New energy thermal management system and vehicle

Abstract

This application provides a new energy thermal management system and vehicle, including a multi-way valve, a heat pump module, and a water circuit module. The heat pump module is connected to the fourth port of the multi-way valve, and the water circuit module is connected to the first, second, third, fifth, sixth, and seventh ports of the multi-way valve. The portion of the water circuit module connected to the fifth port is connected to the heat pump module. When the valve core of the multi-way valve rotates, it is used to connect at least two ports. The multi-way valve is provided with a first, second, third, fourth, fifth, sixth, and seventh port. The heat pump module and the water circuit module are respectively connected to the multi-way valve, and the heat pump module is connected to the water circuit module. By switching the multi-way valve, the coupling between the various modules can be realized, ensuring the effective utilization of excess heat to improve energy utilization efficiency and enhance the vehicle's range. At the same time, the entire system only uses one multi-way valve, which simplifies the system, reduces costs, and improves the overall vehicle assembly efficiency.

Description

Technical Field

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

[0002] A typical electric vehicle thermal management system comprises three independent systems: an electric drive cooling system, a power battery temperature control system (including heating and cooling systems), and a passenger compartment air conditioning system (including cooling and heat pump modes). To achieve energy savings in the overall vehicle thermal management system, these systems are often interconnected via a water-cooling system, commonly referred to as an integrated thermal management system. Under different operating conditions, systems that generate and dissipate heat (or require heating) are linked to achieve a reasonable energy flow, reducing overall vehicle energy consumption while meeting the heat dissipation or heating needs of components. A water-cooling system is typically used to connect the systems, enabling heat flow between them, i.e., heat transfer through the flow of coolant. In engineering, water valves are used to switch the coolant flow mode. To reduce energy consumption for passenger compartment heating, a heat pump mode in the air conditioning system is typically used. This mode absorbs heat from the low-temperature environment or heat-generating components inside the vehicle (such as the drive motor) to heat the passenger compartment, achieving more efficient heating. When the heat pump mode is insufficient, the water-cooling system's heaters heat the coolant, which then flows through the heater core for auxiliary heating.

[0003] In related technologies, to achieve complex water-cooling circuit switching, it is usually necessary to design a complex water-cooling system and switch modes using multiple electronic water valves, with three-way valves and four-way valves being the most commonly used. Current systems typically include multiple three-way and four-way valves, resulting in system complexity, high cost, and low vehicle assembly efficiency. Utility Model Content

[0004] The purpose of this application is to provide a new energy thermal management system and vehicle that can achieve coupling between multiple modules, simplify the system, reduce costs, and improve the assembly efficiency of the whole vehicle.

[0005] In a first aspect, embodiments of this application provide a new energy thermal management system, including: a multi-way valve, a heat pump module, and a water circuit module. The heat pump module is connected to the fourth port of the multi-way valve, and the water circuit module is connected to the first, second, third, fifth, sixth, and seventh ports of the multi-way valve. The portion of the water circuit module connected to the fifth port is connected to the heat pump module, wherein when the valve core of the multi-way valve rotates, it is used for the connection of at least two ports.

[0006] In the above implementation process, the multi-way valve is equipped with a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, and a seventh interface. The heat pump module and the water circuit module are respectively connected to the multi-way valve, and the heat pump module is connected to the water circuit module. By switching the multi-way valve, the coupling between the various modules can be realized, ensuring the effective utilization of excess heat, thereby improving energy utilization and enhancing the vehicle's range. At the same time, the entire system only uses one multi-way valve, which simplifies the system, reduces costs, and improves the overall vehicle assembly efficiency.

[0007] In some embodiments, the heat pump module includes a compressor, an outdoor heat exchanger, an indoor condenser, an indoor evaporator, a battery direct cooling plate, a plate heat exchanger, a gas-liquid separator, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a fourth electronic expansion valve, a first three-way proportional valve, a second three-way proportional valve, a first solenoid valve, a second solenoid valve, and a third solenoid valve. Interface A of the first three-way proportional valve is connected to the outlet of the compressor, and the inlet of the compressor is connected to the outlet of the gas-liquid separator. Interface B of the first three-way proportional valve is connected to interface A of the second three-way proportional valve, and interface C of the first three-way proportional valve is connected to the second solenoid valve, the outdoor heat exchanger, and the gas-liquid separator. The outdoor heat exchanger is connected to the first electronic expansion valve, the outdoor heat exchanger is connected to the fourth electronic expansion valve, the port B of the second three-way proportional valve is connected to the first solenoid valve and the battery direct cooling plate, the battery direct cooling plate is connected to the second electronic expansion valve, the port C of the second three-way proportional valve is connected to the indoor condenser, the indoor condenser is connected to the third solenoid valve, the first solenoid valve and the second solenoid valve are respectively connected to the inlet of the gas-liquid separator, the indoor evaporator is respectively connected to the inlet of the gas-liquid separator and the third electronic expansion valve, and the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fourth electronic expansion valve and the third solenoid valve are interconnected.

[0008] In the above implementation process, the heat pump module is connected to the multi-way valve and water circuit module through a plate heat exchanger. The plate heat exchanger has a refrigerant channel and a coolant channel. The refrigerant channel is used to connect to the fourth electronic expansion valve, the second solenoid valve and the first three-way proportional valve. The coolant channel is used to connect to the water circuit module. The coolant outlet of the plate heat exchanger is connected to the fourth interface. The gas-liquid separator is set at the inlet of the compressor to ensure the superheat of the refrigerant at the compressor suction port and prevent liquid slugging.

[0009] In some embodiments, the water circuit module includes an electric drive assembly, an electric water pump, a radiator, a PTC heater, and a heat exchange pump. The electric drive assembly is connected to the first interface and the electric water pump. The electric water pump is connected to the second interface and the radiator. The radiator is connected to the third interface. The PTC heater is connected to the sixth interface and the seventh interface. The heat exchange pump is connected to the fifth interface and the heat pump module.

[0010] In the above process, the PTC heater can be used to provide an auxiliary heat source for the heat pump module to meet the rapid heating requirements of the battery and passenger compartment at extremely low temperatures, and to extend the operating temperature range of the vehicle. The radiator can be used to cool the electric drive assembly, and can also provide auxiliary heat dissipation when the heat pump module cools the battery or passenger compartment. In addition, the coolant can also absorb heat from the external environment through the radiator in low-temperature environments, and then provide an auxiliary heat source for the heat pump module through the plate heat exchanger.

[0011] In some embodiments, the new energy thermal management system has a first mode, in which the heat pump module absorbs heat from the external environment through the outdoor heat exchanger, and the plate heat exchanger absorbs heat from the waste heat of the electric drive assembly and the PTC heater for heating the battery and the passenger compartment.

[0012] When the new energy thermal management system operates in the first mode, interface A of the first three-way proportional valve is connected to interface B, interface A of the second three-way proportional valve is connected to interface B and interface C respectively, the first solenoid valve is closed, the second solenoid valve and the third solenoid valve are open, the first electronic expansion valve and the fourth electronic expansion valve are in a throttling state, the second electronic expansion valve is in a fully connected state, the third electronic expansion valve is in a closed state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface.

[0013] In the above-mentioned process, in this mode, the heat pump module can simultaneously absorb heat from the external environment, the waste heat of the electric drive assembly and the PTC heater water circuit, plus the self-generated heat from the compressor's work, thus realizing the efficient heating of the battery and the passenger compartment by using multiple heat sources at the same time. It can quickly heat the battery and provide heating to the passenger compartment, ensuring the battery heating rate and passenger compartment comfort.

[0014] In some embodiments, the new energy thermal management system has a second mode, in which the heat pump module absorbs heat from the external environment through the outdoor heat exchanger, and the plate heat exchanger absorbs heat from the waste heat of the electric drive assembly and the PTC heater for heating the crew cabin.

[0015] When the new energy thermal management system operates in the second mode, interfaces A and B of the first three-way proportional valve are connected, interfaces A and C of the second three-way proportional valve are connected, the first solenoid valve is closed, the second solenoid valve and the third solenoid valve are open, the first electronic expansion valve and the fourth electronic expansion valve are in a throttling state, the second electronic expansion valve and the third electronic expansion valve are in a closed state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface.

[0016] In the above-mentioned process, this mode can simultaneously absorb heat from the external environment, waste heat from the electric drive assembly, and the PTC heater water circuit through the heat pump module, plus the self-generated heat from the compressor's work, thus achieving efficient heating of the passenger cabin by utilizing multiple heat sources at the same time. This enables rapid heating of the passenger cabin and ensures passenger cabin comfort.

[0017] In some embodiments, the new energy thermal management system has a third mode, wherein the heat pump module absorbs heat from the external environment through an outdoor heat exchanger, and the plate heat exchanger absorbs heat from the waste heat of the electric drive assembly and the PTC heater for battery heating.

[0018] When the new energy thermal management system operates in the third mode, interfaces A and B of the first three-way proportional valve are connected, interfaces A and B of the second three-way proportional valve are connected, the first solenoid valve and the third solenoid valve are closed, the second solenoid valve is open, the first electronic expansion valve and the fourth electronic expansion valve are in a throttling state, the second electronic expansion valve is in a fully connected state, the third electronic expansion valve is in a closed state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface.

[0019] In the above implementation process, this mode can simultaneously absorb heat from the external environment, waste heat from the electric drive assembly, and the PTC heater water circuit through the heat pump module, plus the self-generated heat from the compressor's work, thus achieving efficient heating of the battery by utilizing multiple heat sources simultaneously. This enables rapid heating of the battery, greatly improves the battery heating rate, and shortens the low-temperature charging time.

[0020] In some embodiments, the new energy thermal management system has a fourth mode, wherein the heat pump module absorbs heat from the battery through the battery direct cooling plate and transfers the heat from the battery to the passenger compartment. In this mode, the interfaces A and B of the first three-way proportional valve are connected, the interfaces A and C of the second three-way proportional valve are connected, the first and third solenoid valves are open, the second solenoid valve is closed, the first, third, and fourth electronic expansion valves are all closed, the second electronic expansion valve is in a throttling state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface.

[0021] In the above implementation process, the cooling requirements of the battery and the heating requirements of the passenger compartment are comparable in this mode. The heat pump module transfers the heat from the battery to the passenger compartment for heating, so that the cooling requirements of the battery and the heating requirements of the passenger compartment can be basically met at the same time.

[0022] Alternatively, in the fourth mode, the heat pump module absorbs heat from the external environment through the outdoor heat exchanger, the plate heat exchanger absorbs heat from the waste heat of the electric drive assembly and the PTC heater, the battery direct cooling plate absorbs heat from the battery, and transfers the absorbed heat to the passenger compartment. In this mode, the interfaces A and B of the first three-way proportional valve are connected, the interfaces A and C of the second three-way proportional valve are connected, the first solenoid valve, the second solenoid valve, and the third solenoid valve are all open, the first electronic expansion valve, the second electronic expansion valve, and the fourth electronic expansion valve are all in a throttling state, the third electronic expansion valve is in a closed state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface.

[0023] In the above implementation process, the battery has a low cooling requirement and can provide less heat, while the crew cabin has a high heating requirement. The heat absorption from the battery alone is not enough to meet the heating requirements of the crew cabin. Therefore, in addition to absorbing heat from the battery through the heat pump module, this solution also absorbs heat from the external environment and the water circuit module as a supplementary heat source to jointly heat the crew cabin, so as to simultaneously meet the low cooling requirement of the battery and the high heating requirement of the crew cabin.

[0024] Alternatively, in the fourth mode, the heat pump module absorbs heat from the battery through the battery direct cooling plate and transfers a portion of the battery's heat to the passenger compartment, while the remaining heat is released to the external environment through the outdoor heat exchanger and radiator. In this mode, interface A of the first three-way proportional valve is connected to interfaces B and C, and interfaces A and C of the second three-way proportional valve are connected. The first and third solenoid valves are open, the second solenoid valve is closed, the second electronic expansion valve is in a throttling state, the first and fourth electronic expansion valves are fully connected, the third electronic expansion valve is closed, the second interface is connected to the fifth interface, the third interface is connected to the fourth interface, and the sixth interface is connected to the seventh interface.

[0025] In the above implementation process, due to the high cooling requirements of the battery and the large amount of heat to be released, while the heating requirements of the passenger compartment are low, simply releasing the heat from the battery to the passenger compartment is not enough to meet the high cooling requirements of the battery. Therefore, this solution uses part of the battery heat to heat the passenger compartment, and releases the excess heat to the outside environment through the outdoor heat exchanger and radiator, respectively, to simultaneously meet the high battery cooling requirements and the low passenger compartment heating requirements.

[0026] In some embodiments, the new energy thermal management system has a fifth mode, wherein the heat pump module dehumidifies the passenger compartment through the indoor evaporator, the outdoor heat exchanger absorbs heat from the external environment, and the plate heat exchanger absorbs heat from the waste heat of the electric drive assembly and the PTC heater for heating the passenger compartment.

[0027] When the new energy thermal management system operates in the fifth mode, interfaces A and B of the first three-way proportional valve are connected, interfaces A and C of the second three-way proportional valve are connected, the first solenoid valve is closed, the second solenoid valve and the third solenoid valve are open, the first electronic expansion valve, the third electronic expansion valve and the fourth electronic expansion valve are all in a throttling state, the second electronic expansion valve is in a closed state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface.

[0028] In the above-mentioned process, this mode can simultaneously absorb heat from the external environment, waste heat from the electric drive assembly, and the PTC heater water circuit through the heat pump module, plus the self-generated heat from the compressor's work, thus achieving efficient heating of the passenger compartment by utilizing multiple heat sources at the same time. This enables rapid heating of the passenger compartment, ensuring passenger compartment comfort, and meeting high heating requirements while achieving passenger compartment dehumidification.

[0029] In some embodiments, the new energy thermal management system has a sixth mode, in which the heat pump module absorbs heat from the passenger compartment through the indoor evaporator, and the outdoor heat exchanger and the radiator jointly release the heat to the outside environment for cooling of the passenger compartment.

[0030] When the new energy thermal management system operates in the sixth mode, interfaces A and C of the first three-way proportional valve are connected, the first, second, and third solenoid valves are all closed, the third electronic expansion valve is in a throttling state, the first and fourth electronic expansion valves are in a fully connected state, the second electronic expansion valve is in a closed state, the second interface is connected to the fifth interface, the third interface is connected to the fourth interface, and the sixth interface is connected to the seventh interface.

[0031] In this process, the heat pump module absorbs heat from the passenger compartment through evaporation from the indoor evaporator, and then releases the heat to the external environment through the outdoor heat exchanger and radiator, achieving rapid cooling of the passenger compartment. Using the outdoor heat exchanger and radiator together to cool the passenger compartment increases the heat dissipation area and cooling effect, meeting the higher cooling requirements of the passenger compartment.

[0032] In some embodiments, the new energy thermal management system has a seventh mode, in which the heat pump module absorbs heat from the battery through the battery direct cooling plate, and the outdoor heat exchanger and the radiator jointly release the heat to the external environment for cooling the battery.

[0033] When the new energy thermal management system operates in the seventh mode, interfaces A and C of the first three-way proportional valve are connected, the first solenoid valve is open, the second and third solenoid valves are closed, the second electronic expansion valve is in a throttling state, the first and fourth electronic expansion valves are in a fully connected state, the third electronic expansion valve is in a closed state, the second interface is connected to the fifth interface, the third interface is connected to the fourth interface, and the sixth interface is connected to the seventh interface.

[0034] In the above implementation process, this mode utilizes a heat pump module to absorb heat from the battery via a direct cooling plate, and then releases the heat to the external environment through an outdoor heat exchanger and radiator, achieving rapid battery cooling. Using an outdoor heat exchanger and radiator together to cool the battery increases the heat dissipation area and cooling effect, meeting the battery's higher cooling requirements.

[0035] In some embodiments, the new energy thermal management system has an eighth mode, in which the heat pump module absorbs heat from the battery through the battery direct cooling plate, the indoor evaporator absorbs heat from the passenger compartment, and the outdoor heat exchanger and the radiator jointly release heat to the outside, for the purpose of cooling the battery and the passenger compartment.

[0036] When the new energy thermal management system operates in the eighth mode, interfaces A and C of the first three-way proportional valve are connected, the first solenoid valve is open, the second and third solenoid valves are closed, the second and third electronic expansion valves are in a throttling state, the first and fourth electronic expansion valves are in a fully connected state, the second interface is connected to the fifth interface, the third interface is connected to the fourth interface, and the sixth interface is connected to the seventh interface.

[0037] In this implementation process, the heat pump module absorbs heat from the battery using the battery's direct cooling plate, while the indoor evaporator absorbs heat from the passenger compartment. The heat is then released to the external environment through an outdoor heat exchanger and radiator, achieving rapid cooling of both the battery and the passenger compartment simultaneously. Using the outdoor heat exchanger and radiator to cool both the battery and passenger compartment increases the heat dissipation area and cooling effect, simultaneously meeting the high cooling requirements of both the battery and the passenger compartment.

[0038] Secondly, this application also provides a vehicle including a new energy thermal management system as described in any of the above claims.

[0039] In the aforementioned process, the heat pump module and the water circuit module are coupled together through a multi-way valve, ensuring the effective utilization of excess heat, improving energy efficiency, reducing overall vehicle energy loss, and thus extending the vehicle's low-temperature driving range. Simultaneously, the heat pump module can utilize multiple heat sources to heat the battery and passenger compartment, significantly improving the heating efficiency of the battery and passenger compartment, shortening low-temperature charging time, and enhancing passenger compartment comfort.

[0040] Other features and advantages of this application will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the above-described techniques of this application.

[0041] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0042] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 This is a schematic diagram of the structure of the new energy thermal management system provided in the embodiments of this application;

[0044] Figure 2 A schematic diagram illustrating the principle of the first mode of the new energy thermal management system provided in this application embodiment;

[0045] Figure 3 A schematic diagram illustrating the principle of the second mode of the new energy thermal management system provided in this application embodiment;

[0046] Figure 4 A schematic diagram illustrating the principle of the third mode of the new energy thermal management system provided in this application embodiment;

[0047] Figure 5 A schematic diagram illustrating the principle of the first operating state of the fourth mode of the new energy thermal management system provided in this application embodiment;

[0048] Figure 6 A schematic diagram illustrating the principle of the second operating state of the fourth mode of the new energy thermal management system provided in this application embodiment;

[0049] Figure 7 A schematic diagram illustrating the principle of the third operating state of the fourth mode of the new energy thermal management system provided in this application embodiment;

[0050] Figure 8 A schematic diagram illustrating the principle of the fifth mode of the new energy thermal management system provided in this application embodiment;

[0051] Figure 9 A schematic diagram illustrating the principle of the sixth mode of the new energy thermal management system provided in this application embodiment;

[0052] Figure 10 A schematic diagram illustrating the principle of the seventh mode of the new energy thermal management system provided in this application embodiment;

[0053] Figure 11 This is a schematic diagram illustrating the principle of the eighth mode of the new energy thermal management system provided in this application embodiment.

[0054] Figure Labels

[0055] 1. Multi-port valve; 101. First port; 102. Second port; 103. Third port; 104. Fourth port; 105. Fifth port; 106. Sixth port; 107. Seventh port; 2. Compressor; 3. Gas-liquid separator; 4. Outdoor heat exchanger; 5. Indoor condenser; 6. Battery direct cooling plate; 7. Indoor evaporator; 8. Plate heat exchanger; 9. First three-way proportional valve; 10. Second three-way proportional valve; 11. First solenoid valve; 12. Second solenoid valve; 13. First electronic expansion valve; 14. Third solenoid valve; 15. Second electronic expansion valve; 16. Third electronic expansion valve; 17. Fourth electronic expansion valve; 18. Radiator; 19. Electric water pump; 20. Electric drive assembly; 21. Hot water pump; 22. PTC heater. Detailed Implementation

[0056] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0057] Furthermore, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or a point connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0058] Furthermore, the terms "first," "second," etc., are primarily used to distinguish different devices, components, or parts (which may be the same or different in specific type and construction), and are not intended to indicate or imply the relative importance or quantity of the indicated devices, components, or parts. Unless otherwise stated, "a plurality of" means two or more.

[0059] Example

[0060] With the rapid development of new energy vehicles, people's requirements for vehicle range, charging speed, and passenger cabin thermal comfort are constantly increasing. Therefore, a thermal management system is needed to efficiently manage the heat on the vehicle, improve energy utilization, reduce overall vehicle energy consumption, and control battery temperature and passenger cabin temperature within a suitable range.

[0061] Existing electric vehicle thermal management systems mainly include air conditioning systems, battery temperature control systems, and electric drive temperature control systems. These systems are largely independent or poorly coupled, preventing excess heat from flowing between them as needed, resulting in low energy utilization. Furthermore, current heat pump air conditioning systems generally have simple structures and limited operating modes, relying primarily on ambient cold air for heat generation. This leads to low efficiency and even failure to operate in low-temperature environments, failing to meet the heating needs of the passenger compartment. Additionally, existing thermal management systems often use liquid cooling systems to heat or cool the battery. Compared to direct refrigerant heating / cooling systems, liquid cooling systems are more complex, occupying more space, costing more, and having lower temperature control efficiency, making it difficult to meet the higher heating or cooling requirements of the battery.

[0062] In view of this, such as Figures 1-11 As shown, in a first aspect, this application provides a new energy thermal management system, including: a multi-way valve 1, a heat pump module, and a water circuit module. The heat pump module is connected to the fourth port 104 of the multi-way valve 1, and the water circuit module is connected to the first port 101, the second port 102, the third port 103, the fifth port 105, the sixth port 106, and the seventh port 107 of the multi-way valve 1. The portion of the water circuit module connected to the fifth port 105 is connected to the heat pump module, wherein when the valve core of the multi-way valve 1 rotates, it is used for the connection of at least two ports.

[0063] For example, a multi-port valve 1 is used to control the flow direction and flow rate of fluid to achieve precise control of system temperature. Multi-port valve 1 is a valve with multiple ports. Through the opening and closing of the internal valve discs, fluid communication and isolation between different ports can be achieved. Multi-port valve 1 includes a first port 101, a second port 102, a third port 103, a fourth port 104, a fifth port 105, a sixth port 106, and a seventh port 107. Multi-port valve 1 can connect any two ports by switching the conduction states between them. In a thermal management system, multi-port valve 1 can couple different components in the heat pump module and the water circuit module as needed to achieve heat transfer and dissipation; the heat pump module is mainly used for refrigerant flow, while the water circuit module is mainly used for coolant flow.

[0064] In the above implementation process, the multi-way valve 1 is provided with a first interface 101, a second interface 102, a third interface 103, a fourth interface 104, a fifth interface 105, a sixth interface 106, and a seventh interface 107. The heat pump module and the water circuit module are respectively connected to the multi-way valve 1, and the heat pump module is connected to the water circuit module. By switching the multi-way valve 1, the coupling between the various modules can be realized, ensuring the effective utilization of excess heat, thereby improving energy utilization and enhancing the vehicle's range. At the same time, the entire system only uses one multi-way valve 1, which simplifies the system, reduces costs, and improves the overall vehicle assembly efficiency.

[0065] like Figure 1 As shown, the heat pump module includes a compressor 2, an outdoor heat exchanger 4, an indoor condenser 5, an indoor evaporator 7, a battery direct cooling plate 6, a plate heat exchanger 8, a gas-liquid separator 3, a first electronic expansion valve 13, a second electronic expansion valve 15, a third electronic expansion valve 16, a fourth electronic expansion valve 17, a first three-way proportional valve 9, a second three-way proportional valve 10, a first solenoid valve 11, a second solenoid valve 12, and a third solenoid valve 14. Interface A of the first three-way proportional valve 9 is connected to the outlet of the compressor 2, and the inlet of the compressor 2 is connected to the outlet of the gas-liquid separator 3. Interface B of the first three-way proportional valve 9 is connected to interface A of the second three-way proportional valve 10, and interface C of the first three-way proportional valve 9 is connected to the second solenoid valve 12, the outdoor heat exchanger 4, and the plate heat exchanger 8, respectively. The outdoor heat exchanger 4 is connected to the first electronic expansion valve 13, the plate heat exchanger 8 is connected to the fourth electronic expansion valve 17, the port B of the second three-way proportional valve 10 is connected to the first solenoid valve 11 and the battery direct cooling plate 6, the battery direct cooling plate 6 is connected to the second electronic expansion valve 15, the port C of the second three-way proportional valve 10 is connected to the indoor condenser 5, the indoor condenser 5 is connected to the third solenoid valve 14, the first solenoid valve 11 and the second solenoid valve 12 are respectively connected to the inlet of the gas-liquid separator 3, the indoor evaporator 7 is respectively connected to the inlet of the gas-liquid separator 3 and the third electronic expansion valve 16, and the first electronic expansion valve 13, the second electronic expansion valve 15, the third electronic expansion valve 16, the fourth electronic expansion valve 17 and the third solenoid valve 14 are interconnected.

[0066] In the above implementation process, the heat pump module is connected to the multi-way valve 1 and the water circuit module through the plate heat exchanger 8. The plate heat exchanger 8 has a refrigerant channel and a coolant channel. The refrigerant channel is used to connect to the fourth electronic expansion valve 17, the second solenoid valve 12 and the first three-way proportional valve 9. The coolant channel is used to connect to the water circuit module. The coolant outlet of the plate heat exchanger 8 is connected to the fourth interface 104. The gas-liquid separator 3 is set at the inlet of the compressor 2 to ensure the refrigerant superheat at the suction port of the compressor 2 and prevent liquid slugging.

[0067] Please refer to again Figure 1 The water circuit module includes an electric drive assembly 20, an electric water pump 19, a radiator 18, a PTC heater 22, and a heat exchange pump 21. The electric drive assembly 20 is connected to the first interface 101 and the electric water pump 19. The electric water pump 19 is connected to the second interface 102 and the radiator 18. The radiator 18 is connected to the third interface 103. The PTC heater 22 is connected to the sixth interface 106 and the seventh interface 107. The heat exchange pump 21 is connected to the fifth interface 105 and the heat pump module.

[0068] In the above implementation process, the PTC heater 22 can be used to provide an auxiliary heat source for the heat pump module to meet the rapid heating requirements of the battery and passenger compartment at extremely low temperatures and expand the operating temperature range of the vehicle. The radiator 18 can be used to cool the electric drive assembly 20 and can also provide auxiliary heat dissipation when the heat pump module cools the battery or passenger compartment. In addition, the coolant can also absorb heat from the external environment through the radiator 18 in low-temperature environments and then provide an auxiliary heat source for the heat pump module through the plate heat exchanger 8.

[0069] like Figure 2 As shown, the new energy thermal management system has a first mode, in which the heat pump module absorbs heat from the external environment through the outdoor heat exchanger 4, and the plate heat exchanger 8 absorbs heat from the waste heat of the electric drive assembly 20 and the PTC heater 22 for heating the battery and the passenger compartment.

[0070] When the new energy thermal management system operates in the first mode, interface A of the first three-way proportional valve 9 is connected to interface B, interface A of the second three-way proportional valve 10 is connected to interface B and interface C respectively, the first solenoid valve 11 is closed, the second solenoid valve 12 and the third solenoid valve 14 are open, the first electronic expansion valve 13 and the fourth electronic expansion valve 17 are in a throttling state, the second electronic expansion valve 15 is in a fully connected state, the third electronic expansion valve 16 is in a closed state, the first interface 101 is connected to the seventh interface 107, the second interface 102 is connected to the fourth interface 104, and the fifth interface 105 is connected to the sixth interface 106.

[0071] For example, the new energy thermal management system operates in the first mode, which heats the battery and simultaneously warms the passenger compartment. In the refrigerant circuit, low-temperature, low-pressure refrigerant is compressed into high-temperature, high-pressure gaseous refrigerant by compressor 2. This gaseous refrigerant then passes through the first three-way proportional valve 9 and the second three-way proportional valve 10, splitting into two paths. One path flows into the indoor condenser 5, where it condenses and releases heat, thus heating the passenger compartment. The cooled refrigerant then flows into the third solenoid valve 14. The other path flows into the battery direct cooling plate 6, where it condenses and releases heat, thus heating the power battery. The refrigerant flows into the fully open second electronic expansion valve 15. The refrigerant coming out of the third solenoid valve 14 and the second electronic expansion valve 15 is then divided into two paths. One path flows to the first electronic expansion valve 13, and after throttling and depressurization, it enters the outdoor heat exchanger 4 to evaporate and absorb heat from the environment. The other path flows to the fourth electronic expansion valve 17, and after throttling and depressurization, it enters the plate heat exchanger 8 to evaporate and absorb heat from the coolant. The refrigerant coming out of the outdoor heat exchanger 4 and the plate heat exchanger 8 then flows through the second solenoid valve 12 into the gas-liquid separator 3 for gas-liquid separation, and then flows back to the compressor 2 to complete the heat pump heating cycle.

[0072] In the coolant circuit, the plate heat exchanger 8, PTC heater 22, electric drive assembly 20, hot water pump 21, and electric drive pump 19 constitute the coolant circuit. In this coolant circuit, the coolant flows sequentially through the electric drive assembly 20 and PTC heater 22 under the drive of hot water pump 21 and electric drive pump 19, absorbing its heat, and then enters the plate heat exchanger 8, where the absorbed heat is transferred to the refrigerant to heat it. Finally, it returns to the electric drive pump 19 to complete the cycle. The PTC heater 22 can be turned on or off according to the heating requirements.

[0073] This thermal management system can switch the conduction states between the various interfaces of the multi-way valve 1, allowing the plate heat exchanger 8, electric drive assembly 20, PTC heater 22, water pump, and radiator 18 to be connected according to the target operating mode. This achieves coupling between the heat pump module and the water circuit module, ensuring the effective utilization of excess heat, improving energy efficiency, reducing overall vehicle energy loss, and thus increasing the vehicle's low-temperature driving range. Simultaneously, the heat pump module can utilize multiple heat sources to heat the battery and passenger compartment, significantly improving the heating efficiency of the battery and passenger compartment, shortening low-temperature charging time, and enhancing passenger compartment comfort.

[0074] In the above-mentioned process, in this mode, the heat pump module can simultaneously absorb heat from the external environment, the excess heat of the electric drive assembly 20 and the water circuit of the PTC heater 22, plus the self-generated heat from the work done by the compressor 2, thus realizing the efficient heating of the battery and the passenger compartment by using multiple heat sources at the same time. It can quickly heat the battery and provide heating to the passenger compartment, ensuring the battery heating rate and passenger compartment comfort.

[0075] like Figure 3As shown, the new energy thermal management system has a second mode, in which the heat pump module absorbs heat from the external environment through the outdoor heat exchanger 4, and the plate heat exchanger 8 absorbs heat from the waste heat of the electric drive assembly 20 and the PTC heater 22 for heating the crew cabin.

[0076] When the new energy thermal management system operates in the second mode, interfaces A and B of the first three-way proportional valve 9 are connected, interfaces A and C of the second three-way proportional valve 10 are connected, the first solenoid valve 11 is closed, the second solenoid valve 12 and the third solenoid valve 14 are open, the first electronic expansion valve 13 and the fourth electronic expansion valve 17 are in a throttling state, the second electronic expansion valve 15 and the third electronic expansion valve 16 are in a closed state, the first interface 101 is connected to the seventh interface 107, the second interface 102 is connected to the fourth interface 104, and the fifth interface 105 is connected to the sixth interface 106.

[0077] For example, the new energy thermal management system operates in a second mode, which is for heating only the passenger compartment. In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. After passing through the first three-way proportional valve 9 and the second three-way proportional valve 10, it flows into the indoor condenser 5 and condenses and releases heat inside, thus heating the passenger compartment. The cooled refrigerant flows into the third solenoid valve 14. The refrigerant coming out of the third solenoid valve 14 is divided into two paths. One path flows to the first electronic expansion valve 13, and after throttling and depressurization, it enters the outdoor heat exchanger 4 to evaporate and absorb heat from the environment. The other path flows to the fourth electronic expansion valve 17, and after throttling and depressurization, it enters the plate heat exchanger 8 to evaporate and absorb heat from the coolant. The refrigerant coming out of the outdoor heat exchanger 4 and the plate heat exchanger 8 then passes through the second solenoid valve 12 and flows into the gas-liquid separator 3 for gas-liquid separation. Then it flows back to the compressor 2, completing the heat pump heating cycle.

[0078] In the coolant circuit, the plate heat exchanger 8, PTC heater 22, electric drive assembly 20, hot water pump 21, and electric drive pump 19 constitute the coolant circuit. In this coolant circuit, the coolant flows sequentially through the electric drive assembly 20 and PTC heater 22 under the drive of hot water pump 21 and electric drive pump 19, absorbing its heat, and then enters the plate heat exchanger 8, where the absorbed heat is transferred to the refrigerant to heat it. Finally, it returns to the electric drive pump 19 to complete the cycle. The PTC heater 22 can be turned on or off according to the heating requirements.

[0079] In the above-mentioned process, this mode can simultaneously absorb heat from the external environment, the excess heat of the electric drive assembly 20 and the water circuit of the PTC heater 22 through the heat pump module, plus the self-generated heat from the work done by the compressor 2, so as to realize the efficient heating of the crew cabin by using multiple heat sources at the same time, which can quickly heat the crew cabin and ensure the comfort of the crew cabin.

[0080] like Figure 4 As shown, the new energy thermal management system has a third mode, in which the heat pump module absorbs heat from the external environment through the outdoor heat exchanger 4, and the plate heat exchanger 8 absorbs heat from the waste heat of the electric drive assembly 20 and the PTC heater 22 for battery heating.

[0081] When the new energy thermal management system operates in the third mode, interfaces A and B of the first three-way proportional valve 9 are connected, interfaces A and B of the second three-way proportional valve 10 are connected, the first solenoid valve 11 and the third solenoid valve 14 are closed, the second solenoid valve 12 is open, the first electronic expansion valve 13 and the fourth electronic expansion valve 17 are in a throttling state, the second electronic expansion valve 15 is in a fully connected state, the third electronic expansion valve 16 is in a closed state, the first interface 101 is connected to the seventh interface 107, the second interface 102 is connected to the fourth interface 104, and the fifth interface 105 is connected to the sixth interface 106.

[0082] For example, the new energy thermal management system operates in a third mode, which is battery heating only. In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. After passing through the first three-way proportional valve 9 and the second three-way proportional valve 10, it flows into the battery direct cooling plate 6 and condenses and releases heat inside, thus heating the power battery. The cooled refrigerant flows into the fully open second electronic expansion valve 15. The refrigerant coming out of the second electronic expansion valve 15 is divided into two paths. One path flows to the first electronic expansion valve 13, and after throttling and depressurization, it enters the outdoor heat exchanger 4 to evaporate and absorb heat from the environment. The other path flows to the fourth electronic expansion valve 17, and after throttling and depressurization, it enters the plate heat exchanger 8 to evaporate and absorb heat from the coolant. The refrigerant coming out of the outdoor heat exchanger 4 and the plate heat exchanger 8 then flows through the second solenoid valve 12 into the gas-liquid separator 3 for gas-liquid separation, and then flows back to the compressor 2, completing the heat pump heating cycle.

[0083] In the coolant circuit, the plate heat exchanger 8, PTC heater 22, electric drive assembly 20, hot water pump 21, and electric drive pump 19 constitute the coolant circuit. In this coolant circuit, the coolant flows sequentially through the electric drive assembly 20 and PTC heater 22 under the drive of hot water pump 21 and electric drive pump 19, absorbing its heat, and then enters the plate heat exchanger 8, where the absorbed heat is transferred to the refrigerant to heat it. Finally, it returns to the electric drive pump 19 to complete the cycle. The PTC heater 22 can be turned on or off according to the heating requirements.

[0084] In the above implementation process, this mode can simultaneously absorb heat from the external environment, the excess heat of the electric drive assembly 20 and the water circuit of the PTC heater 22 through the heat pump module, plus the self-generated heat from the work done by the compressor 2, thus realizing the efficient heating of the battery by using multiple heat sources at the same time. This can quickly heat the battery, greatly improve the battery heating rate, and shorten the low-temperature charging time.

[0085] like Figure 5 As shown, the new energy thermal management system has a fourth mode. In the fourth mode, the heat pump module absorbs heat from the battery through the battery direct cooling plate 6 and transfers the heat from the battery to the passenger compartment. In this mode, the interfaces A and B of the first three-way proportional valve 9 are connected, the interfaces A and C of the second three-way proportional valve 10 are connected, the first solenoid valve 11 and the third solenoid valve 14 are open, the second solenoid valve 12 is closed, the first electronic expansion valve 13, the third electronic expansion valve 16 and the fourth electronic expansion valve 17 are all closed, the second electronic expansion valve 15 is in a throttling state, the first interface 101 is connected to the seventh interface 107, the second interface 102 is connected to the fourth interface 104, and the fifth interface 105 is connected to the sixth interface 106.

[0086] For example, the first operating state of the fourth mode is battery cooling and passenger compartment heating. This first operating state is suitable when the battery cooling demand and passenger compartment heating demand are comparable. In the refrigerant circuit, the low-temperature and low-pressure refrigerant is compressed into a high-temperature and high-pressure gaseous refrigerant by the compressor 2. It then flows into the indoor condenser 5 after passing through the first three-way proportional valve 9 and the second three-way proportional valve 10, where it condenses and releases heat, thus heating the passenger compartment. The cooled refrigerant then flows into the third solenoid valve 14 and the second electronic expansion valve 15. After being throttled and depressurized, it enters the battery direct cooling plate 6 to absorb heat from the battery, thus cooling the battery. The refrigerant coming out of the battery direct cooling plate 6 then flows into the gas-liquid separator 3 through the first solenoid valve 11 for gas-liquid separation, and then flows back to the compressor 2 to complete the heat pump cycle.

[0087] In the above implementation process, the cooling requirements of the battery and the heating requirements of the passenger compartment are comparable in this mode. The heat pump module transfers the heat from the battery to the passenger compartment for heating, so that the cooling requirements of the battery and the heating requirements of the passenger compartment can be basically met at the same time.

[0088] like Figure 6As shown, in the fourth mode, the heat pump module absorbs heat from the external environment through the outdoor heat exchanger 4, the plate heat exchanger 8 absorbs heat from the waste heat of the electric drive assembly 20 and the PTC heater 22, the battery direct cooling plate 6 absorbs heat from the battery and transfers the absorbed heat to the passenger compartment. Specifically, the interfaces A and B of the first three-way proportional valve 9 are open, the interfaces A and C of the second three-way proportional valve 10 are open, the first solenoid valve 11, the second solenoid valve 12, and the third solenoid valve 14 are all open, the first electronic expansion valve 13, the second electronic expansion valve 15, and the fourth electronic expansion valve 17 are all in a throttling state, the third electronic expansion valve 16 is in a closed state, the first interface 101 is connected to the seventh interface 107, the second interface 102 is connected to the fourth interface 104, and the fifth interface 105 is connected to the sixth interface 106.

[0089] For example, the second state of the fourth mode is suitable for situations where battery cooling demand is low while passenger cabin heating demand is high. In this mode, in the refrigerant circuit, low-temperature, low-pressure refrigerant is compressed by compressor 2 into high-temperature, high-pressure gaseous refrigerant. This gaseous refrigerant then flows into the indoor condenser 5 after passing through the first three-way proportional valve 9 and the second three-way proportional valve 10, where it condenses and releases heat, thus heating the passenger cabin. The cooled refrigerant flows into the third solenoid valve 14 and is divided into three paths. The first path flows to the first electronic expansion valve 13, where it is throttled and depressurized before entering the outdoor heat exchanger 4 to evaporate from the environment. The refrigerant absorbs heat in the first channel, then flows to the second electronic expansion valve 15. After throttling and pressure reduction, it enters the battery direct cooling plate 6 to absorb heat from the battery, thus cooling the battery. It then flows into the first solenoid valve 11. The third channel flows to the fourth electronic expansion valve 17. After throttling and pressure reduction, it enters the plate heat exchanger 8 to evaporate and absorb heat from the coolant. The refrigerant from the outdoor heat exchanger 4 and the plate heat exchanger 8 flows into the second solenoid valve 12. The refrigerant from the first solenoid valve 11 and the second solenoid valve 12 flows into the gas-liquid separator 3 for gas-liquid separation, and then flows back to the compressor 2, completing the heat pump cycle.

[0090] In the coolant circuit, the plate heat exchanger 8, PTC heater 22, electric drive assembly 20, hot water pump 21, and electric drive pump 19 constitute the coolant circuit. In this coolant circuit, the coolant flows sequentially through the electric drive assembly 20 and PTC heater 22 under the drive of hot water pump 21 and electric drive pump 19, absorbing its heat, and then enters the plate heat exchanger 8, where the absorbed heat is transferred to the refrigerant to heat it. Finally, it returns to the electric drive pump 19 to complete the cycle. The PTC heater 22 can be turned on or off according to the heating requirements.

[0091] In the above implementation process, the battery has a low cooling requirement and can provide less heat, while the crew cabin has a high heating requirement. The heat absorption from the battery alone is not enough to meet the heating requirements of the crew cabin. Therefore, in addition to absorbing heat from the battery through the heat pump module, this solution also absorbs heat from the external environment and the water circuit module as a supplementary heat source to jointly heat the crew cabin, so as to simultaneously meet the low cooling requirement of the battery and the high heating requirement of the crew cabin.

[0092] like Figure 7 As shown, in the fourth mode, the heat pump module absorbs heat from the battery through the battery direct cooling plate 6 and transfers a portion of the heat from the battery to the passenger compartment. The remaining heat is released to the external environment through the outdoor heat exchanger 4 and the radiator 18. Specifically, the interface A of the first three-way proportional valve 9 is connected to the interfaces B and C respectively; the interfaces A and C of the second three-way proportional valve 10 are connected; the first solenoid valve 11 and the third solenoid valve 14 are open; the second solenoid valve 12 is closed; the second electronic expansion valve 15 is in a throttling state; the first electronic expansion valve 13 and the fourth electronic expansion valve 17 are in a fully connected state; the third electronic expansion valve 16 is in a closed state; the second interface 102 is connected to the fifth interface 105; the third interface 103 is connected to the fourth interface 104; and the sixth interface 106 is connected to the seventh interface 107.

[0093] For example, the third operating state of the fourth mode is suitable for situations where battery cooling demand is high and passenger cabin heating demand is low. In the refrigerant circuit, low-temperature, low-pressure refrigerant is compressed into high-temperature, high-pressure gaseous refrigerant by compressor 2. After passing through the first three-way proportional valve 9, it splits into two paths. The first path flows into the indoor condenser 5 after passing through the second three-way proportional valve 10, where it condenses and releases heat, thus heating the passenger cabin. The cooled refrigerant flows into the third solenoid valve 14, and the second path splits into two paths. One path flows into the outdoor heat exchanger 4, where it condenses and releases heat to the outside environment. In the process, the cooled refrigerant flows into the fully open first electronic expansion valve 13, and another path flows into the plate heat exchanger 8, where it condenses and releases heat into the water circuit module. The cooled refrigerant then flows into the fully open fourth electronic expansion valve 17. The refrigerant coming out of the third solenoid valve 14, the first electronic expansion valve 13, and the fourth electronic expansion valve 17 flows to the second electronic expansion valve 15. After being throttled and depressurized, it enters the battery direct cooling plate 6 to absorb heat from the battery, thus cooling the battery. Then, it flows through the first solenoid valve 11 into the gas-liquid separator 3 for gas-liquid separation, and finally flows back to the compressor 2, completing the heat pump cycle.

[0094] In the coolant circuit, the plate heat exchanger 8, the radiator 18 and the hot water pump 21 constitute a coolant circuit. In this coolant circuit, the coolant first flows through the plate heat exchanger 8 under the drive of the hot water pump 21 and absorbs the heat of the refrigerant. The heated coolant then flows through the radiator 18 and releases the absorbed heat to the external environment. Finally, it returns to the hot water pump 21 to complete the cycle.

[0095] In the above implementation process, in this mode, the battery has a high cooling requirement and needs to release a lot of heat, while the passenger compartment has a low heating requirement. Simply releasing the battery's heat to the passenger compartment is not enough to meet the battery's high cooling requirement. Therefore, this solution uses part of the battery's heat to heat the passenger compartment, and releases the other part of the excess heat to the outside environment through the outdoor heat exchanger 4 and radiator 18, respectively, to simultaneously meet the high battery cooling requirement and the low passenger compartment heating requirement.

[0096] like Figure 8 As shown, the new energy thermal management system has a fifth mode, in which the heat pump module dehumidifies the passenger compartment through the indoor evaporator 7, the outdoor heat exchanger 4 absorbs heat from the external environment, and the plate heat exchanger 8 absorbs heat from the waste heat of the electric drive assembly 20 and the PTC heater 22 for heating the passenger compartment.

[0097] When the new energy thermal management system operates in the fifth mode, interfaces A and B of the first three-way proportional valve 9 are connected, interfaces A and C of the second three-way proportional valve 10 are connected, the first solenoid valve 11 is closed, the second solenoid valve 12 and the third solenoid valve 14 are open, the first electronic expansion valve 13, the third electronic expansion valve 16 and the fourth electronic expansion valve 17 are all in a throttling state, the second electronic expansion valve 15 is in a closed state, the first interface 101 is connected to the seventh interface 107, the second interface 102 is connected to the fourth interface 104, and the fifth interface 105 is connected to the sixth interface 106.

[0098] For example, the new energy thermal management system operates in a fifth mode, which is for heating and dehumidifying the passenger compartment. In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. After passing through the first three-way proportional valve 9 and the second three-way proportional valve 10, it flows into the indoor condenser 5, where it condenses and releases heat, thus heating the passenger compartment. The cooled refrigerant flows into the third solenoid valve 14 and is divided into three paths. The first path flows to the first electronic expansion valve 13, and after throttling and depressurization, it enters the outdoor heat exchanger. Heater 4 absorbs heat through evaporation from the environment. The second stream flows to the third electronic expansion valve 16, where it is throttled and depressurized before entering the indoor evaporator 7 for evaporative dehumidification. The third stream flows to the fourth electronic expansion valve 17, where it is throttled and depressurized before entering the plate heat exchanger 8 to absorb heat through evaporation from the coolant. The refrigerant from the outdoor heat exchanger 4 and the plate heat exchanger 8 flows into the second solenoid valve 12. The refrigerant from the indoor evaporator 7 and the second solenoid valve 12 flows into the gas-liquid separator 3 for gas-liquid separation, and then flows back to the compressor 2, completing the heat pump cycle.

[0099] In the coolant circuit, the plate heat exchanger 8, PTC heater 22, electric drive assembly 20, hot water pump 21, and electric drive pump 19 constitute the coolant circuit. In this coolant circuit, the coolant flows sequentially through the electric drive assembly 20 and PTC heater 22 under the drive of hot water pump 21 and electric drive pump 19, absorbing its heat, and then enters the plate heat exchanger 8, where the absorbed heat is transferred to the refrigerant to heat it. Finally, it returns to the electric drive pump 19 to complete the cycle. The PTC heater 22 can be turned on or off according to the heating requirements.

[0100] In the above-mentioned process, this mode can simultaneously absorb heat from the external environment, the excess heat of the electric drive assembly 20 and the water circuit of the PTC heater 22 through the heat pump module, plus the self-generated heat from the work done by the compressor 2, so as to realize the efficient heating of the crew cabin by using multiple heat sources at the same time. It can quickly heat the crew cabin, ensure the comfort of the crew cabin, and meet the high heating demand while achieving dehumidification of the crew cabin.

[0101] like Figure 9 As shown, the new energy thermal management system has a sixth mode, in which the heat pump module absorbs heat from the passenger compartment through the indoor evaporator 7, and the outdoor heat exchanger 4 and the radiator 18 jointly release the heat to the outside environment for the purpose of cooling the passenger compartment.

[0102] When the new energy thermal management system operates in the sixth mode, interfaces A and C of the first three-way proportional valve 9 are open, the first solenoid valve 11, the second solenoid valve 12, and the third solenoid valve 14 are all closed, the third electronic expansion valve 16 is in a throttling state, the first electronic expansion valve 13 and the fourth electronic expansion valve 17 are in a fully open state, the second electronic expansion valve 15 is in a closed state, the second interface 102 is connected to the fifth interface 105, the third interface 103 is connected to the fourth interface 104, and the sixth interface 106 is connected to the seventh interface 107.

[0103] For example, the new energy thermal management system operates in the sixth mode, which is a mode where only the passenger compartment is cooled. In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. After passing through the first three-way proportional valve 9, it is divided into two paths. One path flows into the outdoor heat exchanger 4, where it condenses and releases heat to the outside environment. The cooled refrigerant then flows into the fully open first electronic expansion valve 13. The other path flows into the plate heat exchanger 8, where it condenses and releases heat to the water circuit module. The cooled refrigerant then flows into the fully open fourth electronic expansion valve 17. The refrigerant coming out of the first and fourth electronic expansion valves 13 then flows to the third electronic expansion valve 16. After being throttled and depressurized, it enters the indoor evaporator 7 and evaporates and absorbs heat from the passenger compartment, thus cooling the passenger compartment. Then it flows into the gas-liquid separator 3 for gas-liquid separation and finally flows back to the compressor 2, completing the heat pump refrigeration cycle.

[0104] In the coolant circuit, the plate heat exchanger 8, the radiator 18 and the hot water pump 21 constitute a coolant circuit. In this coolant circuit, the coolant first flows through the plate heat exchanger 8 under the drive of the hot water pump 21 and absorbs the heat of the refrigerant. The heated coolant then flows through the radiator 18 and releases the absorbed heat to the external environment. Finally, it returns to the hot water pump 21 to complete the cycle.

[0105] In the above-described process, this mode utilizes the heat pump module to absorb heat from the passenger compartment through the indoor evaporator 7, and releases the heat to the external environment through the outdoor heat exchanger 4 and radiator 18, thereby achieving rapid cooling of the passenger compartment. Using the outdoor heat exchanger 4 and radiator 18 together to cool the passenger compartment increases the heat dissipation area and cooling effect, meeting the higher cooling requirements of the passenger compartment.

[0106] like Figure 10 As shown, the new energy thermal management system has a seventh mode, in which the heat pump module absorbs heat from the battery through the battery direct cooling plate 6, and the outdoor heat exchanger 4 and the radiator 18 jointly release the heat to the external environment for cooling the battery.

[0107] When the new energy thermal management system operates in the seventh mode, interfaces A and C of the first three-way proportional valve 9 are connected, the first solenoid valve 11 is open, the second solenoid valve 12 and the third solenoid valve 14 are closed, the second electronic expansion valve 15 is in a throttling state, the first electronic expansion valve 13 and the fourth electronic expansion valve 17 are in a fully connected state, the third electronic expansion valve 16 is in a closed state, the second interface 102 is connected to the fifth interface 105, the third interface 103 is connected to the fourth interface 104, and the sixth interface 106 is connected to the seventh interface 107.

[0108] For example, the new energy thermal management system operates in the seventh mode, which is battery cooling only. In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. After passing through the first three-way proportional valve 9, it is divided into two paths. One path flows into the outdoor heat exchanger 4, where it condenses and releases heat to the outside environment. The cooled refrigerant then flows into the fully open first electronic expansion valve 13. The other path flows into the plate heat exchanger 8, where it condenses and releases heat to the water circuit module. The cooled refrigerant then flows into the fully open fourth electronic expansion valve 17. The refrigerant coming out of the first and fourth electronic expansion valves 13 then flows to the second electronic expansion valve 15. After being throttled and depressurized, it enters the battery direct cooling plate 6 to absorb heat from the battery, thus cooling the battery. Then, it flows through the first solenoid valve 11 into the gas-liquid separator 3 for gas-liquid separation, and finally flows back to the compressor 2, completing the heat pump refrigeration cycle.

[0109] In the coolant circuit, the plate heat exchanger 8, the radiator 18 and the hot water pump 21 constitute a coolant circuit. In this coolant circuit, the coolant first flows through the plate heat exchanger 8 under the drive of the hot water pump 21 and absorbs the heat of the refrigerant. The heated coolant then flows through the radiator 18 and releases the absorbed heat to the external environment. Finally, it returns to the hot water pump 21 to complete the cycle.

[0110] In the above implementation process, this mode utilizes the heat pump module to absorb heat from the battery via the battery direct cooling plate 6, and releases the heat to the external environment through the outdoor heat exchanger 4 and radiator 18, thereby achieving rapid cooling of the battery. Using the outdoor heat exchanger 4 and radiator 18 together to cool the battery increases the heat dissipation area and cooling effect, meeting the battery's higher cooling requirements.

[0111] like Figure 11 As shown, the new energy thermal management system has an eighth mode. In the eighth mode, the heat pump module absorbs heat from the battery through the battery direct cooling plate 6, the indoor evaporator 7 absorbs heat from the passenger compartment, and the outdoor heat exchanger 4 and the radiator 18 jointly release heat to the outside, which is used to cool the battery and the passenger compartment.

[0112] When the new energy thermal management system operates in the eighth mode, interfaces A and C of the first three-way proportional valve 9 are connected, the first solenoid valve 11 is open, the second solenoid valve 12 and the third solenoid valve 14 are closed, the second electronic expansion valve 15 and the third electronic expansion valve 16 are in a throttling state, the first electronic expansion valve 13 and the fourth electronic expansion valve 17 are in a fully connected state, the second interface 102 is connected to the fifth interface 105, the third interface 103 is connected to the fourth interface 104, and the sixth interface 106 is connected to the seventh interface 107.

[0113] For example, the new energy thermal management system operates in the eighth mode, which is battery cooling and simultaneous occupant cabin cooling. In the refrigerant circuit, low-temperature, low-pressure refrigerant is compressed by compressor 2 into high-temperature, high-pressure gaseous refrigerant. After passing through the first three-way proportional valve 9, it splits into two paths: one flows into the outdoor heat exchanger 4, where it condenses and releases heat to the external environment; the cooled refrigerant then flows into the fully open first electronic expansion valve 13. The other path flows into the plate heat exchanger 8, where it condenses and releases heat to the water circuit module; the cooled refrigerant then flows into the fully open fourth electronic expansion valve 17, from the first... The refrigerant from the electronic expansion valve 13 and the fourth electronic expansion valve 17 is split into two paths. One path flows to the second electronic expansion valve 15, where it is throttled and depressurized before entering the battery direct cooling plate 6 to absorb heat from the battery, thus cooling the battery. Then it flows into the first solenoid valve 11. The other path flows to the third electronic expansion valve 16, where it is throttled and depressurized before entering the indoor evaporator 7 to evaporate and absorb heat from the passenger compartment, thus cooling the passenger compartment. The refrigerant from the first solenoid valve 11 and the indoor evaporator 7 then flows into the gas-liquid separator 3 for gas-liquid separation, and then flows back to the compressor 2, completing the heat pump refrigeration cycle.

[0114] In the coolant circuit, the plate heat exchanger 8, the radiator 18 and the hot water pump 21 constitute a coolant circuit. In this coolant circuit, the coolant first flows through the plate heat exchanger 8 under the drive of the hot water pump 21 and absorbs the heat of the refrigerant. The heated coolant then flows through the radiator 18 and releases the absorbed heat to the external environment. Finally, it returns to the hot water pump 21 to complete the cycle.

[0115] In the aforementioned implementation process, this mode utilizes a heat pump module to absorb heat from the battery via the battery direct cooling plate 6, while simultaneously absorbing heat from the passenger compartment via the indoor evaporator 7. The heat is then released to the external environment through the outdoor heat exchanger 4 and radiator 18, achieving rapid cooling of both the battery and the passenger compartment. Using the outdoor heat exchanger 4 and radiator 18 to jointly cool both the battery and the passenger compartment increases the heat dissipation area and cooling effect, simultaneously meeting the high cooling requirements of both the battery and the passenger compartment.

[0116] Secondly, this application also provides a vehicle including the new energy thermal management system described above. The vehicle can be a new energy vehicle, which can be a pure electric vehicle, a hybrid electric vehicle, or a range-extended electric vehicle, etc.

[0117] In the above implementation process, the heat pump module and the water circuit module are coupled together through the multi-way valve 1, ensuring the effective utilization of excess heat, improving energy utilization efficiency, reducing overall vehicle energy loss, and thus increasing the vehicle's low-temperature driving range. Simultaneously, the heat pump module can utilize multiple heat sources to heat the battery and passenger compartment, significantly improving the heating efficiency of the battery and passenger compartment, shortening low-temperature charging time, and enhancing passenger compartment comfort.

[0118] It should be understood that the phrases "in this embodiment," "in this application embodiment," or "as an optional implementation" throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, the phrases "in this embodiment," "in this application embodiment," or "as an optional implementation" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0119] In the various embodiments of this application, it should be understood that the sequence number of each process does not necessarily imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0120] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of protection of the claims.

Claims

1. A new energy thermal management system, characterized in that, include: The system includes a multi-way valve, a heat pump module, and a water circuit module. The heat pump module is connected to the fourth port of the multi-way valve. The water circuit module is connected to the first, second, third, fifth, sixth, and seventh ports of the multi-way valve. The portion of the water circuit module connected to the fifth port is connected to the heat pump module. When the valve core of the multi-way valve rotates, it is used to connect at least two ports.

2. The new energy thermal management system of claim 1, wherein, The heat pump module includes a compressor, an outdoor heat exchanger, an indoor condenser, an indoor evaporator, a battery direct cooling plate, a plate heat exchanger, a gas-liquid separator, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a fourth electronic expansion valve, a first three-way proportional valve, a second three-way proportional valve, a first solenoid valve, a second solenoid valve, and a third solenoid valve. Interface A of the first three-way proportional valve is connected to the outlet of the compressor, and the inlet of the compressor is connected to the outlet of the gas-liquid separator. Interface B of the first three-way proportional valve is connected to interface A of the second three-way proportional valve, and interface C of the first three-way proportional valve is connected to the second solenoid valve, the outdoor heat exchanger, and the plate heat exchanger, respectively. The outdoor heat exchanger is connected to the first electronic expansion valve, the plate heat exchanger is connected to the fourth electronic expansion valve, the port B of the second three-way proportional valve is connected to the first solenoid valve and the battery direct cooling plate, the battery direct cooling plate is connected to the second electronic expansion valve, the port C of the second three-way proportional valve is connected to the indoor condenser, the indoor condenser is connected to the third solenoid valve, the first solenoid valve and the second solenoid valve are respectively connected to the inlet of the gas-liquid separator, the indoor evaporator is respectively connected to the inlet of the gas-liquid separator and the third electronic expansion valve, and the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the fourth electronic expansion valve and the third solenoid valve are interconnected.

3. The new energy thermal management system of claim 2, wherein, The water circuit module includes an electric drive assembly, an electric water pump, a radiator, a PTC heater, and a heat exchange pump. The electric drive assembly is connected to the first interface and the electric water pump. The electric water pump is connected to the second interface and the radiator. The radiator is connected to the third interface. The PTC heater is connected to the sixth interface and the seventh interface. The heat exchange pump is connected to the fifth interface and the heat pump module.

4. The new energy thermal management system of claim 3, wherein, The new energy thermal management system has a first mode, in which the heat pump module absorbs heat from the external environment through the outdoor heat exchanger, and the plate heat exchanger absorbs heat from the waste heat of the electric drive assembly and the PTC heater for heating the battery and the passenger compartment. When the new energy thermal management system operates in the first mode, interface A of the first three-way proportional valve is connected to interface B, interface A of the second three-way proportional valve is connected to interface B and interface C respectively, the first solenoid valve is closed, the second solenoid valve and the third solenoid valve are open, the first electronic expansion valve and the fourth electronic expansion valve are in a throttling state, the second electronic expansion valve is in a fully connected state, the third electronic expansion valve is in a closed state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface.

5. The new energy thermal management system of claim 3, wherein, The new energy thermal management system has a second mode, in which the heat pump module absorbs heat from the external environment through the outdoor heat exchanger, and the plate heat exchanger absorbs heat from the waste heat of the electric drive assembly and the PTC heater for heating the crew cabin. When the new energy thermal management system operates in the second mode, interfaces A and B of the first three-way proportional valve are connected, interfaces A and C of the second three-way proportional valve are connected, the first solenoid valve is closed, the second solenoid valve and the third solenoid valve are open, the first electronic expansion valve and the fourth electronic expansion valve are in a throttling state, the second electronic expansion valve and the third electronic expansion valve are in a closed state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface.

6. The new energy thermal management system of claim 3, wherein, The new energy thermal management system has a third mode, in which the heat pump module absorbs heat from the external environment through the outdoor heat exchanger, and the plate heat exchanger absorbs heat from the waste heat of the electric drive assembly and the PTC heater for battery heating. When the new energy thermal management system operates in the third mode, interfaces A and B of the first three-way proportional valve are connected, interfaces A and B of the second three-way proportional valve are connected, the first solenoid valve and the third solenoid valve are closed, the second solenoid valve is open, the first electronic expansion valve and the fourth electronic expansion valve are in a throttling state, the second electronic expansion valve is in a fully connected state, the third electronic expansion valve is in a closed state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface.

7. The new energy thermal management system of claim 3, wherein, The new energy thermal management system has a fourth mode. In the fourth mode, the heat pump module absorbs heat from the battery through the battery direct cooling plate and transfers the heat from the battery to the passenger compartment. In this mode, the interfaces A and B of the first three-way proportional valve are connected, the interfaces A and C of the second three-way proportional valve are connected, the first and third solenoid valves are open, the second solenoid valve is closed, the first, third, and fourth electronic expansion valves are all closed, the second electronic expansion valve is in a throttling state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface. Alternatively, in the fourth mode, the heat pump module absorbs heat from the external environment through the outdoor heat exchanger, the plate heat exchanger absorbs heat from the waste heat of the electric drive assembly and the PTC heater, the battery direct cooling plate absorbs heat from the battery, and transfers the absorbed heat to the passenger compartment. In this mode, the interfaces A and B of the first three-way proportional valve are connected, the interfaces A and C of the second three-way proportional valve are connected, the first solenoid valve, the second solenoid valve, and the third solenoid valve are all open, the first electronic expansion valve, the second electronic expansion valve, and the fourth electronic expansion valve are all in a throttling state, the third electronic expansion valve is in a closed state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface. Alternatively, in the fourth mode, the heat pump module absorbs heat from the battery through the battery direct cooling plate and transfers a portion of the battery's heat to the passenger compartment, while the remaining heat is released to the external environment through the outdoor heat exchanger and radiator. In this mode, interface A of the first three-way proportional valve is connected to interfaces B and C, and interfaces A and C of the second three-way proportional valve are connected. The first and third solenoid valves are open, the second solenoid valve is closed, the second electronic expansion valve is in a throttling state, the first and fourth electronic expansion valves are fully connected, the third electronic expansion valve is closed, the second interface is connected to the fifth interface, the third interface is connected to the fourth interface, and the sixth interface is connected to the seventh interface.

8. The new energy thermal management system according to claim 3, characterized in that, The new energy thermal management system has a fifth mode, in which the heat pump module dehumidifies the passenger compartment through the indoor evaporator, the outdoor heat exchanger absorbs heat from the external environment, and the plate heat exchanger absorbs heat from the waste heat of the electric drive assembly and the PTC heater for heating the passenger compartment. When the new energy thermal management system operates in the fifth mode, interfaces A and B of the first three-way proportional valve are connected, interfaces A and C of the second three-way proportional valve are connected, the first solenoid valve is closed, the second solenoid valve and the third solenoid valve are open, the first electronic expansion valve, the third electronic expansion valve and the fourth electronic expansion valve are all in a throttling state, the second electronic expansion valve is in a closed state, the first interface is connected to the seventh interface, the second interface is connected to the fourth interface, and the fifth interface is connected to the sixth interface.

9. The new energy thermal management system of claim 3, wherein, The new energy thermal management system has a sixth mode, in which the heat pump module absorbs heat from the passenger compartment through the indoor evaporator, and the outdoor heat exchanger and the radiator jointly release the heat to the outside environment for the purpose of cooling the passenger compartment. When the new energy thermal management system operates in the sixth mode, interfaces A and C of the first three-way proportional valve are connected, the first, second, and third solenoid valves are all closed, the third electronic expansion valve is in a throttling state, the first and fourth electronic expansion valves are in a fully connected state, the second electronic expansion valve is in a closed state, the second interface is connected to the fifth interface, the third interface is connected to the fourth interface, and the sixth interface is connected to the seventh interface.

10. The new energy thermal management system of claim 3, wherein, The new energy thermal management system has a seventh mode, in which the heat pump module absorbs heat from the battery through the battery direct cooling plate, and the outdoor heat exchanger and the radiator jointly release the heat to the external environment for cooling the battery. When the new energy thermal management system operates in the seventh mode, interfaces A and C of the first three-way proportional valve are connected, the first solenoid valve is open, the second and third solenoid valves are closed, the second electronic expansion valve is in a throttling state, the first and fourth electronic expansion valves are in a fully connected state, the third electronic expansion valve is in a closed state, the second interface is connected to the fifth interface, the third interface is connected to the fourth interface, and the sixth interface is connected to the seventh interface.

11. The new energy thermal management system of claim 3, wherein, The new energy thermal management system has an eighth mode, in which the heat pump module absorbs heat from the battery through the battery direct cooling plate, the indoor evaporator absorbs heat from the passenger compartment, and the outdoor heat exchanger and the radiator jointly release heat to the outside, for the purpose of cooling the battery and the passenger compartment. When the new energy thermal management system operates in the eighth mode, interfaces A and C of the first three-way proportional valve are connected, the first solenoid valve is open, the second and third solenoid valves are closed, the second and third electronic expansion valves are in a throttling state, the first and fourth electronic expansion valves are in a fully connected state, the second interface is connected to the fifth interface, the third interface is connected to the fourth interface, and the sixth interface is connected to the seventh interface.

12. A vehicle characterized by comprising: Including the new energy thermal management system as described in any one of claims 1-11.

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