CN221642242U - New energy vehicle and thermal management system thereof - Google Patents

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

Thermal management system for new energy vehicles, and new energy vehicles

Technical Field

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

Background Art

In recent years, with the gradual popularization of new energy vehicles, the performance of new energy vehicles has also been significantly improved. The thermal management system of new energy vehicles is a system that manages the heat of new energy vehicles. The operation of the thermal management system also has a great impact on the cruising range of new energy vehicles. In order to make the cruising range of new energy vehicles longer and longer, the requirements for the thermal management system of new energy vehicles are also getting higher and higher.

Traditional new energy vehicles have separate thermal management for power batteries and electric drive systems. Due to the particularity of power batteries and the impact of climate change, they cannot output electricity normally or their output is limited in cold winter conditions. At this time, a heating device is needed to heat the heat transferred to the power battery so that the power battery can reach normal operating temperature. New energy vehicles generally use PTC heaters to provide heat for the battery, but PTC, as a high-power consumption part of the whole vehicle, has a relatively large impact on economy and power consumption. The heat generated by the electric drive system during operation will be transferred to the external environment through a low-temperature radiator, and the heat generated by the electric drive system cannot be effectively utilized, resulting in a large waste of energy.

Therefore, existing new energy vehicles have problems with high thermal management energy consumption of power batteries and electric drive systems, as well as large energy waste.

Utility Model Content

The purpose of the utility model is to solve the problem of high energy consumption and large energy waste in thermal management of power batteries and electric drive systems in new energy vehicles in the prior art.

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

By adopting the above scheme, the multi-way valve group can exchange heat between the battery thermal management circuit and the electric drive thermal management circuit, realize the effective use of the heat generated by the electric drive assembly, reduce the power consumption of the battery side heater, and avoid energy waste of the electric drive assembly. In addition, when the low-temperature radiator is bypassed from the coolant flow path of the electric drive thermal management circuit, since the expansion kettle is not connected in series to the coolant circuit, the liquid flow in the coolant flow path will not be too large, and the heating speed will be faster. In addition, connecting the electric drive water pump in series to the coolant circuit can increase the flow rate and pressure of the liquid in the circuit, further increasing the heating speed, so that the electric drive assembly can quickly enter a better working state.

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

By adopting the above scheme, the multi-way valve group is set as two five-way valves. Compared with three-way valves or four-way valves, five-way valves have higher integration and more channels. Only two five-way valves are needed to switch the connection mode between the battery thermal management circuit and the electric drive thermal management circuit, which improves the integration, reduces the layout difficulty, and reduces the overall volume of the thermal management system. In addition, the symmetry of the two five-way valves is better, which is conducive to system layout.

According to another specific embodiment of the utility model, in the thermal management system of a new energy vehicle disclosed in the embodiment of the utility model, the multi-way valve group includes three four-way valves; wherein, the first valve port of one of the four-way valves is connected to the inlet of the battery water pump, the second valve port is connected to the outlet of the battery cooler and the inlet of the battery pack cooling flow path via the battery bypass line, and the third valve port and the fourth valve port are both maneuverable valve ports; the first valve port of the second four-way valve is connected to the outlet of the battery pack cooling flow path, the second valve port is connected to the inlet of the electric drive water pump, and the third valve port and the fourth valve port are both maneuverable valve ports; the first valve port of the third four-way valve is connected to the outlet of the electric drive assembly cooling flow path and the inlet of the low-temperature radiator via the electric drive bypass line, the second valve port is connected to the outlet of the expansion kettle, and the third valve port and the fourth valve port are both maneuverable valve ports.

By adopting the above solution, the multi-way valve group is set to three four-way valves. Compared with the five-way valve, the four-way valve has a lower cost and more channels than the three-way valve. It does not require an excessive number of four-way valves to realize the switching of the connection mode between the battery thermal management circuit and the electric drive thermal management circuit, which reduces the cost of the thermal management system and does not take up a large space.

According to another specific embodiment of the present utility model, the thermal management system of the new energy vehicle disclosed in the embodiment of the present utility model, the multi-way valve group includes a six-way valve; wherein, the six valve ports of the six-way valve are respectively connected to the inlet of the battery water pump, the outlet of the battery cooler and the pipeline between 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, 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.

By adopting the above solution, the multi-way valve group is set as a six-way valve. The six-way valve has a higher degree of integration and can effectively reduce the space occupied by the thermal management system. In addition, compared with the four-way valve or the three-way valve, the valve ports of the six-way valve are all connected to the corresponding flow path, and no additional ports are required to realize the interconnection between valves. The structure is simpler and the layout difficulty is also lower.

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

By adopting the above scheme and setting the above sensors, the working states of corresponding components in the thermal management system can be controlled according to the data measured by the sensors, thereby improving the control accuracy of the system.

According to another specific embodiment of the utility model, the thermal management system of the new energy vehicle disclosed in the embodiment of the utility model also includes a passenger compartment thermal management circuit, which is connected to the battery thermal management circuit via a battery cooler; and the passenger compartment thermal management circuit also includes an outdoor heat exchanger, an evaporator, a condenser, a gas-liquid separator, a compressor, and a switching valve group; as well as an outdoor heat exchange flow path, in which the outdoor heat exchanger is arranged in the outdoor heat exchange flow path; an evaporation flow path, in which the evaporator is arranged in the evaporation flow path; a compression flow path, in which the gas-liquid separator and the compressor are arranged in series in the compression flow path, and the inlet of the compression flow path is connected to the outlet of the evaporation flow path; a condensation flow path, in which the condenser is arranged in the condensation flow path, and the inlet of the condensation flow path is connected to the outlet of the compression flow path, and the outlet is connected to the inlet of the outdoor heat exchange flow path; a heating flow path, in which the heating The inlet of the flow circuit is connected with the outlet of the outdoor heat exchange flow circuit, and the outlet is connected with the inlet of the compression flow circuit; the first battery cooling flow circuit, the outlet of the first battery cooling flow circuit is connected with the inlet of the battery cooler; the second battery cooling flow circuit, the inlet of the second battery cooling flow circuit is connected with the outlet of the battery cooler, and the outlet is connected with the inlet of the compression flow circuit; the dehumidification flow circuit, the inlet of the dehumidification flow circuit is connected with the outlet of the condensation flow circuit, and the outlet is connected with the inlet of the first battery cooling flow circuit; the external heat exchange outlet flow circuit, the inlet of the external heat exchange outlet flow circuit is connected with the outlet of the outdoor heat exchange flow circuit; the first refrigerant flow circuit, one end of the first refrigerant flow circuit is connected with the outlet of the external heat exchange outlet flow circuit, and the other end is connected with the outlet of the dehumidification flow circuit; the second refrigerant flow circuit, the inlet of the second refrigerant flow circuit is connected with the outlet of the external heat exchange outlet flow circuit, and the outlet is connected with the inlet of the evaporation flow circuit.

By adopting the above solution, the passenger compartment thermal management circuit is connected to the battery thermal management circuit through the battery cooler, so that the residual heat of the battery pack and the electric drive assembly can be used when heating the passenger compartment, and the heat generated by the battery pack can be quickly transferred to the external environment through the outdoor heat exchanger. This improves the energy utilization rate and the heat dissipation efficiency of the battery pack.

According to another specific embodiment of the present utility model, the thermal management system of the new energy vehicle disclosed in the embodiment of the present utility model, the switching valve group includes: a one-way valve, the one-way valve is arranged in the external heat exchange outlet flow path, and the inlet of the one-way valve is connected to the outlet of the outdoor heat exchange flow path, and the outlet is connected to the inlet of the first refrigerant flow path and the inlet of the second refrigerant flow path; a dehumidification solenoid valve, the dehumidification solenoid valve is arranged in the dehumidification flow path; a heating solenoid valve, the heating solenoid valve is arranged in the heating flow path; an evaporation electronic expansion valve, the evaporation electronic expansion valve is arranged in the second refrigerant flow path, close to the evaporator inlet; a cooling electronic expansion valve, the cooling electronic expansion valve is arranged in the first battery cooling flow path, close to the battery cooler inlet; a heat exchange electronic expansion valve, the heat exchange electronic expansion valve is arranged in the outdoor heat exchange flow path, close to the outdoor heat exchanger inlet.

By adopting the above scheme, through the setting of the switching valve group, the thermal management system can use limited pipelines to achieve functions such as heating, cooling, and heat exchange with the battery thermal management circuit. The connection mode between the flow paths can be changed by switching the setting of the valve group, and there is no need to set up a thermal management component that can switch between heating and cooling, which reduces the layout cost and difficulty of the system and improves the integration of the system.

According to another specific embodiment of the present utility model, in the thermal management system of the new energy vehicle disclosed in the embodiment of the present utility model, a heat exchanger outlet water temperature sensor is also provided at the outlet of the outdoor heat exchanger; a condensation outlet water temperature sensor and a condensation outlet water pressure sensor are also provided at the outlet of the condenser; a condensation inlet water temperature sensor is also provided at the inlet of the condenser; the outlet of the gas-liquid separator is connected to the inlet of the compressor, and a compression inlet water temperature and pressure sensor is also provided at the inlet of the compressor; a low-pressure side filling valve is also provided on the evaporation flow path; and a high-pressure side filling valve and a filter valve are also provided on the condensation flow path.

By adopting the above scheme and setting the above sensors, the working status of the corresponding components in the thermal management system can be controlled according to the data measured by the sensors, thereby improving the control accuracy of the system. By setting the filling valve, the coolant can be replenished in time to prevent the water in the coolant from evaporating and reducing, thereby affecting the normal operation of the system. By setting the filter valve, the impurities in the coolant can be filtered, so that the coolant flowing through the battery cooler and the outdoor heat exchanger will not contain too many impurities and affect the normal operation of the battery cooler and the outdoor heat exchanger.

According to another specific embodiment of the utility model, in the thermal management system of the new energy vehicle disclosed in the embodiment of the utility model, the evaporator and the condenser are both arranged in the air-conditioning box of the vehicle; and a passenger compartment side heater is also arranged in the air-conditioning box.

By adopting the above solution, the evaporator and the condenser are both arranged in the air conditioning box of the vehicle, thereby improving the integration of the thermal management system. In addition, by arranging the passenger compartment heater, heat can be generated quickly when the heating demand of the passenger compartment is high.

An embodiment of the utility model discloses a new energy vehicle, including a thermal management system of the new energy vehicle as described in any of the above embodiments.

The beneficial effects of the utility model are:

The thermal management system of the new energy vehicle provided by the utility model can exchange heat between the battery thermal management circuit and the electric drive thermal management circuit by setting a multi-way valve group in the battery thermal management circuit and the electric drive thermal management circuit, thereby realizing effective utilization of the heat generated by the electric drive assembly, reducing the power consumption of the battery side heater, and avoiding energy waste of the electric drive assembly. In addition, when the low-temperature radiator is bypassed from the coolant flow path of the electric drive thermal management circuit, since the expansion kettle is not connected in series to the coolant circuit, the liquid flow in the coolant flow path will not be too large, and the heating speed will be faster. In addition, connecting the electric drive water pump in series to the coolant circuit can increase the flow rate and pressure of the liquid in the circuit, further increasing the heating speed, so that the electric drive assembly can quickly enter a better working state.

The new energy vehicle provided by the utility model, due to the above-mentioned thermal management system, realizes the effective utilization of the heat generated by the electric drive assembly, reduces the power consumption of the battery side heater, and at the same time avoids the energy waste of the electric drive assembly, reduces the energy consumption required for heating and cooling of the whole vehicle, and improves the driving range of the new energy vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic diagram of the structure of a battery thermal management circuit and an electric drive thermal management circuit of a thermal management system for a new energy vehicle provided by an embodiment of the utility model;

FIG2 is another schematic diagram of the structure of a battery thermal management circuit and an electric drive thermal management circuit of a thermal management system for a new energy vehicle provided by an embodiment of the utility model;

3 is another structural schematic diagram of a battery thermal management circuit and an electric drive thermal management circuit of a thermal management system for a new energy vehicle provided by an embodiment of the utility model;

FIG4 is another schematic diagram of the structure of a battery thermal management circuit and an electric drive thermal management circuit of a thermal management system for a new energy vehicle provided by an embodiment of the utility model;

5 is a schematic diagram of the structures of a battery thermal management circuit, an electric drive thermal management circuit, and a passenger compartment thermal management circuit of a thermal management system for a new energy vehicle provided by an embodiment of the utility model.

Description of reference numerals:

1. Battery thermal management circuit; 11. Battery pack cooling flow path; 12. Battery water pump; 13. Battery cooler; 14. Battery side heater; 15. Cooler outlet water temperature sensor; 2. Electric drive thermal management circuit; 21. Electric drive assembly cooling flow path; 22. Low-temperature radiator; 23. Expansion kettle; 24. Electric drive water pump; 25. Electric drive outlet water temperature sensor; 3. Multi-way valve group; 31. First five-way valve; 32. Second five-way valve; 33. First four-way valve; 34. Second four-way valve; 35. Third four-way valve; 36. Six-way valve; 4. Passenger compartment thermal management circuit; 41. Outdoor heat exchanger; 42. Evaporator; 43. Condenser; 44. Gas-liquid separator; 45. Compressor; 51. Single valve; 52, dehumidification solenoid valve; 53, heating solenoid valve; 54, evaporation electronic expansion valve; 55, cooling electronic expansion valve; 56, heat exchange electronic expansion valve; 61, heat exchanger outlet water temperature sensor; 62, condensation outlet water temperature sensor; 63, condensation outlet water pressure sensor; 64, condensation inlet water temperature sensor; 65, compression inlet water temperature and pressure sensor; 66, filter valve; 70, outdoor heat exchange flow path; 71, evaporation flow path; 72, compression flow path; 73, condensation flow path; 74, heating flow path; 75, first battery cooling flow path; 76, second battery cooling flow path; 77, dehumidification flow path; 78, external exchange outlet flow path; 79, first refrigerant flow path; 80, second refrigerant flow path.

DETAILED DESCRIPTION

Embodiment 1:

In order to solve the problems of high energy consumption and large energy waste in thermal management of power batteries and electric drive systems in new energy vehicles existing in the prior art, this embodiment provides a thermal management system for new energy vehicles. Referring to Figure 1, it includes a battery thermal management circuit 1, an electric drive thermal management circuit 2, and a multi-way valve group 3. Among them, the battery thermal management circuit 1 is used to perform thermal management on the battery pack. The electric drive thermal management circuit 2 is used to perform thermal management on the electric drive assembly. The multi-way valve group 3 is used to perform 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. Among them, the battery pack is arranged 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 connected in sequence. 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. Among them, the electric drive assembly is arranged in the electric drive assembly cooling flow path 21. In the flow direction of the coolant, the electric drive assembly cooling flow path 21, the low-temperature radiator 22, the expansion kettle 23, and the electric drive water pump 24 are connected in sequence.

The multi-way valve group 3 is arranged between the battery thermal management circuit 1 and the electric drive thermal management circuit 2, and includes a plurality of valve ports, wherein 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, and the inlet of the electric drive water pump 24 are respectively connected to the corresponding valve ports of the multi-way valve group 3. In addition, the pipeline between the outlet of the battery cooler 13 and the inlet of the battery pack cooling flow path 11 is connected to the corresponding valve port of the multi-way valve group 3 via the battery bypass pipeline, and the pipeline between the outlet of the electric drive assembly cooling flow path 21 and the inlet of the low-temperature radiator 22 is connected to the corresponding valve port of the multi-way valve group 3 via the electric drive bypass pipeline. It should be noted that 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 pipeline, and one end of the electric drive bypass pipeline are respectively connected to different valve ports of the multi-way valve group 3.

With such a structure, since a multi-way valve group 3 is provided between the battery thermal management circuit 1 and the electric drive thermal management circuit 2, the multi-way valve group 3 can exchange heat between the battery thermal management circuit 1 and the electric drive thermal management circuit 2, thereby realizing effective utilization of the heat generated by the electric drive assembly, reducing the power consumption of the battery side heater 14, and avoiding energy waste of the electric drive assembly. Specifically, in cold winter conditions, the heat generated by the electric drive assembly can be used to heat the battery pack, reducing the power consumption of the components used to heat the battery (such as the battery side heater 14), while reducing energy waste of the electric drive system. When the electric drive assembly needs to store heat, the multi-way valve group 3 is used to connect the electric drive water pump 24 and the electric drive assembly cooling flow path 21 in series into a loop, and at the same time, the low-temperature radiator 22 is bypassed out of the coolant flow path of the electric drive thermal management loop 2, which can improve the heat storage efficiency of the electric drive assembly; and, in this state, the expansion kettle 23 is not connected in series to the coolant loop, the liquid flow in the coolant flow path will not be too large, and the heating speed is faster, and connecting the electric drive water pump 24 in series to the coolant loop can increase the flow rate and pressure of the liquid in the loop, further improving the heating speed, so that the electric drive assembly can quickly enter a better working state. When there is a large demand for heating the passenger compartment, the multi-way valve group 3 can be used to bypass the low-temperature radiator 22 out of the coolant flow path of the electric drive thermal management circuit 2, and at the same time bypass the battery pack cooling flow path 11 out of the coolant flow path of the battery thermal management circuit 1, so as to utilize the heat generated by the electric drive assembly and the battery side heater 14 to heat the passenger compartment, thereby realizing the effective utilization of the heat generated by the electric drive assembly and the battery side heater 14.

Further, in the first implementation of the multi-way valve group 3 of the present embodiment, referring to FIG2 , 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. Among them, the first valve port a of the first five-way valve 31 is connected to the inlet of the battery water pump 12, the second valve port b is connected to the outlet of the battery cooler 13 and the inlet of the battery pack cooling flow path 11 through the battery bypass pipeline, the third valve port c is connected to the outlet of the battery pack cooling flow path 11, and the fourth valve port d and the fifth valve port e are both motorized valve ports. A motorized valve port refers to a valve port that is not connected to a designated component and can be connected to 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 both motorized valve ports, the third valve port f is connected to the inlet of the electric drive water pump 24, the fourth valve port g is connected to the outlet of the electric drive assembly cooling flow path 21 and the inlet of the low-temperature radiator 22 through the electric drive bypass pipeline, and the fifth valve port h is connected to the outlet of the expansion kettle 23. With such a structure, the multi-way valve group 3 is set as two five-way valves. Compared with the three-way valve or the four-way valve, the five-way valve has a higher degree of integration and more channels. Only two five-way valves are needed to realize the switching of the connection mode between the battery thermal management circuit 1 and the electric drive thermal management circuit 2, which improves the integration, reduces the layout difficulty, and reduces the overall volume of the thermal management system.

Further, in a second implementation of the multi-way valve group 3 of the present embodiment, referring to FIG3 , the multi-way valve group 3 includes three four-way valves, namely 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 connected to the inlet of the battery water pump 12, the second valve port l is connected to the outlet of the battery cooler 13 and the inlet of the battery pack cooling flow path 11 via the battery bypass line, and the third valve port m and the fourth valve port n are both motorized valve ports; the first valve port q of the second four-way valve 34 is connected to the outlet of the battery pack cooling flow path 11, the second valve port o is connected to the inlet of the electric drive water pump 24, and the third valve port r and the fourth valve port p are both motorized valve ports; the first valve port t of the third four-way valve 35 is connected to the outlet of the electric drive assembly cooling flow path 21 and the inlet of the low-temperature radiator 22 via the electric drive bypass line, the second valve port s is connected to the outlet of the expansion kettle 23, and the third valve port a and the fourth valve port b are both motorized valve ports.

With such a structure, the multi-way valve group 3 is set to three four-way valves. Compared with the five-way valve, the four-way valve has a lower cost and more channels than the three-way valve. It does not require an excessive number of four-way valves to realize the switching of the connection mode between the battery thermal management circuit 1 and the electric drive thermal management circuit 2, which reduces the cost of the thermal management system and does not take up a large space.

Further, in the third implementation of the multi-way valve group 3 of the present embodiment, referring to FIG4 , the multi-way valve group 3 includes a six-way valve 36. Among them, the six valve ports of the six-way valve 36 are respectively connected to the pipeline between the inlet of the battery water pump 12, the outlet of the battery cooler 13 and the inlet 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 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 set as a six-way valve 36, and the six-way valve 36 has a higher degree of integration, which can effectively reduce the occupied space of the thermal management system. Moreover, compared with a four-way valve or a three-way valve, the valve ports of the six-way valve 36 are all connected to the corresponding flow path, and no additional ports are required to realize the interconnection between valves, so the structure is simpler and the layout difficulty is lower.

It should be noted that, in this embodiment, only three preferred implementations of the multi-way valve group 3 are listed. In fact, those skilled in the art can select other multi-way valves for combination according to the actual layout space and cost requirements to realize the interconnection between the battery thermal management circuit 1 and the electric drive thermal management circuit 2.

Further, in the thermal management system of the new energy vehicle according to the utility model, referring to FIG1 , a battery side heater 14 is also 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 in extreme working conditions (such as extremely low temperature, or the passenger compartment urgently needs heating), thereby 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 utility model, referring to FIG1 , a cooler water outlet temperature sensor 15 is also provided at the outlet of the battery cooler 13. The cooler water outlet temperature sensor 15 is used to measure the outlet water temperature of the battery cooler 13, that is, the inlet water temperature of the battery thermal management circuit 1, so that the connection mode of the multi-way valve group 3 can be more accurately controlled according to the measured temperature value.

Further, in the thermal management system of the new energy vehicle according to the utility model, referring to FIG1 , an electric drive water outlet temperature sensor 25 is also provided at the outlet of the electric drive assembly cooling flow path 21. The electric drive water outlet temperature sensor 25 is used to measure the temperature of the coolant in the electric drive thermal management loop 2, so that the connection 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 utility model, referring to FIG1 , the multi-way valve group 3 can switch the connection conditions of the battery thermal management circuit 1 and the electric drive thermal management circuit 2 between at least 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 an independent series circuit, 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 an independent series circuit. That is to say, under this working condition, the battery thermal management circuit 1 and the electric drive thermal management circuit 2 form independent 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 turned on, the battery thermal management circuit 1 heats the battery pack, and the electric drive thermal management circuit 2 cools the electric drive assembly; and the passenger compartment can also be heated. When the battery pack temperature is at a suitable temperature and no heating or cooling is required, the battery side heater 14 can also be turned off. At this time, only the electric drive thermal management circuit 2 is used to cool the electric drive assembly. This working condition is generally suitable for summer scenes.

For this working condition, referring to Figure 2, it is necessary for the valve port a-valve port c of the first five-way valve 31 to be connected, and the valve port f-valve port h of the second five-way valve 32 to be connected; referring to Figure 3, it is necessary for the valve port k-valve port m-valve port p-valve port q of the first four-way valve 33, the second four-way valve 34, and the third four-way valve 35 to be connected, and the valve port s-valve port a-valve port r-valve port b to be connected in sequence; referring to Figure 4, it is necessary for the valve port u-valve port w of the six-way valve 36 to be connected, and the valve port z-valve port x to be connected.

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 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 out of the coolant circulation loop in the electric drive thermal management loop 2, and the heat generated by the electric drive assembly will not be transferred to the external environment through the low-temperature radiator 22, thereby realizing the heat storage of the electric drive assembly. When the battery pack needs to be cooled, the battery side heater 14 is not turned on. The electric drive assembly in this working condition can heat up quickly and is mostly used in winter scenes.

For this working condition, referring to Figure 2, it is necessary for the valve port a-valve port c of the first five-way valve 31 to be connected, and the valve port f-valve port g of the second five-way valve 32 to be connected; referring to Figure 3, it is necessary for the valve port k-valve port m-valve port p-valve port q of the first four-way valve 33, the second four-way valve 34, and the third four-way valve 35 to be connected, and the valve port t-valve port a-valve port r-valve port b to be connected in sequence; referring to Figure 4, it is necessary for the valve port u-valve port w of the six-way valve 36 to be connected, and the valve port y-valve port x to be connected.

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 out of the coolant circulation circuit in the electric drive thermal management circuit 2, and the battery pack cooling flow path 11 is bypassed out of the coolant circulation circuit in the battery thermal management circuit 1. At this time, the battery side heater 14 can be used to quickly heat the passenger compartment, and the electric drive assembly can also be quickly heated up, which is generally used in winter scenes.

For this working condition, referring to Figure 2, it is necessary for the valve port a-valve port b of the first five-way valve 31 to be connected, and the valve port f-valve port g of the second five-way valve 32 to be connected; referring to Figure 3, it is necessary for the valve port l-valve port k of the first four-way valve 33, the second four-way valve 34, and the third four-way valve 35 to be connected, and the valve port t-valve port a-valve port r-valve port b to be connected in sequence; referring to Figure 4, it is necessary for the valve port u-valve port v of the six-way valve 36 to be connected, and the valve port y-valve port x to be connected.

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. In other words, under this working 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. This working condition is mostly used in summer.

For this working condition, referring to FIG2 , it is necessary that the valve port a-valve port d-valve port i-valve port h of the first five-way valve 31 and the second five-way valve 32 are connected, and the valve port f-valve port j-valve port e-valve port c are connected. Referring to FIG3 , it is necessary that the valve port k-valve port n-valve port b-valve port s of the first four-way valve 33, the second four-way valve 34, and the third four-way valve 35 are connected in sequence, and the valve port b-valve port r-valve port a-valve port m-valve port q are connected in sequence; referring to FIG4 , it is necessary that the valve port u-valve port z of the six-way valve 36 be connected, and the valve port w-valve port x be connected.

Working condition 1.5: The battery pack cooling circuit 11, the electric drive water pump 24, the electric drive assembly cooling circuit 21, the battery water pump 12, the battery side heater 14 and the battery cooler 13 together form a series circuit. That is to say, under this working 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 from the coolant circulation circuit of the electric drive thermal management circuit 2. At this time, the heat of the electric drive assembly can be used to heat the battery pack. This working condition is mostly used in winter scenarios.

For this working condition, referring to Figure 2, it is necessary that the valve port a, valve port d, valve port i, and valve port g of the first five-way valve 31 and the second five-way valve 32 are connected, and the valve port f, valve port j, valve port e, and valve port c are connected; referring to Figure 3, it is necessary that the valve port n, valve port k, valve port q, valve port b, valve port t, valve port a, and valve port n of the first four-way valve 33, the second four-way valve 34, and the third four-way valve 35 are connected in sequence; referring to Figure 4, it is necessary that the valve port u, valve port y of the six-way valve 36 be connected, and the valve port w, valve port x be connected.

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 loop. That is to say, under this working condition, the battery thermal management loop 1 and the electric drive thermal management loop 2 are connected in series to form a large loop, and the battery pack cooling flow path 11 is bypassed out of the coolant circulation loop of the battery thermal management loop 1, and the low-temperature radiator 22 is bypassed out of the coolant circulation loop of the battery thermal management loop 1. At this time, the heat of the electric drive assembly can be supplied to the battery side heater 14 to save the power consumption of the battery side heater 14 while heating the passenger compartment. This working condition is mostly used in spring, autumn and winter.

For this working condition, referring to FIG2 , it is necessary that the valve port d-valve port a-valve port b-valve port e of the first five-way valve 31 and the second five-way valve 32 are connected in sequence, and the valve port j-valve port f-valve port g-valve port i are connected in sequence. Referring to FIG3 , it is necessary that the valve port l-valve port n-valve port b-valve port t-valve port b-valve port t-valve port p-valve port m-valve port l of the first four-way valve 33, the second four-way valve 34, and the third four-way valve 35 are connected in sequence; referring to FIG4 , it is necessary that the valve port u-valve port y of the six-way valve 36 be connected, and the valve port v-valve port x be connected.

Further, in the thermal management system of the new energy vehicle according to the utility model, referring to FIG5 , it also includes a passenger compartment thermal management circuit 4, which is connected to the battery thermal management circuit 1 via the battery cooler 13. In addition, the passenger compartment thermal management circuit 4 also 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 external exchange outlet flow path 78, a first refrigerant flow path 79, and a second refrigerant flow path 80. Among them, the outdoor heat exchanger 41 is arranged on the outdoor heat exchange flow path 70; the evaporator 42 is arranged on the evaporation flow path 71; the gas-liquid separator 44 and the compressor 45 are arranged in series on the compression flow path 72, and the inlet of the compression flow path 72 is connected to the outlet of the evaporation flow path 71; the condenser 43 is arranged on the condensation flow path 73, and the inlet of the condensation flow path 73 is connected to the outlet of the compression flow path 72, and the outlet is connected to the inlet of the outdoor heat exchange flow path 70; the inlet of the heating flow path 74 is connected to the outlet of the outdoor heat exchange flow path 70, and the outlet is connected to the inlet of the compression flow path 72. The outlet of the first battery cooling flow path 75 is connected to the inlet of the battery cooler 13; the inlet of the second battery cooling flow path 76 is connected to the outlet of the battery cooler 13, and the outlet is connected to the inlet of the compression flow path 72. The inlet of the dehumidification flow path 77 is connected to the outlet of the condensation flow path 73, and the outlet is connected to the inlet of the first battery cooling flow path 75; the inlet of the external heat exchange outlet flow path 78 is connected to the outlet of the outdoor heat exchange flow path 70; one end of the first refrigerant flow path 79 is connected to the outlet of the external heat exchange outlet flow path 78, and the other end is connected to the outlet of the dehumidification flow path 77. The inlet of the second refrigerant flow path 80 is connected to the outlet of the external heat exchange outlet flow path 78, and the outlet is connected to the inlet of the evaporation flow path 71. With such a structure, the passenger compartment thermal management circuit 4 is connected to the battery thermal management circuit 1 through the battery cooler 13, so that the waste heat of the battery pack and the electric drive assembly can be used when heating the passenger compartment, and the heat generated by the battery pack can also be quickly transferred to the external environment through the outdoor heat exchanger 41. Thereby, the energy utilization rate is improved and the heat dissipation efficiency of the battery pack is improved.

Further, in the thermal management system of the new energy vehicle according to the utility model, referring to FIG5 , the switching valve group includes a one-way valve 51, a dehumidification 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. Among them, the one-way valve 51 is arranged in the external exchange outlet flow path 78, and the inlet of the one-way valve 51 is connected to the outlet of the outdoor heat exchange flow path 70, and the outlet is connected to the inlet of the first refrigerant flow path 79 and the inlet of the second refrigerant flow path 80; the dehumidification solenoid valve 52 is arranged in the dehumidification flow path 77; the heating solenoid valve 53 is arranged in the heating flow path 74; the evaporation electronic expansion valve 54 is arranged in the second refrigerant flow path 80, near the inlet of the evaporator 42; the cooling electronic expansion valve 55 is arranged in the first battery cooling flow path 75, near the inlet of the battery cooler 13; the heat exchange electronic expansion valve 56 is arranged in the outdoor heat exchange flow path 70, near the inlet of the outdoor heat exchanger 41. With such a structure, through the setting of the above-mentioned one-way valve 51, dehumidification solenoid valve 52, heating solenoid valve 53, evaporation electronic expansion valve 54, cooling electronic expansion valve 55, and heat exchange electronic expansion valve 56, the thermal management system can use limited pipelines to achieve functions such as heating, cooling, and heat exchange with the battery thermal management circuit 1. The connection mode between each flow path can be changed by switching the valve group, and there is no need to set a thermal management component that can be switched during heating and cooling (such as a reversible outdoor heat exchanger 41, evaporator 42, condenser 43, etc.), which reduces the layout cost and difficulty of the system and improves the system integration.

Furthermore, in the thermal management system of the new energy vehicle according to the 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 to collect the outlet water temperature of the outdoor heat exchanger 41, so that the state of the corresponding control valve of the outdoor heat exchanger 41 can be timely controlled by using the data of the outlet water temperature, thereby improving the response speed of the thermal management system.

Further, in the thermal management system of the new energy vehicle according to the utility model, referring to FIG5 , a condensing water outlet temperature sensor 62 and a condensing water outlet pressure sensor 63 are also provided at the outlet of the condenser 43, and a condensing water inlet temperature sensor 64 is also provided at the inlet of the condenser 43. The condensing water outlet temperature sensor 62 and the condensing water outlet pressure sensor 63 are respectively used to obtain the coolant temperature and coolant pressure at the outlet of the condenser 43, so that the condensing power of the condenser 43 can be controlled according to the obtained pressure and temperature data, thereby improving the control accuracy of the thermal management system. The condensing 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 can also be used to monitor whether the compressor 45 fails.

Further, in the thermal management system of the new energy vehicle according to the utility model, referring to FIG5 , the outlet of the gas-liquid separator 44 is connected to the inlet of the compressor 45, and a compressed water inlet temperature and pressure sensor 65 is also provided at the inlet of the compressor 45. By providing the compressed water inlet temperature and pressure sensor 65, the temperature and pressure of the water inlet of the compressor 45 can be obtained, so that the compression power of the compressor 45 can be controlled according to the temperature and pressure data of the water inlet, so that the compressor 45 works in the optimal state.

Furthermore, in the thermal management system of the new energy vehicle according to the utility model, referring to FIG5 , a low-pressure side filling valve (not shown in the figure) is also provided on the evaporation flow path 71. By providing the low-pressure side filling valve, the coolant can be replenished in time to prevent the water in the coolant from being evaporated and reduced due to the operation of the evaporator 42, thereby affecting the normal operation of the system.

Further, in the thermal management system of the new energy vehicle according to the utility model, referring to FIG5 , a high-pressure side filling valve (not shown) and a filter valve 66 are also provided on the condensation flow path 73. By setting the high-pressure side filling valve, the coolant can be replenished in time to prevent the water in the coolant from evaporating due to the operation of the compressor 45 and the condenser 43, thereby affecting the normal operation of the system. In addition, the setting of the filter valve 66 can filter the impurities in the coolant, so that the coolant flowing through the battery cooler 13 and the outdoor heat exchanger 41 will not contain too many impurities and 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 utility model, referring to FIG5 , the evaporator 42 and the condenser 43 are both arranged in the air conditioning box of the vehicle, thereby improving the integration of the system. In addition, a passenger compartment side heater (not shown in the figure) is also arranged in the air conditioning box. By arranging the passenger compartment heater, heat can be generated quickly when the heating demand of the passenger compartment is high.

Further, in this embodiment, referring to FIG. 5 , the switching valve group switches the connection condition of the passenger compartment thermal management circuit 4 between at least the following conditions:

Working condition 2.1: the outdoor heat exchange flow path 70, the external 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. Under this working condition, if the compressor 45 is turned off, the condenser 43 is turned off, the outdoor heat exchanger 41 is turned on, the evaporator 42 is turned on, the battery cooler 13 is turned off, the gas-liquid separator 44 is turned on, the filter valve 66 is turned on, and the dehumidification solenoid valve 52 is turned off, the heating solenoid valve 53 is turned off, the evaporation electronic expansion valve 54 is half-open, the cooling electronic expansion valve 55 is turned off, the heat exchange electronic expansion valve 56 is turned on, and the one-way valve 51 is turned on, then the passenger compartment thermal management circuit 4 is in the stop or sleep mode. Under this condition, if the compressor 45 is turned on, the condenser 43 is turned on, the outdoor heat exchanger 41 is turned on, the evaporator 42 is turned on, the battery cooler 13 is turned off, the gas-liquid separator 44 is turned on, and the filter valve 66 is turned on, and the dehumidification solenoid valve 52 is turned off, the heating solenoid valve 53 is turned off, the evaporation electronic expansion valve 54 is turned on, the cooling electronic expansion valve 55 is turned off, the heat exchange electronic expansion valve 56 is fully opened, and the check valve 51 is turned 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 turned on, the condenser 43 is turned on, the outdoor heat exchanger 41 is turned on, the evaporator 42 is turned on, the battery cooler 13 is turned off, the gas-liquid separator 44 is turned on, and the filter valve 66 is turned on, and the dehumidification solenoid valve 52 is turned off, the heating solenoid valve 53 is turned off, the evaporation electronic expansion valve 54 is turned on, the cooling electronic expansion valve 55 is turned off, the heat exchange electronic expansion valve 56 is opened, and the check valve 51 is turned on, then the passenger compartment thermal management circuit 4 is in the cooling and dehumidification mode.

In the above cases, the refrigerant flows from the outdoor heat exchanger 41 through the one-way valve 51, the evaporation electronic expansion valve 54, the evaporator 42, the gas-liquid separator 44, the compressor 45, the filter valve 66, 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 external 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 external 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 working 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 the open or working state, and the dehumidification solenoid valve 52 is closed, 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 fully opened, and the check valve 51 is connected, then at this time, 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 and the working states of other components remain unchanged, then the passenger compartment thermal management circuit 4 is in the cooling and 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 one-way valve 51, the evaporation electronic expansion valve 54, the evaporator 42, the gas-liquid separator 44, the compressor 45, the filter valve 66, 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 one-way valve 51, the cooling electronic expansion valve 55, the battery cooler 13, the gas-liquid separator 44, the compressor 45, the filter valve 66, 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 external 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 working condition, the compressor 45 is turned on, the condenser 43 is turned on, the outdoor heat exchanger 41 is turned on, the evaporator 42 is turned off, the battery cooler 13 is turned on, the gas-liquid separator 44 is turned on, and the filter valve 66 is turned on. The dehumidification solenoid valve 52 is turned off, the heating solenoid valve 53 is turned off, the evaporation electronic expansion valve 54 is turned off, the cooling electronic expansion valve 55 is turned on, the heat exchange electronic expansion valve 56 is turned on, and the check valve 51 is turned on. At this time, the thermal management system is in the single battery 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. Under this working condition, the compressor 45 is turned on, the condenser 43 is turned on, the outdoor heat exchanger 41 is turned on, the evaporator 42 is turned on, the battery cooler 13 is turned off, the gas-liquid separator 44 is turned on, and the filter valve 66 is turned on. The dehumidification solenoid valve 52 is turned on, the heating solenoid valve 53 is turned on, the evaporation electronic expansion valve 54 is turned on, the cooling electronic expansion valve 55 is turned off, the heat exchange electronic expansion valve 56 is turned on, and the one-way valve 51 is turned on. At this time, the thermal management system is 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, the heat exchange electronic expansion valve 56 and then flows back to the outdoor heat exchanger 41. In addition, the refrigerant flowing out of the filter valve 66 also flows through the dehumidification solenoid valve 52, through the evaporation electronic expansion valve 54, and the evaporator 42 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. Under this working condition, the compressor 45 is turned on, the condenser 43 is turned on, the outdoor heat exchanger 41 is turned off, the evaporator 42 is turned on, the battery cooler 13 is turned on, the gas-liquid separator 44 is turned on, and the filter valve 66 is turned on. The dehumidification solenoid valve 52 is turned on, the heating solenoid valve 53 is turned off, the evaporation electronic expansion valve 54 is turned on, the cooling electronic expansion valve 55 is turned on, the heat exchange electronic expansion valve 56 is turned off, and the check valve 51 is turned on. At this time, the thermal management system is in the 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 . In addition, the coolant flowing out of the dehumidification solenoid valve 52 also flows through the evaporation electronic expansion valve 54 and the evaporator 42 and flows 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 loop. Under this working condition, the compressor 45 is turned on, the condenser 43 is turned on, the outdoor heat exchanger 41 is turned on, the evaporator 42 is turned off, the battery cooler 13 is turned off, the gas-liquid separator 44 is turned on, and the filter valve 66 is turned on. The dehumidification 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 turned on. At this time, the thermal management system is in the heating mode of the outdoor heat exchanger 41. The refrigerant flows from the outdoor heat exchanger 41 to the heating solenoid valve 53, the gas-liquid separator 44, the compressor 45, the filter valve 66, the heat exchange electronic expansion valve 56, and then flows to the outdoor heat exchanger 41.

Working condition 2.7: outdoor heat exchange flow path 70, heating flow path 74, compression flow path 72, condensation flow path 73 form a series circuit, and outdoor heat exchange flow path 70, heating flow path 74, compression flow path 72, condensation flow path 73, dehumidification flow path 77, first battery cooling flow path 75, second battery cooling flow path 76, compression flow path 72 form a series circuit. Under this working condition, the compressor 45 is turned on, the condenser 43 is turned on, the outdoor heat exchanger 41 is turned on, the evaporator 42 is turned off, the battery cooler 13 is turned on, the gas-liquid separator 44 is turned on, and the filter valve 66 is turned on. The dehumidification solenoid valve 52 is turned on, the heating solenoid valve 53 is turned on, the evaporation electronic expansion valve 54 is turned off, the cooling electronic expansion valve 55 is turned on, the heat exchange electronic expansion valve 56 is turned on, and the check valve 51 is turned on. At this time, the thermal 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 solenoid valve 53, the gas-liquid separator 44, the compressor 45, the filter valve 66, the heat exchange electronic expansion valve 56, and then to the outdoor heat exchanger 41. In addition, the coolant flowing out of the filter valve 66 also flows to the dehumidification solenoid valve 52, passes through the cooling electronic expansion valve 55, and the battery cooler 13, and then flows to the gas-liquid separator 44 to form 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 loop. Under this working condition, the compressor 45 is turned on, the condenser 43 is turned on, the outdoor heat exchanger 41 is turned off, the evaporator 42 is turned off, the battery cooler 13 is turned on, the gas-liquid separator 44 is turned on, and the filter valve 66 is turned on. In addition, the dehumidification solenoid valve 52 is turned on, the heating solenoid valve 53 is turned on, the evaporation electronic expansion valve 54 is turned off, the cooling electronic expansion valve 55 is turned on, the heat exchange electronic expansion valve 56 is turned off, and the one-way valve 51 is turned on. At this time, the thermal management system is in the waste heat recovery mode. After the refrigerant flows out of the battery cooler 13, it flows to the gas-liquid separator 44, the compressor 45, the condenser 43, the filter valve 66, the dehumidification solenoid valve 52, the cooling electronic expansion valve 55, and then returns to the battery cooler 13 to form a cycle.

Working condition 2.9: outdoor heat exchange flow path 70, external heat exchange outlet flow path 78, first refrigerant flow path 79, first battery cooling flow path 75, second battery cooling flow path 76, compression flow path 72, condensation flow path 73 form a series circuit. Under this working condition, the compressor 45 is turned on, the condenser 43 is turned on, the outdoor heat exchanger 41 is turned on, the evaporator 42 is turned off, the battery cooler 13 is turned on, the gas-liquid separator 44 is turned on, the filter valve 66 is turned on, and the dehumidification solenoid valve 52 is turned off, the heating solenoid valve 53 is turned off, the evaporation electronic expansion valve 54 is turned off, the cooling electronic expansion valve 55 is turned off, the heat exchange electronic expansion valve 56 is turned on, and the check valve 51 is turned on. At this time, the thermal management system is in the defrosting mode of the outdoor heat exchanger 41. After the refrigerant flows out of the outdoor heat exchanger 41, it passes through the one-way 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, the heat exchange electronic expansion valve 56 and then returns to the outdoor heat exchanger 41 to form a cycle.

It should be noted that the coolant circuit in this embodiment (including the battery thermal management circuit 1 and the electric drive thermal management circuit 2) has 6 different operating conditions, and the refrigerant circuit (including the passenger compartment thermal management circuit 4) has 9 different operating conditions. In fact, the operating conditions corresponding to the above-mentioned coolant circuit and refrigerant circuit can be combined with each other to achieve a variety of different combination modes, thereby realizing efficient management of the thermal management system.

Embodiment 2:

Based on the above-mentioned thermal management system for new energy vehicles, this embodiment provides a new energy vehicle, including the thermal management system for new energy vehicles described in the above embodiment. Since the new energy vehicle has the above-mentioned thermal management system, 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, the energy consumption required for heating and cooling the whole vehicle is reduced, and the driving range of the new energy vehicle is improved.

Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above contents are further detailed descriptions of the present invention in combination with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims (10)

1. A thermal management system for a new energy vehicle, characterized by comprising: a battery thermal management circuit, the 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, the 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; A multi-way valve group, which is arranged between the battery thermal management circuit and the electric drive thermal management circuit, and includes a plurality of valve ports, wherein the outlet of the battery pack cooling flow path, the inlet of the battery water pump, the outlet of the expansion kettle, and the inlet of the electric drive water pump are respectively connected to 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 connected to the corresponding valve ports of the multi-way valve group via 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 connected to the corresponding valve ports of the multi-way valve group via an electric drive bypass pipeline. 2. The thermal management system of a new energy vehicle according to claim 1, characterized in that the multi-way valve group includes two five-way valves; The first valve port of one of the five-way valves is connected to the inlet of the battery water pump, the second valve port is connected to 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 connected to the outlet of the battery pack cooling flow path, and the fourth valve port and the fifth valve port are both motorized valve ports; The first valve port and the second valve port of another five-way valve are both motorized valve ports, the third valve port is connected to the inlet of the electric drive water pump, the fourth valve port is connected to the outlet of the electric drive assembly cooling flow path and the inlet of the low-temperature radiator via the electric drive bypass line, and the fifth valve port is connected to the outlet of the expansion kettle. 3. The thermal management system of a new energy vehicle according to claim 1, characterized in that the multi-way valve group includes three four-way valves; A first valve port of one of the four-way valves is connected to the inlet of the battery water pump, a second valve port is connected to the outlet of the battery cooler and the inlet of the battery pack cooling flow path via the battery bypass pipeline, and the third valve port and the fourth valve port are both motorized valve ports; The first valve port of the second four-way valve is connected to the outlet of the battery pack cooling flow path, the second valve port is connected to the inlet of the electric drive water pump, and the third valve port and the fourth valve port are both motorized valve ports; The first valve port of the third four-way valve is connected to the outlet of the electric drive assembly cooling flow path and the inlet of the low-temperature radiator via the electric drive bypass pipeline, the second valve port is connected to the outlet of the expansion kettle, and the third valve port and the fourth valve port are both motorized valve ports. 4. The thermal management system of a new energy vehicle according to claim 1, characterized in that the multi-way valve group includes a six-way valve; wherein The six valve ports of the six-way valve are respectively connected to the inlet of the battery water pump, the outlet of the battery cooler and the pipeline between 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, 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 for a new energy vehicle according to any one of claims 1 to 4, characterized in that a battery side heater is further provided between the battery water pump and the battery cooler; A cooler water outlet temperature sensor is also provided at the outlet of the battery cooler; An electric drive water outlet temperature sensor is also provided at the outlet of the electric drive assembly cooling flow path. 6. The thermal management system of a new energy vehicle according to claim 5, characterized in that it further comprises a passenger compartment thermal management circuit, wherein the passenger compartment thermal management circuit is connected to the battery thermal management circuit via the battery cooler; and The passenger compartment thermal management circuit also includes 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, wherein the outdoor heat exchanger is arranged in the outdoor heat exchange flow path; an evaporation flow path, wherein the evaporator is arranged on the evaporation flow path; A compression flow path, the gas-liquid separator and the compressor are arranged in series on the compression flow path, and the inlet of the compression flow path is communicated with the outlet of the evaporation flow path; A condensation flow path, wherein the condenser is arranged in the condensation flow path, the inlet of the condensation flow path is connected with the outlet of the compression flow path, and the outlet is connected with the inlet of the outdoor heat exchange flow path; A heating flow path, wherein the inlet of the heating flow path is connected to the outlet of the outdoor heat exchange flow path, and the outlet is connected to the inlet of the compression flow path; a first battery cooling flow path, wherein an outlet of the first battery cooling flow path is in communication with an inlet of the battery cooler; a second battery cooling flow path, wherein an inlet of the second battery cooling flow path is communicated with an outlet of the battery cooler, and an outlet of the second battery cooling flow path is communicated with an inlet of the compression flow path; a dehumidification flow path, wherein an inlet of the dehumidification flow path is communicated with an outlet of the condensation flow path, and an outlet of the dehumidification flow path is communicated with an inlet of the first battery cooling flow path; An external heat exchange outlet flow path, the inlet of the external heat exchange outlet flow path is connected to the outlet of the outdoor heat exchange flow path; a first refrigerant flow path, one end of which is connected to the outlet of the external exchange outlet flow path, and the other end of which is connected to the outlet of the dehumidification flow path; A second refrigerant flow path, wherein 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. 7. The thermal management system for a new energy vehicle according to claim 6, wherein the switching valve group comprises: A one-way valve, wherein the one-way valve is arranged in the outdoor heat exchange outlet flow path, and the inlet of the one-way valve is communicated with the outlet of the outdoor heat exchange flow path, and the outlet is communicated with the inlet of the first refrigerant flow path and the inlet of the second refrigerant flow path; A dehumidification solenoid valve, wherein the dehumidification solenoid valve is arranged in the dehumidification flow path; A heating solenoid valve, the heating solenoid valve is arranged in the heating flow path; an evaporation electronic expansion valve, the evaporation electronic expansion valve being arranged in the second refrigerant flow path and close to the evaporator inlet; a cooling electronic expansion valve, the cooling electronic expansion valve being arranged in the first battery cooling flow path and close to an inlet of the battery cooler; A heat exchange electronic expansion valve is arranged in the outdoor heat exchange flow path, close to the inlet of the outdoor heat exchanger. 8. The thermal management system for new energy vehicles according to claim 7, characterized in that a heat exchanger outlet water temperature sensor is also provided at the outlet of the outdoor heat exchanger; The outlet of the condenser is also provided with a condensed water temperature sensor and a condensed water pressure sensor; A condensing water inlet temperature sensor is also provided 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 and pressure sensor is also provided at the inlet of the compressor; A low-pressure side filling valve is also provided on the evaporation flow path; The condensation flow path is also provided with a high-pressure side filling valve and a filter valve. 9. The thermal management system for a new energy vehicle according to claim 8, characterized in that the evaporator and the condenser are both arranged in an air-conditioning box of the vehicle; and The air conditioning box is also provided with a passenger compartment side heater. 10. A new energy vehicle, characterized by comprising a thermal management system for a new energy vehicle as described in any one of claims 1 to 9.