A thermal management system and a range-extended new energy vehicle

Abstract

This invention belongs to the field of thermal management technology and discloses a thermal management system and a range-extended electric vehicle. The thermal management system includes a refrigerant circulation loop and a coolant circulation loop. Addressing the industry pain point of insufficient waste heat recovery and low thermal energy utilization in range-extended electric vehicles during winter, this solution adds an exhaust waste heat recovery device and, in conjunction with a first proportional three-way valve, precisely controls the heat source distribution in the pipeline. This allows the exhaust waste heat from the engine to directly participate in passenger compartment heating and battery pack preheating, fully utilizing waste heat energy and effectively solving the problems of insufficient heat source and waste heat in winter. Addressing the shortcomings of insufficient vehicle cooling and poor thermal management efficiency in summer, this system optimizes the high and low temperature cooling structure. When the engine assembly is off, it can flexibly switch between series and parallel operation of the low-temperature radiator and the high-temperature radiator, significantly improving the vehicle's heat dissipation flux and efficiency, avoiding high-temperature accumulation problems, and further improving energy utilization.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology, and in particular to a thermal management system and a range-extended electric vehicle. Background Technology

[0002] Against the backdrop of the widespread adoption of new energy vehicles, pure electric vehicles have developed rapidly due to their simple structure and clean energy consumption. Meanwhile, range-extended electric vehicles (REEVs), with their core advantages of being both gasoline-powered and electric-powered and eliminating range anxiety, have consistently maintained a high ownership and market share in the new energy vehicle market. Unlike pure electric vehicles, which only have batteries, motors, and other electric drive cooling components, range-extended vehicles retain traditional internal combustion engines, generators, and other core internal combustion power components, integrating the structural characteristics of both gasoline and new energy vehicles. This makes their thermal management system more complex, encompassing multiple modules such as the electric drive system, battery system, and engine system, providing more channels for heat generation and waste heat utilization.

[0003] Currently, thermal management technology for range-extended electric vehicles is not yet fully mature, with significant shortcomings in system integration and temperature control adaptability. In low-temperature winter conditions, existing waste heat recovery solutions are structurally simplistic, only recovering a portion of the surface waste heat from the engine and motor, failing to fully utilize the system's waste heat. Battery preheating and cabin heating still consume substantial amounts of electricity, exacerbating energy loss. In high-temperature summer conditions, the vehicle's cooling system design is flawed, resulting in insufficient heat dissipation when multiple heat sources operate simultaneously, easily leading to inadequate heat dissipation for components. Overall, existing thermal management systems exhibit poor adaptability to different operating conditions and low operational efficiency, causing energy waste and indirectly impacting vehicle range and driving experience.

[0004] Therefore, there is an urgent need to propose a thermal management system and a range-extended new energy vehicle to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to provide a thermal management system that can comprehensively recover waste heat from various locations, reduce energy loss, and significantly improve the energy utilization efficiency of the entire vehicle.

[0006] To achieve this objective, the present invention adopts the following technical solution: A thermal management system, comprising: The refrigerant circulation loop includes a compressor, a condenser, a cooler, and an evaporator. The compressor outlet is connected to the first inlet of the condenser, the first outlet of the condenser is connected to the first inlet of the cooler and the inlet of the evaporator, and the first outlet of the cooler and the outlet of the evaporator are both connected to the compressor inlet. The coolant circulation loop includes a low-temperature radiator, a high-temperature radiator, an engine assembly, an exhaust waste heat recovery device, a heater core, a battery pack assembly, a motor assembly, a five-way valve, a six-way valve, a first proportional three-way valve, and a second proportional three-way valve. The second outlet of the condenser is connected to the first connection port of the first proportional three-way valve, the second connection port of the first proportional three-way valve is connected to the inlet of the heater core, the outlet of the heater core is connected to the second inlet of the condenser and the inlet of the engine assembly through the first three-way valve, the outlet of the engine assembly is connected to the first connection port of the second proportional three-way valve, the second connection port of the second proportional three-way valve is connected to the inlet of the high-temperature radiator and the inlet of the engine assembly through the second three-way valve, the outlet of the high-temperature radiator is connected to the inlet of the engine assembly, and the third connection port of the second proportional three-way valve is connected to the first connection port of the first proportional three-way valve and the second three-way valve through the third three-way valve. The third connection port of the first three-way valve, the inlet of the battery pack assembly, the second outlet of the cooler, the inlet of the low-temperature radiator, and the inlet of the exhaust gas waste heat recovery device are respectively connected to different connection ports of the six-way valve, and the outlet of the low-temperature radiator is connected to the inlet of the motor assembly. The outlet of the exhaust gas waste heat recovery device and the outlet of the motor assembly are both connected to one of the connection ports of the five-way valve. The second outlet of the cooler, the inlet of the battery pack assembly, and the outlet of the battery pack assembly are respectively connected to the other connection ports of the five-way valve.

[0007] Preferably, the high-temperature radiator and the low-temperature radiator are arranged opposite each other, and the coolant circulation loop also includes an electric fan with the air intake end of the electric fan facing the high-temperature radiator and the low-temperature radiator.

[0008] Preferably, the sixth connection port of the six-way valve and the outlet of the low-temperature radiator are both connected to the inlet of the motor assembly.

[0009] Preferably, the coolant circulation loop also includes a water heater, the inlet of which is connected to one of the connection ports of the five-way valve, and the outlet of which is connected to the second inlet of the cooler.

[0010] Preferably, the evaporator and the heater core are arranged opposite each other, and the coolant circulation loop also includes a blower with the blower's outlet facing the evaporator and the heater core.

[0011] Preferably, the coolant circulation loop also includes a first electronic water pump, a second electronic water pump, a third electronic water pump, a fourth electronic water pump, and a fifth electronic water pump: The inlet of the first electronic water pump is connected to the outlet of the exhaust gas waste heat recovery device and the outlet of the motor assembly, and the outlet of the first electronic water pump is connected to the five-way valve. The inlet of the second electronic water pump is connected to the first three-way valve, and the outlet of the second electronic water pump is connected to the second inlet of the condenser. The inlet of the third electronic water pump is connected to a six-way valve or a five-way valve, and the outlet of the third electronic water pump is connected to the inlet of the battery pack assembly. The inlet of the fourth electronic water pump is connected to the second three-way valve, and the outlet of the fourth electronic water pump is connected to the inlet of the high-temperature radiator. The outlets of the first three-way valve, the second three-way valve, and the high-temperature radiator are all connected to the inlet of the fifth electronic water pump, and the outlet of the fifth electronic water pump is connected to the inlet of the exhaust gas waste heat recovery device.

[0012] Preferably, the motor assembly includes a high-voltage power distribution unit, a DC-DC converter, a motor controller, and a drive motor. The high-voltage power distribution unit and the DC-DC converter are integrated into a first module, and the motor controller and the drive motor are integrated into a second module. Along the flow direction of the coolant, the first module is located upstream of the second module.

[0013] Preferably, the refrigerant circulation loop also includes a liquid receiver tank, the inlet of which is connected to the first outlet of the condenser, and the outlet of which is connected to the first inlet of the cooler and the inlet of the evaporator.

[0014] Preferably, the refrigerant circulation loop also includes a first electronic expansion valve and a second electronic expansion valve, wherein the inlet of the first electronic expansion valve is connected to the outlet of the liquid receiver, and the outlet of the first electronic expansion valve is connected to the first inlet of the cooler. The inlet of the second electronic expansion valve is connected to the outlet of the liquid storage tank, and the outlet of the second electronic expansion valve is connected to the inlet of the evaporator.

[0015] The purpose of this invention is to provide a range-extended new energy vehicle that improves the energy utilization efficiency of the vehicle.

[0016] To achieve this objective, the present invention adopts the following technical solution: A range-extended electric vehicle includes a vehicle body and the aforementioned thermal management system, wherein the thermal management system is installed on the vehicle body.

[0017] The beneficial effects of this invention are: This invention provides a thermal management system, including a refrigerant circulation loop and a coolant circulation loop. Addressing the industry pain point of insufficient waste heat recovery and low thermal energy utilization in winter for range-extended electric vehicles, this solution adds an exhaust waste heat recovery device, coupled with a first proportional three-way valve to precisely control the heat source distribution in the pipeline. This allows the exhaust waste heat to directly participate in passenger compartment heating and battery pack preheating, fully utilizing waste heat energy and effectively solving the problems of insufficient heat source and waste heat in winter. Addressing the shortcomings of insufficient vehicle cooling and poor thermal management efficiency in summer, this system optimizes the high and low temperature heat dissipation structure. When the engine assembly is off, it can flexibly switch between series and parallel operation of the low-temperature radiator and the high-temperature radiator, significantly improving the vehicle's heat dissipation flux and efficiency, and avoiding the problem of high-temperature accumulation. In addition, this thermal management system is highly integrated and has comprehensive functions. It can fully cover the basic functions of heat pump air conditioning, such as cooling, heating, defrosting, and dehumidification, through the coordinated operation of the five-way valve and the six-way valve. At the same time, it can realize multiple operating modes such as engine and exhaust waste heat utilization and high and low temperature radiator combined heat dissipation, which significantly improves the energy utilization efficiency of the whole vehicle.

[0018] This invention also provides a range-extended electric vehicle, including a vehicle body and the aforementioned thermal management system, with the thermal management system installed on the vehicle body. Addressing the issue of low waste heat recovery and insufficient heat utilization in winter for range-extended electric vehicles, a waste heat recovery device is added to the thermal management system. A first proportional three-way valve precisely distributes waste heat from the exhaust gas, and the recovered heat is directly used for passenger compartment heating and battery pack preheating, fully utilizing waste heat energy. In high-temperature summer conditions, to address the drawback of insufficient heat dissipation, when the engine assembly stops running, a five-way valve and a six-way valve switch the pipeline layout of the thermal management system, allowing the low-temperature radiator and high-temperature radiator to be connected in series or parallel as needed, increasing the overall heat dissipation flux and quickly dissipating excess heat. The thermal management system, relying on the switching of the five-way valve and the six-way valve, constructs multiple operating modes, rationally allocating engine waste heat, exhaust waste heat, and radiator heat dissipation paths, reducing ineffective energy consumption, improving heat exchange conditions, and comprehensively improving the energy utilization efficiency of range-extended electric vehicles. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the thermal management system provided in this embodiment; Figure 2 This is a schematic diagram of the working process of the thermal management system provided in this embodiment (cooling mode 1). Figure 3 This is a schematic diagram of the working process of the thermal management system provided in this embodiment (cooling mode 2). Figure 4 This is a schematic diagram of the working process of the thermal management system provided in this embodiment (cooling mode 3). Figure 5This is a schematic diagram of the working process of the thermal management system provided in this embodiment (heating mode 1). Figure 6 This is a schematic diagram of the working process of the thermal management system provided in this embodiment (heating mode 2).

[0020] In the picture: 101. Compressor; 102. Condenser; 103. Cooler; 104. Evaporator; 105. Receiver; 106. First electronic expansion valve; 107. Second electronic expansion valve; 201. Low-temperature radiator; 202. High-temperature radiator; 203. Engine assembly; 204. Exhaust gas waste heat recovery device; 205. Heater core; 206. Battery pack assembly; 207. Motor assembly; 2071. First module; 2072. Second module Block; 208, Five-way valve; 209, Six-way valve; 210, First proportional three-way valve; 211, Second proportional three-way valve; 212, First three-way valve; 213, Second three-way valve; 214, Third three-way valve; 215, Electric fan; 216, Water heater; 217, Blower; 218, First electric water pump; 219, Second electric water pump; 220, Third electric water pump; 221, Fourth electric water pump; 222, Fifth electric water pump. Detailed Implementation

[0021] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0022] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0023] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0024] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0025] This embodiment provides a thermal management system that comprehensively recovers waste heat from various locations, reduces energy loss, and significantly improves the energy utilization efficiency of the entire vehicle.

[0026] Specifically, such as Figure 1 As shown, a thermal management system includes a refrigerant circulation loop and a coolant circulation loop. The refrigerant circulation loop includes a compressor 101, a condenser 102, a cooler 103, and an evaporator 104. The outlet of the compressor 101 is connected to the first inlet of the condenser 102. The first outlet of the condenser 102 is connected to the first inlet of the cooler 103 and the inlet of the evaporator 104, respectively. The first outlet of the cooler 103 and the outlet of the evaporator 104 are both connected to the inlet of the compressor 101. The cooler 103 and the evaporator 104 are arranged in parallel. The compressor 101 draws in low-temperature, low-pressure gaseous refrigerant, compresses it, and transforms it into a high-temperature, high-pressure state before delivering it to the condenser 102. In the condenser 102, the refrigerant releases a large amount of heat to the outside, then flows into the cooler 103 or the evaporator 104 for further heat exchange and cooling, before returning to the compressor 101, thus completing the complete refrigerant circulation process.

[0027] The coolant circulation loop includes a low-temperature radiator 201, a high-temperature radiator 202, an engine assembly 203, an exhaust waste heat recovery device 204, a heater core 205, a battery pack assembly 206, a motor assembly 207, a five-way valve 208 (designated as port a, port b, port c, port d, and port e), a six-way valve 209 (designated as port h, port i, port j, port k, port l, and port m), a first proportional three-way valve 210, and a second proportional three-way valve 211. The second outlet of the condenser 102 is connected to the first connection port of the first proportional three-way valve 210, and the second connection port of the first proportional three-way valve 210 is connected to the inlet of the heater core 205. The outlet of 05 is connected to the second inlet of the condenser 102 and the inlet of the engine assembly 203 via the first three-way valve 212. The outlet of the engine assembly 203 is connected to the first connection port of the second proportional three-way valve 211. The second connection port of the second proportional three-way valve 211 is connected to the inlet of the high-temperature radiator 202 and the inlet of the engine assembly 203 via the second three-way valve 213. The outlet of the high-temperature radiator 202 is connected to the inlet of the engine assembly 203. The third connection port of the second proportional three-way valve 211 is connected to the first connection port of the first proportional three-way valve 210 and the second three-way valve 213 via the third three-way valve 214. The third connection port of the first three-way valve 212, the inlet of the battery pack assembly 206, the second outlet of the cooler 103, the inlet of the low-temperature radiator 201, and the inlet of the exhaust waste heat recovery device 204 are connected to different connection ports of the six-way valve 209. The outlet of the low-temperature radiator 201 is connected to the inlet of the motor assembly 207. The outlet of the exhaust gas waste heat recovery device 204 and the outlet of the motor assembly 207 are both connected to one of the connection ports of the five-way valve 208. The second outlet of the cooler 103, the inlet of the battery pack assembly 206, and the outlet of the battery pack assembly 206 are respectively connected to the other connection ports of the five-way valve 208.

[0028] Cooler 103 has a bidirectional heat exchange function. In cooling mode, it dissipates heat from the battery pack assembly 206; when in heat pump mode, it collects ambient heat, motor heat, battery waste heat, and engine exhaust waste heat. Heater core 205 outputs heat to meet the heating needs of the passenger compartment. First three-way valve 212 regulates the flow of heat through the pipes, rationally distributing the heating heat from the passenger compartment and the preheating heat from the battery, while also managing the waste heat generated by the engine. Five-way valve 208 and six-way valve 209, through the coordinated opening and closing of their respective interfaces, establish multiple independent coolant circulation loops, connecting the motor assembly 207, battery pack assembly 206, the external environment, engine assembly 203, and exhaust waste heat recovery device 204. By relying on the coordinated switching of circulation paths by the valves, heat transfer between heat sources is completed as needed, coordinating various types of waste heat, reducing energy loss, and improving the overall vehicle heat utilization efficiency.

[0029] Addressing the industry pain point of insufficient waste heat recovery and low thermal energy utilization in winter for range-extended electric vehicles, this solution adds an exhaust waste heat recovery device 204, along with a first proportional three-way valve 210 to precisely regulate the distribution of heat sources in the pipeline. This allows the exhaust waste heat from the engine to directly participate in passenger compartment heating and battery pack assembly 206 preheating, fully utilizing waste heat energy and effectively solving the problems of insufficient heat source and waste heat in winter. Addressing the shortcomings of insufficient vehicle cooling and poor thermal management efficiency in summer, this system optimizes the high and low temperature cooling structure. When the engine assembly 203 is off and not operating, it can flexibly switch between series and parallel operation of the low-temperature radiator 201 and the high-temperature radiator 202, significantly improving the vehicle's heat dissipation flux and efficiency, and avoiding the problem of high-temperature accumulation. In addition, this thermal management system is highly integrated and has comprehensive functions. It can fully cover the basic functions of heat pump air conditioning, such as cooling, heating, defrosting, and dehumidification, through the coordinated operation of the five-way valve 208 and the six-way valve 209. At the same time, it can realize multiple operating modes such as engine and exhaust waste heat utilization and high and low temperature radiator 201 combined heat dissipation, which significantly improves the energy utilization efficiency of the whole vehicle.

[0030] Furthermore, the high-temperature radiator 202 and the low-temperature radiator 201 are arranged opposite to each other, and the coolant circulation loop also includes an electric fan 215, with the suction end of the electric fan 215 facing the high-temperature radiator 202 and the low-temperature radiator 201. The operation of the electric fan 215 drives air to flow rapidly across the surfaces of the high-temperature radiator 202 and the low-temperature radiator 201, accelerating heat exchange between the high-temperature radiator 202 and the low-temperature radiator 201 and the external air, enhancing the heat dissipation effect, reducing the operating temperature of components, and improving the overall operating efficiency of the entire thermal management system.

[0031] Furthermore, the sixth connection port (K port) of the six-way valve 209 and the outlet of the cryogenic radiator 201 are both connected to the inlet of the motor assembly 207. The system sets the cryogenic radiator 201 and the short-circuit circuit in a parallel layout to flexibly control the coolant flow path. When the vehicle is in operation and the cryogenic radiator 201 is not required to participate in heat dissipation, the controller controls the six-way valve 209 to close port I and open port K at the same time. The coolant bypasses the cryogenic radiator 201 and circulates directly through the short-circuit circuit, reducing the excess heat loss when the coolant flows through the radiator, reducing ineffective heat loss, and improving the energy utilization rate of the vehicle.

[0032] Optionally, the coolant circulation loop also includes a water heater 216. The inlet of the water heater 216 is connected to one of the connection ports (port a) of the five-way valve 208, and the outlet of the water heater 216 is connected to the second inlet of the cooler 103. The water heater 216 is positioned on the low-pressure side of the coolant circulation loop. When the ambient temperature is low in winter and the waste heat recovered in the heat pump mode is insufficient to meet the heating demand, the water heater 216 is activated to heat the coolant inside the loop, supplementing the heat required by the system, ensuring stable operation of battery preheating and passenger cabin heating, and compensating for the insufficient heating capacity of the thermal management system.

[0033] Optionally, the evaporator 104 and the heater core 205 are arranged opposite to each other, and the coolant circulation loop also includes a blower 217, with the blower 217's outlet facing the evaporator 104 and the heater core 205. The blower 217 continuously drives the air circulation within the passenger cabin, accelerating the heat exchange rate between the air and the evaporator 104 or the heater core 205. During the cooling phase, the air passes through the evaporator 104, carrying away the cooling capacity; during the heating phase, it absorbs the heat released by the heater core 205, rapidly regulating the temperature within the passenger cabin, shortening the temperature control response time, and further improving the overall efficiency of the entire thermal management system.

[0034] Optionally, the coolant circulation loop also includes a first electronic water pump 218, a second electronic water pump 219, a third electronic water pump 220, a fourth electronic water pump 221, and a fifth electronic water pump 222. The inlet of the first electronic water pump 218 is connected to the outlet of the exhaust gas waste heat recovery device 204 and the outlet of the motor assembly 207, and the outlet of the first electronic water pump 218 is connected to a five-way valve 208. The first electronic water pump 218 provides circulation power, driving the coolant inside the low-temperature radiator 201 or in the exhaust gas waste heat recovery device 204 to be smoothly delivered to the five-way valve 208. This accelerates the circulation speed of the coolant within the pipeline, promotes heat transfer between heat exchange components, improves waste heat recovery and heat dissipation, reduces heat retention and loss, and effectively improves the working efficiency of the entire thermal management system.

[0035] Furthermore, the inlet of the second electronic water pump 219 is connected to the first three-way valve 212, and the outlet of the second electronic water pump 219 is connected to the second inlet of the condenser 102. The second electronic water pump 219 provides power to the circulation pipeline, continuously transporting the coolant inside the pipeline to the condenser 102 to participate in the heat exchange process. This accelerates the coolant circulation speed, enhances the heat transfer between the coolant and refrigerant, reduces heat exchange resistance, fully releases heat exchange potential, and reduces system energy loss, thereby improving the overall performance of the thermal management system.

[0036] Furthermore, the inlet of the third electronic water pump 220 is connected to either the six-way valve 209 or the five-way valve 208, and the outlet of the third electronic water pump 220 is connected to the inlet of the battery pack assembly 206. The third electronic water pump 220 provides circulating power for the battery cooling circuit, accelerates the flow of coolant inside the battery pack assembly 206, and speeds up the transfer of residual heat to the battery casing. In low-temperature winter environments, this promotes a rapid rise in battery temperature, reduces the temperature difference between different areas of the battery, reduces preheating time, improves the battery operating environment, and ultimately increases the battery heating rate, optimizing the overall performance of the thermal management system.

[0037] Furthermore, the inlet of the fourth electronic water pump 221 is connected to the second three-way valve 213, and the outlet of the fourth electronic water pump 221 is connected to the inlet of the high-temperature radiator 202. The fourth electronic water pump 221 provides circulation power for the circuit of the high-temperature radiator 202, accelerates the flow speed of the coolant inside the high-temperature radiator 202, and prompts the coolant to carry away the heat generated by the engine assembly 203 in a timely manner, so that the heat exchange between the coolant and the outside air is more sufficient, avoiding heat accumulation, reducing the operating temperature of components, and effectively improving the heat dissipation performance of the high-temperature radiator 202.

[0038] Furthermore, the outlets of the first three-way valve 212, the second three-way valve 213, and the high-temperature radiator 202 are all connected to the inlet of the fifth electronic water pump 222, and the outlet of the fifth electronic water pump 222 is connected to the inlet of the exhaust waste heat recovery device 204. The fifth electronic water pump 222 provides power to the engine circulation loop, accelerates the flow rate of coolant through the internal pipes of the engine assembly 203, promptly absorbs excess heat generated during engine operation, accelerates the heat conduction process, reduces heat loss to the external environment, fully recovers engine waste heat, thereby improving waste heat recovery efficiency and saving vehicle energy consumption.

[0039] Optionally, the motor assembly 207 includes a high-voltage power distribution unit, a DC-DC converter, a motor controller, and a drive motor. The high-voltage power distribution unit and the DC-DC converter are integrated into a first module 2071, and the motor controller and the drive motor are integrated into a second module 2072. Along the flow direction of the coolant, the first module 2071 is located upstream of the second module 2072. By arranging the first module 2071, which has relatively lower heat generation, upstream, the coolant first carries away the heat generated by the first module 2071 before flowing through the second module 2072 to carry away the heat from the second module 2072. The collected heat is then used for preheating the subsequent battery pack assembly 206 or for heating the passenger compartment. This reasonable, step-by-step recovery of waste heat reduces additional heating energy consumption, thereby improving the overall energy utilization rate of the vehicle.

[0040] Optionally, the refrigerant circulation loop also includes a liquid receiver 105. The inlet of the liquid receiver 105 is connected to the first outlet of the condenser 102, and the outlet of the liquid receiver 105 is connected to the first inlet of the cooler 103 and the inlet of the evaporator 104, respectively. The liquid receiver 105 stores excess refrigerant in the system, preventing excessive refrigerant in the refrigerant circulation loop from increasing the heat exchange load. When the system experiences insufficient refrigerant flow, the refrigerant stored in the liquid receiver 105 is released in a timely manner to replenish the refrigerant circulation loop, maintaining a stable refrigerant content within the pipeline and ensuring the continuous and stable operation of the refrigerant circulation loop, thus achieving reliable operation of the thermal management system.

[0041] Furthermore, the refrigerant circulation loop also includes a first electronic expansion valve 106 and a second electronic expansion valve 107. The inlet of the first electronic expansion valve 106 is connected to the outlet of the liquid receiver 105, and the outlet of the first electronic expansion valve 106 is connected to the first inlet of the cooler 103. The refrigerant output from the liquid receiver 105 is depressurized by the first electronic expansion valve 106, adjusting the refrigerant pressure to the appropriate operating range for the cooler 103. Reasonable control of the inlet-side medium pressure optimizes the refrigerant flow state, enhances the internal heat exchange effect to improve the working efficiency of the cooler 103, and prevents damage to the internal components of the cooler 103 due to excessive pressure, thus extending the service life of the cooler 103. Furthermore, the inlet of the second electronic expansion valve 107 is connected to the outlet of the liquid receiver 105, and the outlet of the second electronic expansion valve 107 is connected to the inlet of the evaporator 104. The refrigerant flowing out of the liquid receiver 105 is throttled and depressurized by the second electronic expansion valve 107, reducing its pressure and temperature to the operating conditions suitable for the evaporator 104. After entering the evaporator 104, the refrigerant fully vaporizes and absorbs heat, matching the cooling requirements of the entire vehicle, improving internal heat exchange conditions, reducing energy waste, and effectively improving the heat exchange efficiency of the evaporator 104.

[0042] This embodiment also provides a range-extended new energy vehicle, which improves the vehicle's energy utilization efficiency by improving the thermal management system.

[0043] Specifically, a range-extended electric vehicle includes a vehicle body and the aforementioned thermal management system, with the thermal management system installed on the vehicle body. Addressing the issue of low waste heat recovery and insufficient heat utilization in winter for range-extended electric vehicles, a waste heat recovery device 204 is added to the thermal management system. This device uses a first proportional three-way valve 210 to precisely distribute waste heat from the exhaust gas. The recovered heat is directly used for passenger compartment heating and preheating of the battery pack assembly 206, fully utilizing waste heat energy. In high-temperature summer conditions, to address the drawback of insufficient heat dissipation, when the engine assembly 203 stops running, a five-way valve 208 and a six-way valve 209 switch the piping layout of the thermal management system. This allows the low-temperature radiator 201 and the high-temperature radiator 202 to be connected in series or in parallel as needed, increasing the overall heat dissipation capacity and quickly dissipating excess heat. The thermal management system relies on the switching of the five-way valve 208 and the six-way valve 209 to construct multiple working modes, rationally allocate engine waste heat, exhaust waste heat and radiator heat dissipation path, reduce ineffective energy consumption, improve heat exchange conditions, and comprehensively improve the energy utilization efficiency of range-extended new energy vehicles.

[0044] The thermal management system provided in this embodiment has the following operating modes: Cooling Mode 1 (In idle fast charging mode, the high-temperature radiator 202 and the low-temperature radiator 201 are connected in parallel to improve fast charging efficiency).

[0045] like Figure 2 As shown, the low-temperature superheated gaseous refrigerant drawn in from the suction port of compressor 101 is compressed by compressor 101 and discharged as high-temperature and high-pressure gaseous refrigerant, which flows into condenser 102. The refrigerant flows out from condenser 102 and into liquid storage tank 105. After being throttled by the first electronic expansion valve 106, it enters cooler 103. After absorbing heat from cooler 103, the refrigerant flows out as superheated gas and then flows back into the suction port of compressor 101 to enter the next cycle.

[0046] In this mode, the high-temperature coolant from the battery pack assembly 206 passes through the five-way valve 208 (connecting port e and port a) and the water heater 216 to reach the cooler 103, where it exchanges heat with the cooler 103 to cool down to the required coolant temperature at the inlet of the battery pack assembly 206. Then, it passes through the six-way valve 209 (connecting port j and port i) and the third electronic water pump 220 to reach the battery pack assembly 206. After completing the heat exchange with the battery pack assembly 206 and cooling down, it enters the next cycle.

[0047] Part of the high-temperature coolant from condenser 102 passes through the second three-way valve 213, the third three-way valve 214, the fourth electronic water pump 221, and the high-temperature radiator 202 for heat dissipation. The other part passes through the first proportional three-way valve 210 and the first six-way valve 209 (connected to port h and port l) to reach the low-temperature radiator 201 for cooling. The cooled coolant then enters the motor assembly 207 to cool it. After cooling, it passes through the first electronic water pump 218, the first five-way valve 208 (connected to port b and port c), the first three-way valve 212, and the second electronic water pump 219 to enter condenser 102 and then enter the next cycle.

[0048] Compared to the traditional mode, this cooling mode adds a parallel cooling mode with a high-temperature radiator 202, which can greatly improve cooling capacity and efficiency, and increase fast charging speed.

[0049] Cooling Mode 2 (Idle fast charging or pure electric mode, high and low temperature radiators 201 dual parallel mode, which can achieve simultaneous cooling of the vehicle compartment and battery pack).

[0050] like Figure 3 As shown, the low-temperature superheated gaseous refrigerant drawn in from the suction port of compressor 101 is compressed by compressor 101 and discharged as high-temperature, high-pressure gaseous refrigerant, which flows into condenser 102. The refrigerant flows out from condenser 102 and into liquid receiver 105. After being throttled by first electronic expansion valve 106, it enters cooler 103. After being throttled by second electronic expansion valve 107, it enters evaporator 104. The refrigerant flowing out after absorbing heat from cooler 103 and the refrigerant flowing out after absorbing heat from evaporator 104 become superheated gas and merge before flowing into suction port of compressor 101 to enter the next cycle.

[0051] In this mode, the cooling capacity of the passenger compartment is achieved by the airflow generated by the blower 217 exchanging heat with the evaporator 104, carrying away the cooling capacity generated by the evaporator 104 to the passenger compartment, thereby cooling the passenger compartment. The high-temperature coolant from the battery pack assembly 206 passes through the five-way valve 208 (connecting port E and port A) and the water heater 216 to the cooler 103, where it exchanges heat with the cooler 103, cooling the high-temperature coolant to the coolant temperature required for the battery inlet. It then passes through the six-way valve 209 (connecting port J and port I) and the third electronic water pump 220 to the battery pack assembly 206, completing the heat exchange with the battery pack assembly 206 and cooling down, before entering the next cycle.

[0052] Part of the high-temperature coolant from condenser 102 passes through the second three-way valve 213, the third three-way valve 214, the fourth electronic water pump 221, and the high-temperature radiator 202 for heat dissipation. The other part passes through the first proportional three-way valve 210 and the six-way valve 209 (connected to port h and port l) to reach the low-temperature radiator 201 for cooling. The cooled coolant then enters the motor assembly 207 to cool it. After cooling, it passes through the first electronic water pump 218, the five-way valve 208 (connected to port b and port c), the first three-way valve 212, and the second electronic water pump 219 to enter condenser 102 and then enter the next cycle.

[0053] Compared to the traditional mode, this cooling mode adds a parallel cooling mode with a high-temperature radiator 202, which can greatly improve the cooling capacity and efficiency of the passenger compartment, motor assembly 207 and battery pack assembly 206, and improve the fast charging speed.

[0054] Cooling mode 3 (engine intervention mode under power failure condition, high temperature radiator 202 is used to dissipate heat from the engine, and low temperature radiator 201 is responsible for heat dissipation of the thermal system).

[0055] like Figure 4 As shown, the low-temperature superheated gaseous refrigerant drawn in from the suction port of compressor 101 is compressed by compressor 101 and discharged as high-temperature, high-pressure gaseous refrigerant, which flows into condenser 102. The refrigerant flows out from condenser 102 and into liquid receiver 105. After being throttled by first electronic expansion valve 106, it enters cooler 103. After being throttled by second electronic expansion valve 107, it enters evaporator 104. The refrigerant flowing out after absorbing heat from cooler 103 and the refrigerant flowing out after absorbing heat from evaporator 104 become superheated gas and merge before flowing into suction port of compressor 101 to enter the next cycle.

[0056] In this mode, the cooling capacity of the passenger compartment is achieved by the airflow generated by the blower 217 exchanging heat with the evaporator 104, carrying away the cooling capacity generated by the evaporator 104 to the passenger compartment, thereby cooling the passenger compartment. The high-temperature coolant from the battery pack assembly 206 passes through the five-way valve 208 (connecting port E and port A) and the water heater 216 to the cooler 103, where it exchanges heat with the cooler 103, cooling the high-temperature coolant to the coolant temperature required for the battery inlet. It then passes through the six-way valve 209 (connecting port J and port I) and the third electronic water pump 220 to the battery pack assembly 206, completing the heat exchange with the battery pack assembly 206 and cooling down, before entering the next cycle.

[0057] The high-temperature coolant from the water-cooled condenser 102 passes through the first proportional three-way valve 210 and the six-way valve 209 (connecting port h and port l) to reach the low-temperature radiator 201 for cooling. The cooled coolant then enters the motor assembly 207 to complete the cooling of the motor assembly 207. After that, it passes through the first electronic water pump 218, the five-way valve 208 (connecting port b and port c), the first three-way valve 212, and the second electronic water pump 219 to enter the condenser 102 and then enter the next cycle.

[0058] Heating Mode 1 (Under power supply conditions, the engine intervenes, and the waste heat from the motor, ambient heat, engine waste heat and exhaust gas are comprehensively utilized).

[0059] like Figure 5 As shown, the low-temperature superheated gaseous refrigerant drawn in from the suction port of compressor 101 is compressed by compressor 101 and discharged as high-temperature and high-pressure gaseous refrigerant, which flows into condenser 102. After releasing heat in condenser 102, the refrigerant enters liquid storage tank 105, and after being throttled by first electronic expansion valve 106, it enters cooler 103. After absorbing heat from cooler 103, the refrigerant flowing out becomes superheated gas and then flows into suction port of compressor 101 to enter the next cycle.

[0060] In this mode, the high-temperature coolant obtained after the condenser 102 releases heat mixes with the engine hot water to reach a higher target water temperature. Then, it is divided into two paths according to the heat requirements of the passenger compartment and the battery pack assembly 206 by the first proportional three-way valve 210. One path passes through the heater core 205 to meet the heating requirements of the passenger compartment, while the other path passes through the six-way valve 209 (connecting the h port and the i port) and the third electronic water pump 220 to reach the battery pack assembly 206 to meet the heating requirements of the battery pack assembly 206. After that, it passes through the five-way valve 208 (connecting the e port and the c port) and merges with the coolant flowing out of the heater core 205. The merged coolant then passes through the first three-way valve 212, with part of it flowing back to the engine assembly 203 for circulation, and part of it passing through the second electronic water pump 219 to enter the condenser 102, and then enters the next cycle.

[0061] After absorbing heat, the coolant obtained by the cooler 103 is divided into two paths by the six-way valve 209 (port J is connected to port L and port M respectively). One path goes to the low-temperature radiator 201, where the lower-temperature coolant absorbs heat from the external environment and then absorbs the waste heat of the motor assembly 207, causing the coolant temperature to gradually rise. The other path goes through the exhaust waste heat recovery device 204, which raises the coolant temperature. After mixing with the water from the first path, the coolant enters the cooler 103 through the first electronic water pump 218, the five-way valve 208 (port B is connected to port C), and the water heater 216, completing the heat absorption of the coolant before entering the next cycle.

[0062] This mode effectively utilizes various waste heat sources under extremely low temperature power depletion conditions, improves the overall vehicle heat utilization efficiency, thereby increasing the driving range, and can store excess heat in the battery pack assembly 206.

[0063] Heating Mode 2 (Under the condition of power depletion, the engine intervenes and only uses the waste heat of the engine and exhaust gas to achieve heating of the cabin and battery).

[0064] like Figure 6 As shown, the low-temperature superheated gaseous refrigerant drawn in from the suction port of compressor 101 is compressed by compressor 101 and discharged as high-temperature and high-pressure gaseous refrigerant, which flows into condenser 102. After releasing heat in condenser 102, the refrigerant enters liquid storage tank 105, and after being throttled by first electronic expansion valve 106, it enters cooler 103. After absorbing heat from cooler 103, the refrigerant flowing out becomes superheated gas and then flows into suction port of compressor 101 to enter the next cycle.

[0065] In this mode, the high-temperature coolant obtained after the condenser 102 releases heat mixes with the engine hot water to reach a higher target water temperature. Then, it is divided into two paths according to the heat requirements of the passenger compartment and the battery pack assembly 206 by the first proportional three-way valve 210. One path passes through the heater core 205 to meet the heating requirements of the passenger compartment, while the other path passes through the six-way valve 209 (connecting the h port and the i port) and the third electronic water pump 220 to reach the battery pack assembly 206 to meet the heating requirements of the battery pack assembly 206. After that, it passes through the five-way valve 208 (connecting the e port and the c port) and merges with the coolant flowing out of the heater core 205. The merged coolant passes through the first three-way valve 212, with part of it flowing back to the engine assembly 203 for circulation, and part of it passing through the second electronic water pump 219 to enter the condenser 102 and then enter the next circulation.

[0066] After absorbing heat, the coolant obtained by the cooler 103 passes through the six-way valve 209 (connecting port J and port M) and then directly passes through the exhaust gas waste heat recovery device 204, which raises the temperature of the coolant. Then, it passes through the first electronic water pump 218, the five-way valve 208 (connecting port B and port A) and the water heater 216 and enters the cooler 103 to complete the heat absorption of the coolant before entering the next cycle.

[0067] This mode effectively utilizes the waste heat of the engine and exhaust gas under extremely low temperature power depletion conditions, improving the overall vehicle heat utilization efficiency and thus increasing the driving range. It can also store excess heat in the battery pack assembly 206.

[0068] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A thermal management system, characterized by, include: The refrigerant circulation loop includes a compressor (101), a condenser (102), a cooler (103), and an evaporator (104). The outlet of the compressor (101) is connected to the first inlet of the condenser (102). The first outlet of the condenser (102) is connected to the first inlet of the cooler (103) and the inlet of the evaporator (104), respectively. The first outlet of the cooler (103) and the outlet of the evaporator (104) are both connected to the inlet of the compressor (101). The coolant circulation loop includes a low-temperature radiator (201), a high-temperature radiator (202), an engine assembly (203), an exhaust waste heat recovery device (204), a heater core (205), a battery pack assembly (206), a motor assembly (207), a five-way valve (208), a six-way valve (209), a first proportional three-way valve (210), and a second proportional three-way valve (211). The second outlet of the condenser (102) is connected to the first connection port of the first proportional three-way valve (210), and the second connection port of the first proportional three-way valve (210) is connected to the inlet of the heater core (205). The outlet of the heater core (205) is connected to the condenser (205) via the first three-way valve (212). The second inlet of the 102) is connected to the inlet of the engine assembly (203), the outlet of the engine assembly (203) is connected to the first connection port of the second proportional three-way valve (211), the second connection port of the second proportional three-way valve (211) is connected to the inlet of the high temperature radiator (202) and the inlet of the engine assembly (203) respectively through the second three-way valve (213), the outlet of the high temperature radiator (202) is connected to the inlet of the engine assembly (203), and the third connection port of the second proportional three-way valve (211) is connected to the first connection port of the first proportional three-way valve (210) and the second three-way valve (213) respectively through the third three-way valve (214); The third connection port of the first three-way valve (212), the inlet of the battery pack assembly (206), the second outlet of the cooler (103), the inlet of the low-temperature radiator (201), and the inlet of the exhaust gas waste heat recovery device (204) are respectively connected to different connection ports of the six-way valve (209), and the outlet of the low-temperature radiator (201) is connected to the inlet of the motor assembly (207); The outlet of the exhaust gas waste heat recovery device (204) and the outlet of the motor assembly (207) are both connected to one of the connection ports of the five-way valve (208). The second outlet of the cooler (103), the inlet of the battery pack assembly (206) and the outlet of the battery pack assembly (206) are respectively connected to the other connection ports of the five-way valve (208).

2. The thermal management system of claim 1, wherein, The high-temperature radiator (202) and the low-temperature radiator (201) are arranged opposite to each other. The coolant circulation loop also includes an electronic fan (215), with the suction end of the electronic fan (215) facing the high-temperature radiator (202) and the low-temperature radiator (201).

3. The thermal management system of claim 1, wherein, The sixth port of the six-way valve (209) and the outlet of the low-temperature radiator (201) are both connected to the inlet of the motor assembly (207).

4. The thermal management system of claim 1, wherein, The coolant circulation loop also includes a water heater (216), the inlet of which is connected to one of the connection ports of the five-way valve (208), and the outlet of which is connected to the second inlet of the cooler (103).

5. The thermal management system of claim 1, wherein, The evaporator (104) and the heater core (205) are arranged opposite to each other. The coolant circulation loop also includes a blower (217), the air outlet of which faces the evaporator (104) and the heater core (205).

6. The thermal management system of claim 1, wherein, The coolant circulation loop also includes a first electronic water pump (218), a second electronic water pump (219), a third electronic water pump (220), a fourth electronic water pump (221), and a fifth electronic water pump (222): The inlet of the first electronic water pump (218) is connected to the outlet of the exhaust gas waste heat recovery device (204) and the outlet of the motor assembly (207), and the outlet of the first electronic water pump (218) is connected to the five-way valve (208). The inlet of the second electronic water pump (219) is connected to the first three-way valve (212), and the outlet of the second electronic water pump (219) is connected to the second inlet of the condenser (102); The inlet of the third electronic water pump (220) is connected to the six-way valve (209) or the five-way valve (208), and the outlet of the third electronic water pump (220) is connected to the inlet of the battery pack assembly (206); The inlet of the fourth electronic water pump (221) is connected to the second three-way valve (213), and the outlet of the fourth electronic water pump (221) is connected to the inlet of the high-temperature radiator (202). The outlets of the first three-way valve (212), the second three-way valve (213), and the high-temperature radiator (202) are all connected to the inlet of the fifth electronic water pump (222), and the outlet of the fifth electronic water pump (222) is connected to the inlet of the exhaust gas waste heat recovery device (204).

7. The thermal management system of claim 1, wherein, The motor assembly (207) includes a high-voltage power distribution unit, a DC-DC converter, a motor controller, and a drive motor. The high-voltage power distribution unit and the DC-DC converter are integrated into a first module (2071), and the motor controller and the drive motor are integrated into a second module (2072). Along the flow direction of the coolant, the first module (2071) is located upstream of the second module (2072).

8. The thermal management system of any of claims 1-7, wherein, The refrigerant circulation loop also includes a liquid storage tank (105), the inlet of which is connected to the first outlet of the condenser (102), and the outlet of which is connected to the first inlet of the cooler (103) and the inlet of the evaporator (104).

9. The thermal management system of claim 8, wherein, The refrigerant circulation loop also includes a first electronic expansion valve (106) and a second electronic expansion valve (107). The inlet of the first electronic expansion valve (106) is connected to the outlet of the liquid storage tank (105), and the outlet of the first electronic expansion valve (106) is connected to the first inlet of the cooler (103). The inlet of the second electronic expansion valve (107) is connected to the outlet of the liquid storage tank (105), and the outlet of the second electronic expansion valve (107) is connected to the inlet of the evaporator (104).

10. A range extended electric vehicle, characterized in that, The invention includes a vehicle body and a thermal management system as described in any one of claims 1-9, wherein the thermal management system is installed on the vehicle body.

Images