Thermal management system of new energy range-extending type automobile

Abstract

The utility model relates to a new energy extended-range automobile thermal management system, and belongs to the field of automobile air conditioners. The system comprises a refrigerant loop and a cooling liquid loop, and heat management functions of a passenger compartment, a battery, an electric drive and an engine are achieved through multi-loop collaborative design. The refrigerant loop comprises first to fifth refrigerant loops, a core component is a compressor, the flow direction of a refrigerant is controlled through an electromagnetic valve and a one-way valve, and passenger compartment cooling, battery cooling and waste heat recovery are achieved. The cooling liquid loop works cooperatively with a water pump through a three-way proportional valve, and electric heat dissipation, engine heat dissipation and battery heating are achieved. Through the high coupling design of the refrigerant loop and the cooling liquid loop and the multi-target cooperative control strategy, the comprehensive efficiency and applicability of thermal management are remarkably improved, the electric energy consumption is reduced, the endurance mileage of a vehicle in a pure electric mode is prolonged, and the reliability and maintainability of the system are enhanced.

Description

Technical Field

[0001] This utility model belongs to the field of automotive air conditioning and relates to a thermal management system for new energy range-extended vehicles. Background Technology

[0002] With the rapid development of new energy vehicle technology, the thermal management system, as a core subsystem affecting vehicle range, driving comfort, and safety, is becoming increasingly important. Currently, thermal management systems for new energy range-extended electric vehicles generally adopt a passenger compartment heating solution based on engine waste heat and a PTC (positive temperature coefficient heater), supplemented by a single refrigerant circuit or coolant circuit to achieve basic thermal management functions. However, such systems have significant limitations in practical applications. First, the existing architecture fails to fully integrate waste heat recovery from key components such as the electric drive and battery, resulting in low energy utilization, especially in pure electric driving mode, where air conditioning heating accounts for a large proportion of energy consumption, directly shortening the vehicle's range. Second, traditional thermal management systems have limited functional scenarios, making it difficult to achieve independent or coordinated management of multiple objectives such as the passenger compartment, battery, electric drive, and engine, and unable to balance thermal demands under different operating conditions. For example, in low-temperature environments, when battery heating and passenger compartment heating demands overlap, the system is prone to energy efficiency degradation or localized overheating risks due to uneven resource allocation. Furthermore, existing solutions often rely on complex discrete valve bodies and redundant piping, which not only increases system cost and control difficulty but also reduces reliability.

[0003] In existing technologies, some improvement solutions attempt to enhance energy efficiency by adding heat pump technology or optimizing refrigerant circulation paths, but significant drawbacks remain. For example, while some heat pump systems can utilize ambient heat, their ability to recover waste heat from components such as electric drives and batteries is limited, and the coupling between the refrigerant circuit and the coolant circuit is insufficient, making it difficult to achieve cross-system heat transfer. Other solutions expand functional scenarios through multi-loop designs, but the collaborative control logic between loops is complex and lacks dynamic adjustment capabilities, resulting in slow system response or unsmooth mode switching. Furthermore, the design of traditional radiators and heat exchangers does not fully consider compactness and heat exchange efficiency, especially in high-temperature heat dissipation or low-temperature heating scenarios, easily leading to insufficient heat exchange and a sharp increase in energy consumption. Utility Model Content

[0004] In view of this, the purpose of this utility model is to provide an innovative thermal management system for new energy range-extended vehicles, which aims to break through the existing technical bottlenecks through a highly coupled design of the refrigerant circuit and the coolant circuit.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A thermal management system for a new energy range-extended electric vehicle includes:

[0007] The refrigerant circuit includes a first refrigerant circuit, a second refrigerant circuit, a third refrigerant circuit, a fourth refrigerant circuit, and a fifth refrigerant circuit;

[0008] The coolant circuit includes a first coolant circuit, a second coolant circuit, a third coolant circuit, a fourth coolant circuit, and a fifth coolant circuit;

[0009] in:

[0010] The first refrigerant circuit includes a compressor, a first solenoid valve, a condenser, a first check valve, a liquid receiver, a first throttling electronic expansion valve, and an evaporator connected in sequence along the refrigerant flow direction;

[0011] The second refrigerant circuit includes the compressor, the first solenoid valve, the condenser, the first check valve, the liquid receiver, the third throttling electronic expansion valve, and the battery cooler connected in sequence.

[0012] The third refrigerant circuit includes the compressor, the second solenoid valve, the water-cooled condenser, the second check valve, the liquid receiver, the second throttling electronic expansion valve, and the waste heat recovery unit connected in sequence.

[0013] The fourth refrigerant circuit includes the compressor, the second solenoid valve, the water-cooled condenser, the second check valve, the liquid receiver, the first throttling electronic expansion valve, and the evaporator connected in sequence.

[0014] The fifth refrigerant circuit includes the compressor, the second solenoid valve, the water-cooled condenser, the second check valve, the liquid receiver, the third throttling electronic expansion valve, and the battery cooler connected in sequence.

[0015] The coolant circuit includes:

[0016] The first coolant circuit includes an electric water pump, an electric drive, a waste heat recovery unit, a first three-way proportional valve, and a low-temperature radiator connected in sequence.

[0017] The second coolant circuit includes an engine water pump, a high-temperature radiator, and an engine connected in sequence;

[0018] The third coolant circuit includes a battery water pump, a battery pack, a battery cooler, and a battery heater connected in sequence.

[0019] The fourth coolant circuit includes a heater pump, a water-cooled condenser, an HVH water heater, a second three-way proportional valve, a heater core, a third three-way proportional valve, and a fourth three-way proportional valve connected in sequence.

[0020] The fifth coolant circuit includes the heater pump, water-cooled condenser, HVH water heater, second three-way proportional valve, battery heater, third three-way proportional valve and fourth three-way proportional valve connected in sequence.

[0021] The system also includes:

[0022] The battery cooler is connected to the second and fifth refrigerant circuits via a refrigerant channel, and to the third coolant circuit via a coolant channel.

[0023] The water-cooled condenser is connected to the third refrigerant circuit, the fourth refrigerant circuit and the fifth refrigerant circuit through a refrigerant channel, and is also connected to the fourth coolant circuit and the fifth coolant circuit through a coolant channel.

[0024] The waste heat recovery unit is connected to the third refrigerant circuit through a refrigerant channel and to the first coolant circuit through a coolant channel.

[0025] Optionally, the third and fourth three-way proportional valves can be replaced with a four-way valve for regulating the utilization of engine waste heat.

[0026] Optionally, the battery heater is a bidirectional heat exchanger that exchanges heat with the third and fifth coolant circuits through a coolant channel.

[0027] Optionally, the first and second solenoid valves are one-way shut-off solenoid valves, and the refrigerant flow direction is switched by the central controller according to the system mode.

[0028] Optionally, the warm air core adopts a multi-layer fin structure, and its surface is coated with a high-temperature resistant and thermally conductive coating.

[0029] Optionally, the liquid storage tank is equipped with a liquid level sensor and a pressure balancing valve for real-time adjustment of the refrigerant storage amount.

[0030] Optionally, the refrigerant channel and the coolant channel of the waste heat recovery unit adopt a corrugated tube heat exchange structure to improve heat exchange efficiency.

[0031] Optionally, the system also includes an integrated control unit that coordinates the switching of operating modes between the refrigerant circuit and the coolant circuit by receiving signals from various sensors.

[0032] The beneficial effects of this utility model are as follows:

[0033] The thermal management system for new energy range-extended vehicles provided in this application significantly improves the overall efficiency and applicability of thermal management through a highly coupled design of the refrigerant circuit and coolant circuit, and a multi-objective collaborative control strategy. Firstly, by integrating the waste heat recovery mechanisms of the electric drive, battery, and engine, the system converts waste heat energy, previously discarded in traditional technologies, into effective energy for passenger compartment heating or battery heating. This significantly reduces reliance on independent heating devices (such as PTC), thereby reducing energy consumption and extending the vehicle's range in pure electric mode. Secondly, the system adopts a modular multi-loop architecture, capable of independently or in conjunction with the thermal demands of the passenger compartment, battery, electric drive, and engine. For example, when simultaneously meeting the needs of battery heating and passenger compartment heating in low-temperature environments, the system dynamically adjusts the opening of the three-way proportional valve and solenoid valve to achieve intelligent heat distribution among multiple targets, avoiding resource conflicts or localized overheating, and ensuring the stability and safety of system operation.

[0034] Furthermore, by introducing key components such as a water-cooled condenser and a two-way heat exchanger, the system achieves efficient thermal energy exchange between the refrigerant and coolant circuits, improving waste heat utilization and heat exchange efficiency. For example, waste heat from the electric drive can be absorbed by the waste heat recovery unit and then transferred to the water-cooled condenser via the refrigerant to heat the coolant, thereby providing heat for the crew compartment or battery, forming a closed-loop energy cycle. Simultaneously, the system reduces hardware complexity and control costs by simplifying the piping layout (e.g., replacing multiple three-way proportional valves with four-way valves) and integrating the control unit, enhancing system reliability and maintainability. Under extreme conditions (such as high-temperature heat dissipation or low-temperature heating), the optimized radiator design and high-temperature resistant coating further improve heat exchange efficiency, ensuring stable system operation under all-weather conditions.

[0035] In summary, this solution not only solves the problems of low energy utilization, limited functional scenarios, and complex control logic in existing technologies, but also achieves significant breakthroughs in energy efficiency improvement, cost control, system simplification, and adaptability to multiple scenarios, providing a more competitive technical path for the field of thermal management of new energy vehicles.

[0036] Other advantages, objectives, and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination and study, or may be learned from practice of this invention. The objectives and other advantages of this invention can be realized and obtained through the following description. Attached Figure Description

[0037] To make the objectives, technical solutions, and advantages of this utility model clearer, the preferred embodiments of this utility model will be described in detail below with reference to the accompanying drawings, wherein:

[0038] Figure 1 This is a general schematic diagram of one embodiment of the present solution;

[0039] Figure 2 This is a general schematic diagram of another embodiment of the present solution;

[0040] Figure 3 This is the schematic diagram of the refrigerant main circuit;

[0041] Figure 4 This is the schematic diagram of the first refrigerant circuit;

[0042] Figure 5 This is a schematic diagram of the second refrigerant circuit;

[0043] Figure 6 This is a schematic diagram of the third refrigerant circuit;

[0044] Figure 7 This is the schematic diagram of the fourth refrigerant circuit;

[0045] Figure 8 This is the schematic diagram of the fifth refrigerant circuit;

[0046] Figure 9 This is a schematic diagram of the main coolant circuit.

[0047] Figure 10 This is a schematic diagram of the first coolant circuit;

[0048] Figure 11 This is a schematic diagram of the second coolant circuit;

[0049] Figure 12 This is a schematic diagram of the third coolant circuit;

[0050] Figure 13 This is the schematic diagram of the fourth coolant circuit;

[0051] Figure 14 This is a schematic diagram of the fifth coolant circuit.

[0052] Figure reference numerals: 1 Compressor, 2 First solenoid valve, 3 Condenser, 4 First check valve, 5 Receiver tank, 6 First throttling electronic expansion valve, 7 Evaporator, 8 Third throttling electronic expansion valve, 9 Battery cooler, 10 Second solenoid valve, 11 Water-cooled condenser, 13 Second throttling electronic expansion valve, 14 Waste heat recovery unit, 15 Electric water pump, 16 Electric drive, 17 First three-way proportional valve, 18 Low-temperature radiator, 19 Engine water pump, 20 High-temperature radiator, 21 Engine, 22 Battery water pump, 23 Battery pack, 24 Battery heater, 25 Warm air water pump, 26 HVH water heater, 27 Second three-way proportional valve, 28 Warm air core, 29 Third three-way proportional valve, 30 Fourth three-way proportional valve, 31 Second check valve, 32 Blower, 33 Four-way valve. Detailed Implementation

[0053] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this utility model. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0054] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures. They should not be construed as limiting the present invention. To better illustrate the embodiments of the present invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0055] In the accompanying drawings of this utility model, the same or similar reference numerals correspond to the same or similar components. In the description of this utility model, it should be understood that if terms such as "upper," "lower," "left," "right," "front," and "rear" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing this utility model and simplifying the description, 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, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting this utility model. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0056] Please see Figures 1 to 14 A thermal management system for a new energy range-extended electric vehicle consists of a refrigerant circuit and a coolant circuit. Through a multi-circuit collaborative design, it achieves thermal management functions for the passenger compartment, battery, electric drive system, and engine. The system structure and workflow are described in detail below with reference to the accompanying drawings:

[0057] 1. Refrigerant circuit implementation method

[0058] The refrigerant circuit includes first to fifth refrigerant circuits, with compressor 1 as the core component. The compressor 1 outlet is divided into two paths: one path connects to the first solenoid valve 2, and the other path connects to the second solenoid valve 10.

[0059] First refrigerant circuit: The refrigerant enters the condenser 3 from the compressor 1 via the first solenoid valve 2. After condensation, the refrigerant flows sequentially through the first one-way valve 4, the liquid receiver 5, and the first throttling electronic expansion valve 6, and finally evaporates and absorbs heat in the evaporator 7 to achieve cooling of the passenger compartment.

[0060] Second refrigerant circuit: The refrigerant enters the condenser 3 from the compressor 1 through the first solenoid valve 2, then flows through the first one-way valve 4, the liquid receiver 5, the third throttling electronic expansion valve 8, and enters the battery cooler 9 to absorb battery heat before returning to the compressor 1.

[0061] The third refrigerant circuit: The refrigerant enters the water-cooled condenser 11 from the compressor 1 via the second solenoid valve 10. After condensing and releasing heat, it passes through the second one-way valve 31, the liquid receiver 5, and the second throttling electronic expansion valve 13. In the waste heat recovery unit 14, it absorbs the waste heat of the electric drive 16 and finally returns to the compressor 1.

[0062] Fourth refrigerant circuit: The refrigerant enters the water-cooled condenser 11 from the compressor 1 via the second solenoid valve 10, and then flows through the second one-way valve 31, the liquid receiver 5, and the first throttling electronic expansion valve 6. It evaporates and absorbs heat in the evaporator 7 to cool or defog the crew cabin.

[0063] Fifth refrigerant circuit: The refrigerant enters the water-cooled condenser 11 from the compressor 1 via the second solenoid valve 10, flows through the second one-way valve 31, the liquid receiver 5, and the third throttling electronic expansion valve 8, and then returns to the compressor 1 after entering the battery cooler 9.

[0064] 2. Coolant Circuit Implementation Method

[0065] The coolant circuit includes a first to a fifth coolant circuit, each of which works in conjunction with the water pump via a three-way proportional valve:

[0066] First coolant circuit: Electric water pump 15 drives coolant to flow through electric drive 16, waste heat recovery unit 14, first three-way proportional valve 17 and low-temperature radiator 18. The first three-way proportional valve 17 can adjust the coolant flow to the low-temperature radiator 18 for heat dissipation or directly return to electric drive 16, realizing electric drive heat dissipation or self-circulation heating.

[0067] Second coolant circuit: Engine water pump 19 drives coolant to flow through engine 21 and high-temperature radiator 20. High-temperature radiator 20 dissipates engine waste heat to the environment via an electric fan, or interacts with the fourth and fifth coolant circuits through pipes to use waste heat for heating the passenger compartment or battery.

[0068] The third coolant circuit: The battery water pump 22 drives the coolant to flow through the battery pack 23, the battery cooler 9, and the battery heater 24. The battery cooler 9 is connected to the refrigerant circuit and absorbs battery heat through refrigerant evaporation; the battery heater 24 receives heat from the water-cooled condenser 11 through the fifth coolant circuit to heat the battery.

[0069] Fourth Coolant Circuit: The heater core 25 drives the coolant to flow through the water-cooled condenser 11, HVH water heater 26, second three-way proportional valve 27, heater core 28, third three-way proportional valve 29, and fourth three-way proportional valve 30. The coolant absorbs the heat of refrigerant condensation in the water-cooled condenser 11, or is directly heated in the HVH water heater 26, and then supplies heat to the passenger compartment through the heater core 28. The third three-way proportional valve 29 and the fourth three-way proportional valve 30 can be replaced with a four-way valve 33 to simplify the piping distribution logic.

[0070] The fifth coolant circuit: The heater pump 25 drives coolant to flow through the water-cooled condenser 11, the HVH water heater 26, the second three-way proportional valve 27, the battery heater 24, the third three-way proportional valve 29, and the fourth three-way proportional valve 30. This circuit transfers heat to the battery heater 24, providing heating support for the battery pack 23.

[0071] 3. Coolant circuit control method

[0072] First coolant circuit control method

[0073] Method a: The coolant circulates into the electric drive 16 under the action of the electric drive water pump 15. The electric drive heats up quickly through self-circulation, then passes through the waste heat recovery unit 14 (at this time, the waste heat recovery unit 14 does not exchange heat), is regulated by the first three-way proportional valve 17, and finally returns directly to the electric drive 16.

[0074] Method b: The coolant circulates into the electric drive 16 under the action of the electric drive water pump 15, carries away the heat of the electric drive, and then enters the low temperature radiator 18 for heat dissipation after being regulated by the waste heat recovery unit 14 (without heat exchange) and the first three-way proportional valve 17, and finally returns to the electric drive 16.

[0075] Method c: The coolant circulates into the electric drive 16 under the action of the electric drive water pump 15, and after carrying away the heat of the electric drive, it releases the heat to the refrigerant circuit through the waste heat recovery unit 14. The ratio of the low temperature radiator 18 to the direct return flow is adjusted by the first three-way proportional valve 17.

[0076] Second coolant circuit control method

[0077] Method a: The coolant circulates into the engine 21 under the action of the engine water pump 19, realizing the engine's self-circulation and rapid heating.

[0078] Method b: The coolant circulates into the engine 21 under the action of the engine water pump 19, carries away the engine heat, dissipates heat through the high-temperature radiator 20, and finally returns to the engine 21.

[0079] Method c: The coolant circulates into the engine 21 under the action of the engine water pump 19. After some coolant enters the fourth or fifth coolant circuit for heat exchange, it mixes with another circuit and enters the high-temperature radiator 20 for heat dissipation, and finally returns to the engine 21.

[0080] Third Coolant Circuit Control Method

[0081] Method a: The coolant circulates into the battery pack 23 under the action of the battery water pump 22, regulates the internal temperature difference of the battery through self-circulation, and returns to the battery pack 23 after passing through the battery cooler 9 (without heat exchange) and the battery heater 24 (without heat exchange).

[0082] Method b: The coolant circulates into the battery pack 23 under the action of the battery water pump 22, carries away the heat of the battery, and then exchanges heat with the refrigerant through the battery cooler 9 to achieve cooling, and finally returns to the battery pack 23.

[0083] Method c: The coolant circulates into the battery pack 23 under the action of the battery water pump 22, is heated by the battery heater 24 and then supplies heat to the battery pack 23, and finally returns to the battery pack 23.

[0084] Fourth Coolant Circuit Control Method

[0085] Method a: The coolant enters the water-cooled condenser 11 under the action of the heater pump 25 to absorb the heat of the refrigerant. After being heated by the HVH water heater 26, it supplies heat to the crew compartment through the heater core 28 and finally returns to the water-cooled condenser 11.

[0086] Method b: The coolant is directly heated by the HVH water heater 26 under the action of the heater pump 25, and then supplied with heat through the heater core 28 before finally returning to the water-cooled condenser 11.

[0087] Method c: The coolant is introduced into the engine waste heat by the heater core 28 and then returned to the engine 21 after being heated by the heater core 28.

[0088] Fifth Coolant Circuit Control Method

[0089] Method a: The coolant enters the water-cooled condenser 11 under the action of the heater pump 25 to absorb the heat of the refrigerant. After being heated by the HVH water heater 26, it supplies heat to the battery pack 23 through the battery heater 24 and finally returns to the water-cooled condenser 11.

[0090] Method b: The coolant is directly heated by the HVH water heater 26 under the action of the heater pump 25, and then heats the battery pack 23 through the battery heater 24 before finally returning to the water-cooled condenser 11.

[0091] Method c: The coolant, under the action of the heater pump 25, introduces waste heat from the engine, and after supplying heat to the battery pack 23 through the battery heater 24, it returns to the engine 21.

[0092] 4. Collaborative control of key components

[0093] Waste heat recovery unit 14: The refrigerant absorbs the waste heat of the electric drive 16 in the third refrigerant circuit, and transfers the heat to the coolant circuit through the water-cooled condenser 11 for heating of the crew compartment or battery.

[0094] Water-cooled condenser 11: As a heat exchange hub between refrigerant and coolant, it releases the heat of refrigerant condensation in the third, fourth and fifth refrigerant circuits to heat the coolant in the fourth and fifth coolant circuits.

[0095] Four-way valve 33: Replaces the third three-way proportional valve 29 and the fourth three-way proportional valve 30, dynamically adjusting the utilization of engine waste heat.

[0096] Blower 32: Drives airflow through evaporator 7 or warm air core 28 to deliver cold or hot air to the crew compartment.

[0097] 5. Typical Working Mode Example

[0098] Crew cabin thermal management

[0099] Crew compartment cooling mode: The first refrigerant circuit is activated, and the temperature is lowered through the evaporator 7.

[0100] First crew compartment heating mode: Method a: Activate the third refrigerant circuit and the fourth coolant circuit to provide heating using waste heat from the electric drive.

[0101] Second crew cabin heating mode: Activate the fourth coolant circuit method b, and directly heat the cabin through the HVH water heater 26.

[0102] Third crew compartment heating mode: Activate the second coolant circuit method c and the fourth coolant circuit method c to use the engine's waste heat for heating.

[0103] Battery thermal management

[0104] First battery cooling mode: Method b, which involves activating the second refrigerant circuit and the third coolant circuit, to cool the battery via the battery cooler 9.

[0105] First battery heating mode: Method a: Activate the third refrigerant circuit and the fifth coolant circuit, and use the waste heat from the electric drive and the HVH water heater 26 for heating.

[0106] Third battery heating mode: Activate the second coolant circuit method c and the fifth coolant circuit method c to use the engine's waste heat for heating.

[0107] Electric drive and engine thermal management

[0108] Electric drive radiator cooling mode: Activate the first coolant circuit method b, and dissipate heat through the low-temperature radiator 18.

[0109] Engine waste heat utilization mode: Method c of activating the second coolant circuit to transfer waste heat to the crew compartment or battery heater 24.

[0110] 6. System Integration and Optimization

[0111] The system uses an integrated control unit to collect real-time signals from temperature sensors, pressure sensors, and flow control valves, dynamically adjusting the operating status of solenoid valves, three-way proportional valves, and water pumps. For example:

[0112] Low-temperature environment: Prioritize the use of waste heat from electric drive 16 and engine 21 to reduce energy consumption of HVH water heater 26.

[0113] High-temperature environment: The refrigerant circuit and coolant circuit are linked, and heat is quickly dissipated through the low-temperature radiator 18 and the high-temperature radiator 20.

[0114] In summary, this implementation method, through multi-loop coupling design, key component optimization, and intelligent control strategies, achieves efficient, stable, and multifunctional operation of the thermal management system for new energy vehicles, significantly improving energy utilization and overall vehicle performance.

[0115] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of this technical solution, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A thermal management system for a new energy range-extended electric vehicle, characterized in that, include: The refrigerant circuit includes a first refrigerant circuit, a second refrigerant circuit, a third refrigerant circuit, a fourth refrigerant circuit, and a fifth refrigerant circuit; The coolant circuit includes a first coolant circuit, a second coolant circuit, a third coolant circuit, a fourth coolant circuit, and a fifth coolant circuit; in: The first refrigerant circuit includes a compressor (1), a first solenoid valve (2), a condenser (3), a first check valve (4), a liquid receiver (5), a first throttling electronic expansion valve (6), and an evaporator (7) connected in sequence along the refrigerant flow direction; The second refrigerant circuit includes the compressor (1), the first solenoid valve (2), the condenser (3), the first check valve (4), the liquid receiver (5), the third throttling electronic expansion valve (8), and the battery cooler (9) connected in sequence; The third refrigerant circuit includes the compressor (1), the second solenoid valve (10), the water-cooled condenser (11), the second check valve (31), the liquid storage tank (5), the second throttling electronic expansion valve (13), and the waste heat recovery unit (14) connected in sequence. The fourth refrigerant circuit includes the compressor (1), the second solenoid valve (10), the water-cooled condenser (11), the second check valve (31), the liquid receiver (5), the first throttling electronic expansion valve (6), and the evaporator (7) connected in sequence; The fifth refrigerant circuit includes the compressor (1), the second solenoid valve (10), the water-cooled condenser (11), the second check valve (31), the liquid storage tank (5), the third throttling electronic expansion valve (8), and the battery cooler (9) connected in sequence. The coolant circuit includes: The first coolant circuit includes an electric water pump (15), an electric drive (16), a waste heat recovery unit (14), a first three-way proportional valve (17), and a low-temperature radiator (18) connected in sequence. The second coolant circuit includes an engine water pump (19), a high-temperature radiator (20), and an engine (21) connected in sequence; The third coolant circuit includes a battery water pump (22), a battery pack (23), a battery cooler (9), and a battery heater (24) connected in sequence; The fourth coolant circuit includes a heater pump (25), a water-cooled condenser (11), an HVH water heater (26), a second three-way proportional valve (27), a heater core (28), a third three-way proportional valve (29), and a fourth three-way proportional valve (30) connected in sequence. The fifth coolant circuit includes the heater pump (25), water-cooled condenser (11), HVH water heater (26), second three-way proportional valve (27), battery heater (24), third three-way proportional valve (29) and fourth three-way proportional valve (30) connected in sequence. The system also includes: The battery cooler (9) is connected to the second and fifth refrigerant circuits through a refrigerant channel, and to the third coolant circuit through a coolant channel; The water-cooled condenser (11) is connected to the third refrigerant circuit, the fourth refrigerant circuit and the fifth refrigerant circuit through the refrigerant channel, and is connected to the fourth coolant circuit and the fifth coolant circuit through the coolant channel; The waste heat recovery unit (14) is connected to the third refrigerant circuit through the refrigerant channel and to the first coolant circuit through the coolant channel.

2. The thermal management system for new energy range-extended electric vehicles according to claim 1, characterized in that, The third three-way proportional valve (29) and the fourth three-way proportional valve (30) are replaced with a four-way valve (33) for regulating the utilization of engine waste heat.

3. The thermal management system for new energy range-extended electric vehicles according to claim 1, characterized in that, The battery heater (24) is a bidirectional heat exchanger that exchanges heat with the third and fifth coolant circuits through the coolant channel.

4. The thermal management system for new energy range-extended electric vehicles according to claim 1, characterized in that, The first solenoid valve (2) and the second solenoid valve (10) are one-way shut-off solenoid valves, and the refrigerant flow direction is switched by the central controller according to the system mode.

5. The thermal management system for new energy range-extended electric vehicles according to claim 1, characterized in that, The warm air core (28) adopts a multi-layer fin structure and its surface is coated with a high-temperature resistant and heat-conducting coating.

6. The thermal management system for new energy range-extended electric vehicles according to claim 1, characterized in that, The liquid storage tank (5) is equipped with a liquid level sensor and a pressure balance valve, which are used to adjust the amount of refrigerant stored in real time.

7. The thermal management system for new energy range-extended electric vehicles according to claim 1, characterized in that, The waste heat recovery unit (14) adopts a corrugated tube heat exchange structure between the refrigerant channel and the coolant channel to improve heat exchange efficiency.

8. The thermal management system for new energy range-extended electric vehicles according to claim 1, characterized in that, The system also includes an integrated control unit that coordinates the switching of the operating modes of the refrigerant circuit and the coolant circuit by receiving signals from various sensors.

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