] The first water pump 250 and the second water pump 200 are turned on simultaneously. The coolant flows sequentially through the drive motor 230 and the motor controller 240 to recover waste heat. Then, driven by the first water pump 250, it enters the second water pump 200 through the third three-way valve 260, and then flows through the dual cooling medium cold plate 10 to transfer the recovered waste heat to the battery pack 20. After that, it flows back to the drive motor 230 and the motor controller 240 through the fourth three-way valve 180 and the second four-way reversing valve 210, forming a complete waste heat recovery cycle.

[0049] Operating Condition 6: Low temperature environment, crew cabin heating, battery pack 20 cooling, using waste heat recovery and heat pump from battery pack 20 and electric drive system; like Figure 8As shown, the compressor 30 is turned on, the first electronic expansion valve 81 is turned on, the second electronic expansion valve 82 is turned on fully, the second solenoid valve 130 is turned on, and the third solenoid valve 140 is turned on to ensure that the refrigerant circuit is in working condition; the first water pump 250 is turned on, and the second water pump 200 is turned on to ensure that the coolant circuit is in working condition and to realize waste heat recovery.

[0050] The high-temperature, high-pressure refrigerant discharged from the compressor 30 first enters the indoor condenser 40 to provide heating for the passenger compartment. Then, the refrigerant flows through the first electronic expansion valve 81 for throttling and pressure reduction, and then through the second electronic expansion valve 82 (fully open) into the dual cooling medium cold plate 10. In the dual cooling medium cold plate 10, it absorbs the heat generated by the battery pack 20, thereby dissipating heat from the battery pack 20. After absorbing heat, the refrigerant flows into the refrigerant receiver 70 and finally returns to the compressor 30, completing the cycle.

[0051] The first water pump 250 and the second water pump 200 start simultaneously. The coolant flows sequentially through the drive motor 230 and the motor controller 240 to recover waste heat. Then, driven by the first water pump 250, it enters the second water pump 200 through the third three-way valve 260, and then flows through the dual cooling medium cold plate 10 to transfer the recovered waste heat to the refrigerant. After that, it flows through the fourth three-way valve 180 and the second four-way reversing valve 210, and finally flows back to the inlet of the first water pump 250, forming a complete waste heat recovery cycle and improving the low-temperature performance of the heat pump.

[0052] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A dual-cooling-medium thermal management system for new energy electric vehicles, characterized in that, This includes a refrigerant circuit for realizing the vehicle's cooling and heating functions, a coolant circuit for realizing the thermal management of the electric drive system and power battery, and a dual-cooling medium cold plate; The internal structure of the dual cooling medium cold plate is a double flow channel structure that is intersected but not connected. The refrigerant circuit establishes a heat exchange relationship with the coolant circuit through the dual cooling medium cold plate, forming a "refrigerant-coolant" dual cooling medium synergistic heat exchange structure.

2. The dual-cooling-medium thermal management system for new energy electric vehicles according to claim 1, characterized in that, The dual-cooling-medium cold plate includes refrigerant channels and coolant channels arranged in an interleaved manner. The refrigerant channels are provided with a first refrigerant port and a second refrigerant port, and the coolant channels are provided with a first coolant port and a second coolant port.

3. The dual-cooling-medium thermal management system for new energy electric vehicles according to claim 2, characterized in that, The refrigerant circuit includes a compressor, an indoor condenser, an outdoor heat exchanger, an indoor evaporator, and a refrigerant receiver tank. One end of the refrigerant receiver tank is connected to the compressor. The compressor is connected to the fourth port of a first four-way reversing valve. The second port of the first four-way reversing valve is connected to the indoor condenser. The other end of the indoor condenser is connected to a first electronic expansion valve. The other end of the first electronic expansion valve is connected to the third port of a first three-way valve. The first port of the first four-way reversing valve is connected to the first port of the first three-way valve. The second port of the first three-way valve is connected to the outdoor heat exchanger. The other end of the outdoor heat exchanger is connected to the second port of a second three-way valve. The third port of the second three-way valve is connected to a third electronic expansion valve. The other end of the third electronic expansion valve is connected to the indoor evaporator. The refrigerant receiver tank... The outlet of the indoor evaporator is connected to the refrigerant receiver tank, and the outlet of the indoor evaporator is also connected to the first port of the second three-way valve. The third port of the first four-way reversing valve is connected to the pipeline between the indoor evaporator and the refrigerant receiver tank via a pipeline, and a third solenoid valve is also installed on this pipeline. The second refrigerant port of the dual cooling medium cold plate is connected to the pipeline between the first four-way reversing valve and the third solenoid valve via a pipeline. The first refrigerant port of the dual cooling medium cold plate is connected to the pipeline between the outdoor heat exchanger and the second three-way valve via a pipeline. A second electronic expansion valve and a first solenoid valve are also installed on this pipeline connected to the first refrigerant port. A pipeline is also connected between the pipeline between the outdoor heat exchanger and the first three-way valve and the pipeline between the second electronic expansion valve and the first solenoid valve, and a second solenoid valve is also installed on this pipeline.

4. The dual-cooling-medium thermal management system for new energy electric vehicles according to claim 3, characterized in that, The coolant circuit includes a battery pack, a second water pump, a motor radiator, a drive motor, a motor controller, a first water pump, and a battery coolant circuit radiator; one end of the motor radiator is connected to the first port of the second four-way reversing valve, and the other end is connected to the drive motor, and the second port of the second four-way reversing valve is connected to the pipeline between the motor radiator and the drive motor through a pipeline; The other end of the drive motor is connected to the motor controller, the other end of the motor controller is connected to the first water pump, the other end of the first water pump is connected to the second port of the third three-way valve, the first port of the third three-way valve is connected to the third port of the second four-way reversing valve, the third port of the third three-way valve is connected to the second port of the fifth three-way valve, the first port of the fifth three-way valve is connected to the battery liquid circuit radiator, and the other end of the battery liquid circuit radiator is connected to the first port of the fourth three-way valve. The third port of the fifth three-way valve is connected to the first port of the coolant of the dual cooling medium cold plate, the second port of the coolant of the dual cooling medium cold plate is connected to the second port of the fourth three-way valve, and the third port of the fourth three-way valve is connected to the fourth port of the second four-way reversing valve.

5. A control method for a dual-cooling-medium thermal management system for new energy electric vehicles, based on the dual-cooling-medium thermal management system for new energy electric vehicles as described in claim 4, characterized in that, The thermal management system controls the opening and closing states of the compressor, electronic expansion valves, solenoid valves, water pump, four-way reversing valve, and three-way valve based on the ambient temperature of the vehicle and the thermal demands of the passenger compartment, battery pack, and electric drive system, to achieve at least one of the following operating modes: Mode 1: In high-temperature environments, the passenger compartment, battery pack, and electric drive system are cooled simultaneously; Mode 2: Cooling of the battery pack and passenger compartment under high temperature conditions; Mode 3: Cooling of the battery pack and electric drive system under normal temperature conditions; Mode 4: In low-temperature environments, a heat pump is used to heat the passenger compartment and battery pack; Mode 5: In low-temperature environments, a heat pump is used to heat the crew compartment and battery pack, and waste heat from the electric drive system is recovered; Mode 6: In low-temperature environments, the system heats the passenger compartment while cooling the battery pack, and utilizes waste heat from the electric drive system to assist the heat pump in operation.

6. The control method for the dual-cooling-medium thermal management system of new energy electric vehicles according to claim 5, characterized in that, In Mode 1, the compressor is turned on, the second electronic expansion valve is turned on, the third electronic expansion valve is turned on, the first solenoid valve is turned on, and the third solenoid valve is turned on, so that the refrigerant circuit is in working condition; the first water pump is turned on, so that the coolant circuit is in working condition. When the compressor is turned on, the refrigerant flows from the first port of the first four-way reversing valve to the first three-way valve, and then enters the outdoor heat exchanger for cooling. Subsequently, the refrigerant is divided into two paths: one path enters the dual cooling medium cold plate through the second electronic expansion valve to cool the battery pack, and the other path enters the indoor evaporator through the third electronic expansion valve to cool the passenger compartment. After completing the heat exchange, the refrigerant merges and flows into the refrigerant receiver tank, and then returns to the compressor to form a complete refrigeration cycle. In the coolant circuit, the first water pump is turned on, and the coolant flows sequentially through the first port of the third three-way valve, the third port of the second four-way reversing valve, the motor radiator, and the drive motor. Then, it flows back to the water pump inlet through the motor controller, forming a coolant circulation to provide cooling for the drive motor and the motor controller.

7. The control method for the dual-cooling-medium thermal management system of new energy electric vehicles according to claim 5, characterized in that, In Mode 2: the compressor is turned on, the second and third electronic expansion valves are turned on, the first solenoid valve is turned on, and the third solenoid valve is turned on, so that the refrigerant circuit is in working condition. When the compressor is turned on, the refrigerant flows through the outdoor heat exchanger for cooling, and then flows through the indoor evaporator and dual cooling medium cold plate to cool the passenger compartment and battery pack.

8. The control method for the dual-cooling-medium thermal management system of a new energy electric vehicle according to claim 5, characterized in that, In mode three: control the second water pump to turn on, so that the battery coolant circuit is in working state; control the first water pump to turn on, so that the motor coolant circuit is in working state; In the battery coolant circuit, the second water pump drives the coolant to flow sequentially through the third port of the fifth three-way valve, the battery coolant circuit radiator, the first port of the fourth three-way valve, and the dual cooling medium cold plate to provide cooling for the battery pack. In the motor coolant circuit, the coolant driven by the first water pump flows sequentially through the first port of the third three-way valve, the third port of the second four-way reversing valve, the motor radiator, the drive motor, and the motor controller, and then flows back to the inlet of the first water pump, forming a coolant circulation to provide cooling for the drive motor and the motor controller.

9. The control method for the dual-cooling-medium thermal management system of a new energy electric vehicle according to claim 5, characterized in that, In mode four: control the compressor to start, control the first electronic expansion valve to start, control the second electronic expansion valve to start, control the second solenoid valve to start, so that the refrigerant circuit is in heat pump operation mode. The high-temperature and high-pressure refrigerant discharged from the compressor is divided into two paths after passing through the fourth port of the first four-way reversing valve: one path enters the indoor condenser to provide heating for the passenger compartment, and then enters the outdoor heat exchanger to absorb heat through the first electronic expansion valve, before flowing into the refrigerant receiver tank and finally returning to the compressor; Another path leads to the dual-cooling medium cold plate to heat the battery pack, then through the second electronic expansion valve to the outdoor heat exchanger to absorb heat, before flowing into the refrigerant receiver tank and finally back to the compressor.

10. The control method for the dual-cooling-medium thermal management system of a new energy electric vehicle according to claim 5, characterized in that, In mode five: control the compressor to start, control the first electronic expansion valve to start, control the second electronic expansion valve to start, control the second solenoid valve to start, so that the refrigerant circuit is in heat pump working state; control the first water pump to start, control the second water pump to start, so that the coolant circuit is in working state. The high-temperature, high-pressure refrigerant discharged from the compressor is divided into two paths after passing through the first port of the first four-way reversing valve: one path enters the indoor condenser to provide heating for the passenger compartment, then passes through the first electronic expansion valve to absorb heat in the outdoor heat exchanger, and then flows into the refrigerant receiver tank before finally returning to the compressor; the other path enters the dual-cooling medium cold plate through the third port of the first four-way reversing valve to provide heating for the battery pack, then passes through the second electronic expansion valve to absorb heat in the outdoor heat exchanger, and then flows into the refrigerant receiver tank before finally returning to the compressor. The first and second water pumps start simultaneously. The coolant flows sequentially through the drive motor and motor controller to recover waste heat. Then, driven by the first water pump, it enters the second water pump through the third three-way valve, and then flows through the dual cooling medium cold plate to transfer the recovered waste heat to the battery pack. After that, it flows back to the drive motor and motor controller through the fourth three-way valve and the second four-way reversing valve, forming a waste heat recovery cycle. In mode six: control the compressor to start, control the first electronic expansion valve to start, control the second electronic expansion valve to fully open, control the second solenoid valve to start, control the third solenoid valve to start, so that the refrigerant circuit is in working state; control the first water pump to start, control the second water pump to start, so that the coolant circuit is in working state. The high-temperature, high-pressure refrigerant discharged from the compressor first enters the indoor condenser to provide heating for the passenger compartment; then the refrigerant flows sequentially through the first electronic expansion valve, the second electronic expansion valve, and the dual cooling medium cold plate, where it absorbs the heat generated by the battery pack and dissipates heat from the battery pack; the refrigerant that has absorbed heat flows into the refrigerant receiver tank and finally returns to the compressor to complete the cycle; The first and second water pumps start simultaneously. The coolant flows sequentially through the drive motor and the motor controller to recover waste heat. Then, driven by the first water pump, it enters the second water pump through the third three-way valve, and then flows through the dual cooling medium cold plate to transfer the recovered waste heat to the refrigerant. After that, it flows through the fourth three-way valve and the second four-way reversing valve, and finally flows back to the inlet of the first water pump, forming a waste heat recovery cycle.

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