Dual-core thermal management system and new energy vehicles

Abstract

A dual-core thermal management system, relating to the field of vehicle air conditioning, includes a refrigerant circulation device and a coolant circulation device. The coolant circulation device includes a first core, a second core, a ten-way valve, a radiator, a first water pump, a second water pump, and a third water pump. The first core, second core, radiator, first water pump, second water pump, and third water pump are each connected to different interfaces of the ten-way valve via corresponding pipes. The ten-way valve is used to adjust the connection state of the different interfaces so that the first core and the second core can operate in series. The refrigerant circulation device includes a compressor, a heat exchanger, a liquid receiver, and a water-cooled condenser connected in sequence, with the compressor connected to the water-cooled condenser. The coolant circulation device is used for heat exchange with the heat exchanger and the water-cooled condenser. This system can improve heat exchange efficiency, reduce energy consumption, and is energy-saving and environmentally friendly.

Description

Technical Field

[0001] This utility model relates to the field of vehicle air conditioning, specifically to a dual-core thermal management system and a new energy vehicle. Background Technology

[0002] In existing technologies, thermal management systems play an important role in controlling the temperature of the passenger compartment or working components in vehicles, especially new energy vehicles. They not only provide a good driving environment for passengers, but also coordinate the vehicle's temperature to ensure the vehicle's safety and stability.

[0003] Currently, although the thermal management system is equipped with a dual-core structure, the two cores cannot operate simultaneously when regulating the temperature of the vehicle's passenger compartment, resulting in low heat exchange efficiency. Utility Model Content

[0004] The purpose of this utility model includes, for example, providing a dual-core thermal management system and a new energy vehicle, which can improve heat exchange efficiency, reduce energy consumption, and save energy and protect the environment.

[0005] The embodiments of this utility model can be implemented as follows:

[0006] In a first aspect, this utility model provides a dual-core thermal management system, including a refrigerant circulation device and a coolant circulation device;

[0007] The coolant circulation device includes a first core, a second core, a ten-way valve, a radiator, a first water pump, a second water pump, and a third water pump; the first core, the second core, the radiator, the first water pump, the second water pump, and the third water pump are respectively connected to different interfaces of the ten-way valve through corresponding pipes; the ten-way valve is used to adjust the connection state of different interfaces so that the first core and the second core can operate in series mode;

[0008] The refrigerant circulation device includes a compressor, a heat exchanger, a liquid receiver, and a water-cooled condenser connected in sequence, with the compressor connected to the water-cooled condenser;

[0009] The coolant circulation device is used for heat exchange with the heat exchanger and the water-cooled condenser.

[0010] In an optional embodiment, the ten-way valve is provided with a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, an eighth interface, a ninth interface, and a tenth interface that can adjust the connection state.

[0011] The coolant circulation device also includes a first valve group and a second valve group;

[0012] The first interface, the radiator, and the eighth interface are connected in sequence; the second interface is connected to the fourth outlet of the second valve group, the third outlet of the second valve group is connected to the fourth outlet of the first valve group and the first core, and the first core is connected to the ninth interface; the second interface of the second valve group is connected to the second interface of the first valve group, the second interface of the second valve group is connected to the inlet of the third water pump, and the outlet of the third water pump is connected to the fifth interface and the seventh interface; the first interface of the second valve group, the first water pump, and the heat exchanger are connected in sequence, and the heat exchanger is connected to the third interface and the fourth interface; the first outlet of the first valve group, the water-cooled condenser, the second water pump, and the seventh interface are connected in sequence; the third outlet of the first valve group is connected to the radiator; the sixth interface, the second core, and the tenth interface are connected in sequence.

[0013] In an optional embodiment, both the first valve group and the second valve group are configured as proportional four-way valves.

[0014] In an optional embodiment, the coolant circulation device further includes a third valve group;

[0015] The third outlet of the first valve group is connected to the first outlet of the third valve group, and the second outlet of the third valve group is connected to the inlet of the radiator; the third outlet of the third valve group and the outlet of the radiator converge and are then connected to the eighth interface.

[0016] In an optional implementation, the third valve group is configured as a proportional three-way valve.

[0017] In an optional embodiment, the coolant circulation device further includes a fourth valve group;

[0018] The outlet of the third water pump is connected to the first outlet of the fourth valve group, the second outlet of the fourth valve group is connected to the seventh interface, and the third outlet of the fourth valve group is connected to the fifth interface.

[0019] In an optional implementation, the fourth valve group is configured as a three-way directional valve.

[0020] In an optional embodiment, the coolant circulation device further includes a branch pipe and a one-way valve. One end of the branch pipe is connected to the inlet of the third water pump, and the other end of the branch pipe is connected to the outlet of the third water pump and then to the first outlet of the fourth valve group. The one-way valve is installed on the branch pipe and only allows fluid flowing from the outlet of the third water pump into the branch pipe to return to the inlet of the third water pump.

[0021] In an optional embodiment, the coolant circulation device further includes an electric heater connected between the first outlet of the first valve assembly and the second water pump.

[0022] Secondly, this utility model provides a new energy vehicle, the new energy vehicle comprising:

[0023] The drive motor, the battery pack, and the dual-core thermal management system described in any of the foregoing embodiments; the coolant circulation device is used for heat exchange with the drive motor and the battery pack.

[0024] The beneficial effects of this utility model embodiment include, for example:

[0025] In summary, the dual-core thermal management system provided in this embodiment, while fulfilling basic functions such as refrigeration, heating, and dehumidification of the passenger compartment, heating and cooling of the battery pack, and waste heat recovery from the drive motor, utilizes a ten-way valve mode switching to connect the water circuits of the first core (Heater) and the second core (Cooler) of the passenger compartment in series. This enables dual-core heating in extremely cold environments and dual-core cooling in extremely hot environments, thereby significantly improving system thermal efficiency. Simultaneously, the refrigerant circuit is highly integrated and simplified, reducing piping and lowering the risk of R290 leakage. R290, as a refrigerant, has advantages such as high latent heat of vaporization and a wide operating temperature range, reducing the system's reliance on electric heaters. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a flowchart illustrating the dual-core thermal management system of this embodiment.

[0028] Figure 2 This is a schematic diagram of the first mode of the dual-core thermal management system in this embodiment;

[0029] Figure 3 This is a schematic diagram of the second mode of the dual-core thermal management system in this embodiment;

[0030] Figure 4 This is a schematic diagram of the third mode of the dual-core thermal management system in this embodiment;

[0031] Figure 5 This is a schematic diagram of the fourth mode of the dual-core thermal management system in this embodiment;

[0032] Figure 6 This is a schematic diagram of the fifth mode of the dual-core thermal management system in this embodiment;

[0033] Figure 7 This is a schematic diagram of the sixth mode of the dual-core thermal management system in this embodiment;

[0034] Figure 8 This is a schematic diagram of the seventh mode of the dual-core thermal management system in this embodiment;

[0035] Figure 9 This is a schematic diagram of the eighth mode of the dual-core thermal management system in this embodiment;

[0036] Figure 10 This is a schematic diagram of the ninth mode of the dual-core thermal management system in this embodiment;

[0037] Figure 11 This is a schematic diagram of the tenth mode of the dual-core thermal management system in this embodiment.

[0038] icon:

[0039] 101-First core; 102-Second core; 103-Ten-way valve; 104-Radiator; 105-First water pump; 106-Second water pump; 107-Third water pump; 108-First valve group; 109-Second valve group; 110-Third valve group; 111-Fourth valve group; 112-Branch pipe; 113-Check valve; 114-Electric heater;

[0040] 201-Compressor; 202-Heat exchanger; 203-Liquid receiver; 204-Water-cooled condenser; 205-Electronic expansion valve;

[0041] 001-Drive motor; 002-Battery pack. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0043] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0044] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0045] In the description of this utility model, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product is usually placed during use, they are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0046] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0047] It should be noted that, where there is no conflict, the features in the embodiments of this utility model can be combined with each other.

[0048] Please refer to Figures 1-11 This embodiment provides a dual-core thermal management system, including a refrigerant circulation device and a coolant circulation device;

[0049] The coolant circulation device includes a first core 101, a second core 102, a ten-way valve 103, a radiator 104, a first water pump 105, a second water pump 106, and a third water pump 107. The first core 101, the second core 102, the radiator 104, the first water pump 105, the second water pump 106, and the third water pump 107 are respectively connected to different ports of the ten-way valve 103 through corresponding pipes. The ten-way valve 103 is used to adjust the connection state of the different ports so that the first core 101 and the second core 102 can operate in series.

[0050] The refrigerant circulation device includes a compressor 201, a heat exchanger 202, a liquid receiver 203 and a water-cooled condenser 204 connected in sequence, with the compressor 201 connected to the water-cooled condenser 204;

[0051] The coolant circulation device is used for heat exchange with heat exchanger 202 and water-cooled condenser 204.

[0052] As described above, the dual-core thermal management system provided in this embodiment has at least the following advantages:

[0053] While fulfilling basic functions such as refrigeration, heating, and dehumidification of the passenger compartment, heating and cooling of the battery pack 002, and waste heat recovery from the drive motor 001, the system utilizes a ten-way valve 103 to connect the water circuits of the first core 101 (Heater) and the second core 102 (Cooler) of the passenger compartment in series. This enables dual-core heating in extremely cold environments and dual-core cooling in extremely hot environments, thereby significantly improving the system's thermal efficiency. Simultaneously, the refrigerant circuit is highly integrated and simplified, reducing piping and lowering the risk of R290 leakage. R290, as a refrigerant, has advantages such as high latent heat of vaporization and a wide operating temperature range, reducing the system's reliance on the electric heater 114.

[0054] The following embodiments illustrate the details of the dual-core thermal management system and new energy vehicle of this application by way of example.

[0055] In this embodiment, optionally, the new energy vehicle includes a drive motor 001, a battery pack 002, and a dual-core thermal management system. The dual-core thermal management system can regulate the temperature of the passenger compartment, as well as the temperature of the drive motor 001 and the battery pack 002. The drive motor 001 may integrate a controller.

[0056] Optionally, the dual-core thermal management system includes a refrigerant circulation device and a coolant circulation device, wherein the refrigerant circulation device is capable of exchanging heat with the coolant circulation device.

[0057] Optionally, the refrigerant circulation device includes a compressor 201, a heat exchanger 202, a liquid receiver 203, a water-cooled condenser 204, and an electronic expansion valve 205. The compressor 201, heat exchanger 202, liquid receiver 203, water-cooled condenser 204, and compressor 201 are connected sequentially to form a circulation loop. The electronic expansion valve 205 is installed between the heat exchanger 202 and the liquid receiver 203. The heat exchanger 202 can be represented by the designation "Chiller," and the water-cooled condenser 204 can be represented by the designation "LCC."

[0058] Optionally, the coolant circulation device includes a first core 101, a second core 102, a ten-way valve 103, a radiator 104, a first water pump 105, a second water pump 106, a third water pump 107, a first valve group 108, a second valve group 109, a third valve group 110, a fourth valve group 111, a branch pipe 112, a check valve 113, and an electric heater 114. The first core 101, second core 102, radiator 104, first water pump 105, second water pump 106, third water pump 107, first valve group 108, second valve group 109, third valve group 110, fourth valve group 111, branch pipe 112, check valve 113, and electric heater 114 can all be connected to the ten-way valve 103 through corresponding pipes. By adjusting the operating mode of the ten-way valve 103, different coolant circulation loops can be achieved to adapt to different scenario requirements.

[0059] Among them, the electric heater 114 can be a water heater, which can be represented by WPTC.

[0060] Optionally, the ten-way valve 103 is provided with a first port, a second port, a third port, a fourth port, a fifth port, a sixth port, a seventh port, an eighth port, a ninth port, and a tenth port, which can adjust the connection state. For ease of illustration, in the accompanying drawings, the first port, the second port, the third port, the fourth port, the fifth port, the sixth port, the seventh port, the eighth port, the ninth port, and the tenth port are represented by the numbers 1 to 10.

[0061] The following details the connection methods of the first core 101, second core 102, radiator 104, first water pump 105, second water pump 106, third water pump 107, first valve group 108, second valve group 109, third valve group 110, fourth valve group 111, branch pipe 112, and check valve 113 with the different interfaces of the ten-way valve 103.

[0062] The first interface connects to the third outlet of the first valve group 108 and then to the first outlet of the third valve group 110. The second outlet of the third valve group 110 connects to the inlet of the radiator 104. The outlet of the radiator 104 and the third outlet of the third valve group 110 connect to the drive motor 001 and then to the eighth interface. The second interface connects to the fourth outlet of the second valve group 109. The third outlet of the second valve group 109 connects to the fourth outlet of the first valve group 108 and the first core 101, respectively. The first core 101 connects to the ninth interface. The second interface of the second valve group 109 connects to the second interface of the first valve group 108 and then to the inlet of the third water pump 107. The outlet of the third water pump 107 flows through the battery pack 002 and then connects to the first outlet of the fourth valve group 111. The second outlet of the fourth valve group 111 connects to the seventh interface, and the third outlet of the fourth valve group 111 connects to the fifth interface. The first port of the second valve group 109, the first water pump 105, and the heat exchanger 202 are connected in sequence. The heat exchanger 202 is connected to the third port and the fourth port respectively. The first outlet of the first valve group 108, the electric heater 114, the water-cooled condenser 204, and the outlet of the second water pump 106 are connected in sequence. The inlet of the second water pump 106 and the second outlet of the fourth valve group 111 converge and are connected to the seventh port. The sixth port, the second core 102, and the tenth port are connected in sequence. One end of the branch pipe 112 is connected to the inlet of the third water pump 107, and the other end of the branch pipe 112 converges with the outlet of the third water pump 107 and is connected to the first outlet of the fourth valve group 111. At the same time, a one-way valve 113 is installed on the branch pipe 112. The one-way valve 113 only allows the fluid flowing from the outlet of the third water pump 107 into the branch pipe 112 to return to the inlet of the third water pump 107.

[0063] It should be understood that both the first valve group 108 and the second valve group 109 can be configured as proportional four-way valves. The third valve group 110 can be configured as a proportional three-way valve. The fourth valve group 111 can be configured as a three-way directional valve.

[0064] The operating modes of the dual-core thermal management system provided in this embodiment include, for example:

[0065] (1) Summer cooling (passenger cabin cooling, drive motor 001 cooling, battery pack 002 cooling).

[0066] Mode 1:

[0067] When the dual-core cooling system in the passenger cabin is in use during the summer, its structure is as follows: Figure 2As shown. For the high-temperature circuit, the coolant is pumped into the LCC by the second water pump 106 to cool the refrigerant, and then flows into the WPTC (at this time, the WTPC is not working). After that, it flows to the first valve group 108. At this time, the first valve group 108 and outlet 4 are closed, and the 1 and 3 interfaces are directly connected. Then, the flow rate through the radiator 104 is adjusted by the third valve group 110 to control the water temperature. Then, it enters the drive motor 001 to cool it down, and finally flows back to the second water pump 106 through the 8 and 7 interfaces of the ten-way valve 103.

[0068] For the cryogenic circuit, the coolant is driven by the first water pump 105 through the second valve group 109. At this time, outlet 4 of the second valve group 109 is closed, and the flow ratio between outlets 2 and 3 of the second valve group 109 is adjusted. Outlet 2 of the second valve group 109 flows to the third water pump 107, cools the battery pack 002, and then splits into two paths. One path returns to the third water pump 107 via the one-way valve 113 for self-circulation; the other path flows through interfaces 1 and 3 of the fourth valve group 111 to interfaces 5 and 4 of the ten-way valve 103, and finally returns to the first water pump 105 after being cooled by the chiller. Outlet 3 of the second valve group 109 flows to the Heater (first core 101) to cool the passenger compartment, then enters the Cooler (second core 102) through interfaces 9 and 10 of the ten-way valve 103 to cool the passenger compartment, and finally merges with the coolant returning from outlet 2 of the second valve group 109 after passing through interfaces 6 and 3 of the ten-way valve 103.

[0069] For the refrigerant circuit, the low-temperature, low-pressure gaseous refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 201, and then liquefied into a medium-temperature, high-pressure liquid refrigerant after being condensed by the LCC. It then passes through the liquid storage tank 203 and expands through the electronic expansion valve 205 (EXV) to become a low-temperature, low-pressure gas-liquid coexisting refrigerant. It then enters the Chiller to absorb heat and evaporate into a low-temperature, low-pressure gaseous refrigerant, and finally returns to the compressor 201.

[0070] Mode 2:

[0071] When the single-core cooling system in the passenger cabin is used during summer, its structure is as follows: Figure 3As shown. For the high-temperature circuit, the coolant is pumped into the LCC by the second water pump 106 to cool the refrigerant before flowing into the WPTC (at this time, the WTPC is not working), and then flows to the first valve group 108. At this time, outlets 2 and 4 of the first valve group 108 are closed, and ports 1 and 3 of the first valve group 108 are open. Then, the flow rate through the radiator 104 is adjusted by the third valve group 110 to control the water temperature, and then it enters the drive motor 001 to cool it. Finally, it flows back to the second water pump 106 through ports 8 and 7 of the ten-way valve 103. For the cryogenic circuit, the coolant is driven by the first water pump 105 through the second valve group 109. At this time, outlet 3 of the second valve group 109 is closed. The flow ratio between outlets 2 and 4 of the second valve group 109 is adjusted. The coolant from outlet 2 of the second valve group 109 flows to the third water pump 107. After cooling the battery pack 002, it is divided into two paths. One path returns to the third water pump 107 through the one-way valve 113 for self-circulation. The other path flows through the interfaces 1 and 3 of the fourth valve group 111 to the interfaces 5 and 4 of the ten-way valve 103. Finally, it is cooled by the chiller and returns to the first water pump 105. The coolant from outlet 4 of the second valve group 109 flows through the interfaces 2 and 10 of the ten-way valve 103 into the cooler to cool the crew compartment. Finally, it merges with the coolant flowing back from outlet 2 of the second valve group 109 after passing through the interfaces 6 and 3 of the ten-way valve 103. At this time, the heater is not working.

[0072] (2) Dehumidification in spring and autumn (dehumidification of the passenger compartment, cooling / waste heat recovery of drive motor 001, cooling / self-circulation of battery pack 002).

[0073] Mode 1:

[0074] When the system has excess heat in spring and autumn, its architecture is as follows: Figure 4 As shown. For the high-temperature circuit, the coolant is pumped into the LCC by the second water pump 106 to cool the refrigerant before flowing into the WPTC (at this time, the WTPC is not working), and then flows to the first valve group 108. At this time, outlet 2 of the first valve group 108 is closed, and the flow ratio of outlets 3 and 4 of the first valve group 108 is adjusted. The coolant at outlet 3 of the first valve group 108 is regulated by the third valve group 110 to control the flow ratio through the radiator 104 to control the water temperature, and then enters the drive motor 001 to cool it. Finally, it flows back to the second water pump 106 through the interface 8 and 7 of the ten-way valve 103. The coolant at outlet 4 of the first valve group 108 heats the crew compartment through the Heater, and then merges with the coolant at outlet 3 of the first valve group 108 through the interface 9 and 1 of the ten-way valve 103.

[0075] For the cryogenic circuit, the coolant is driven by the first water pump 105 through the second valve group 109. At this time, outlet 3 of the second valve group 109 is closed. The flow ratio between outlets 2 and 4 of the second valve group 109 is adjusted. The coolant from outlet 2 of the second valve group 109 flows to the third water pump 107. After cooling the battery pack 002, it is divided into two paths. One path returns to the third water pump 107 through the one-way valve 113 for self-circulation. The other path flows through the interfaces 1 and 3 of the fourth valve group 111 to the interfaces 5 and 4 of the ten-way valve 103. Finally, it is cooled by the Chiller and returns to the first water pump 105. The coolant from outlet 4 of the second valve group 109 flows through the interfaces 2 and 10 of the ten-way valve 103 into the Cooler to cool and dehumidify the crew compartment. Finally, it merges with the coolant flowing back from outlet 2 of the second valve group 109 after passing through the interfaces 6 and 3 of the ten-way valve 103.

[0076] Mode 2:

[0077] When the waste heat of battery pack 002 and drive motor 001 is recovered in spring and autumn, its structure is as follows: Figure 5 As shown. For the high-temperature circuit, the coolant is pumped by the second water pump 106 into the LCC to cool the refrigerant before flowing into the WPTC (WTPC is not working at this time), and then flows to the first valve group 108. At this time, outlets 2 and 3 of the first valve group 108 are closed, and interfaces 1 and 4 of the first valve group 108 are open. The coolant at outlet 4 of the first valve group 108 heats the crew compartment via the Heater, and finally returns to the second water pump 106 via interfaces 9 and 7 of the ten-way valve 103. For the low-temperature circuit, the coolant is driven by the first water pump 105 through the second valve group 109. At this time, outlet 3 of the second valve group 109 is closed. The flow ratio of outlets 2 and 4 of the second valve group 109 is adjusted. The coolant at outlet 4 of the second valve group 109 enters the Cooler to cool and dehumidify the crew compartment, then flows through interfaces 6 and 3 of the ten-way valve 103, and finally returns to the first water pump 105 after being cooled by the Chiller. Outlet 2 of the second valve group 109 flows to the third water pump 107 to heat the battery. After cooling, the coolant in the package 002 is divided into two paths. One path returns to the third water pump 107 through the one-way valve 113 for self-circulation. The other path flows through the 1 and 3 ports of the fourth valve group 111 to the 5 and 1 ports of the ten-way valve 103. Then, the coolant is regulated by the third valve group 110 to control the flow ratio through the radiator 104 to absorb heat from the environment. After that, it enters the drive motor 001 to absorb its heat. Finally, it flows through the 8 and 4 ports of the ten-way valve 103 and the 2 outlet of the second valve group 109 to return to the coolant and merge.

[0078] Mode 3:

[0079] When the waste heat of drive motor 001 is recovered in spring and autumn, its structure is as follows: Figure 6As shown. For the high-temperature circuit, the coolant is pumped into the LCC by the second water pump 106 to cool the refrigerant before flowing into the WPTC (at this time, the WTPC is not working), and then flows to the first valve group 108. At this time, outlets 2 and 3 of the first valve group 108 are closed, and ports 1 and 4 of the first valve group 108 are directly connected. The coolant at outlet 4 of the first valve group 108 heats the crew compartment via the Heater, and finally returns to the second water pump 106 via ports 9 and 7 of the ten-way valve 103. For the cryogenic circuit, the coolant is driven by the first water pump 105 through the second valve group 109. At this time, outlets 2 and 3 of the second valve group 109 are closed, while ports 1 and 4 of the second valve group 109 are open. The coolant at outlet 4 of the second valve group 109 enters the Cooler to cool and dehumidify the crew compartment, and then flows through ports 6 and 1 of the ten-way valve 103. Then, the coolant is regulated by the third valve group 110 to control the flow ratio through the radiator 104 to control the absorption of heat from the environment. After that, it enters the drive motor 001 to absorb its heat, then flows through ports 8 and 4 of the ten-way valve 103, and finally returns to the first water pump 105 after being cooled by the Chiller. Meanwhile, the third water pump 107 drives the coolant to continuously circulate through the battery pack 002 and the one-way valve 113 to maintain the uniform temperature of the battery pack 002.

[0080] (3) Winter heating (crew cabin heating, drive motor 001 waste heat recovery, battery pack 002 heating / self-circulation).

[0081] Mode 1:

[0082] When the dual-core system of the crew cabin heats up in winter, one of its architectural features is as follows: Figure 7As shown. For the high-temperature circuit, the coolant is pumped into the LCC by the second water pump 106 to cool the refrigerant and then flows into the WPTC (at which time the WTPC is working), and then flows to the first valve group 108. At this time, outlet 3 of the first valve group 108 is closed, and the flow ratio of outlets 3 and 4 of the first valve group 108 is adjusted. The coolant at outlet 4 of the first valve group 108 heats the crew compartment through the Heater, and then enters the Cooler through the 9 and 10 interfaces of the ten-way valve 103 to heat the crew compartment. Finally, the coolant returns to the second water pump 106 through the 6 and 7 interfaces of the ten-way valve 103. The coolant at outlet 2 of the first valve group 108 flows to the third water pump 107, heats the battery pack 002, and then splits into two paths. One path returns to the third water pump 107 through the one-way valve 113 for self-circulation, and the other path flows back to the second water pump 106 through the 1 and 2 interfaces of the fourth valve group 111. For the low-temperature circuit, the coolant is driven by the first water pump 105 through the second valve group 109. At this time, outlets 2 and 3 of the second valve group 109 are closed, and ports 1 and 4 of the second valve group 109 are open. The coolant at outlet 4 of the second valve group 109 flows through ports 2 and 1 of the ten-way valve 103 to inlet 1 of the third valve group 110. Then, the coolant is regulated by the third valve group 110 to control the flow ratio through the radiator 104 to absorb heat from the environment. After that, it enters the drive motor 001 to absorb its heat, then flows through ports 8 and 4 of the ten-way valve 103, and finally returns to the first water pump 105 after being cooled by the Chiller.

[0083] Mode 2:

[0084] When the dual-core system of the crew cabin heats up in winter, one of its architectural features is as follows: Figure 8As shown. For the high-temperature circuit, the coolant is pumped into the LCC by the second water pump 106 to cool the refrigerant and then flows into the WPTC (at which time the WTPC is working), and then flows to the first valve group 108. At this time, outlet 3 of the first valve group 108 is closed, and the flow ratio of outlets 3 and 4 of the first valve group 108 is adjusted. The coolant at outlet 4 of the first valve group 108 heats the crew compartment through the Heater and finally returns to the second water pump 106 through the 9 and 7 interfaces of the ten-way valve 103. The coolant at outlet 2 of the first valve group 108 flows to the third water pump 107, heats the battery pack 002, and then splits into two paths. One path returns to the third water pump 107 through the one-way valve 113 for self-circulation, and the other path flows back to the second water pump 106 through the 1 and 2 interfaces of the fourth valve group 111. For the low-temperature circuit, the coolant is driven by the first water pump 105 through the second valve group 109. At this time, outlets 2 and 3 of the second valve group 109 are closed, and ports 1 and 4 of the second valve group 109 are open. The coolant at outlet 4 of the second valve group 109 flows through ports 2 and 1 of the ten-way valve 103 to inlet 1 of the third valve group 110. Then, the coolant is regulated by the third valve group 110 to control the flow ratio through the radiator 104 to absorb heat from the environment. After that, it enters the drive motor 001 to absorb its heat, then flows through ports 8 and 4 of the ten-way valve 103, and finally returns to the first water pump 105 after being cooled by the Chiller.

[0085] (4) There are three modes when the air conditioner is not turned on.

[0086] Mode 1:

[0087] When the air conditioner is not turned on, the drive motor 001 is connected in series with the battery pack 002. The drive motor 001 and the battery pack 002 dissipate heat or the heat from the motor's water can be used to heat the battery pack 002. Its structure is as follows: Figure 9 As shown. The coolant is driven by the first water pump 105 through the second valve group 109. At this time, outlets 3 and 4 of the second valve group 109 are closed, and interfaces 1 and 2 of the second valve group 109 are open. The coolant at outlet 2 of the second valve group 109 flows to the third water pump 107. After heating or cooling the battery pack 002, it is divided into two paths. One path returns to the third water pump 107 through the one-way valve 113 for self-circulation. The other path flows through interfaces 1 and 3 of the fourth valve group 111 to interfaces 5 and 1 of the ten-way valve 103. Then, the coolant is regulated by the third valve group 110 to control the water temperature by adjusting the flow ratio through the radiator 104. After that, it enters the drive motor 001 to cool it down. Then it flows through interfaces 8 and 4 of the ten-way valve 103 and finally returns to the first water pump 105 through the chiller.

[0088] Mode 2:

[0089] When the air conditioner is not turned on, the drive motor 001 and the battery pack 002 operate independently. The motor dissipates heat, and the battery pack 002 is self-circulating. Its architecture is as follows: Figure 10As shown. For the motor circuit, the coolant is driven by the first water pump 105 through the second valve group 109. At this time, outlets 2 and 3 of the second valve group 109 are closed, and interfaces 1 and 4 of the second valve group 109 are open. The coolant at outlet 4 of the second valve group 109 flows through interfaces 2 and 1 of the ten-way valve 103 to inlet 1 of the third valve group 110. Then, the coolant is regulated by the third valve group 110 to control the flow rate through the radiator 104 to control the water temperature. After that, it enters the drive motor 001 to cool it down, then flows through interfaces 8 and 4 of the ten-way valve 103, and finally returns to the first water pump 105 through the chiller. For the battery pack 002 circuit, the third water pump 107 drives the coolant to continuously circulate through the battery pack 002 and the one-way valve 113 to maintain the uniform temperature of the battery pack 002. At this time, the first valve group 108 is fully closed, interfaces 1 and 2 of the fourth valve group 111 are open, and the second water pump 106 is not started.

[0090] Mode 3:

[0091] When the air conditioning is not turned on, the WPTC is used to heat the passenger compartment and battery pack 002, and the drive motor 001 is used for heat dissipation. Its architecture is as follows: Figure 11 As shown. For the motor circuit, the coolant is driven by the first water pump 105 through the second valve group 109. At this time, outlets 2 and 3 of the second valve group 109 are closed, and ports 1 and 4 of the second valve group 109 are open. The coolant at outlet 4 of the second valve group 109 flows through ports 2 and 1 of the ten-way valve 103 to inlet 1 of the third valve group 110. Then, the coolant is regulated by the third valve group 110 to control the flow rate ratio through the radiator 104 to control the water temperature. After that, it enters the drive motor 001 to cool it down, then flows through ports 8 and 4 of the ten-way valve 103, and finally returns to the first water pump 105 through the Chiller. For the crew compartment and battery pack 002 circuit, the coolant is pumped into the LCC by the second water pump 106 and then flows into the WPTC (at which time the WTPC is working), and then flows to the first valve group 108. At this time, outlet 3 of the first valve group 108 is closed, and the flow ratio of outlets 3 and 4 of the first valve group 108 is adjusted. The coolant at outlet 4 of the first valve group 108 heats the crew compartment through the Heater, and then enters the Cooler through the 9 and 10 interfaces of the ten-way valve 103 to heat the crew compartment. Finally, the coolant returns to the second water pump 106 through the 6 and 7 interfaces of the ten-way valve 103. The coolant at outlet 2 of the first valve group 108 flows to the third water pump 107, heats the battery pack 002, and then splits into two paths. One path returns to the third water pump 107 through the one-way valve 113 for self-circulation, and the other path flows back to the second water pump 106 through the 1 and 2 interfaces of the fourth valve group 111.

[0092] It should be understood that in other embodiments, the working states of the ten-way valve 103, the first valve group 108, the second valve group 109, the third valve group 110, and the fourth valve group 111 can be adjusted as needed to adjust the fluid flow direction and adapt to the cooling or heating needs under different environments. This embodiment does not exhaustively list them all.

[0093] The dual-core thermal management system and new energy vehicle provided in this embodiment, through the mode switching of the ten-way valve 103 and the cooperation of two proportional four-way valves, realize the series heating or cooling of the dual cores of the passenger compartment in extremely cold and extremely hot environments, which greatly improves the heat exchange and thus improves the system thermal efficiency.

[0094] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A dual-core thermal management system, characterized in that, Includes refrigerant circulation devices and coolant circulation devices; The coolant circulation device includes a first core (101), a second core (102), a ten-way valve (103), a radiator (104), a first water pump (105), a second water pump (106), and a third water pump (107); the first core (101), the second core (102), the radiator (104), the first water pump (105), the second water pump (106), and the third water pump (107) are respectively connected to different interfaces of the ten-way valve (103) through corresponding pipes; the ten-way valve (103) is used to adjust the connection state of different interfaces so that the first core (101) and the second core (102) can operate in series mode; The refrigerant circulation device includes a compressor (201), a heat exchanger (202), a liquid storage tank (203), and a water-cooled condenser (204) connected in sequence, with the compressor (201) connected to the water-cooled condenser (204); The coolant circulation device is used to exchange heat with the heat exchanger (202) and the water-cooled condenser (204).

2. The dual-core thermal management system according to claim 1, characterized in that: The ten-way valve (103) is provided with a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, an eighth interface, a ninth interface and a tenth interface that can adjust the connection state; The coolant circulation device also includes a first valve group (108) and a second valve group (109). The first interface, the radiator (104), and the eighth interface are connected in sequence; the second interface is connected to the fourth outlet of the second valve group (109), the third outlet of the second valve group (109) is connected to the fourth outlet of the first valve group (108) and the first core (101) respectively, and the first core (101) is connected to the ninth interface; the second interface of the second valve group (109) is connected to the second interface of the first valve group (108), and the second interface of the second valve group (109) is connected to the inlet of the third water pump (107). The outlets are connected to the fifth and seventh interfaces respectively; the first interface of the second valve group (109), the first water pump (105) and the heat exchanger (202) are connected in sequence, and the heat exchanger (202) is connected to the third and fourth interfaces respectively; the first outlet of the first valve group (108), the water-cooled condenser (204), the second water pump (106) and the seventh interface are connected in sequence; the third outlet of the first valve group (108) is connected to the radiator (104); the sixth interface, the second core (102) and the tenth interface are connected in sequence.

3. The dual-core thermal management system according to claim 2, characterized in that: Both the first valve group (108) and the second valve group (109) are configured as proportional four-way valves.

4. The dual-core thermal management system according to claim 2, characterized in that: The coolant circulation device also includes a third valve group (110). The third outlet of the first valve group (108) is connected to the first outlet of the third valve group (110), and the second outlet of the third valve group (110) is connected to the inlet of the radiator (104); the third outlet of the third valve group (110) and the outlet of the radiator (104) converge and are then connected to the eighth interface.

5. The dual-core thermal management system according to claim 4, characterized in that: The third valve group (110) is configured as a proportional three-way valve.

6. The dual-core thermal management system according to claim 2, characterized in that: The coolant circulation device also includes a fourth valve group (111). The outlet of the third water pump (107) is connected to the first outlet of the fourth valve group (111), the second outlet of the fourth valve group (111) is connected to the seventh interface, and the third outlet of the fourth valve group (111) is connected to the fifth interface.

7. The dual-core thermal management system according to claim 6, characterized in that: The fourth valve group (111) is configured as a three-way reversing valve.

8. The dual-core thermal management system according to claim 6, characterized in that: The coolant circulation device also includes a branch pipe (112) and a one-way valve (113). One end of the branch pipe (112) is connected to the inlet of the third water pump (107), and the other end of the branch pipe (112) is connected to the outlet of the third water pump (107) and then connected to the first outlet of the fourth valve group (111). The one-way valve (113) is installed on the branch pipe (112) and only allows fluid flowing from the outlet of the third water pump (107) into the branch pipe (112) to return to the inlet of the third water pump (107).

9. The dual-core thermal management system according to any one of claims 2-8, characterized in that: The coolant circulation device also includes an electric heater (114), which is connected between the first outlet of the first valve group (108) and the second water pump (106).

10. A new energy vehicle, characterized in that, The new energy vehicles include: The drive motor (001), battery pack (002), and dual-core thermal management system according to any one of claims 1-9; the coolant circulation device is used for heat exchange with the drive motor (001) and the battery pack (002).

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