CN221642242U

CN221642242U - New energy vehicle and thermal management system thereof

Info

Publication number: CN221642242U
Application number: CN202323007904.0U
Authority: CN
Inventors: 童荣辉; 牛凤仙; 刘飞; 李�杰; 潘乐燕
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2023-11-07
Filing date: 2023-11-07
Publication date: 2024-09-03
Anticipated expiration: 2033-11-07

Abstract

The utility model provides a thermal management system of a new energy vehicle and the new energy vehicle, wherein the system comprises a battery thermal management loop, an electric drive thermal management loop and a multi-way valve group. The multi-way valve group is arranged between the battery thermal management loop and the electric drive thermal management loop, and an outlet of a battery cooling flow path, an inlet of a battery water pump, an outlet of an expansion kettle and an inlet of the electric drive water pump are respectively communicated with corresponding valve ports of the multi-way valve group; the pipeline between the outlet of the battery cooler and the inlet of the battery pack cooling flow path is communicated with the corresponding valve port of the multi-way valve group through a battery bypass pipeline, and the pipeline between the outlet of the electric drive assembly cooling flow path and the inlet of the low-temperature radiator is communicated with the corresponding valve port of the multi-way valve group through an electric drive bypass pipeline. According to the scheme, heat between the battery thermal management loop and the electric drive thermal management loop is exchanged through the multi-way valve group, so that the heat generated by the electric drive assembly is effectively utilized, the power consumption of the battery side heater is reduced, and the energy waste of the electric drive assembly is avoided.

Description

New energy vehicle and thermal management system thereof

Technical Field

The utility model relates to the technical field of vehicle thermal management, in particular to a thermal management system of a new energy vehicle and the new energy vehicle.

Background

In recent years, with the gradual popularization of new energy vehicles, various performances of the new energy vehicles are obviously improved. The heat management system of the new energy vehicle is a system for managing the heat of the new energy vehicle, and the operation of the heat management system also has great influence on the endurance mileage of the new energy vehicle. In order to enable the new energy vehicle to have longer and longer endurance mileage, the requirements on a thermal management system of the new energy vehicle are also higher and higher.

The traditional new energy vehicle is used for independently performing heat management on the power battery and the electric drive system. Due to the specificity of the power battery, the power battery cannot normally output electric energy or is limited in output electric energy under the cold condition in winter due to the influence of climate change. A heating device is required to heat the heat transmitted by the power battery so that the power battery can reach the normal working condition temperature. The new energy vehicle generally uses the PTC heater to provide heat for the battery, but the PTC is used as a high-power-consumption part of the whole vehicle, and has great influence on economy and electric quantity consumption. And the heat generated by the electric drive system in the working process can be transmitted to the external environment through the low-temperature radiator, so that the heat generated by the electric drive system can not be effectively utilized, and the energy waste is large.

Therefore, the existing new energy vehicle has the problems of high energy consumption and high energy waste of power batteries and electric drive systems.

Disclosure of utility model

The utility model aims to solve the problems of high energy consumption and high energy waste of power batteries and electric drive systems in the prior art of new energy vehicles.

To solve the above problems, an embodiment of the present utility model discloses a thermal management system of a new energy vehicle, comprising: a battery thermal management circuit including a battery pack cooling flow path, a battery water pump, and a battery cooler connected in series; an electric drive thermal management circuit comprising an electric drive assembly cooling flow path, a low temperature radiator, an expansion kettle and an electric drive water pump connected in series; the multi-way valve group is arranged between the battery thermal management loop and the electric drive thermal management loop and comprises a plurality of valve ports, wherein an outlet of a battery cooling flow path, an inlet of a battery water pump, an outlet of an expansion kettle and an inlet of an electric drive water pump are respectively communicated with the corresponding valve ports of the multi-way valve group; and, the pipeline between the outlet of the battery cooler and the inlet of the battery pack cooling flow path is communicated with the corresponding valve port of the multi-way valve group through a battery bypass pipeline, and the pipeline between the outlet of the electric drive assembly cooling flow path and the inlet of the low-temperature radiator is communicated with the corresponding valve port of the multi-way valve group through an electric drive bypass pipeline.

By adopting the scheme, the multi-way valve group can exchange heat between the battery thermal management loop and the electric drive thermal management loop, so that the heat generated by the electric drive assembly can be effectively utilized, the power consumption of the battery side heater is reduced, and the energy waste of the electric drive assembly is avoided. And when the low-temperature radiator is bypassed out of the cooling liquid flow path of the electric drive thermal management loop, as the expansion kettle is not connected into the cooling liquid flow path in series, the liquid flow in the cooling liquid flow path is not too large, the heating speed is higher, and the electric drive water pump is connected into the cooling liquid flow path in series, so that the flow speed and the pressure of the liquid in the loop can be improved, the heating speed is further improved, and the electric drive assembly can be enabled to enter a better working state rapidly.

According to another embodiment of the present utility model, the thermal management system for a new energy vehicle disclosed in the embodiment of the present utility model, the multi-way valve group includes two five-way valves; wherein, the first valve port of one five-way valve is communicated with the inlet of the battery water pump, the second valve port is communicated with the outlet of the battery cooler and the pipeline between the inlets of the battery pack cooling flow path through the battery bypass pipeline, the third valve port is communicated with the outlet of the battery pack cooling flow path, and the fourth valve port and the fifth valve port are all motorized valve ports; the first valve port and the second valve port of the other five-way valve are motorized valve ports, the third valve port is communicated with an inlet of the electric drive water pump, the fourth valve port is communicated with an outlet of a cooling flow path of the electric drive assembly and a pipeline between inlets of the low-temperature radiator through an electric drive bypass pipeline, and the fifth valve port is communicated with an outlet of the expansion kettle.

By adopting the scheme, the multi-way valve group is set to be two five-way valves, compared with a three-way valve or a four-way valve, the five-way valve has higher integration level and more channels, and the communication mode between the battery thermal management loop and the electric drive thermal management loop can be switched by only two five-way valves, so that the integration level is improved, the arrangement difficulty is reduced, and the overall volume of the thermal management system is reduced. And the symmetry of the two five-way valves is relatively good, which is beneficial to system arrangement.

According to another embodiment of the utility model, the heat management system of the new energy vehicle disclosed by the embodiment of the utility model comprises a multi-way valve group, a first valve and a second valve, wherein the multi-way valve group comprises three four-way valves; wherein, the first valve port of one four-way valve is communicated with the inlet of the battery water pump, the second valve port is communicated with the outlet of the battery cooler and the pipeline between the inlets of the battery pack cooling flow path through the battery bypass pipeline, and the third valve port and the fourth valve port are all motorized valve ports; the first valve port of the second four-way valve is communicated with the outlet of the battery pack cooling flow path, the second valve port is communicated with the inlet of the electric drive water pump, and the third valve port and the fourth valve port are all motorized valve ports; the first valve port of the third four-way valve is communicated with the outlet of the cooling flow path of the electric drive assembly and the inlet of the low-temperature radiator through an electric drive bypass pipeline, the second valve port is communicated with the outlet of the expansion kettle, and the third valve port and the fourth valve port are all motorized valve ports.

By adopting the scheme, the multi-way valve group is set to be three four-way valves, compared with five-way valves, the cost of the four-way valves is lower, and the number of the four-way valves is more than that of the channels of the three-way valves, so that the communication modes between the battery thermal management loop and the electric drive thermal management loop can be switched without excessive four-way valves, the cost of the thermal management system is reduced, and larger space can not be occupied.

According to another embodiment of the present utility model, the thermal management system for a new energy vehicle disclosed in the embodiment of the present utility model, the multi-way valve set includes one six-way valve; the six valve ports of the six-way valve are respectively communicated with a pipeline among an inlet of the battery water pump, an outlet of the battery cooler and an inlet of the battery pack cooling flow path, an outlet of the battery pack cooling flow path, an inlet of the electric drive water pump, a pipeline among an outlet of the electric drive assembly cooling flow path and an inlet of the low-temperature radiator, and an outlet of the expansion kettle.

By adopting the scheme, the multi-way valve group is set to be a six-way valve, the integration level of the six-way valve is higher, and the occupied space of the thermal management system can be effectively reduced. And compared with a four-way valve or a three-way valve, the valve ports of the six-way valve are all connected with corresponding flow paths, and the valve are interconnected without additional ports, so that the structure is simpler, and the arrangement difficulty is lower.

According to another specific embodiment of the utility model, the heat management system of the new energy vehicle disclosed by the embodiment of the utility model is characterized in that a battery side heater is arranged between the battery water pump and the battery cooler; the outlet of the battery cooler is also provided with a cooler water outlet temperature sensor; and an electric drive water temperature sensor is also arranged at the outlet of the cooling flow path of the electric drive assembly.

By adopting the scheme, the working states of corresponding components in the thermal management system can be controlled according to the data measured by the sensor through the arrangement of the sensor, and the control precision of the system is improved.

According to another embodiment of the present utility model, the thermal management system for a new energy vehicle disclosed in the embodiment of the present utility model further includes a passenger compartment thermal management loop, the passenger compartment thermal management loop being in communication with the battery thermal management loop via a battery cooler; the passenger cabin heat management loop also comprises an outdoor heat exchanger, an evaporator, a condenser, a gas-liquid separator, a compressor and a switching valve group; and an outdoor heat exchange flow path, the outdoor heat exchanger being provided in the outdoor heat exchange flow path; an evaporation flow path, the evaporator being provided in the evaporation flow path; a compression flow path, wherein the gas-liquid separator and the compressor are arranged in series in the compression flow path, and an inlet of the compression flow path is communicated with an outlet of the evaporation flow path; the condenser is arranged in the condensation flow path, the inlet of the condensation flow path is communicated with the outlet of the compression flow path, and the outlet of the condensation flow path is communicated with the inlet of the outdoor heat exchange flow path; a heating flow path, an inlet of which is communicated with an outlet of the outdoor heat exchange flow path, and an outlet of which is communicated with an inlet of the compression flow path; a first battery cooling flow path, an outlet of the first battery cooling flow path communicating with an inlet of the battery cooler; a second battery cooling flow path, an inlet of the second battery cooling flow path being in communication with an outlet of the battery cooler, an outlet being in communication with an inlet of the compression flow path; a dehumidification flow path, an inlet of which is communicated with an outlet of the condensation flow path, and an outlet of which is communicated with an inlet of the first battery cooling flow path; an outer exchange outlet flow path, an inlet of which is communicated with an outlet of the outdoor heat exchange flow path; a first refrigerant flow path, one end of which is communicated with the outlet of the outer change-out outlet flow path, and the other end of which is communicated with the outlet of the dehumidification flow path; and the inlet of the second refrigerant flow path is communicated with the outlet of the external exchange outlet flow path, and the outlet is communicated with the inlet of the evaporation flow path.

By adopting the scheme, the passenger cabin heat management loop is connected with the battery heat management loop through the battery cooler, so that the waste heat of the battery pack and the electric drive assembly is utilized when the passenger cabin heats, and the heat generated by the battery pack can be quickly transferred to the external environment through the outdoor heat exchanger. Thereby improving the utilization rate of energy and the heat dissipation efficiency of the battery pack.

According to another embodiment of the present utility model, a thermal management system for a new energy vehicle disclosed in the embodiment of the present utility model, a switching valve group includes: the check valve is arranged on the external exchange outlet flow path, the inlet of the check valve is communicated with the outlet of the external heat exchange flow path, and the outlet of the check valve is communicated with the inlet of the first refrigerant flow path and the inlet of the second refrigerant flow path; a dehumidifying solenoid valve disposed in the dehumidifying flow path; the heating electromagnetic valve is arranged in the heating flow path; the evaporation electronic expansion valve is arranged at a position close to the inlet of the evaporator in the second refrigerant flow path; the cooling electronic expansion valve is arranged at a position close to the inlet of the battery cooler in the first battery cooling flow path; the heat exchange electronic expansion valve is arranged at the position of the outdoor heat exchange flow path, which is close to the inlet of the outdoor heat exchanger.

By adopting the scheme, the heat management system can realize the functions of heating, refrigerating, heat exchange with a battery heat management loop and the like by utilizing the limited pipeline through the arrangement of the switching valve group, the communication mode among all the flow paths can be changed through the arrangement of the switching valve group, and the heat management component capable of reversing during heating and refrigerating is not required to be arranged, so that the arrangement cost and difficulty of the system are reduced, and the integration level of the system is improved.

According to another specific embodiment of the utility model, the heat management system of the new energy vehicle disclosed by the embodiment of the utility model is characterized in that a heat exchanger water outlet temperature sensor is further arranged at the outlet of the outdoor heat exchanger; the outlet of the condenser is also provided with a condensed water outlet temperature sensor and a condensed water outlet pressure sensor; a condensing water inlet temperature sensor is also arranged at the inlet of the condenser; the outlet of the gas-liquid separator is communicated with the inlet of the compressor, and a compressed water inlet temperature pressure sensor is also arranged at the inlet of the compressor; the evaporation flow path is also provided with a low-pressure side filling valve; the condensing flow path is also provided with a high-pressure side filling valve and a filtering valve.

By adopting the scheme, the working states of corresponding components in the thermal management system can be controlled according to the data measured by the sensor through the arrangement of the sensor, and the control precision of the system is improved. Through the setting of filling valve, can in time supply the coolant liquid, prevent because of the moisture in the coolant liquid is evaporated and diminish to influence the normal operating of system. Through the setting of filter valve, can filter the impurity in the coolant liquid for can not contain too much impurity and influence battery cooler and outdoor heat exchanger's normal operating in the coolant liquid that flows through battery cooler and outdoor heat exchanger.

According to another specific embodiment of the utility model, the heat management system of the new energy vehicle disclosed by the embodiment of the utility model is characterized in that the evaporator and the condenser are arranged in an air conditioning box body of the vehicle; and a passenger cabin side heater is also arranged in the air conditioning box body.

By adopting the scheme, the evaporator and the condenser are arranged in the air conditioning box body of the vehicle, so that the integration level of the thermal management system is improved. And by arranging the passenger cabin heater, the passenger cabin can generate heat rapidly when the heating requirement of the passenger cabin is high.

Embodiments of the present utility model disclose a new energy vehicle comprising a thermal management system of a new energy vehicle as described in any of the embodiments above.

The beneficial effects of the utility model are as follows:

According to the thermal management system of the new energy vehicle, provided by the utility model, the multi-way valve group is arranged in the battery thermal management loop and the electric drive thermal management loop, so that heat between the battery thermal management loop and the electric drive thermal management loop can be exchanged, the effective utilization of heat generated by the electric drive assembly is realized, the power consumption of a battery side heater is reduced, and the energy waste of the electric drive assembly is avoided. And when the low-temperature radiator is bypassed out of the cooling liquid flow path of the electric drive thermal management loop, as the expansion kettle is not connected into the cooling liquid flow path in series, the liquid flow in the cooling liquid flow path is not too large, the heating speed is higher, and the electric drive water pump is connected into the cooling liquid flow path in series, so that the flow speed and the pressure of the liquid in the loop can be improved, the heating speed is further improved, and the electric drive assembly can be enabled to enter a better working state rapidly.

The new energy vehicle provided by the utility model has the advantages that the heat management system is provided, so that the effective utilization of the heat generated by the electric drive assembly is realized, the power consumption of the battery side heater is reduced, the energy waste of the electric drive assembly is avoided, the energy consumption required by the heating and refrigerating of the whole vehicle is reduced, and the driving range of the new energy vehicle is improved.

Drawings

FIG. 1 is a schematic diagram of a battery thermal management loop and an electric drive thermal management loop of a thermal management system for a new energy vehicle according to an embodiment of the present utility model;

FIG. 2 is another schematic diagram of a battery thermal management loop and an electric drive thermal management loop of a thermal management system for a new energy vehicle according to an embodiment of the present utility model;

FIG. 3 is another schematic diagram of a battery thermal management loop and an electric drive thermal management loop of a thermal management system for a new energy vehicle according to an embodiment of the present utility model;

FIG. 4 is another schematic diagram of a battery thermal management loop and an electric drive thermal management loop of a thermal management system for a new energy vehicle according to an embodiment of the present utility model;

Fig. 5 is a schematic structural diagram of a battery thermal management loop, an electric drive thermal management loop, and a passenger cabin thermal management loop of a thermal management system for a new energy vehicle according to an embodiment of the present utility model.

Reference numerals illustrate:

1. A battery thermal management loop; 11. a battery pack cooling flow path; 12. a battery water pump; 13. a battery cooler; 14. a battery side heater; 15. a cooler outlet water temperature sensor; 2. an electric drive thermal management loop; 21. cooling flow path of electric drive assembly; 22. a low temperature heat sink; 23. an expansion kettle; 24. an electric drive water pump; 25. an electrically driven water temperature sensor; 3. a multi-way valve group; 31. a first five-way valve; 32. a second five-way valve; 33. a first four-way valve; 34. a second four-way valve; 35. a third four-way valve; 36. a six-way valve; 4. a passenger cabin thermal management loop; 41. an outdoor heat exchanger; 42. an evaporator; 43. a condenser; 44. a gas-liquid separator; 45. a compressor; 51. a one-way valve; 52. a dehumidifying solenoid valve; 53. heating the electromagnetic valve; 54. evaporating the electronic expansion valve; 55. cooling the electronic expansion valve; 56. a heat exchange electronic expansion valve; 61. a heat exchanger outlet water temperature sensor; 62. a condensed water temperature sensor; 63. condensing out a water pressure sensor; 64. a condensed water inlet temperature sensor; 65. a compressed water inlet temperature and pressure sensor; 66. a filter valve; 70. an outdoor heat exchange flow path; 71. an evaporation flow path; 72. a compression flow path; 73. a condensing flow path; 74. a heating flow path; 75. a first battery cooling flow path; 76. a second battery cooling flow path; 77. a dehumidifying flow path; 78. an outer change outlet flow path; 79. a first refrigerant flow path; 80. and a second refrigerant flow path.

Detailed Description

Example 1:

In order to solve the problems that a new energy vehicle has high power battery and electric drive system heat management energy consumption and high energy waste in the prior art, the embodiment provides a new energy vehicle heat management system. Referring to fig. 1, a battery thermal management circuit 1, an electrically driven thermal management circuit 2, and a multi-way valve train 3 are included. Wherein, the battery thermal management loop 1 is used for performing thermal management on the battery pack. The electric drive thermal management loop 2 is used for thermally managing the electric drive assembly. The multi-way valve group 3 is used for heat exchange between the battery thermal management circuit 1 and the electric drive thermal management circuit 2.

Specifically, the battery thermal management circuit 1 includes a battery pack cooling flow path 11, a battery water pump 12, and a battery cooler 13 connected in series. Wherein the battery pack is disposed in the battery pack cooling flow path 11. In the flow direction of the coolant, the battery pack cooling flow path 11, the battery water pump 12, and the battery cooler 13 are sequentially connected. The electric drive thermal management circuit 2 includes an electric drive assembly cooling flow path 21, a low temperature radiator 22, an expansion kettle 23, and an electric drive water pump 24 connected in series. Wherein the electric drive assembly is disposed in the electric drive assembly cooling flow path 21. In the flowing direction of the cooling liquid, the cooling flow path 21 of the electric drive assembly, the low-temperature radiator 22, the expansion kettle 23 and the electric drive water pump 24 are communicated in sequence.

The multi-way valve group 3 is disposed between the battery thermal management circuit 1 and the electric drive thermal management circuit 2, and includes a plurality of valve ports, wherein an outlet of the battery cooling flow path 11, an inlet of the battery water pump 12, an outlet of the expansion kettle 23, and an inlet of the electric drive water pump 24 are respectively communicated with the corresponding valve ports of the multi-way valve group 3. And, the line between the outlet of the battery cooler 13 and the inlet of the battery pack cooling flow path 11 communicates with the corresponding valve port of the multi-way valve group 3 via a battery bypass line, and the line between the outlet of the electric drive assembly cooling flow path 21 and the inlet of the low temperature radiator 22 communicates with the corresponding valve port of the multi-way valve group 3 via an electric drive bypass line. The outlet of the battery pack cooling flow path 11, the inlet of the battery water pump 12, the outlet of the expansion kettle 23, the inlet of the electric drive water pump 24, one end of the battery bypass line, and one end of the electric drive bypass line are respectively communicated with different valve ports of the multi-way valve group 3.

With such a structure, the multi-way valve group 3 is arranged between the battery thermal management loop 1 and the electric drive thermal management loop 2, so that the multi-way valve group 3 can exchange heat between the battery thermal management loop 1 and the electric drive thermal management loop 2, thereby realizing effective utilization of heat generation of the electric drive assembly, reducing power consumption of the battery side heater 14 and avoiding energy waste of the electric drive assembly. Specifically, during winter cold conditions, the heat generated by the electric drive assembly may be used to heat the battery pack, reducing the power consumption of components used to heat the battery (e.g., battery-side heater 14), while reducing the energy waste of the electric drive system. When the electric drive assembly needs to store heat, the multi-way valve group 3 is utilized to connect the electric drive water pump 24 and the electric drive assembly cooling flow path 21 in series to form a loop, and simultaneously bypass the low-temperature radiator 22 out of the cooling liquid flow path of the electric drive thermal management loop 2, so that the heat storage efficiency of the electric drive assembly can be improved; in this state, the expansion kettle 23 is not connected in series with the cooling liquid circuit, the liquid flow in the cooling liquid flow path is not too large, the heating speed is higher, and the electric drive water pump 24 is connected in series with the cooling liquid circuit, so that the flow speed and the pressure of the liquid in the circuit can be increased, the heating speed is further increased, and the electric drive assembly can be quickly brought into a preferred working state. When the heating requirement of the passenger cabin is large, the multi-way valve group 3 can be utilized to bypass the low-temperature radiator 22 out of the cooling liquid flow path of the electric drive thermal management circuit 2 and bypass the battery pack cooling flow path 11 out of the cooling liquid flow path of the battery thermal management circuit 1, so that the heat generated by the electric drive assembly and the battery side heater 14 is utilized to heat the passenger cabin, and the heat generated by the electric drive assembly and the effective utilization of the battery side heater 14 are realized.

Further, in the first implementation of the multi-way valve group 3 of the present embodiment, referring to fig. 2, the multi-way valve group 3 includes two five-way valves; namely a first five-way valve 31 and a second five-way valve 32. Wherein, the first valve port a of the first five-way valve 31 is communicated with the inlet of the battery water pump 12, the second valve port b is communicated with the outlet of the battery cooler 13 and the inlet of the battery pack cooling flow path 11 through a battery bypass pipeline, the third valve port c is communicated with the outlet of the battery pack cooling flow path 11, and the fourth valve port d and the fifth valve port e are all motorized valve ports. The motorized valve port refers to a valve port which is not communicated with a designated component, and can be connected with other motorized valve ports to form a passage when the subsequent mode is switched. The first valve port i and the second valve port j of the second five-way valve 32 are motorized valve ports, the third valve port f is communicated with the inlet of the electric drive water pump 24, the fourth valve port g is communicated with the outlet of the electric drive assembly cooling flow path 21 and the inlet of the low-temperature radiator 22 through an electric drive bypass pipeline, and the fifth valve port h is communicated with the outlet of the expansion kettle 23. With the structure, the multi-way valve group 3 is set to be two five-way valves, compared with a three-way valve or a four-way valve, the five-way valve has higher integration level and more channels, and the communication modes between the battery thermal management loop 1 and the electric drive thermal management loop 2 can be switched only by the two five-way valves, so that the integration level is improved, the arrangement difficulty is reduced, and the overall volume of the thermal management system is reduced.

Further, in the second implementation of the multi-way valve group 3 of the present embodiment, referring to fig. 3, the multi-way valve group 3 includes three four-way valves, that is, a first four-way valve 33, a second four-way valve 34, and a third four-way valve 35; wherein, the first valve port k of the first four-way valve 33 is communicated with the inlet of the battery water pump 12, the second valve port l is communicated with the outlet of the battery cooler 13 and the inlet of the battery pack cooling flow path 11 through a battery bypass pipeline, and the third valve port m and the fourth valve port n are all motorized valve ports; the first valve port q of the second four-way valve 34 is communicated with the outlet of the battery pack cooling flow path 11, the second valve port o is communicated with the inlet of the electric drive water pump 24, and the third valve port r and the fourth valve port p are all motorized valve ports; the first valve port t of the third four-way valve 35 is communicated with the outlet of the cooling flow path 21 of the electric drive assembly and the inlet of the low-temperature radiator 22 through an electric drive bypass pipeline, the second valve port s is communicated with the outlet of the expansion kettle 23, and the third valve port a and the fourth valve port b are all motorized valve ports.

With such a structure, the multi-way valve group 3 is provided with three four-way valves, compared with five-way valves, the four-way valves have lower cost, and more channels than the three-way valves, and the communication modes between the battery thermal management loop 1 and the electric drive thermal management loop 2 can be switched without excessive four-way valves, so that the cost of the thermal management system is reduced, and larger space is not occupied.

Further, in a third implementation of the multi-way valve group 3 of the present embodiment, referring to fig. 4, the multi-way valve group 3 includes one six-way valve 36. Wherein the six ports of the six-way valve 36 are respectively communicated with the inlet of the battery water pump 12, the outlet of the battery cooler 13 and the pipeline between the inlets of the battery pack cooling flow path 11, the outlet of the battery pack cooling flow path 11, the inlet of the electric drive water pump 24, the pipeline between the outlet of the electric drive assembly cooling flow path 21 and the inlet of the low-temperature radiator 22, and the outlet of the expansion kettle 23. With such a structure, the multi-way valve group 3 is provided as one six-way valve 36, and the integration level of the six-way valve 36 is higher, so that the occupation space of the thermal management system can be effectively reduced. And, compare in cross valve or three-way valve, the valve port of six-way valve 36 is all connected with corresponding flow path, does not need to have extra port to realize the interconnection of valve and valve, and the structure is simpler, and the degree of difficulty of arranging is also lower.

It should be noted that, in this embodiment, only three preferred embodiments of the multi-way valve set 3 are illustrated, and in fact, those skilled in the art may select other multi-way valves to combine to implement the interconnection between the battery thermal management circuit 1 and the electric drive thermal management circuit 2 according to the actual arrangement space and cost requirements.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 1, a battery-side heater 14 is further provided between the battery water pump 12 and the battery cooler 13. The battery side heater 14 is specifically a water PTC heater. By providing the battery side heater 14, heat can be quickly provided during extreme conditions (e.g., very low temperatures, or a passenger compartment in need of heating), ensuring the heating efficiency and reliability of the thermal management system.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 1, a cooler outlet water temperature sensor 15 is further provided at the outlet of the battery cooler 13. The cooler outlet water temperature sensor 15 is used for measuring the outlet water temperature of the battery cooler 13, namely the inlet water temperature of the battery thermal management loop 1, so that the communication mode of the multi-way valve group 3 can be controlled more accurately according to the measured temperature value.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 1, an electric drive water temperature sensor 25 is further provided at the outlet of the electric drive assembly cooling flow path 21. The electric drive water temperature sensor 25 is used for measuring the temperature of the cooling liquid in the electric drive thermal management loop 2, so that the communication mode of the multi-way valve group 3 can be accurately controlled according to the measured temperature value.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 1, the multi-way valve group 3 may switch the communication conditions of the battery thermal management circuit 1 and the electric drive thermal management circuit 2 at least between the following conditions:

Working condition 1.1: the battery pack cooling flow path 11, the battery water pump 12, the battery side heater 14, and the battery cooler 13 form independent series circuits, and the electric drive assembly cooling flow path 21, the low temperature radiator 22, the expansion kettle 23, and the electric drive water pump 24 form independent series circuits. That is, in this condition, the battery thermal management circuit 1 and the electric drive thermal management circuit 2 form separate series circuits, respectively. At this time, if the battery-side heater 14 is not turned on, the battery thermal management circuit 1 and the electric drive thermal management circuit 2 cool the battery pack and the electric drive assembly, respectively. If the battery side heater 14 is on, the battery thermal management loop 1 heats the battery pack and the electric drive thermal management loop 2 cools the electric drive assembly; and, the passenger compartment may also be heated. The battery side heater 14 may not be turned on when the temperature of the battery pack is at an appropriate temperature, and no heating or cooling is required. The electric drive assembly is cooled at this time only by means of the electric drive thermal management circuit 2. This condition is generally applicable to summer scenarios.

For this condition, referring to fig. 2, it is required that the ports a to c of the first five-way valve 31 communicate and the ports f to h of the second five-way valve 32 communicate; referring to fig. 3, the valve ports k-valve port m-valve port p-valve port q of the first, second and third four-way valves 33, 34 and 35 are required to be communicated, and the valve ports s-valve port a-valve port r-valve port b are required to be communicated in sequence; referring to FIG. 4, port u-port w of six-way valve 36 is required to communicate and port z-port x is required to communicate.

Working condition 1.2: the battery pack cooling flow path 11, the battery water pump 12, the battery side heater 14, and the battery cooler 13 form separate series circuits, and the electric drive assembly cooling flow path 21 and the electric drive water pump 24 form separate series circuits. At this time, the low-temperature radiator 22 is bypassed out of the loop of the cooling liquid circulation in the electric drive thermal management loop 2, and the heat generated by the electric drive assembly is not transferred to the external environment through the low-temperature radiator 22, so that the heat storage of the electric drive assembly is realized. When the battery pack needs cooling, the battery side heater 14 is not turned on. The electric drive assembly under the working condition can be heated up rapidly and is used for winter scenes.

For this condition, referring to fig. 2, it is required that the ports a to c of the first five-way valve 31 communicate and the ports f to g of the second five-way valve 32 communicate; referring to fig. 3, the valve ports k-valve port m-valve port p-valve port q of the first, second and third four-way valves 33, 34 and 35 are required to be communicated, and the valve ports t-valve port a-valve port r-valve port b are required to be communicated in sequence; referring to FIG. 4, port u-port w of six-way valve 36 is required to communicate and port y-port x is required to communicate.

Working condition 1.3: the battery water pump 12, the battery side heater 14, and the battery cooler 13 form an independent series circuit, and the electric drive assembly cooling flow path 21 and the electric drive water pump 24 form an independent series circuit. At this time, the low-temperature radiator 22 is bypassed around the circuit in which the coolant in the electric drive thermal management circuit 2 circulates, and the battery pack cooling flow path 11 is bypassed around the circuit in which the coolant in the battery thermal management circuit 1 circulates. The battery side heater 14 can be used to rapidly heat the passenger compartment at this time, and also can allow the electric drive assembly to rapidly warm up, typically for winter scenarios.

For this condition, referring to fig. 2, it is necessary that the ports a to b of the first five-way valve 31 communicate and the ports f to g of the second five-way valve 32 communicate; referring to fig. 3, the ports l-port k of the first, second and third four-way valves 33, 34 and 35 are required to be communicated, and the ports t-port a-port r-port b are required to be communicated in sequence; referring to FIG. 4, port u-port v of six-way valve 36 is required to communicate and port y-port x is required to communicate.

Working condition 1.4: the battery pack cooling flow path 11, the electric drive water pump 24, the electric drive assembly cooling flow path 21, the low-temperature radiator 22, the expansion kettle 23, the battery water pump 12, the battery side heater 14, and the battery cooler 13 together form a series circuit. That is, under this condition, the battery thermal management circuit 1 and the electric drive thermal management circuit 2 are connected in series to form a large circuit. At this time, the battery pack and the electric drive assembly can dissipate heat through the low-temperature radiator 22 in the electric drive thermal management circuit 2, which is a condition that is mostly used in summer.

For this condition, referring to fig. 2, it is required that the ports a-d-i-h of the first five-way valve 31 and the second five-way valve 32 communicate, and the ports f-j-e-c communicate. Referring to fig. 3, the valve ports k-valve port n-valve port b-valve port s and the valve ports b-valve port r-valve port a-valve port m-valve port q of the first, second and third four-way valves 33, 34 and 35 are required to be communicated in sequence; referring to FIG. 4, port u-port z of six-way valve 36 is required to communicate and port w-port x is required to communicate.

Working condition 1.5: the battery pack cooling flow path 11, the electric drive water pump 24, the electric drive assembly cooling flow path 21, the battery water pump 12, the battery side heater 14, and the battery cooler 13 together form a series circuit. That is, under this condition, the battery thermal management circuit 1 and the electric drive thermal management circuit 2 are connected in series to form a large circuit, and the low-temperature radiator 22 is bypassed out of the coolant flow path of the electric drive thermal management circuit 2. At this time, the battery pack can be heated by using the heat of the electric drive assembly, and the working condition is mostly used in winter scenes.

For this condition, referring to fig. 2, it is required that the ports a-d-i-g of the first five-way valve 31 and the second five-way valve 32 communicate, and the ports f-j-e-c communicate; referring to fig. 3, the ports n-port k-port q-port b-port t-port a-port n of the first, second and third four-way valves 33, 34 and 35 are required to be sequentially communicated; referring to FIG. 4, port u-port y of six-way valve 36 is required to communicate and port w-port x is required to communicate.

Working condition 1.6: the electric drive water pump 24, the electric drive assembly cooling flow path 21, the battery water pump 12, the battery side heater 14, and the battery cooler 13 together form a series circuit. That is, in this condition, the battery thermal management circuit 1 and the electric drive thermal management circuit 2 are connected in series to form a large circuit, and the battery pack cooling flow path 11 is bypassed out of the coolant flow circuit of the battery thermal management circuit 1, and the low-temperature radiator 22 is bypassed out of the coolant flow circuit of the battery thermal management circuit 1. At this time, heat of the electric drive assembly may be supplied to the battery-side heater 14 to save power consumption of the battery-side heater 14 while heating the passenger compartment, which is a condition that is mostly used in spring, autumn and winter.

For this condition, referring to fig. 2, it is required that the ports d-a-b-e of the first five-way valve 31 and the second five-way valve 32 communicate in sequence, and the ports j-f-g-i communicate in sequence. Referring to fig. 3, the ports l-port n-port b-port t-port p-port m-port l of the first, second and third four-way valves 33, 34, 35 are required to be sequentially communicated; referring to FIG. 4, port u-port y of six-way valve 36 is required to communicate and port v-port x is required to communicate.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 5, a passenger compartment thermal management circuit 4 is further included, and the passenger compartment thermal management circuit 4 communicates with the battery thermal management circuit 1 via a battery cooler 13. The passenger compartment heat management circuit 4 further includes an outdoor heat exchanger 41, an evaporator 42, a condenser 43, a gas-liquid separator 44, a compressor 45, a switching valve group, and an outdoor heat exchange flow path 70, an evaporation flow path 71, a compression flow path 72, a condensation flow path 73, a heating flow path 74, a first battery cooling flow path 75, a second battery cooling flow path 76, a dehumidification flow path 77, an outer exchange outlet flow path 78, a first refrigerant flow path 79, and a second refrigerant flow path 80. Wherein the outdoor heat exchanger 41 is provided in the outdoor heat exchange flow path 70; the evaporator 42 is provided in the evaporation flow path 71; the gas-liquid separator 44 and the compressor 45 are provided in series in the compression flow path 72, and an inlet of the compression flow path 72 communicates with an outlet of the evaporation flow path 71; the condenser 43 is provided in the condensation flow path 73, and an inlet of the condensation flow path 73 communicates with an outlet of the compression flow path 72 and an outlet communicates with an inlet of the outdoor heat exchange flow path 70; the inlet of the heating flow path 74 communicates with the outlet of the outdoor heat exchange flow path 70, and the outlet communicates with the inlet of the compression flow path 72. An outlet of the first battery cooling flow path 75 communicates with an inlet of the battery cooler 13; the inlet of the second battery cooling flow path 76 communicates with the outlet of the battery cooler 13, and the outlet communicates with the inlet of the compression flow path 72. An inlet of the dehumidification flow path 77 communicates with an outlet of the condensation flow path 73, and an outlet communicates with an inlet of the first battery cooling flow path 75; an inlet of the outer heat exchange outlet flow path 78 communicates with an outlet of the outdoor heat exchange flow path 70; one end of the first refrigerant flow path 79 communicates with the outlet of the outer change outlet flow path 78, and the other end communicates with the outlet of the dehumidification flow path 77. The inlet of the second refrigerant flow path 80 communicates with the outlet of the outer change outlet flow path 78, and the outlet communicates with the inlet of the evaporation flow path 71. With such a configuration, the passenger compartment heat management circuit 4 is connected to the battery heat management circuit 1 via the battery cooler 13, so that the waste heat of the battery pack and the electric drive assembly can be utilized when the passenger compartment is heated, and the heat generated by the battery pack can be quickly transferred to the external environment via the outdoor heat exchanger 41. Thereby improving the utilization rate of energy and the heat dissipation efficiency of the battery pack.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 5, the switching valve group includes a check valve 51, a dehumidifying solenoid valve 52, a heating solenoid valve 53, an evaporation electronic expansion valve 54, a cooling electronic expansion valve 55, and a heat exchange electronic expansion valve 56. Wherein the check valve 51 is provided in the external exchange outlet flow path 78, and an inlet of the check valve 51 communicates with an outlet of the external heat exchange flow path 70, and an outlet communicates with an inlet of the first refrigerant flow path 79 and an inlet of the second refrigerant flow path 80; the dehumidification solenoid valve 52 is provided in the dehumidification flow path 77; the heating solenoid valve 53 is provided in the heating flow path 74; the electronic expansion valve 54 is provided at a position close to the inlet of the evaporator 42 in the second refrigerant flow path 80; the cooling electronic expansion valve 55 is provided at a position close to the inlet of the battery cooler 13 in the first battery cooling flow path 75; the heat exchange electronic expansion valve 56 is provided in the outdoor heat exchange flow path 70 at a position close to the inlet of the outdoor heat exchanger 41. With such a structure, the heat management system can realize the functions of heating, cooling, heat exchange with the battery heat management circuit 1 and the like by using the limited pipelines through the arrangement of the check valve 51, the dehumidifying electromagnetic valve 52, the heating electromagnetic valve 53, the evaporating electronic expansion valve 54, the cooling electronic expansion valve 55 and the heat exchange electronic expansion valve 56, and the communication mode between the flow paths can be changed by switching the arrangement of the valve group without arranging heat management components (such as the switchable outdoor heat exchanger 41, the evaporator 42, the condenser 43 and the like) capable of switching during heating and cooling, thereby reducing the arrangement cost and difficulty of the system and improving the integration level of the system.

Further, in the thermal management system of the new energy vehicle according to the present utility model, a heat exchanger outlet water temperature sensor 61 is also provided at the outlet of the outdoor heat exchanger 41. The heat exchanger outlet water temperature sensor 61 is used for collecting the outlet water temperature of the outdoor heat exchanger 41, so that the state of a corresponding control valve of the outdoor heat exchanger 41 can be timely controlled by utilizing the data of the outlet water temperature, and the response speed of the thermal management system is further improved.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 5, a condensate water temperature sensor 62 and a condensate water pressure sensor 63 are further provided at an outlet of the condenser 43, and a condensate water temperature sensor 64 is further provided at an inlet of the condenser 43. The condensed water temperature sensor 62 and the condensed water pressure sensor 63 are respectively used for acquiring the temperature of the cooling liquid and the pressure of the cooling liquid at the outlet of the condenser 43, so that the condensing power of the condenser 43 can be controlled according to the acquired pressure and temperature data, and the control precision of the thermal management system is improved. The condensed water inlet temperature sensor 64 can obtain the water inlet temperature of the condenser 43, so that the compression power of the compressor 45 can be controlled according to the water inlet temperature data, and the condensed water inlet temperature sensor can also be used for monitoring whether the compressor 45 fails.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 5, the outlet of the gas-liquid separator 44 is communicated with the inlet of the compressor 45, and a compressed water inlet temperature pressure sensor 65 is further provided at the inlet of the compressor 45. By setting the inlet water temperature and pressure sensor 65, the inlet water temperature and pressure of the compressor 45 can be obtained, so that the compression power of the compressor 45 can be controlled according to the inlet water temperature and pressure data, and the compressor 45 can work in an optimal state.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 5, a low-pressure side filling valve (not shown) is further provided on the evaporation flow path 71. Through the setting of low pressure side filling valve, can in time supply the coolant liquid, prevent because of the work of evaporimeter 42 makes the moisture in the coolant liquid by the evaporation diminish to influence the normal operating of system.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 5, a high-pressure side filling valve (not shown) and a filter valve 66 are further provided on the condensation flow path 73. Through the setting of high pressure side filling valve, can in time supply the coolant liquid, prevent because of compressor 45 and condenser 43 work make the moisture in the coolant liquid by evaporation diminish to influence the normal operating of system. Also, the filter valve 66 is provided to filter impurities in the coolant so that the coolant flowing through the battery cooler 13 and the outdoor heat exchanger 41 does not contain excessive impurities to affect the normal operation of the battery cooler 13 and the outdoor heat exchanger 41.

Further, in the thermal management system of the new energy vehicle according to the present utility model, referring to fig. 5, the evaporator 42 and the condenser 43 are both provided in the air conditioning case of the vehicle, thereby improving the integration level of the system. And, a passenger compartment side heater (not shown in the drawing) is also provided in the air conditioning case. By arranging the passenger cabin heater, heat can be quickly generated when the passenger cabin heating requirement is high.

Further, in the present embodiment, referring to fig. 5, the switching valve group switches the communication condition of the passenger-cabin thermal management circuit 4 at least between:

Working condition 2.1: the outdoor heat exchange flow path 70, the outdoor outlet flow path 78, the second refrigerant flow path 80, the evaporation flow path 71, the compression flow path 72, and the condensation flow path 73 form a series circuit. Under this condition, if the compressor 45 is off, the condenser 43 is off, the outdoor heat exchanger 41 is on, the evaporator 42 is on, the battery cooler 13 is off, the gas-liquid separator 44 is on, the filter valve 66 is on, and the dehumidification solenoid valve 52 is off, the heating solenoid valve 53 is off, the evaporation electronic expansion valve 54 is half-on, the cooling electronic expansion valve 55 is off, the heat exchange electronic expansion valve 56 is on, and the check valve 51 is on, then the passenger compartment thermal management circuit 4 is in the stop or sleep mode. Under this condition, if the compressor 45 is on, the condenser 43 is on, the outdoor heat exchanger 41 is on, the evaporator 42 is on, the battery cooler 13 is off, the gas-liquid separator 44 is on, the filter valve 66 is on, and the dehumidification solenoid valve 52 is closed, the heating solenoid valve 53 is closed, the evaporation electronic expansion valve 54 is on, the cooling electronic expansion valve 55 is closed, the heat exchange electronic expansion valve 56 is fully open, and the check valve 51 is on, then the passenger compartment thermal management circuit 4 is in the single passenger compartment cooling mode. Under this condition, if the compressor 45 is on, the condenser 43 is on, the outdoor heat exchanger 41 is on, the evaporator 42 is on, the battery cooler 13 is off, the gas-liquid separator 44 is on, the filter valve 66 is on, and the dehumidification solenoid valve 52 is closed, the heating solenoid valve 53 is closed, the evaporation electronic expansion valve 54 is on, the cooling electronic expansion valve 55 is closed, the heat exchange electronic expansion valve 56 is open, and the check valve 51 is on, then the passenger compartment thermal management circuit 4 is in the cooling dehumidification mode.

In the above cases, the refrigerant flows from the outdoor heat exchanger 41 through the check valve 51, the evaporation electronic expansion valve 54, the evaporator 42, the gas-liquid separator 44, the compressor 45, the filter valve 66, and the heat exchange electronic expansion valve 56, and then flows back to the outdoor heat exchanger 41.

Working condition 2.2: the outdoor heat exchange flow path 70, the outdoor heat exchange outlet flow path 78, the second refrigerant flow path 80, the evaporation flow path 71, the compression flow path 72, and the condensation flow path 73 form a series circuit, and the outdoor heat exchange flow path 70, the outdoor heat exchange outlet flow path 78, the first refrigerant flow path 79, the first battery cooling flow path 75, the second battery cooling flow path 76, the compression flow path 72, and the condensation flow path 73 form a series circuit. Under this condition, if the compressor 45, the condenser 43, the outdoor heat exchanger 41, the evaporator 42, the battery cooler 13, the gas-liquid separator 44, and the filter valve 66 are all in an open or operating state, and the dehumidification solenoid valve 52 is closed, the heating solenoid valve 53 is closed, the evaporation electronic expansion valve 54 is open, the cooling electronic expansion valve 55 is open, the heat exchange electronic expansion valve 56 is fully open, and the check valve 51 is on, then the passenger compartment thermal management circuit 4 is in the cooling mode, and the battery thermal management circuit 1 is in the cooling mode. If the heat exchange electronic expansion valve 56 is in the open mode, the other components are not operating in the same state, then the passenger compartment thermal management circuit 4 is in the cooling dehumidification mode and the battery thermal management circuit 1 is in the cooling mode. In both cases, the refrigerant flows from the outdoor heat exchanger 41 through the check valve 51, the evaporation electronic expansion valve 54, the evaporator 42, the gas-liquid separator 44, the compressor 45, the filter valve 66, and the heat exchange electronic expansion valve 56, and then flows back to the outdoor heat exchanger 41, and the refrigerant flows from the outdoor heat exchanger 41 through the check valve 51, the cooling electronic expansion valve 55, the battery cooler 13, the gas-liquid separator 44, the compressor 45, the filter valve 66, and the heat exchange electronic expansion valve 56, and then flows back to the outdoor heat exchanger 41.

Working condition 2.3: the outdoor heat exchange flow path 70, the outdoor heat exchange outlet flow path 78, the first refrigerant flow path 79, the first battery cooling flow path 75, the second battery cooling flow path 76, the compression flow path 72, and the condensation flow path 73 form a series circuit. In this condition, the compressor 45 is on, the condenser 43 is on, the outdoor heat exchanger 41 is on, the evaporator 42 is off, the battery cooler 13 is on, the gas-liquid separator 44 is on, and the filter valve 66 is on. The dehumidifying solenoid valve 52 is closed, the heating solenoid valve 53 is closed, the evaporation electronic expansion valve 54 is closed, the cooling electronic expansion valve 55 is opened, the heat exchange electronic expansion valve 56 is opened, and the check valve 51 is conducted. The thermal management system is now in a single cell cooling mode. The refrigerant flows from the outdoor heat exchanger 41 through the check valve 51, the cooling electronic expansion valve 55, the battery cooler 13, the gas-liquid separator 44, the compressor 45, the filter valve 66, and the heat exchange electronic expansion valve 56, and then flows back to the outdoor heat exchanger 41.

Working condition 2.4: the outdoor heat exchange flow path 70, the heating flow path 74, the compression flow path 72, and the condensation flow path 73 form a series circuit, and the outdoor heat exchange flow path 70, the heating flow path 74, the compression flow path 72, the condensation flow path 73, the dehumidification flow path 77, the first refrigerant flow path 79, the second refrigerant flow path 80, the evaporation flow path 71, and the compression flow path 72 form a series circuit. In this condition, the compressor 45 is on, the condenser 43 is on, the outdoor heat exchanger 41 is on, the evaporator 42 is on, the battery cooler 13 is off, the gas-liquid separator 44 is on, and the filter valve 66 is on. The dehumidifying solenoid valve 52 is opened, the heating solenoid valve 53 is opened, the evaporation electronic expansion valve 54 is opened, the cooling electronic expansion valve 55 is closed, the heat exchange electronic expansion valve 56 is opened, and the check valve 51 is turned on. The thermal management system is now in the outdoor heat exchanger 41 heating + dehumidification mode. The refrigerant flows from the outdoor heat exchanger 41 through the heating solenoid valve 53, the gas-liquid separator 44, the compressor 45, the filter valve 66, and the heat exchange electronic expansion valve 56, and then flows back to the outdoor heat exchanger 41, and the refrigerant flowing out of the filter valve 66 flows from the dehumidification solenoid valve 52 all the way through the evaporation electronic expansion valve 54, the evaporator 42, and then flows to the gas-liquid separator 44.

Working condition 2.5: the compression flow path 72, the condensation flow path 73, the dehumidification flow path 77, the first refrigerant flow path 79, the second refrigerant flow path 80, and the evaporation flow path 71 form a series circuit, and the compression flow path 72, the condensation flow path 73, the dehumidification flow path 77, the first battery cooling flow path 75, and the second battery cooling flow path 76 form a series circuit. In this condition, the compressor 45 is on, the condenser 43 is on, the outdoor heat exchanger 41 is off, the evaporator 42 is on, the battery cooler 13 is on, the gas-liquid separator 44 is on, and the filter valve 66 is on. The dehumidifying solenoid valve 52 is opened, the heating solenoid valve 53 is closed, the evaporation electronic expansion valve 54 is opened, the cooling electronic expansion valve 55 is opened, the heat exchange electronic expansion valve 56 is closed, and the check valve 51 is conducted. At this time, the thermal management system is in a waste heat recovery+dehumidification mode. The refrigerant flows from the battery cooler 13 to the gas-liquid separator 44, the compressor 45, the filter valve 66, the dehumidification solenoid valve 52, the cooling electronic expansion valve 55, and then to the battery cooler 13, and the cooling liquid flowing out of the dehumidification solenoid valve 52 flows through the evaporation electronic expansion valve 54, the evaporator 42, and then to the gas-liquid separator 44.

Working condition 2.6: the outdoor heat exchange flow path 70, the heating flow path 74, the compression flow path 72, and the condensation flow path 73 form a series circuit. In this condition, the compressor 45 is on, the condenser 43 is on, the outdoor heat exchanger 41 is on, the evaporator 42 is off, the battery cooler 13 is off, the gas-liquid separator 44 is on, and the filter valve 66 is on. The dehumidifying solenoid valve 52 is closed, the heating solenoid valve 53 is opened, the evaporation electronic expansion valve 54 is closed, the cooling electronic expansion valve 55 is closed, the heat exchange electronic expansion valve 56 is opened, and the check valve 51 is conducted. The thermal management system is now in the outdoor heat exchanger 41 heating mode. The refrigerant flows from the outdoor heat exchanger 41 to the heating electromagnetic valve 53, the gas-liquid separator 44, the compressor 45, the filter valve 66, and the heat exchange electronic expansion valve 56, and then flows to the outdoor heat exchanger 41.

Working condition 2.7: the outdoor heat exchange flow path 70, the heating flow path 74, the compression flow path 72, and the condensation flow path 73 form a series circuit, and the outdoor heat exchange flow path 70, the heating flow path 74, the compression flow path 72, the condensation flow path 73, the dehumidification flow path 77, the first battery cooling flow path 75, the second battery cooling flow path 76, and the compression flow path 72 form a series circuit. In this condition, the compressor 45 is on, the condenser 43 is on, the outdoor heat exchanger 41 is on, the evaporator 42 is off, the battery cooler 13 is on, the gas-liquid separator 44 is on, and the filter valve 66 is on. The dehumidifying solenoid valve 52 is opened, the heating solenoid valve 53 is opened, the evaporation electronic expansion valve 54 is closed, the cooling electronic expansion valve 55 is opened, the heat exchange electronic expansion valve 56 is opened, and the check valve 51 is conducted. At this time, the heat management system is in the outdoor heat exchanger 41 heating+waste heat recovery mode. The refrigerant flows from the outdoor heat exchanger 41 to the heating electromagnetic valve 53, the gas-liquid separator 44, the compressor 45, the filter valve 66, and the heat exchange electronic expansion valve 56, and then flows to the outdoor heat exchanger 41, and the cooling liquid flowing out of the filter valve 66 flows to the dehumidification electromagnetic valve 52 in one path, and flows to the gas-liquid separator 44 after passing through the cooling electronic expansion valve 55 and the battery cooler 13, thereby forming a cycle.

Working condition 2.8: the compression flow path 72, the condensation flow path 73, the dehumidification flow path 77, the first battery cooling flow path 75, and the second battery cooling flow path 76 form a series circuit. In this operating mode, the compressor 45 is on, the condenser 43 is on, the outdoor heat exchanger 41 is off, the evaporator 42 is off, the battery cooler 13 is on, the gas-liquid separator 44 is on, the filter valve 66 is open, the dehumidification solenoid valve 52 is open, the heating solenoid valve 53 is open, the evaporation electronic expansion valve 54 is closed, the cooling electronic expansion valve 55 is open, the heat exchange electronic expansion valve 56 is closed, and the check valve 51 is on. At this time, the thermal management system is in a waste heat recovery mode. The refrigerant flows out of the battery cooler 13, flows to the gas-liquid separator 44, the compressor 45, the condenser 43, the filter valve 66, the dehumidification solenoid valve 52, and the cooling electronic expansion valve 55, and returns to the battery cooler 13 to be circulated.

Working condition 2.9: the outdoor heat exchange flow path 70, the outdoor heat exchange outlet flow path 78, the first refrigerant flow path 79, the first battery cooling flow path 75, the second battery cooling flow path 76, the compression flow path 72, and the condensation flow path 73 form a series circuit. In this operating mode, the compressor 45 is on, the condenser 43 is on, the outdoor heat exchanger 41 is on, the evaporator 42 is off, the battery cooler 13 is on, the gas-liquid separator 44 is on, the filter valve 66 is open, and the dehumidification solenoid valve 52 is off, the heating solenoid valve 53 is off, the evaporation electronic expansion valve 54 is off, the cooling electronic expansion valve 55 is off, the heat exchange electronic expansion valve 56 is open, and the check valve 51 is on. The thermal management system is now in the outdoor heat exchanger 41 defrost mode. The refrigerant flows out of the outdoor heat exchanger 41, passes through the check valve 51, the cooling electronic expansion valve 55, the battery cooler 13, the gas-liquid separator 44, the compressor 45, the condenser 43, the filter valve 66, and the heat exchange electronic expansion valve 56, and returns to the outdoor heat exchanger 41 to circulate.

It should be noted that, in the present embodiment, the coolant loop (including the battery thermal management loop 1 and the electric drive thermal management loop 2) has 6 different working conditions, and the refrigerant loop (including the passenger cabin thermal management loop 4) has 9 different working conditions, and in fact, the working conditions corresponding to the coolant loop and the refrigerant loop may be combined with each other, so as to implement a plurality of different combination modes, thereby implementing efficient management of the thermal management system.

Example 2:

Based on the above-described thermal management system for a new energy vehicle, the present embodiment provides a new energy vehicle including the thermal management system for a new energy vehicle described in the above embodiment. The new energy vehicle has the advantages that the heat management system is arranged, so that the effective utilization of heat generated by the electric drive assembly is realized, the power consumption of the battery side heater is reduced, the energy waste of the electric drive assembly is avoided, the energy consumption required by heating and refrigerating of the whole vehicle is reduced, and the driving range of the new energy vehicle is increased.

While the utility model 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 further detailed description of the utility model with reference to specific embodiments, and it is not intended to limit the practice of the utility model to those descriptions. Various changes in form and detail may be made therein by those skilled in the art, including a few simple inferences or alternatives, without departing from the spirit and scope of the present utility model.

Claims

1. A thermal management system for a new energy vehicle, comprising:

A battery thermal management circuit comprising a battery pack cooling flow path, a battery water pump, and a battery cooler connected in series;

An electric drive thermal management circuit comprising an electric drive assembly cooling flow path, a cryogenic radiator, an expansion kettle, and an electric drive water pump connected in series;

A multi-way valve group disposed between the battery thermal management circuit and the electric drive thermal management circuit and including a plurality of valve ports, wherein an outlet of the battery cooling flow path, an inlet of the battery water pump, an outlet of the expansion kettle, and an inlet of the electric drive water pump are respectively communicated with the corresponding valve ports of the multi-way valve group; and, the pipeline between the outlet of the battery cooler and the inlet of the battery pack cooling flow path is communicated with the corresponding valve port of the multi-way valve group through a battery bypass pipeline, and the pipeline between the outlet of the electric drive assembly cooling flow path and the inlet of the low-temperature radiator is communicated with the corresponding valve port of the multi-way valve group through an electric drive bypass pipeline.

2. The thermal management system of a new energy vehicle of claim 1, wherein said multi-way valve train comprises two five-way valves; wherein the method comprises the steps of

The first valve port of one five-way valve is communicated with the inlet of the battery water pump, the second valve port is communicated with the outlet of the battery cooler and the inlet of the battery pack cooling flow path through the battery bypass pipeline, the third valve port is communicated with the outlet of the battery pack cooling flow path, and the fourth valve port and the fifth valve port are all motorized valve ports;

The first valve port and the second valve port of the other five-way valve are motorized valve ports, the third valve port is communicated with the inlet of the electric drive water pump, the fourth valve port is communicated with the outlet of the cooling flow path of the electric drive assembly and the inlet of the low-temperature radiator through the electric drive bypass pipeline, and the fifth valve port is communicated with the outlet of the expansion kettle.

3. The thermal management system of a new energy vehicle of claim 1, wherein said multi-way valve train comprises three four-way valves; wherein the method comprises the steps of

The first valve port of one four-way valve is communicated with the inlet of the battery water pump, the second valve port is communicated with the outlet of the battery cooler and the inlet of the battery pack cooling flow path through the battery bypass pipeline, and the third valve port and the fourth valve port are all motorized valve ports;

The first valve port of the second four-way valve is communicated with the outlet of the battery pack cooling flow path, the second valve port is communicated with the inlet of the electric drive water pump, and the third valve port and the fourth valve port are all motorized valve ports;

The first valve port of the third four-way valve is communicated with the outlet of the cooling flow path of the electric drive assembly and the inlet of the low-temperature radiator through the electric drive bypass pipeline, the second valve port is communicated with the outlet of the expansion kettle, and the third valve port and the fourth valve port are all motorized valve ports.

4. The thermal management system of a new energy vehicle of claim 1, wherein said multi-way valve train comprises a six-way valve; wherein the method comprises the steps of

The six valve ports of the six-way valve are respectively communicated with a pipeline among the inlet of the battery water pump, the outlet of the battery cooler and the inlet of the battery pack cooling flow path, the outlet of the battery pack cooling flow path, the inlet of the electric drive water pump, a pipeline among the outlet of the electric drive assembly cooling flow path and the inlet of the low-temperature radiator and the outlet of the expansion kettle.

5. The thermal management system of a new energy vehicle according to any one of claims 1 to 4, wherein a battery side heater is further provided between the battery water pump and the battery cooler;

The outlet of the battery cooler is also provided with a cooler water outlet temperature sensor;

And an electric drive water temperature sensor is further arranged at the outlet of the cooling flow path of the electric drive assembly.

6. The thermal management system of a new energy vehicle of claim 5, further comprising a passenger compartment thermal management circuit in communication with said battery thermal management circuit via said battery cooler; and

The passenger cabin heat management loop also comprises an outdoor heat exchanger, an evaporator, a condenser, a gas-liquid separator, a compressor and a switching valve group; and

An outdoor heat exchange flow path, the outdoor heat exchanger being disposed in the outdoor heat exchange flow path;

an evaporation flow path, the evaporator being provided in the evaporation flow path;

A compression flow path, wherein the gas-liquid separator and the compressor are arranged in series in the compression flow path, and an inlet of the compression flow path is communicated with an outlet of the evaporation flow path;

a condensing flow path, the condenser is arranged on the condensing flow path, an inlet of the condensing flow path is communicated with an outlet of the compressing flow path, and an outlet of the condensing flow path is communicated with an inlet of the outdoor heat exchange flow path;

A heating flow path, an inlet of which is communicated with an outlet of the outdoor heat exchange flow path, and an outlet of which is communicated with an inlet of the compression flow path;

A first battery cooling flow path, an outlet of the first battery cooling flow path communicating with an inlet of the battery cooler;

A second battery cooling flow path having an inlet in communication with the outlet of the battery cooler and an outlet in communication with the inlet of the compression flow path;

A dehumidification flow path having an inlet in communication with an outlet of the condensation flow path and an outlet in communication with an inlet of the first battery cooling flow path;

An outer change-out outlet flow path, an inlet of which communicates with an outlet of the outdoor heat exchange flow path;

a first refrigerant flow path having one end communicating with an outlet of the outer change-out outlet flow path and the other end communicating with an outlet of the dehumidification flow path;

And a second refrigerant flow path, an inlet of which communicates with an outlet of the outer change-out outlet flow path, and an outlet of which communicates with an inlet of the evaporation flow path.

7. The thermal management system of a new energy vehicle of claim 6, wherein said switching valve block comprises:

a check valve provided in the outdoor heat exchange outlet flow path, an inlet of the check valve being communicated with an outlet of the outdoor heat exchange flow path, an outlet being communicated with an inlet of the first refrigerant flow path and an inlet of the second refrigerant flow path;

a dehumidification solenoid valve provided in the dehumidification flow path;

a heating electromagnetic valve provided in the heating flow path;

the evaporation electronic expansion valve is arranged at a position close to the inlet of the evaporator in the second refrigerant flow path;

A cooling electronic expansion valve disposed in the first battery cooling flow path at a position near the battery cooler inlet;

the heat exchange electronic expansion valve is arranged at the position of the outdoor heat exchange flow path, which is close to the inlet of the outdoor heat exchanger.

8. The thermal management system of a new energy vehicle of claim 7, wherein a heat exchanger effluent temperature sensor is further provided at the outlet of the outdoor heat exchanger;

The outlet of the condenser is also provided with a condensed water outlet temperature sensor and a condensed water outlet pressure sensor;

a condensing water inlet temperature sensor is also arranged at the inlet of the condenser;

The outlet of the gas-liquid separator is communicated with the inlet of the compressor, and a compressed water inlet temperature pressure sensor is also arranged at the inlet of the compressor;

The evaporation flow path is also provided with a low-pressure side filling valve;

the condensation flow path is also provided with a high-pressure side filling valve and a filtering valve.

9. The thermal management system of a new energy vehicle of claim 8, wherein said evaporator and said condenser are both disposed within an air conditioning cabinet of the vehicle; and

And a passenger cabin side heater is also arranged in the air conditioning box body.

10. A new energy vehicle comprising a thermal management system of the new energy vehicle of any one of claims 1-9.