CN217495775U - Thermal management system of new energy vehicle - Google Patents

Abstract

The utility model provides a thermal management system of new forms of energy vehicle, including refrigerant circuit, electricity drive heat dissipation return circuit, engine heat dissipation return circuit and semiconductor heat exchanger. The semiconductor heat exchanger is arranged among the refrigerant loop, the electric-drive heat dissipation loop and the engine heat dissipation loop, so that the heat transfer state among the refrigerant loop, the electric-drive heat dissipation loop and the engine heat dissipation loop can be adjusted through the semiconductor heat exchanger. The semiconductor heat exchanger is arranged, so that each loop can utilize the waste heat of other loops or disperse heat. Under the working condition in winter, the waste heat of the engine is utilized through the semiconductor heat exchanger; under the working condition of summer, the semiconductor heat exchanger disperses the heat of the electric driving heat dissipation loop to the engine heat dissipation loop for heat dissipation so as to improve the heat dissipation efficiency. In the pure electric mode, when the passenger compartment needs to be heated, the heat of the electric driving heat dissipation loop can be transferred to the refrigerant loop, an additional heating element is not needed to be added, and the cost and the arrangement difficulty of the heat management system are reduced.

Description

Thermal management system of new energy vehicle

Technical Field

The utility model relates to a vehicle heat management technical field, in particular to new forms of energy vehicle's heat management system.

Background

With the diversification and development of new energy automobiles, the existing power assembly of the new energy automobile also has the current situation that various power assemblies coexist. For plug-in hybrid and extended range electric vehicle types, the hybrid electric vehicle has a pure electric working mode and an engine-intervening working mode. For the above vehicle models, there are several prior art passenger compartment heating solutions:

first, corresponds to a purely electric mode. The passenger compartment heating generally adopts a water side PTC heater to heat coolant, is provided with an independent electronic water pump to drive the circulation of the coolant when an engine does not work, and is further provided with a three-way valve to close an engine loop to form a minimum circulation loop of the water side PTC heater and a passenger compartment warm air core body. When the engine works, the heat of the passenger compartment comes from the waste heat of the engine, and the water-side PTC heater is used as auxiliary heating before the warm-up start; the air conditioning box adopts a two-core scheme, namely an evaporator and a warm air core, along with the design of the traditional air conditioning box. As shown in fig. 1.

And the second, corresponding to the electric-only mode. The air conditioner has the advantages that the passenger compartment is heated by the wind side high-voltage electric heater to directly heat air in the passenger compartment, an electronic water pump and a three-way valve in the first scheme are not needed to be additionally arranged, a cooling liquid loop is simple, and the air conditioner is changed into a three-core body design, namely an evaporator, a warm wind core body and a wind side high-voltage PTC heater. The structure of the air conditioning box in the passenger compartment is complex, the size is increased, and the cost is increased.

And the third, corresponding to the electric-only mode. The passenger compartment is heated by adopting a heat pump system, but the heat pump system is influenced by the electric driving characteristics at the temperature of-10 ℃, and the problems of no work or insufficient heating capacity can occur. Therefore, in this arrangement, additional heat sources are still required to supplement the heating of the passenger compartment, such as by using a water-side PTC heater.

And fourth, corresponding to engine operating modes. When the engine works, the passenger compartment is heated by using the waste heat of the engine.

In the four schemes, the pure electric mode adopts the water side PTC heater or the wind side PTC heater, and the heating efficiency of the passenger compartment is lower. If a heat pump system is added to supplement the heating of the passenger compartment, but the electric driving characteristics of the heat pump are limited, an additional PTC heater is still needed to supplement the heat.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve among the prior art new energy vehicle's thermal management system passenger cabin heating efficiency lower, need extra PTC heater to supplement with supplementary heating to the passenger cabin, the cost is higher, arrange the great problem of the degree of difficulty.

In order to solve the problems, the embodiment of the utility model discloses a thermal management system of a new energy vehicle, which is provided with an engine assembly, an electric drive system and a battery system; also, the thermal management system includes: a refrigerant circuit for adjusting temperatures of a passenger compartment and a battery system of the new energy vehicle; the electric driving heat dissipation loop is used for adjusting the temperature of the electric driving system; the engine heat dissipation loop is used for adjusting the temperature of the engine assembly; and the heat management system also comprises a semiconductor heat exchanger, and the semiconductor heat exchanger is arranged among the refrigerant loop, the electric-driving heat dissipation loop and the engine heat dissipation loop so as to adjust the heat transfer state among the refrigerant loop, the electric-driving heat dissipation loop and the engine heat dissipation loop through the semiconductor heat exchanger.

By adopting the scheme, the semiconductor heat exchanger is arranged among the refrigerant loop, the electric-drive heat dissipation loop and the engine heat dissipation loop, and can adjust the heat transfer state among the refrigerant loop, the electric-drive heat dissipation loop and the engine heat dissipation loop, so that the loops can utilize the waste heat of other loops or disperse the heat. Therefore, under the working condition in winter, the waste heat of the engine can be utilized through the semiconductor heat exchanger; under summer working conditions, the heat of the electric driving heat dissipation loop can be dispersed into the engine heat dissipation loop by the semiconductor heat exchanger to dissipate heat, so that the heat dissipation efficiency is improved. In the pure electric mode, when the passenger compartment needs to be heated, the heat of the electric driving heat dissipation loop can be transferred to the refrigerant loop, an additional heating element is not needed to be added, and the cost and the arrangement difficulty of the heat management system are reduced.

According to another specific embodiment of the present invention, the semiconductor heat exchanger includes a first coolant flow-through layer, a second coolant flow-through layer, a semiconductor layer, and a third coolant flow-through layer, which are sequentially stacked in the thickness direction of the semiconductor heat exchanger; the first cooling liquid flowing layer and the third cooling liquid flowing layer are both cooling liquid flowing layers of the electric driving heat dissipation loop; the second cooling liquid flowing layer is a flowing layer of cooling liquid of the engine heat dissipation loop; the first refrigerant flow-through layer and the second refrigerant flow-through layer are refrigerant flow-through layers of the refrigerant circuit.

With the adoption of the scheme, the semiconductor layer is arranged between the second refrigerant flowing layer and the third cooling liquid flowing layer, and the semiconductor layer can enhance the heat conduction efficiency between the refrigerant of the refrigerant circuit and the cooling liquid of the electric driving heat dissipation circuit. And electrifying the semiconductor layer, and controlling the current to adjust the heat conductivity of the semiconductor layer. In addition, the cold side and the hot side of the semiconductor heat exchanger can be adjusted by adjusting the current direction of the semiconductor layer, so that the semiconductor heat exchanger has the functions of cooling and heating.

According to another specific embodiment of the present invention, in the thermal management system for a new energy vehicle disclosed in the embodiment of the present invention, one end of each of the first coolant flowing layer, the second coolant flowing layer, and the third coolant flowing layer is provided with an outlet for flowing out the coolant of the power supply and heat dissipation loop, and the other end of each of the first coolant flowing layer, the second coolant flowing layer, and the third coolant flowing layer is provided with an inlet for flowing in the coolant of the power supply and heat dissipation loop; one end of each of the first refrigerant flowing layer and the second refrigerant flowing layer is provided with an inlet through which refrigerant of the refrigerant circuit flows in, and the other end of each of the first refrigerant flowing layer and the second refrigerant flowing layer is provided with an outlet through which refrigerant of the refrigerant circuit flows out.

By adopting the scheme, when the air conditioning system heats, namely a condenser in a vehicle heats, the semiconductor heat exchanger is a water-cooled evaporator; when the air conditioning box assembly refrigerates, the semiconductor heat exchanger is a water-cooled condenser. Therefore, the front-end module does not need to be provided with an air-cooled condenser, and the arrangement space of the front-end module is saved.

According to another specific embodiment of the present invention, the embodiment of the present invention discloses a thermal management system for a new energy vehicle, wherein the refrigerant circuit includes a battery cooling flow path, an air-conditioning cooling flow path and an air-conditioning heating flow path, the battery cooling flow path is provided with a battery direct cooling heat exchanger, the air-conditioning cooling flow path is provided with an evaporator, and the air-conditioning heating flow path is provided with an in-vehicle condenser; the input ends of the battery cooling flow path, the air-conditioning cooling flow path and the air-conditioning heating flow path are communicated with each other, and the output ends of the battery cooling flow path and the air-conditioning cooling flow path are connected to one side of the condenser in the vehicle, which is close to the input end of the air-conditioning heating flow path; and one end of each of the first refrigerant flowing layer and the second refrigerant flowing layer is communicated with the output end of the air-conditioning heating flow path, and the other end of each of the first refrigerant flowing layer and the second refrigerant flowing layer is communicated with the input ends of the battery cooling flow path, the air-conditioning cooling flow path and the air-conditioning heating flow path.

According to another specific embodiment of the present invention, the thermal management system of the new energy vehicle disclosed in the embodiment of the present invention, in the refrigerant loop, the battery cooling flow path further includes a first expansion valve, and the first expansion valve is disposed between the battery direct cooling heat exchanger and the input end of the battery cooling flow path; the air-conditioning refrigeration flow path also comprises a second expansion valve and a one-way valve, the second expansion valve is arranged between the evaporator and the input end of the air-conditioning refrigeration flow path, and the one-way valve is arranged between the evaporator and the output end of the air-conditioning refrigeration flow path; the air-conditioning heating flow path also comprises a switch valve and a third expansion valve, the switch valve is arranged between the internal condenser and the input end of the air-conditioning heating flow path, and the third expansion valve is arranged between the internal condenser and the output end of the air-conditioning heating flow path; the input ends of the battery cooling flow path, the air-conditioning refrigerating flow path and the air-conditioning heating flow path are communicated with the semiconductor heat exchanger; the output end of the air-conditioning heating flow path is communicated with the semiconductor heat exchanger.

According to another specific embodiment of the present invention, in the heat management system for a new energy vehicle disclosed in the embodiment of the present invention, the air-conditioning heating flow path further includes a gas-liquid separator and an electric compressor; wherein, in the flowing direction of the refrigerant, the gas-liquid separator and the electric compressor are sequentially connected between the switch valve and the condenser in the vehicle; and the evaporator and the internal condenser are integrated in the same shell.

By adopting the scheme, the evaporator and the condenser in the automobile are integrated, so that the arrangement space of an air conditioning system for refrigerating and heating the passenger compartment can be saved.

According to the utility model discloses another embodiment, the utility model discloses a thermal management system of new energy vehicle that embodiment discloses, the heat dissipation return circuit that drives electrically includes the electricity and drives the flow path, the heat dissipation flow path that drives electrically, the electricity drives heat dissipation bypass and the electricity drives flow path switching part, be equipped with the electricity on the electricity drives the flow path and drive the subassembly, be equipped with first radiator on the electricity drives the heat dissipation flow path, electricity drives flow path switching part respectively with the electricity drive flow path, the electricity drives the heat dissipation flow path, electricity drives heat dissipation bypass and communicates, in order to control electricity drive the flow path respectively with electricity drive heat dissipation flow path or electricity drive heat dissipation bypass and communicate in order to form the return circuit; in the electric-drive heat dissipation loop, the electric-drive flow path further comprises an electric-drive kettle, an electric-drive water pump, a water-cooling oil cooler and an electric-drive oil cooling system; wherein in the flowing direction of the cooling liquid, the electric-driven kettle and the electric-driven water pump are sequentially connected and arranged at the upstream of the electric-driven assembly; the water-cooled oil cooler is arranged at the downstream of the electric drive assembly and is communicated with the electric drive flow path switching component; the electric drive oil cooling system is connected in parallel at two ends of the water-cooling oil cooler; the input end of the electric driving flow path is communicated with the semiconductor heat exchanger, and the output end of the electric driving flow path is communicated with the electric driving flow path switching component; the input ends of the electric-driving heat dissipation flow path and the electric-driving heat dissipation bypass are communicated with the electric-driving flow path switching component, and the output ends of the electric-driving heat dissipation flow path and the electric-driving heat dissipation bypass are communicated with the semiconductor heat exchanger.

By adopting the scheme, the electric driving flow path and the electric driving heat dissipation flow path can be controlled to form a loop by arranging the electric driving flow path switching component. In summer working condition, the electric drive system needs to be cooled, and heat can be lost fast through first radiator, has improved the radiating efficiency. And, this electricity drives the flow path and switches over the part and can also control the electricity and drive the flow path and drive the bypass to communicate in order to form the return circuit. Under the working condition in winter, when the heat of the electric driving system is recovered, the heat does not pass through the first radiator, and the heat cannot be dissipated through the first radiator, so that the heating efficiency is improved.

According to another specific embodiment of the present invention, in the thermal management system of a new energy vehicle disclosed in the embodiments of the present invention, one end of each of the first coolant flow-through layer and the third coolant flow-through layer is communicated with the input end of the electric driving flow path, and the other end is communicated with the electric driving heat dissipation flow path and the output end of the electric driving heat dissipation bypass; the electric driving assembly comprises a vehicle-mounted integrated charging system and a power electronic integrated module which are connected in parallel; the electric drive flow path switching component is a three-way valve.

According to another specific embodiment of the present invention, the heat management system of a new energy vehicle disclosed in the embodiments of the present invention, the engine heat dissipation loop includes an engine flow path, an engine heat dissipation flow path, an exhaust gas circulation flow path, an engine heat dissipation main path, an engine heat dissipation auxiliary path, and an engine flow path switching component, an engine assembly is disposed on the engine flow path, a second radiator is disposed on the engine heat dissipation flow path, and an engine exhaust gas circulation component is disposed on the exhaust gas circulation flow path; the engine flow path is respectively communicated with the engine heat dissipation flow path, the exhaust gas circulation flow path and the engine heat dissipation auxiliary path, and the engine flow path switching component is respectively communicated with the exhaust gas circulation flow path, the engine heat dissipation main path and the engine heat dissipation auxiliary path so as to control the exhaust gas circulation flow path to be respectively communicated with the engine heat dissipation main path or the engine heat dissipation auxiliary path to form a flow path; and the engine heat dissipation loop also comprises a fan; the engine flow path also comprises an engine loop kettle and an engine water pump; wherein in the flowing direction of the cooling liquid, the engine loop kettle and the engine water pump are sequentially connected and arranged at the upstream of the engine assembly, and the fan is arranged close to the engine assembly; the input end of the engine flow path is communicated with the semiconductor heat exchanger, and the output end of the engine flow path is respectively communicated with the input end of the engine heat dissipation flow path and the input end of the waste gas circulation flow path; the output end of the engine heat dissipation flow path is connected between the engine loop kettle and the engine water pump; the output end of the exhaust gas circulation flow path is communicated with the engine flow path switching component; the input end of the engine heat dissipation main path is communicated with the engine flow path switching component, and the output end of the engine heat dissipation main path is communicated with the semiconductor heat exchanger; the input end of the engine heat dissipation auxiliary circuit is communicated with the engine flow path switching part, and the output end of the engine heat dissipation auxiliary circuit is connected between the engine loop kettle and the engine water pump.

By adopting the scheme, the engine flow path switching component is arranged, so that the exhaust gas circulation flow path and the engine heat dissipation main path can be controlled to form a loop. Under the working condition in winter, when the engine has waste heat, the waste heat of the engine can be exchanged to the electric driving heat dissipation loop or the refrigerant loop by utilizing the main engine heat dissipation path. In summer working condition, when the engine does not work, the heat of first radiator can be dispersed to the second radiator and radiated to improve the radiating efficiency. And the engine flow path switching component can also control the communication of the exhaust gas circulation flow path and the engine heat dissipation auxiliary path to form a loop. In summer conditions, after the engine is started, the engine may dissipate heat via the second radiator.

According to another specific embodiment of the present invention, in the heat management system for a new energy vehicle disclosed in the embodiment of the present invention, one end of the second coolant flow-through layer is communicated with the input end of the engine flow path, and the other end is communicated with the output end of the engine heat dissipation main path; the engine assembly comprises an engine and an active thermostat, and the active thermostat is arranged close to the engine heat dissipation flow path and the exhaust gas circulation flow path; the engine flow path switching member is a three-way valve.

The utility model has the advantages that:

the semiconductor heat exchanger is arranged among the refrigerant loop, the electric-drive heat dissipation loop and the engine heat dissipation loop, and can adjust the heat transfer state among the refrigerant loop, the electric-drive heat dissipation loop and the engine heat dissipation loop, so that the loops can utilize the waste heat of other loops or disperse heat. Therefore, under the working condition in winter, the waste heat of the engine can be utilized through the semiconductor heat exchanger; under summer working conditions, the heat of the electric driving heat dissipation loop can be dispersed into the engine heat dissipation loop by the semiconductor heat exchanger to dissipate heat, so that the heat dissipation efficiency is improved. In the pure electric mode, when the passenger compartment needs to be heated, the heat of the electric driving heat dissipation loop can be transferred to the refrigerant loop, an additional heating element is not needed to be added, and the cost and the arrangement difficulty of the heat management system are reduced. That is to say, when the pure electric mode of passenger cabin refrigeration in summer, can utilize the second radiator to increase the heat transfer effect of semiconductor heat exchanger to promote refrigerating capacity and refrigeration efficiency. When the pure electric mode heats in winter, the heat can be absorbed from the environment and the electric drive waste heat, and the heating efficiency is improved. In the winter heating pure electric mode, the environment temperature is low, and the waste heat quantity of the electric driving system is low, the semiconductor heat exchanger is started to form a two-stage heat pump system, and an auxiliary electric heating system in the mode is omitted, so that the cost can be saved, and the arrangement difficulty can be reduced.

Drawings

FIG. 1 is a schematic diagram of a prior art thermal management system for a new energy vehicle;

fig. 2 is a schematic structural diagram of a thermal management system of a new energy vehicle according to an embodiment of the present invention;

fig. 3 is a schematic structural diagram of a semiconductor heat exchanger according to an embodiment of the present invention;

fig. 4 is a schematic diagram of an internal structure of a semiconductor heat exchanger according to an embodiment of the present invention;

fig. 5 to fig. 10 are schematic state diagrams of a thermal management system of a new energy vehicle according to an embodiment of the present invention in various modes.

Description of reference numerals:

1. a refrigerant circuit; 11. a battery cooling flow path; 111. a battery direct cooling heat exchanger; 112. a first expansion valve; 12. an air-conditioning refrigeration flow path; 121. an evaporator; 122. a second expansion valve; 123. a one-way valve; 13. an air conditioning heating flow path; 131. a condenser in the vehicle; 132. an on-off valve; 133. a third expansion valve; 134. a gas-liquid separator; 135. an electric compressor; 2. an electrically driven heat dissipation loop; 21. an electric drive path; 211. a vehicle-mounted integrated charging system; 212. a power electronics integration module; 213. an electric kettle; 214. an electrically driven water pump; 215. a water-cooled oil cooler; 216. an electrically driven oil cooling system; 22. an electrically driven heat dissipation flow path; 221. a first heat sink; 23. an electrically driven heat dissipation bypass; 24. an electric drive flow path switching member; 3. an engine heat dissipation loop; 31. an engine flow path; 311. an engine; 312. an active thermostat; 32. an engine heat dissipation flow path; 321. a second heat sink; 33. an exhaust gas circulation flow path; 331. an exhaust gas recirculation assembly; 34. a main engine heat dissipation path; 35. an engine heat dissipation auxiliary road; 36. an engine flow path switching member; 37. a fan; 38. an engine circuit kettle; 39. an engine water pump; 4. a semiconductor heat exchanger; 41. a first cooling fluid flow through the layer; 42. a first refrigerant flow-through layer; 43. a second cooling fluid flows through the layer; 44. a second refrigerant flow-through layer; 45. a semiconductor layer; 46. the third cooling fluid flows through the layers.

Detailed Description

The following description is provided for illustrative embodiments of the present invention, and other advantages and effects of the present invention will be readily apparent to those skilled in the art from the disclosure herein. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to only those embodiments. On the contrary, the intention of implementing the novel features described in connection with the embodiments is to cover other alternatives or modifications which may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details are omitted from the description so as not to obscure or obscure the focus of the present invention. It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.

In the description of the present embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that the products of the present invention are usually placed in when used, and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device or the element to which the present invention is directed must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.

The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" are to be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present embodiment can be understood in specific cases by those of ordinary skill in the art.

In order to make the objects, technical solutions and advantages of the present invention clearer, embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

For the thermal management system passenger cabin that solves new energy vehicle among the prior art heats efficiency lower, need extra PTC to supplement with supplementary heating to the passenger cabin, the cost is higher, arrange the great problem of the degree of difficulty, the embodiment of the utility model provides a thermal management system of new energy vehicle specifically, refer to fig. 2. The utility model provides an among the thermal management system of new forms of energy vehicle, this new forms of energy vehicle has engine assembly, electricity and drives system and battery system. And, the thermal management system comprises a refrigerant circuit 1, an electric drive heat dissipation circuit 2, an engine heat dissipation circuit 3 and a semiconductor heat exchanger 4.

Further, in the thermal management system of the new energy vehicle according to the present invention, the refrigerant circuit 1 is used to regulate the temperatures of the passenger compartment and the battery system of the new energy vehicle; the electric drive heat dissipation loop 2 is used for adjusting the temperature of an electric drive system; the engine heat dissipation loop 3 is used for adjusting the temperature of the engine assembly; the semiconductor heat exchanger 4 is disposed between the refrigerant circuit 1, the electric drive heat dissipation circuit 2, and the engine heat dissipation circuit 3 to adjust a heat transfer state between the refrigerant circuit 1, the electric drive heat dissipation circuit 2, and the engine heat dissipation circuit 3 through the semiconductor heat exchanger 4. With such a structure, since the semiconductor heat exchanger 4 is provided between the refrigerant circuit 1, the electric-driving heat-radiating circuit 2, and the engine heat-radiating circuit 3, the semiconductor heat exchanger 4 can adjust the heat transfer state between the refrigerant circuit 1, the electric-driving heat-radiating circuit 2, and the engine heat-radiating circuit 3, so that each circuit can utilize the residual heat of the other circuit or disperse the heat. Therefore, under the working condition in winter, the waste heat of the engine can be utilized through the semiconductor heat exchanger 4; in summer working conditions, the heat of the electrically-driven heat dissipation loop 2 can be dispersed into the engine heat dissipation loop 3 by the semiconductor active heat exchanger 4 to dissipate heat, so that the heat dissipation efficiency is improved. In the pure electric mode, when the passenger compartment needs to be heated, the heat of the electric driving heat dissipation loop 2 can be transferred to the refrigerant loop 1, no additional heating element is needed, and the cost and the arrangement difficulty of the heat management system are reduced.

Further, in this thermal management system of new forms of energy vehicle according to the utility model discloses, referring to fig. 3, semiconductor heat exchanger 4 includes that the first coolant flow through layer 41, the first refrigerant flow through layer 42, the second coolant flow through layer 43, the second refrigerant flow through layer 44, semiconductor layer 45 and the third coolant flow through layer 46 that stack in proper order along the thickness direction of semiconductor heat exchanger 4. The first coolant flow-through layer 41 and the third coolant flow-through layer 46 are both coolant flow-through layers of the electrically driven heat dissipation circuit 2; the second coolant flowing layer 43 is a coolant flowing layer of the engine heat dissipation circuit 3; the first refrigerant flow-through layer 42 and the second refrigerant flow-through layer 44 are flow-through layers of the refrigerant circuit 1.

Further, in the thermal management system according to the utility model discloses an in this new energy vehicle, referring to fig. 4, the one end that first coolant flow through layer 41, second coolant flow through layer 43 and third coolant flow through layer 46 all is provided with the export that the coolant that supplies power to dispel heat circuit 2 flowed out, and the other end all is provided with the import that the coolant that supplies power to dispel heat circuit 2 flowed in. Further, the first refrigerant flow layer 42 and the second refrigerant flow layer 44 are each provided at one end thereof with an inlet through which the refrigerant of the refrigerant circuit 1 flows in, and at the other end thereof with an outlet through which the refrigerant of the refrigerant circuit 1 flows out. That is, the semiconductor heat exchanger 4 can simultaneously connect three media, namely, the refrigerant, the coolant of the electric drive heat dissipation circuit 2, and the coolant of the engine heat dissipation circuit 3. Also, the semiconductor heat exchanger 4 has six ports in total, i.e., outlets 41a, 43a, 46a and inlets 41b, 43b, 46b through which the coolant flows out and inlets 42a, 44a through which the coolant flows in fig. 3 and 4, and outlets 42b, 44b and inlets 42a, 44a through which the coolant flows out. While a semiconductor layer 45 is provided between the second refrigerant flow-through layer 44 and the third coolant flow-through layer 46, which semiconductor layer 45 enhances the heat transfer efficiency between the refrigerant of the refrigerant circuit 1 and the coolant of the electric drive heat dissipation circuit 2. The semiconductor layer 45 is energized, and the magnitude of the current is controlled to adjust the thermal conductivity of the semiconductor layer 45. By adjusting the direction of the current flowing through the semiconductor layer 45, the cold side and the hot side of the semiconductor heat exchanger 4 can be adjusted, so that the semiconductor heat exchanger 4 has both a cooling function and a heating function. When the air conditioning system heats, i.e., the internal condenser 131 heats, the semiconductor heat exchanger 4 is a water-cooled evaporator (chiller); when the air conditioning box assembly is used for refrigerating, the semiconductor heat exchanger 4 is a water-cooled condenser. Therefore, the front-end module does not need to be provided with an air-cooled condenser, and the arrangement space of the front-end module is saved.

Further, according to the utility model discloses an among this new energy vehicle's thermal management system, refer to fig. 2, refrigerant circuit 1 includes battery cooling flow path 11, air conditioner refrigeration flow path 12 and air conditioner heating flow path 13, is equipped with battery direct cooling heat exchanger 111 on the battery cooling flow path 11, is equipped with evaporimeter 121 on the air conditioner refrigeration flow path 12, is equipped with interior condenser 131 on the air conditioner heating flow path 13. The input ends of the battery cooling flow path 11, the air-conditioning cooling flow path 12, and the air-conditioning heating flow path 13 are all communicated with each other, and the output ends of the battery cooling flow path 11 and the air-conditioning cooling flow path 12 are all connected to the side of the interior condenser 131 close to the input end of the air-conditioning heating flow path 13. It is to be understood that the refrigerant circuit 1 integrates the functions of heating and cooling the passenger compartment, and heating and cooling the battery system. The battery direct-cooling heat exchanger 111 can introduce a refrigerant in an air conditioning system for refrigerating a passenger compartment, absorb heat of the coolant in the battery cooling flow path 11 after evaporation, and take away the heat of the coolant through the heat exchange process, so that the effect of cooling the battery system is achieved.

Further, in the thermal management system of the new energy vehicle according to the present invention, referring to fig. 2, the input ends of the battery cooling flow path 11, the air-conditioning cooling flow path 12, and the air-conditioning heating flow path 13 are all communicated with the semiconductor heat exchanger 4; the output end of the air-conditioning heating flow path 13 communicates with the semiconductor heat exchanger 4. Specifically, one end of each of the first refrigerant flow layer 42 and the second refrigerant flow layer 44 communicates with the output end of the air-conditioning heating flow path 13, and the other end communicates with the input end of the battery cooling flow path 11, the air-conditioning cooling flow path 12, and the air-conditioning heating flow path 13. That is, the semiconductor heat exchanger 4 transfers the refrigerant to the battery cooling path 11, the air-conditioning cooling path 12, and the air-conditioning heating path 13 after performing heat exchange, and finally transfers the refrigerant to the semiconductor heat exchanger 4 after passing through the air-conditioning heating path 13.

Further, in the thermal management system of the new energy vehicle according to the present invention, referring to fig. 2, in the refrigerant circuit 1, the battery cooling flow path 11 further includes a first expansion valve 112, and the first expansion valve 112 is disposed between the battery direct cooling heat exchanger 111 and the input end of the battery cooling flow path 11. The air-conditioning cooling flow path 12 further includes a second expansion valve 122 and a check valve 123, the second expansion valve 122 being disposed between the evaporator 121 and the input end of the air-conditioning cooling flow path 12, and the check valve 123 being disposed between the evaporator 121 and the output end of the air-conditioning cooling flow path 12. The air-conditioning heating flow path 13 further includes an on-off valve 132 and a third expansion valve 133, the on-off valve 132 being provided between the interior condenser 131 and the input end of the air-conditioning heating flow path 13, and the third expansion valve 133 being provided between the interior condenser 131 and the output end of the air-conditioning heating flow path 13.

Further, in the thermal management system of the new energy vehicle according to the present invention, referring to fig. 2, the air-conditioning heating flow path 13 further includes a gas-liquid separator 134 and an electric compressor 135. In the flow direction of the refrigerant, the gas-liquid separator 134 and the electric compressor 135 are connected in series between the on-off valve 132 and the internal condenser 131.

Further, in a preferred embodiment according to the present invention, the evaporator 121 and the internal condenser 131 are integrated in the same housing. With such a configuration, the space for arranging the air conditioning system for cooling and heating the passenger compartment can be saved.

Further, in according to the utility model discloses a among this new energy vehicle's thermal management system, refer to fig. 2, electricity drives heat dissipation circuit 2 and includes electricity and drives flow path 21, electricity drives heat dissipation flow path 22, electricity drives heat dissipation bypass 23 and electricity drives flow path switching part 24, it drives the subassembly to be equipped with electricity on the flow path 21 to drive, it is equipped with first radiator 221 to drive to be equipped with on the heat dissipation flow path 22 to drive, electricity drives flow path switching part 24 respectively with electricity and drives flow path 21, electricity drives heat dissipation flow path 22, electricity drives heat dissipation bypass 23 intercommunication, in order to control electricity drive flow path 21 respectively with electricity drive heat dissipation flow path 22 or electricity drive heat dissipation bypass 23 intercommunication in order to form the return circuit. Specifically, the electric drive assembly includes an onboard integrated charging system 211 and a power electronics integration module 212 connected in parallel. The electric drive flow path switching member 24 is a three-way valve. With such a configuration, the electric drive flow path switching member 24 is provided, whereby the electric drive flow path 21 and the electric drive heat dissipation flow path 22 can be controlled to form a circuit. In summer, the electric drive system needs to be cooled, heat can be dissipated rapidly through the first radiator 221, and the heat dissipation efficiency is improved. Also, the electric drive flow path switching member 24 can control the electric drive flow path 21 to communicate with the electric drive heat dissipation bypass 23 to form a circuit. Under the working condition in winter, when the heat of the electric drive system is recovered, the heat does not pass through the first radiator 221, and the heat cannot be dissipated through the first radiator 221, so that the heating efficiency is improved.

Further, in the thermal management system of the new energy vehicle according to the present invention, referring to fig. 2, in the electric driving heat dissipation loop 2, the electric driving flow path further includes an electric driving kettle 213, an electric driving water pump 214, a water-cooled oil cooler 215, and an electric driving oil cooling system 216. Wherein, in the flowing direction of the cooling liquid, the electric-driven water kettle 213 and the electric-driven water pump 214 are connected in sequence and arranged at the upstream of the electric-driven assembly; the water-cooled oil cooler 215 is arranged at the downstream of the electric drive assembly and is communicated with the electric drive flow path switching part 24; the electric drive oil cooling system 216 is connected in parallel at two ends of the water-cooling oil cooler 215.

Further, in the thermal management system of the new energy vehicle according to the present invention, referring to fig. 2, the input end of the electric drive flow path 21 communicates with the semiconductor heat exchanger 4, and the output end communicates with the electric drive flow path switching member 24; the electric drive heat dissipation flow path 22 and the electric drive heat dissipation bypass 23 are both communicated with the electric drive flow path switching member 24 at input ends thereof and with the semiconductor heat exchanger 4 at output ends thereof. Specifically, one end of each of the first coolant flowing layer 41 and the third coolant flowing layer 46 is communicated with the input end of the electric driving flow path 21, and the other end is communicated with the output end of the electric driving heat dissipation flow path 22 and the electric driving heat dissipation bypass 23.

Further, in the thermal management system of the new energy vehicle according to the present invention, referring to fig. 2, the engine heat dissipation circuit 3 includes an engine flow path 31, an engine heat dissipation flow path 32, an exhaust gas circulation flow path 33, an engine heat dissipation main path 34, an engine heat dissipation auxiliary path 35, and an engine flow path switching part 36. An engine assembly is arranged on the engine flow path 31, a second radiator 321 is arranged on the engine heat dissipation flow path 32, and an engine exhaust gas circulation component 331 is arranged on the exhaust gas circulation flow path 33; the engine flow path 31 is respectively communicated with the engine heat dissipation flow path 32, the exhaust gas circulation flow path 33 and the engine heat dissipation auxiliary path 35, and the engine flow path switching component 36 is respectively communicated with the exhaust gas circulation flow path 33, the engine heat dissipation main path 34 and the engine heat dissipation auxiliary path 35 so as to control the exhaust gas circulation flow path 33 to be respectively communicated with the engine heat dissipation main path 34 or the engine heat dissipation auxiliary path 35 to form a flow path. Specifically, the engine assembly includes an engine 311 and an active thermostat 312, the active thermostat 312 being disposed proximate the engine cooling flow path 32 and the exhaust gas recirculation flow path 33. The engine flow path switching member 36 is a three-way valve. With such a configuration, by providing the engine flow path switching member 36, the exhaust gas circulation flow path 33 and the engine heat radiation main path 34 can be controlled to form a circuit. In winter, when the engine 311 has waste heat, the engine heat dissipation main path 34 can be used to exchange the waste heat of the engine 311 to the electric driving heat dissipation loop 2 or the refrigerant loop 1. In summer, when the engine 311 is not operating, the heat of the first radiator 221 may be dissipated into the second radiator 321 to improve the heat dissipation efficiency. Also, the engine flow path switching member 36 can control the exhaust gas circulation flow path 33 to communicate with the engine heat dissipation auxiliary passage 35 to form a circuit. After the engine 311 is started in summer, the engine may dissipate heat via the second radiator 321.

Further, in the thermal management system of the new energy vehicle according to the present invention, referring to fig. 2, the engine heat dissipation circuit 3 further includes a fan 37; the engine flow path 31 further includes an engine circuit water tank 38 and an engine water pump 39. Wherein, in the flowing direction of the cooling liquid, the engine loop water kettle 38 and the engine water pump 39 are connected in sequence and arranged at the upstream of the engine assembly, and the fan 37 is arranged close to the engine assembly. The input end of the engine flow path 31 communicates with the semiconductor heat exchanger 4, and the output end communicates with the input end of the engine heat dissipation flow path 32 and the input end of the exhaust gas circulation flow path 33. The output end of the engine heat dissipation flow path 32 is connected between the engine circuit kettle 38 and the engine water pump 39. The output end of the exhaust gas circulation flow path 33 communicates with the engine flow path switching member 36.

Further, in the thermal management system of the new energy vehicle according to the present invention, referring to fig. 2, an input end of the engine heat dissipation main circuit 34 communicates with the engine flow path switching unit 36, and an output end communicates with the semiconductor heat exchanger 4. The input end of the engine heat dissipation auxiliary path 35 is communicated with the engine flow path switching part 36, and the output end is connected between the engine loop kettle 38 and the engine water pump 39. One end of the second coolant flow-through layer 43 communicates with the input end of the engine flow path 31, and the other end communicates with the output end of the main engine heat dissipation path 34.

Further, in the thermal management system of the new energy vehicle according to the present invention, an operation state of the thermal management system in each mode is described with reference to fig. 5 to 10. The electric drive flow path switching member 24 has a first port a, a second port b, and a third port c, the first port a communicating with the electric drive flow path 21, the second port b communicating with the electric drive heat dissipation bypass 23, and the third port c communicating with the electric drive heat dissipation flow path 22. The engine flow path switching member 36 has a fourth port x that communicates with the engine heat dissipation sub path 35, a fifth port y that communicates with the exhaust gas circulation flow path 33, and a sixth port z that communicates with the engine heat dissipation main path 34.

First, referring to fig. 5, this operation state is a summer condensation operation state, and the engine 311 operates. The cooling requirements of the passenger compartment, the electric drive system, the engine system and the battery system are now: the water temperature of the engine 311 does not exceed a limit value, about 110 ℃; the water temperature of the electric drive system is not more than 65 ℃; the passenger compartment is in a cooling mode. The semiconductor heat exchanger 4 has a function of a water-cooled condenser, and radiates heat from left to right. In this case, the temperature of the water entering the semiconductor heat exchanger 4 is required to be as close to the ambient temperature as possible after the heat is dissipated through the first heat sink 221. The hot side of the semiconductor heat exchanger 4 is in contact with the circuit in which the second heat sink 321 is located, and the cold side is in contact with the refrigerant circuit 1.

In this operating condition, the first port a and the third port c of the electrically-driven flow path switching member 24 are connected, the electrically-driven water pump 214 is operated, the engine 311 is operated, the engine water pump 39 is operated, the fourth port x and the fifth port y of the engine flow path switching member 36 are connected, the on-off valve 132 is closed, the third expansion valve 133 is fully opened, the first expansion valve 112 is opened for throttling, the second expansion valve 122 is opened for throttling, and the semiconductor heat exchanger 4 is not energized.

Secondly, referring to fig. 6, the working state is a summer condensation working state, the engine 311 does not work, the engine heat dissipation circuit 3 can also be used as the electric driving heat dissipation circuit 2, that is, the heat of the refrigerant can also be transferred to the engine heat dissipation circuit 3, and at this time, the semiconductor heat exchanger 4 generally does not need additional heat exchange capacity. The cooling requirements of the passenger compartment, the electric drive system, the engine system and the battery system are now: the engine 311 is not operating, with no cooling demand; the water temperature of the electric drive system is not more than 65 ℃; in the passenger compartment, the semiconductor heat exchanger 4 functions as a water-cooled condenser, and radiates heat to the outside from the left and right. At this time, the temperature of the inlet water of the water-cooled condenser is as close to the ambient temperature as possible after the heat is dissipated through the first heat sink 221. That is, since the engine 311 does not work, the temperature of the inlet water of the semiconductor heat exchanger 4 can be reduced to be close to the ambient temperature by using the second radiator 321 of the engine heat dissipation circuit 3, and the lower the water temperature is, the better the performance of the semiconductor heat exchanger 4 is, and the better the refrigerating performance of the passenger compartment is.

In this operating condition, the first port a and the third port c of the electrically-driven flow path switching member 24 are communicated, the electrically-driven water pump 214 is operated, the engine 311 is not operated, the engine water pump 39 is operated, the fifth port y and the sixth port z of the engine flow path switching member 36 are communicated, the on-off valve 132 is closed, the third expansion valve 133 is fully opened, the first expansion valve 112 is opened for throttling, the second expansion valve 122 is opened for throttling, and the semiconductor heat exchanger 4 is not energized.

Thirdly, referring to fig. 7, the working state is a summer condensation working state, the engine 311 works, the semiconductor heat exchanger 4 serves as a water-cooled condenser, when the load is high, the semiconductor heat exchanger 4 is electrified to work, the cold side of the semiconductor heat exchanger 4 is in contact with the refrigerant loop 1, the hot side of the semiconductor heat exchanger 4 is in contact with the electrically-driven heat dissipation loop 2, and the heat exchange capacity from the refrigerant to the electrically-driven heat dissipation loop 2 is enhanced to ensure the refrigeration performance. The cooling requirements of the passenger compartment, the electric drive system, the engine system and the battery system are now: the engine 311 is not operating, with no cooling demand; the water temperature of the electric drive system is not more than 65 ℃; in the passenger compartment, the main semiconductor heat exchanger 4 functions as a water-cooled condenser, and radiates heat from the left and right. The temperature of the water entering the semiconductor heat exchanger 4 is as close to the ambient temperature as possible after the heat is dissipated by the first heat sink 221. That is, the lower the water temperature is, the better the performance of the semiconductor heat exchanger 4 is, and the better the passenger compartment cooling performance is, by lowering the temperature of the inlet water of the semiconductor heat exchanger 4 to be close to the ambient temperature. The semiconductor heat exchanger 4 can be electrified for refrigeration, so that the working effect of the semiconductor heat exchanger 4 is improved, and the refrigeration effect of the passenger compartment is improved.

In this condition, the first port a and the third port c of the electrically-driven flow path switching member 24 are communicated, the electrically-driven water pump 214 is operated, the engine 311 is operated, the engine water pump 39 is operated, the fourth port x and the fifth port y of the engine flow path switching member 36 are communicated, the switch valve 132 is closed, the third expansion valve 133 is fully opened, the first expansion valve 112 is opened for throttling, the second expansion valve 122 is opened for throttling, the semiconductor heat exchanger 4 is electrically operated, the cold side is in contact with the refrigerant circuit 1, and the hot side is in contact with the electrically-driven heat dissipation circuit 2.

Fourthly, referring to fig. 8, the working state is a winter heat pump heating working condition, the engine does not work, and the engine has no waste heat, the semiconductor heat exchanger 4 has the function of an evaporator, transfers heat from the electrically-driven heat dissipation loop 2 to the refrigerant loop 1, transfers the heat to the passenger compartment for heating through the electric compressor 135, and at the moment, the first radiator 221 can be bypassed through the three-way valve, so that the refrigerant loop 1 absorbs the waste heat of the electrically-driven system. The mode is an electric only mode, the engine 311 does not work, and no refrigeration requirement exists; the cooling requirement of the electric drive system is less than 65 c in a mode where heat from the electric drive system is passed through the semiconductor heat exchanger 4, where it is absorbed as an evaporator and transferred to the passenger compartment. The passenger compartment is the heating demand and the interior cold condenser is exothermic.

In this operating condition, the first port a and the second port b of the electrically-driven flow path switching member 24 are conducted, the electrically-driven water pump 214 is operated, the engine 311 is not operated without residual heat, the engine water pump 39 is not operated, the engine flow path switching member 36 is not operated, the on-off valve 132 is opened, the third expansion valve 133 is throttled in half-open, the first expansion valve 112 is closed, the second expansion valve 122 is closed, and the semiconductor heat exchanger 4 is not energized.

Fifthly, referring to fig. 9, the working state is a winter heat pump heating working condition, the engine does not work, the engine has no waste heat, the semiconductor heat exchanger 4 has the function of an evaporator, when the heat of the electrically-driven heat dissipation loop 2 is insufficient, the semiconductor heat exchanger 4 is electrified to work, the semiconductor heat exchanger 4 realizes that the hot side of the semiconductor heat exchanger 4 is in contact with the refrigerant loop 1 through current reversing, the cold side of the semiconductor heat exchanger 4 is in contact with the electrically-driven heat dissipation loop 2, and the evaporation performance of the semiconductor heat exchanger 4 at the moment is enhanced, so that the heating requirement of the passenger compartment is met. When the heating requirement of the passenger compartment does not meet the requirement, the semiconductor heat exchanger 4 is electrified to work, the hot side is in contact with the refrigerant loop 1, and the cold side is in contact with the electrically-driven heat dissipation loop 2. The evaporation and heat absorption effects of the semiconductor heat exchanger 4 are enhanced so as to meet the heating requirement of the passenger cabin.

In this operating condition, the first port a and the second port b of the electrically-driven flow path switching member 24 are conducted, the electrically-driven water pump 214 is operated, the engine 311 is not operated without waste heat, the engine water pump 39 is not operated, the engine flow path switching member 36 is not operated, the on-off valve 132 is opened, the third expansion valve 133 is throttled in half-open mode, the first expansion valve 112 is closed, the second expansion valve 122 is closed, the semiconductor heat exchanger 4 is electrically operated, the hot side is in contact with the refrigerant circuit 1, and the cold side is in contact with the electrically-driven heat dissipation circuit 2.

Sixthly, referring to fig. 10, the working state is a winter heat pump heating working state, the engine works, the engine has residual heat, and the semiconductor heat exchanger 4 has the function of an evaporator. When the engine 311 is operated, the refrigerant circuit 1 mainly absorbs heat from the engine heat dissipation circuit 3, and then transfers the heat to the passenger compartment via the electric compressor 135 or the like. When the engine 311 works, the water temperature requirement is less than 110 ℃, in the mode, the waste heat of the engine 311 is transferred into the semiconductor heat exchanger 4, at the moment, the semiconductor heat exchanger 4 is used as an evaporator to absorb heat, and then the heat is released through the internal condenser 131 to meet the heating requirement of the passenger compartment.

In this condition, the first port a and the second port b of the electrically-driven flow path switching member 24 are communicated, the electrically-driven water pump 214 is operated, the engine 311 is operated or has residual heat, the engine water pump 39 is operated, the fifth port y and the sixth port z of the engine flow path switching member 36 are communicated, the switch valve 132 is opened, the third expansion valve 133 is throttled in half, the first expansion valve 112 is closed, the second expansion valve 122 is closed, the semiconductor heat exchanger 4 is electrically operated, the hot side is in contact with the refrigerant circuit 1, and the cold side is in contact with the electrically-driven heat dissipation circuit 2.

While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a more detailed description of the invention, and the specific embodiments thereof are not to be considered as limiting. Various changes in form and detail, including simple deductions or substitutions, may be made by those skilled in the art without departing from the spirit and scope of the invention.

Claims (10)

1. A thermal management system of a new energy vehicle, characterized in that the new energy vehicle has an engine assembly, an electric drive system and a battery system; and is provided with

The thermal management system comprises:

a refrigerant circuit for regulating temperatures of a passenger compartment of the new energy vehicle and the battery system;

an electric drive heat dissipation loop for regulating a temperature of the electric drive system;

an engine heat rejection circuit for regulating a temperature of the engine assembly; and is

The thermal management system further includes a semiconductor heat exchanger disposed between the refrigerant circuit, the electric drive heat rejection circuit, and the engine heat rejection circuit to regulate a state of heat transfer between the refrigerant circuit, the electric drive heat rejection circuit, and the engine heat rejection circuit through the semiconductor heat exchanger.

2. The thermal management system of the new energy vehicle according to claim 1, wherein the semiconductor heat exchanger includes a first coolant flow-through layer, a first refrigerant flow-through layer, a second coolant flow-through layer, a second refrigerant flow-through layer, a semiconductor layer, and a third coolant flow-through layer, which are stacked in this order in a thickness direction of the semiconductor heat exchanger; wherein

The first cooling liquid flowing layer and the third cooling liquid flowing layer are both the flowing layers of the cooling liquid of the electric driving heat dissipation loop;

the second coolant flowing layer is a flowing layer of the coolant of the engine heat dissipation loop;

the first refrigerant flow-through layer and the second refrigerant flow-through layer are refrigerant flow-through layers of the refrigerant circuit.

3. The thermal management system of the new energy vehicle according to claim 2, characterized in that the first coolant flow-through layer, the second coolant flow-through layer, and the third coolant flow-through layer are each provided at one end with an outlet through which the coolant of the electric drive heat dissipation circuit flows out, and at the other end with an inlet through which the coolant of the electric drive heat dissipation circuit flows in;

one end of each of the first refrigerant flowing layer and the second refrigerant flowing layer is provided with an inlet through which refrigerant of the refrigerant circuit flows in, and the other end of each of the first refrigerant flowing layer and the second refrigerant flowing layer is provided with an outlet through which refrigerant of the refrigerant circuit flows out.

4. The thermal management system of the new energy vehicle according to claim 3, wherein the refrigerant circuit comprises a battery cooling flow path, an air-conditioning cooling flow path and an air-conditioning heating flow path, the battery cooling flow path is provided with a battery direct cooling heat exchanger, the air-conditioning cooling flow path is provided with an evaporator, and the air-conditioning heating flow path is provided with an in-vehicle condenser; the input ends of the battery cooling flow path, the air-conditioning cooling flow path and the air-conditioning heating flow path are communicated with each other, and the output ends of the battery cooling flow path and the air-conditioning cooling flow path are connected to one side of the internal condenser close to the input end of the air-conditioning heating flow path; and is

One ends of the first refrigerant flowing layer and the second refrigerant flowing layer are communicated with the output end of the air-conditioning heating flow path, and the other ends of the first refrigerant flowing layer and the second refrigerant flowing layer are communicated with the input ends of the battery cooling flow path, the air-conditioning cooling flow path and the air-conditioning heating flow path.

5. The thermal management system of the new energy vehicle of claim 4, wherein in the refrigerant circuit, the battery cooling flow path further comprises a first expansion valve disposed between the battery direct cooling heat exchanger and an input of the battery cooling flow path;

the air-conditioning refrigeration flow path also comprises a second expansion valve and a one-way valve, the second expansion valve is arranged between the evaporator and the input end of the air-conditioning refrigeration flow path, and the one-way valve is arranged between the evaporator and the output end of the air-conditioning refrigeration flow path;

the air-conditioning heating flow path also comprises a switch valve and a third expansion valve, the switch valve is arranged between the internal condenser and the input end of the air-conditioning heating flow path, and the third expansion valve is arranged between the internal condenser and the output end of the air-conditioning heating flow path; and is

The input ends of the battery cooling flow path, the air-conditioning cooling flow path and the air-conditioning heating flow path are communicated with the semiconductor heat exchanger;

and the output end of the air-conditioning heating flow path is communicated with the semiconductor heat exchanger.

6. The thermal management system of the new energy vehicle according to claim 5, wherein the air-conditioning heating flow path further includes a gas-liquid separator and an electric compressor; wherein

In the flowing direction of the refrigerant, the gas-liquid separator and the electric compressor are sequentially connected between the switch valve and the internal condenser; and is

The evaporator and the internal condenser are integrated in the same shell.

7. The thermal management system of the new energy vehicle as claimed in claim 3, wherein the electric drive heat dissipation loop includes an electric drive path, an electric drive heat dissipation bypass, and an electric drive path switching component, the electric drive path is provided with an electric drive assembly, the electric drive heat dissipation path is provided with a first heat sink, the electric drive path switching component is respectively communicated with the electric drive path, the electric drive heat dissipation path, and the electric drive heat dissipation bypass to control the electric drive path to be respectively communicated with the electric drive heat dissipation path or the electric drive heat dissipation bypass to form a loop; and is

In the electric-drive heat dissipation loop, the electric-drive flow path further comprises an electric-drive kettle, an electric-drive water pump, a water-cooling oil cooler and an electric-drive oil cooling system; wherein

In the flowing direction of the cooling liquid, the electric-driving water kettle and the electric-driving water pump are sequentially connected and arranged at the upstream of the electric-driving assembly;

the water-cooled oil cooler is arranged at the downstream of the electric driving assembly and is communicated with the electric driving flow path switching component;

the electric driving oil cooling system is connected in parallel to two ends of the water-cooling oil cooler;

the input end of the electric driving flow path is communicated with the semiconductor heat exchanger, and the output end of the electric driving flow path is communicated with the electric driving flow path switching component;

the input end of the electric driving heat dissipation flow path and the input end of the electric driving heat dissipation bypass are communicated with the electric driving flow path switching component, and the output ends of the electric driving heat dissipation flow path and the electric driving heat dissipation bypass are communicated with the semiconductor heat exchanger.

8. The new energy vehicle thermal management system according to claim 7, characterized in that the one ends of the first coolant flow-through layer and the third coolant flow-through layer are both in communication with an input end of the electric drive flow path, and the other ends are both in communication with the electric drive heat dissipation flow path and an output end of the electric drive heat dissipation bypass; and is

The electric drive assembly comprises a vehicle-mounted integrated charging system and a power electronic integrated module which are connected in parallel;

the electrically-driven flow path switching component is a three-way valve.

9. The thermal management system of the new energy vehicle according to any one of claims 3 to 8, wherein the engine heat dissipation loop comprises an engine flow path, an engine heat dissipation flow path, an exhaust gas circulation flow path, an engine heat dissipation main path, an engine heat dissipation auxiliary path and an engine flow path switching component, the engine flow path is provided with the engine assembly, the engine heat dissipation flow path is provided with a second radiator, and the exhaust gas circulation flow path is provided with an engine exhaust gas circulation component; the engine flow path is respectively communicated with the engine heat dissipation flow path, the exhaust gas circulation flow path and the engine heat dissipation auxiliary path, and the engine flow path switching component is respectively communicated with the exhaust gas circulation flow path, the engine heat dissipation main path and the engine heat dissipation auxiliary path so as to control the exhaust gas circulation flow path to be respectively communicated with the engine heat dissipation main path or the engine heat dissipation auxiliary path to form a flow path; and is provided with

The engine heat dissipation loop further comprises a fan;

the engine flow path also comprises an engine loop kettle and an engine water pump; wherein

In the flowing direction of the cooling liquid, the engine loop kettle and the engine water pump are sequentially connected and arranged at the upstream of the engine assembly, and the fan is arranged close to the engine assembly; and is provided with

The input end of the engine flow path is communicated with the semiconductor heat exchanger, and the output end of the engine flow path is respectively communicated with the input end of the engine heat dissipation flow path and the input end of the exhaust gas circulation flow path;

the output end of the engine heat dissipation flow path is connected between the engine loop kettle and the engine water pump;

the output end of the exhaust gas circulation flow path is communicated with the engine flow path switching component;

the input end of the engine heat dissipation main path is communicated with the engine flow path switching component, and the output end of the engine heat dissipation main path is communicated with the semiconductor heat exchanger;

the input end of the engine heat dissipation auxiliary path is communicated with the engine flow path switching part, and the output end of the engine heat dissipation auxiliary path is connected between the engine loop kettle and the engine water pump.

10. The thermal management system of the new energy vehicle according to claim 9, characterized in that the one end of the second coolant flow-through layer communicates with an input end of the engine flow path, and the other end communicates with an output end of the main engine heat dissipation path; and is

The engine assembly includes the engine and an active thermostat disposed proximate the engine heat rejection flow path and the exhaust gas recirculation flow path;

the engine flow path switching member is a three-way valve.

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