CN217197692U - Modularized comprehensive heat management system for new energy vehicle - Google Patents

Abstract

The utility model discloses a modular comprehensive heat management system for a new energy vehicle, which comprises a front-end heat exchanger, a refrigerant system integration module and an energy utilization system module which are connected through a secondary refrigerant pipeline; the front-end heat exchanger is used for emitting or absorbing heat to the environment; the refrigerant system integration module is used for providing cold or heat for the whole heat management system; the refrigerating medium system integration module is used for distributing cold or heat generated by the refrigerating medium system integration module to the whole heat management system; the energy consumption system module is used for emitting or absorbing heat for the energy consumption component. The utility model discloses the environmental protection, the security is high, and the refrigerant upgrading is updated easily, and refrigerant system control is simple, and the fault rate is low, and the secondary refrigerant system is simple, installation, debugging, easy maintenance.

Description

Modularized comprehensive heat management system for new energy vehicle

Technical Field

The utility model relates to a car thermal management system technical field especially relates to an automobile-used modularization of new forms of energy synthesizes thermal management system.

Background

With the development of new energy vehicles, thermal management systems are gradually exposed to some problems in the application process of the new energy vehicles. Meanwhile, with the improvement of global environmental protection consciousness, the new energy vehicle thermal management system has higher and higher appeal of adopting a novel environmental protection refrigerant. The prior technical scheme has dispersed components and low integration level. For example, chinese utility model publication No. CN104833129B discloses a "heat pump system for a vehicle" which meets the cooling and heating requirements of a vehicle passenger compartment by 3 heat exchangers in the form of heat exchange between air and refrigerant dispersed. Such a decentralized system has the following disadvantages:

1) the refrigerant is large in filling amount and is not environment-friendly: since the components of the refrigeration system are distributed, for example, the front-end heat exchanger is arranged at the foremost end of the whole vehicle, the evaporator and the internal condenser are arranged in the passenger compartment, the battery cooler is arranged in the chassis, and the compressor is arranged in the front compartment, all the components need refrigerant pipelines to connect the components, so that the occupied space is large, and the pipelines are long.

2) The refrigerant is communicated to the passenger compartment, and potential safety hazards exist: since both the evaporator and the internal condenser are required to be disposed in the passenger compartment, once the evaporator and the internal condenser leak due to a severe collision of the vehicle, the refrigerant may leak into the passenger compartment, possibly causing a decrease in the oxygen concentration inside or locally in the passenger compartment. If flammable refrigerants are used, fire hazards may also result.

3) The technical difficulty of upgrading and updating the refrigerant is great: to adopt CO ₂ For example, the refrigerant has a pressure 6 times or more higher than that of the original R134a refrigerant system, so that the pressure resistance and sealing of the pipeline are both more challenging. The refrigerating system of the system adopts a distributed structure, and the joints of refrigerant pipelines are numerous, so that the risk of leakage of a large refrigerant is brought. In addition, the evaporator and the internal condenser both use microchannel heat exchangers in the form of air and refrigerant heat exchange, which also have greater challenges in withstanding high pressures. Taking R290 refrigerant as an example, becauseWhich belongs to a3 type refrigerant, the upper limit of the refrigerant charge is greatly limited and the existing systems cannot use this refrigerant because safety problems are not suitable for placement in the passenger compartment.

4) Refrigerant system control is complicated, and the fault rate is high: the refrigerant of the system directly participates in the work of the evaporator, the internal condenser and the front-end heat exchanger, which brings difficulty to the control of the refrigeration system and also brings higher failure rate, such as the problems of oil shortage, liquid impact and the like of the compressor. Because the refrigerant does not need to consider the temperature and the flow rate as the secondary refrigerant does, but also needs to consider various problems such as pressure, superheat degree, distribution of lubricating oil blended into the refrigerant in a system, mutual influence among loops and the like.

US utility model patent with publication number US20190118610a1 and chinese utility model patent application with publication number CN112638672A disclose thermal management devices for vehicles respectively, have carried out certain optimization to their refrigerant systems, but brought complicated secondary refrigerant systems from this, such as a lot of secondary refrigerant valves, water pump and heat exchanger, and these parts distribute in each position of car, brought huge challenges again for work such as design, installation, wiring, constituted new defects.

SUMMERY OF THE UTILITY MODEL

The utility model provides a solve above-mentioned problem, provide a thermal management system is synthesized to automobile-used modularization of new forms of energy.

In order to solve the technical problem, the technical scheme of the utility model is that: a modularized comprehensive heat management system for a new energy vehicle comprises a front-end heat exchanger, a refrigerant system integration module, a secondary refrigerant system integration module and an energy utilization system module which are connected through a secondary refrigerant pipeline; the front-end heat exchanger is used for emitting or absorbing heat to the environment; the refrigerant system integration module is used for providing cold or heat for the whole heat management system; the secondary refrigerant system integration module is used for distributing cold or heat generated by the secondary refrigerant system integration module to the whole thermal management system; the energy utilization system module is used for releasing or absorbing heat for the energy utilization component.

Further, the refrigerant system integration module comprises a compressor, a liquid-cooled condenser/air cooler, an expansion mechanism, a cooled liquid evaporator and connecting pipelines between the two.

Further, the refrigerant system integration module further comprises one or more of a liquid reservoir, a gas-liquid separator, a heat regenerator, an oil separator, a filter and a silencer.

Furthermore, the coolant system integration module comprises a hot coolant pump, a cold coolant pump, a hot coolant diverter valve, a coolant confluence valve, a cold coolant diverter valve, and connecting pipelines between the hot coolant pump and the cold coolant confluence valve.

Further, the coolant system integration module also includes an electric coolant pump.

Further, the integrated coolant system module further comprises one or more of an expansion tank, a valve interface, a filter and a damper.

Furthermore, the energy utilization system module comprises a heating core, a refrigerating core and a battery heat exchanger.

Further, the energy utilization system module also comprises a motor cooler and an energy utilization equipment cooler.

Further, the energy utilization equipment cooler comprises one or more of a charger, an inverter, an electronic control unit and a central computing unit.

Further, the energy consumption system module also comprises an auxiliary heating element.

Further, the refrigerant system integration module comprises a compressor, a liquid cooling condenser/air cooler, an expansion mechanism and a cooling liquid evaporator which are sequentially connected in a closed loop mode through refrigerant pipelines; the coolant system integration module comprises a hot coolant pump, a hot coolant shunting first three-way valve, a hot coolant shunting second three-way valve, a coolant converging first three-way valve, a coolant converging second three-way valve, a cold coolant pump, a cold coolant shunting first three-way valve and a cold coolant shunting second three-way valve, wherein the outflow end of the hot coolant pump is connected with the a end of the hot coolant shunting first three-way valve, the c end of the hot coolant shunting first three-way valve is connected with the a end of the hot coolant shunting second three-way valve, the outflow end of the cold coolant pump is connected with the a end of the cold coolant shunting first three-way valve, and the b end of the cold coolant shunting first three-way valve is connected with the a end of the cold coolant shunting second three-way valve; the energy utilization system module comprises a heating core, a refrigerating core and a battery heat exchanger; the inflow end of the hot coolant pump is connected with the liquid cooling condenser/air cooler, the b end of the hot coolant diversion first three-way valve is connected with the battery heat exchanger, the b end of the hot coolant diversion second three-way valve is connected with the heating core, the c end of the hot coolant diversion second three-way valve is connected with the front end heat exchanger, the inflow end of the cold coolant pump is connected with the cooling liquid evaporator, the c end of the cold coolant diversion first three-way valve is connected with the cooling core, the b end of the cold coolant diversion second three-way valve is connected with the front end heat exchanger, the c end of the cold coolant diversion second three-way valve is connected with the battery heat exchanger, the a end of the coolant confluence first three-way valve is connected with the front end heat exchanger, the b end of the coolant confluence first three-way valve is connected with the cooling liquid evaporator, the c end of the coolant confluence first three-way valve is connected with the liquid cooling condenser/air cooler, and the end a of the secondary refrigerant confluence second three-way valve is connected with the battery heat exchanger, the end b of the secondary refrigerant confluence second three-way valve is connected with the liquid cooling condenser/air cooler, and the end c of the secondary refrigerant confluence second three-way valve is connected with the cooling liquid evaporator.

Furthermore, the coolant system integration module also comprises a motor coolant pump; the energy utilization system module also comprises a motor cooler and an energy utilization equipment cooler; the radiator at the front end of the motor, the motor coolant-carrying pump, the energy utilization equipment cooler and the motor cooler are sequentially connected in a closed loop mode.

Furthermore, the secondary refrigerant system integration module also comprises a cold secondary refrigerant shunting third three-way valve; the energy utilization system module also comprises a motor cooler and an energy utilization equipment cooler; the end c of the cold secondary refrigerant shunting second three-way valve is connected with the end a of the cold secondary refrigerant shunting third three-way valve, the end c of the cold secondary refrigerant shunting third three-way valve is connected with the battery heat exchanger, the end b of the cold secondary refrigerant shunting third three-way valve is connected with the energy-using equipment cooler, the energy-using equipment cooler is connected with the motor cooler, and the motor cooler is connected with the end a of the secondary refrigerant converging second three-way valve.

Further, the refrigerant system integration module comprises a compressor, a liquid cooling condenser/air cooler, an expansion mechanism and a cooling liquid evaporator which are sequentially connected in a closed loop mode through refrigerant pipelines; the coolant system integration module comprises a hot coolant pump, a hot coolant diversion first three-way valve, a coolant confluence second three-way valve, a cold coolant pump, a cold coolant diversion first three-way valve and a cold coolant diversion second three-way valve, wherein the outflow end of the cold coolant pump is connected with the end a of the cold coolant diversion first three-way valve, and the end b of the cold coolant diversion first three-way valve is connected with the end a of the cold coolant diversion second three-way valve; the energy utilization system module comprises a heating core, a refrigerating core and a battery heat exchanger; the inflow end of the hot coolant pump is connected with the liquid-cooled condenser/air cooler, the outflow end of the hot coolant pump is connected with the heating core, the heating core is connected with the a end of the hot coolant shunting first three-way valve, the b end of the hot coolant shunting first three-way valve is connected with the front-end heat exchanger, the c end of the hot coolant shunting first three-way valve is connected with the battery heat exchanger, the front-end heat exchanger is connected with the a end of the secondary coolant converging first three-way valve, the b end of the secondary coolant converging first three-way valve is connected with the cooling liquid evaporator, the c end of the secondary coolant converging first three-way valve is connected with the liquid-cooled condenser/air cooler, the inflow end of the cold coolant pump is connected with the cooling liquid evaporator, the c end of the cold coolant shunting first three-way valve is connected with the cooling core, the cooling core is connected with the cooling liquid evaporator, the b end of the cold coolant shunting second three-way valve is connected with the front-end heat exchanger, the end c of the cold secondary refrigerant shunting second three-way valve is connected with a battery heat exchanger, the battery heat exchanger is connected with the end a of the secondary refrigerant converging second three-way valve, the end b of the secondary refrigerant converging second three-way valve is connected with the liquid cooling type condenser/air cooler, and the end c of the secondary refrigerant converging second three-way valve is connected with the cooling liquid type evaporator.

Furthermore, the integration form of the refrigerant system integration module and the secondary refrigerant system integration module is a box type or a plate type, and all parts are integrally arranged in the box or on the plate.

The utility model discloses with whole thermal management system according to "productivity", "fortune ability" and "with ability" 3 dimensions with whole thermal management system framework again, designed the refrigerant system integrated module who corresponds "productivity" respectively, the secondary refrigerant system integrated module who corresponds "fortune ability" with corresponding "with ability system module and front end heat exchanger. The physical positions of the components contained in the energy utilization system module cannot be centralized and are only defined together according to functions, and the parts contained in the energy utilization system module are respectively integrated together by the refrigerant system integration module and the secondary refrigerant system integration module to form a whole. The beneficial effects brought are:

1) is environment-friendly. The refrigerant of the system only exists in the refrigerant system modules which are arranged in a centralized way, so that the refrigerant charging amount of the refrigeration system can be greatly reduced, and the oil injection amount of the compressor can also be reduced; the volume of the refrigerating system is greatly reduced by adopting a liquid coolant cooling mode such as a liquid cooling condenser/air cooler and a cooling liquid evaporator.

2) The safety is high. The system has the advantages that the refrigerant charge is greatly reduced, the refrigerant charge is not connected with the passenger compartment, and even if the refrigerant leaks due to the collision of the vehicle, the refrigerant charge does not affect the passenger compartment.

3) The refrigerant is easy to upgrade and replace. The system refrigerant is only present in centrally located refrigerant system modules, when a refrigerant upgrade is required, e.g. to CO ₂ Or other refrigerants such as R290 and the like can be changed only aiming at the refrigerant system module, and the front-end heat exchanger, the secondary refrigerant system module and the energy utilization system module are not required to be changed, so that the development time and the development cost are greatly shortened.

4) The refrigerant system is simple to control and low in failure rate. The system refrigerant only exists in the refrigerant system module, the structure is simple, the control is only carried out on the liquid cooling type condenser/air cooler and the cooling liquid type evaporator, and the number and the difficulty of control objects are obviously reduced; the refrigerant is small in filling amount, the pipeline is simple, the problems of oil shortage, liquid impact and the like of the compressor are easily avoided, and the failure rate is reduced.

5) The secondary refrigerant system is simple. The utility model discloses a secondary refrigerant system has retrencied the spare part of secondary refrigerant system through designing new return circuit under the prerequisite that satisfies the demand. And multiple mode coupling can be achieved.

6) Convenient installation, debugging and maintenance. Because the refrigerant and the secondary refrigerant both adopt modular design and parts are centralized, the time for installation, debugging and maintenance can be greatly reduced. The electric appliance is convenient to wire and is convenient to centrally arrange and manage.

Drawings

FIG. 1 is a schematic diagram of the module division of the present invention;

FIG. 2 is a system diagram of the present invention;

fig. 3 is a schematic view of a three-way valve interface according to the present invention;

FIG. 4 is a flow chart of the system in a cooling operation mode;

FIG. 5 is a flow chart of a single loop system with additional energy utilization devices such as motors;

FIG. 6 is a flow chart of a built-in loop system with additional energy utilization devices such as motors;

fig. 7 is a system flowchart based on the simple modification of the present invention.

Wherein: 1. a compressor; 2. liquid cooled condenser/air cooler; 3. an expansion mechanism; 4. a cooling liquid evaporator; 5. a heat coolant pump; 6. the hot carrier refrigerant branches the first three-way valve; 7. the hot carrier refrigerant branches the second three-way valve; 8. the secondary refrigerant converges the first three-way valve; 9. the secondary refrigerant converges the second three-way valve; 10. a cold carrier coolant pump; 11. the cold secondary refrigerant branches the first three-way valve; 12. the cold secondary refrigerant branches the second three-way valve; 13. a heating core body; 14. a refrigeration core; 15. a battery heat exchanger; 16. a front end heat exchanger; 20. a refrigerant system integration module; 30. a secondary refrigerant system integration module; 40. an energy consumption system module; 51. a motor cooler; 52. an energy-using equipment cooler; 53. a motor front end radiator; 54. a motor coolant-carrying pump; 55. the cold secondary refrigerant branches the third three-way valve.

Detailed Description

The following description of the present invention will be made with reference to the accompanying drawings 1-7.

A modularized comprehensive heat management system for a new energy vehicle comprises a front-end heat exchanger 16, a refrigerant system integration module 20, a refrigerant system integration module 30 and an energy utilization system module 40 which are connected through a secondary refrigerant pipeline; the front-end heat exchanger 16 is used for emitting or absorbing heat to the environment; the refrigerant system integration module 20 is used for providing cold or heat for the whole heat management system; the coolant system integration module 30 is used to distribute the cooling or heating generated by the coolant system integration module 20 to the entire thermal management system; the energy consuming system module 40 is used to give off or absorb heat to the energy consuming components.

The refrigerant system integration module 20 may include a compressor 1, a liquid-cooled condenser/air cooler 2, an expansion mechanism 3, a cooled liquid evaporator 4 and connecting lines therebetween; one or more of a reservoir, a gas-liquid separator, a regenerator, an oil separator, a filter, and a muffler may also be included.

The coolant system integration module 30 may include a hot coolant pump 5, a cold coolant pump 10, a hot coolant split valve, a coolant confluence valve, a cold coolant split valve, and connecting lines therebetween; an electric motor coolant pump 54 may also be included; one or more of an expansion tank, a valve interface, a filter, and a damper may also be included.

The energy utilization system module 40 can comprise a heating core 13, a cooling core 14 and a battery heat exchanger 15; motor coolers 51, energy use equipment coolers 52; an auxiliary heating element such as a PTC may also be included. The energy usage equipment cooler 52 may include one or more of a charger, an inverter, an electronic control, and a central computing unit.

The refrigerant system integration module 20 and the coolant system integration module 30 are preferably in the form of a box, and the components are integrally disposed in the box. When the space is limited, the plate type air conditioner can also be a plate type air conditioner, and all parts are integrally arranged on the flat plate. Or according to a specific spatial integration arrangement.

The overall thermal management system is divided into a front end heat exchanger 16, a refrigerant system integration module 20, a coolant system integration module 30, and an energy usage system module 40. The refrigerant system integration module 20 and the secondary refrigerant system integration module 30 adopt an integrated modular design, and can realize cooling, heating and demisting for the passenger compartment, cooling or heating for the battery, and a combination of the above functions. Wherein both the front-end heat exchanger 16 and the energy-consuming system module 40 can absorb and release heat from the coolant to meet the requirements of corresponding functions.

Example one

Referring to fig. 2 to 4, the compressor 1, the liquid-cooled condenser/air-cooler 2, the expansion mechanism 3 and the cooled liquid evaporator 4 in the refrigerant system integration module 20 are sequentially connected together in a closed loop manner through refrigerant pipes.

The hot coolant pump 5 in the coolant system integration module 30 has an inlet connected to the liquid-cooled condenser/air cooler 2 and an outlet connected to the a-side of the hot coolant split first three-way valve 6. The end c of the hot refrigerant shunt first three-way valve 6 is connected to the end a of the hot refrigerant shunt second three-way valve 7, and the end b of the hot refrigerant shunt first three-way valve 6 is connected to the battery heat exchanger 15. The end b of the hot refrigerant diversion second three-way valve 7 is connected to the heating core 13, and the end c of the hot refrigerant diversion second three-way valve 7 is connected to the front-end heat exchanger 16.

The cold coolant pump 10 in the coolant system integration module 30 has an inlet connected to the cooled liquid evaporator 4 and an outlet connected to the a-side of the cold coolant diversion first three-way valve 11. The end c of the cold secondary refrigerant diversion first three-way valve 11 is connected to the refrigeration core 14, and the end b of the cold secondary refrigerant diversion first three-way valve 11 is connected to the end a of the cold secondary refrigerant diversion second three-way valve 12. The end b of the cold coolant diversion second three-way valve 12 is connected to the front-end heat exchanger 16, and the end c of the cold coolant diversion second three-way valve 12 is connected to the battery heat exchanger 15.

The coolant converging first three-way valve 8 in the coolant system integration module 30 has an a-terminal connected to the front-end heat exchanger 16, a b-terminal connected to the cooled liquid evaporator 4, and a c-terminal connected to the liquid cooled condenser/air cooler 2. The coolant confluence second three-way valve 9 has an a terminal connected to the battery heat exchanger 15, a b terminal connected to the liquid-cooled condenser/air-cooler 2, and a c terminal connected to the cooled liquid evaporator 4.

Referring to fig. 4, which is a flow chart of the system in the cooling operation mode, the lines representing the pipes are solid lines representing the fluid flow of the pipes, and participate in the circulation. The dotted line indicates no flow and does not participate in the cycle.

The high temperature, high pressure refrigerant within the liquid-cooled condenser/air cooler 2 in the refrigerant system integration module 20 heats the coolant to the hot coolant. The hot refrigerant is sucked by the hot coolant pump 5 and discharged to the end a of the hot refrigerant shunt first three-way valve 6, in the cooling mode, the end ab of the hot refrigerant shunt first three-way valve 6 is closed, the end ac is connected, and the hot refrigerant flows out from the end c of the hot refrigerant shunt first three-way valve 6 to the end a of the hot refrigerant shunt second three-way valve 7. The ab end of the hot coolant diversion second three-way valve 7 is closed, and the ac end is communicated. The hot coolant flows from the end c of the hot coolant diversion second three-way valve 7 into the front-end heat exchanger 16, releases heat therein, and then flows through a pipeline to the end a of the coolant confluence first three-way valve 8. The ab end of the coolant converging first three-way valve 8 is closed, the ac end is conducted, and the hot coolant flows back to the liquid-cooled condenser/air cooler 2 from the c end of the coolant converging first three-way valve 8, thereby completing the circulation of the hot coolant side.

The low temperature, low pressure refrigerant in the cooling liquid evaporator 4 in the refrigerant system integration module 20 cools the coolant to a cold coolant. The cold coolant is sucked in by the cold coolant pump 10 and discharged to the end a of the cold coolant diversion first three-way valve 11. The ab end of the cold secondary refrigerant shunting first three-way valve 11 is closed, the ac end is communicated, and the c end of the cold secondary refrigerant shunting first three-way valve 11 is connected with one end of the refrigeration core 14. The other end of the refrigeration core 14 is connected to the cooled liquid evaporator 4 to complete the cold coolant side cycle.

Example two

Referring to fig. 5, in a variation of the first embodiment, the coolant system integration module 30 further includes a motor coolant pump 54; the energy usage system module 40 further comprises a motor cooler 51, an energy usage equipment cooler 52; the motor front end radiator 53, the motor coolant pump 54, the energy-using equipment cooler 52 and the motor cooler 51 are sequentially connected in a closed loop manner to form an independent motor cooling loop. In the first embodiment, the coolant cooled by the motor front radiator 53 is sucked into the motor coolant pump 54 and discharged to the energy use equipment cooler 52 and the motor cooler 51 in the single motor cooling circuit, thereby cooling both.

EXAMPLE III

Referring to fig. 6, in comparison with the solution of the first embodiment, the coolant system integration module 30 further includes a third cold coolant diversion three-way valve 55; the energy usage system module 40 further comprises a motor cooler 51, an energy usage equipment cooler 52; the end c of the cold coolant diversion second three-way valve 12 is connected to the end a of the cold coolant diversion third three-way valve 55, the end c of the cold coolant diversion third three-way valve 55 is connected to the battery heat exchanger 15, the end b of the cold coolant diversion third three-way valve 55 is connected to the energy-using equipment cooler 52, the energy-using equipment cooler 52 is connected to the motor cooler 51, and the motor cooler 51 is connected to the end a of the coolant confluence second three-way valve 9. In the first embodiment, when the motor cooler 51 and the energy-using equipment cooler 52 need to be cooled, the ab end of the cold coolant diversion third three-way valve 55 is opened, and the ac end is closed.

Example four

Referring to fig. 7, the refrigerant system integration module 20 includes a compressor 1, a liquid-cooled condenser/air cooler 2, an expansion mechanism 3, and a cooling liquid evaporator 4, which are sequentially connected in a closed loop through refrigerant pipes; the coolant system integration module 30 includes a hot coolant pump 5, a hot coolant diversion first three-way valve 6, a coolant confluence first three-way valve 8, a coolant confluence second three-way valve 9, a cold coolant pump 10, a cold coolant diversion first three-way valve 11, and a cold coolant diversion second three-way valve 12, wherein the outflow end of the cold coolant pump 10 is connected with the end a of the cold coolant diversion first three-way valve 11, and the end b of the cold coolant diversion first three-way valve 11 is connected with the end a of the cold coolant diversion second three-way valve 12; the energy utilization system module 40 comprises a heating core 13, a refrigerating core 14 and a battery heat exchanger 15; the inflow end of a hot coolant pump 5 is connected with a liquid-cooled condenser/air cooler 2, the outflow end of the hot coolant pump 5 is connected with a heating core 13, the heating core 13 is connected with the a end of a hot coolant diversion first three-way valve 6, the b end of the hot coolant diversion first three-way valve 6 is connected with a front-end heat exchanger 16, the c end of the hot coolant diversion first three-way valve 6 is connected with a battery heat exchanger 15, the front-end heat exchanger 16 is connected with the a end of a coolant confluence first three-way valve 8, the b end of the coolant confluence first three-way valve 8 is connected with a cooling liquid evaporator 4, the c end of the coolant confluence first three-way valve 8 is connected with the liquid-cooled condenser/air cooler 2, the inflow end of a cold coolant pump 10 is connected with the cooling liquid evaporator 4, the c end of the cold coolant diversion first three-way valve 11 is connected with a cooling core 14, the cooling core 14 is connected with the cooling liquid evaporator 4, the end b of the cold secondary refrigerant diversion second three-way valve 12 is connected with the front-end heat exchanger 16, the end c of the cold secondary refrigerant diversion second three-way valve 12 is connected with the battery heat exchanger 15, the battery heat exchanger 15 is connected with the end a of the secondary refrigerant confluence second three-way valve 9, the end b of the secondary refrigerant confluence second three-way valve 9 is connected with the liquid cooling condenser/air cooler 2, and the end c of the secondary refrigerant confluence second three-way valve 9 is connected with the cooled liquid evaporator 4.

In the above embodiments, the hot-refrigerant-split first three-way valve 6 and the hot-refrigerant-split second three-way valve 7 may be replaced by one four-way proportional regulating valve. The cold coolant diversion first three-way valve 11 and the cold coolant diversion second three-way valve 12 may be replaced by a four-way proportional regulating valve. The coolant confluence first three-way valve 8 and the coolant confluence second three-way valve 9 may be respectively replaced by two solenoid valves.

The above description is only the specific implementation manner of the preferred embodiment of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can substitute or change the technical solution of the present invention and the design of the present invention within the technical scope of the present invention.

Claims (15)

1. The modularized comprehensive heat management system for the new energy vehicle is characterized by comprising a front-end heat exchanger (16), a refrigerant system integration module (20), a secondary refrigerant system integration module (30) and an energy utilization system module (40) which are connected through secondary refrigerant pipelines.

2. The vehicle modular integrated thermal management system for new energy resource as claimed in claim 1, wherein the refrigerant system integration module (20) comprises a compressor (1), a liquid-cooled condenser/air cooler (2), an expansion mechanism (3), a cooled liquid evaporator (4) and a connecting pipeline therebetween.

3. The modular integrated thermal management system for the new energy vehicle according to claim 2, wherein the refrigerant system integration module (20) further comprises one or more of a liquid reservoir, a gas-liquid separator, a heat regenerator, an oil separator, a filter and a silencer.

4. The modular integrated thermal management system for the new energy vehicle as claimed in claim 1, wherein the coolant system integration module (30) comprises a hot coolant pump (5), a cold coolant pump (10), a hot coolant splitter valve, a coolant confluence valve, a cold coolant splitter valve and connecting pipelines therebetween.

5. The modular integrated thermal management system for the new energy vehicle of claim 4, wherein the coolant system integration module (30) further comprises an electric coolant pump (54).

6. The modular integrated thermal management system for the new energy vehicle as claimed in claim 4 or 5, wherein the coolant system integration module (30) further comprises one or more of an expansion tank, a valve interface, a filter and a damper.

7. The modular comprehensive thermal management system for the new energy vehicle is characterized in that the energy utilization system module (40) comprises a heating core (13), a cooling core (14) and a battery heat exchanger (15).

8. The modular comprehensive thermal management system for the new energy vehicle as claimed in claim 7, wherein the energy utilization system module (40) further comprises a motor cooler (51) and an energy utilization equipment cooler (52).

9. The vehicle modular integrated thermal management system of claim 8, wherein the energy-consuming equipment cooler (52) comprises one or more of a charger, an inverter, an electronic control unit, and a central computing unit.

10. The modular integrated thermal management system for the new energy vehicle according to any one of claims 7 to 9, characterized in that the energy utilization system module (40) further comprises an auxiliary heating element.

11. The modular comprehensive heat management system for the new energy vehicle is characterized in that the refrigerant system integration module (20) comprises a compressor (1), a liquid cooling condenser/air cooler (2), an expansion mechanism (3) and a cooling liquid evaporator (4) which are sequentially connected in a closed loop mode through refrigerant pipelines; the secondary refrigerant system integration module (30) comprises a hot secondary refrigerant pump (5), a hot secondary refrigerant shunting first three-way valve (6), a hot secondary refrigerant shunting second three-way valve (7), a secondary refrigerant converging first three-way valve (8), a secondary refrigerant converging second three-way valve (9), a cold secondary refrigerant pump (10), a cold secondary refrigerant shunting first three-way valve (11) and a cold secondary refrigerant shunting second three-way valve (12), the outflow end of the hot coolant pump (5) is connected with the end a of the hot coolant diversion first three-way valve (6), the end c of the hot coolant diversion first three-way valve (6) is connected with the end a of the hot coolant diversion second three-way valve (7), the outflow end of the cold coolant pump (10) is connected with the end a of the cold coolant diversion first three-way valve (11), and the end b of the cold coolant diversion first three-way valve (11) is connected with the end a of the cold coolant diversion second three-way valve (12); the energy utilization system module (40) comprises a heating core (13), a refrigerating core (14) and a battery heat exchanger (15);

the inflow end of a hot coolant pump (5) is connected with a liquid-cooled condenser/air cooler (2), the b end of a hot coolant diversion first three-way valve (6) is connected with a battery heat exchanger (15), the b end of a hot coolant diversion second three-way valve (7) is connected with a heating core (13), the c end of the hot coolant diversion second three-way valve (7) is connected with a front-end heat exchanger (16), the inflow end of a cold coolant pump (10) is connected with a cooling liquid evaporator (4), the c end of the cold coolant diversion first three-way valve (11) is connected with a cooling core (14), the b end of the cold coolant diversion second three-way valve (12) is connected with the front-end heat exchanger (16), the c end of the cold coolant diversion second three-way valve (12) is connected with the battery heat exchanger (15), the a end of a coolant confluence first three-way valve (8) is connected with the front-end heat exchanger (16), the b end of the first three-way valve (8) for the secondary refrigerant confluence is connected with the cooling liquid evaporator (4), the c end of the first three-way valve (8) for the secondary refrigerant confluence is connected with the liquid cooling condenser/air cooler (2), the a end of the second three-way valve (9) for the secondary refrigerant confluence is connected with the battery heat exchanger (15), the b end of the second three-way valve (9) for the secondary refrigerant confluence is connected with the liquid cooling condenser/air cooler (2), and the c end of the second three-way valve (9) for the secondary refrigerant confluence is connected with the cooling liquid evaporator (4).

12. The modular integrated thermal management system for the new energy vehicle of claim 11, wherein the coolant system integration module (30) further comprises an electric coolant pump (54); the energy utilization system module (40) further comprises a motor cooler (51) and an energy utilization equipment cooler (52); the motor front end radiator (53), the motor coolant pump (54), the energy utilization equipment cooler (52) and the motor cooler (51) are connected in sequence in a closed loop.

13. The modular integrated thermal management system for the new energy vehicle of claim 11, wherein the coolant system integration module (30) further comprises a cold coolant diverting third three-way valve (55); the energy utilization system module (40) further comprises a motor cooler (51) and an energy utilization equipment cooler (52); the end c of the cold secondary refrigerant shunting second three-way valve (12) is connected with the end a of the cold secondary refrigerant shunting third three-way valve (55), the end c of the cold secondary refrigerant shunting third three-way valve (55) is connected with the battery heat exchanger (15), the end b of the cold secondary refrigerant shunting third three-way valve (55) is connected with the energy-using equipment cooler (52), the energy-using equipment cooler (52) is connected with the motor cooler (51), and the motor cooler (51) is connected with the end a of the secondary refrigerant confluence second three-way valve (9).

14. The modular comprehensive heat management system for the new energy vehicle is characterized in that the refrigerant system integration module (20) comprises a compressor (1), a liquid cooling condenser/air cooler (2), an expansion mechanism (3) and a cooling liquid evaporator (4) which are sequentially connected in a closed loop mode through refrigerant pipelines; the coolant system integration module (30) comprises a hot coolant pump (5), a hot coolant diversion first three-way valve (6), a coolant confluence first three-way valve (8), a coolant confluence second three-way valve (9), a cold coolant pump (10), a cold coolant diversion first three-way valve (11) and a cold coolant diversion second three-way valve (12), wherein the outflow end of the cold coolant pump (10) is connected with the end a of the cold coolant diversion first three-way valve (11), and the end b of the cold coolant diversion first three-way valve (11) is connected with the end a of the cold coolant diversion second three-way valve (12); the energy utilization system module (40) comprises a heating core (13), a refrigerating core (14) and a battery heat exchanger (15);

the inflow end of a hot coolant pump (5) is connected with a liquid-cooled condenser/air cooler (2), the outflow end of the hot coolant pump (5) is connected with a heating core (13), the heating core (13) is connected with the a end of a hot coolant shunting first three-way valve (6), the b end of the hot coolant shunting first three-way valve (6) is connected with a front-end heat exchanger (16), the c end of the hot coolant shunting first three-way valve (6) is connected with a battery heat exchanger (15), the front-end heat exchanger (16) is connected with the a end of a coolant converging first three-way valve (8), the b end of the coolant converging first three-way valve (8) is connected with a cooling liquid evaporator (4), the c end of the coolant converging first three-way valve (8) is connected with the liquid-cooled condenser/air cooler (2), and the inflow end of a cold coolant pump (10) is connected with the cooling liquid evaporator (4), the end c of the cold secondary refrigerant shunting first three-way valve (11) is connected with a refrigeration core (14), the refrigeration core (14) is connected with the cooling liquid type evaporator (4), the end b of the cold secondary refrigerant shunting second three-way valve (12) is connected with a front-end heat exchanger (16), the end c of the cold secondary refrigerant shunting second three-way valve (12) is connected with a battery heat exchanger (15), the battery heat exchanger (15) is connected with the end a of the secondary refrigerant converging second three-way valve (9), the end b of the secondary refrigerant converging second three-way valve (9) is connected with the liquid cooling type condenser/air cooler (2), and the end c of the secondary refrigerant converging second three-way valve (9) is connected with the cooling liquid type evaporator (4).

15. The modular integrated thermal management system for the new energy vehicle as claimed in claim 1, wherein the refrigerant system integration module (20) and the secondary refrigerant system integration module (30) are integrated in a box type or a plate type, and the components are integrally arranged in the box or on the plate.

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