WO2023169048A1

WO2023169048A1 - Vehicle thermal management system of new energy vehicle

Info

Publication number: WO2023169048A1
Application number: PCT/CN2022/141473
Authority: WO
Inventors: 孟娟; 杨云; 顾毅亮; 陈杰; 赵雷兴
Original assignee: 浙江银轮机械股份有限公司
Priority date: 2022-03-10
Filing date: 2022-12-23
Publication date: 2023-09-14
Also published as: CN114801643A

Abstract

A vehicle thermal management system of a new energy vehicle, comprising a refrigeration medium loop and a cooling medium loop. The refrigeration medium loop comprises a compressor, a first heat exchanger and a second heat exchanger, the first heat exchanger comprising a first channel and a second channel isolated from each other, and the second heat exchanger comprising a third channel and a fourth channel isolated from each other. The cooling medium loop comprises a first pump, a motor electric control system, a third heat exchanger, a fourth heat exchanger, a second pump and a battery.

Description

一种新能源汽车整车热管理***A new energy vehicle thermal management system

相关申请Related applications

本申请要求2022年3月10日申请的，申请号为202210237667.8，发明名称为“一种新能源汽车整车热管理***”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。This application claims priority to the Chinese patent application filed on March 10, 2022, with the application number 202210237667.8 and the invention title "A new energy vehicle thermal management system", the entire content of which is incorporated into this application by reference. .

技术领域Technical field

本申请涉及新能源汽车技术领域，特别是涉及一种新能源汽车整车热管理***。This application relates to the technical field of new energy vehicles, and in particular to a vehicle thermal management system for new energy vehicles.

背景技术Background technique

为顺应国家政策和环保号召，现在正大力发展新能源汽车，但“里程焦虑”问题是限制新能源汽车发展的重要因素。为解决这一问题开发出了大容量电池及超级快充等技术，但超级快充模式下会造成电池热量过高而影响电池充电速率和寿命，从而电池在超级快充时如何进行快速冷却，成为困扰新能源汽车领域的重要难题。In order to comply with national policies and environmental protection calls, new energy vehicles are now being vigorously developed. However, the problem of "range anxiety" is an important factor limiting the development of new energy vehicles. To solve this problem, technologies such as large-capacity batteries and super-fast charging have been developed. However, super-fast charging mode will cause the battery heat to be too high, which will affect the battery charging rate and life. Therefore, how to quickly cool the battery during super-fast charging? It has become an important problem plaguing the field of new energy vehicles.

发明内容Contents of the invention

根据本申请的各种实施例，提供一种新能源汽车整车热管理***。According to various embodiments of the present application, a new energy vehicle thermal management system is provided.

本申请提供一种新能源汽车整车热管理***，包括制冷介质回路和冷却介质回路。制冷介质回路循环流动有制冷介质，包括压缩机、第一换热器、第二换热器，所述第一换热器包括相互隔离的第一通道与第二通道，所述第二换热器包括相互隔离的第三通道与第四通道，所述压缩机、所述第一通道及所述第三通道依次首尾连通。冷却介质回路循环流动有冷却介质，包括第一泵、电机电控、第三换热器、第四换热器、第二泵和电池，所述第三换热器用于冷却介质与外接冷源换热。所述第一泵、所述电机电控、所述第三换热器、所述第二通道、所述第四换热器依次首尾连通，所述电池、所述第二泵、所述第四通道依次首尾连通；所述冷却介质在所述第三换热器中与外接冷源换热，流经所述第一通道的所述制冷介质与流经所述第二通道的所述冷却介质换热，流经所述第四通道内的所述冷却介质与流经所述第三通道内的所述制冷介质换热，以冷却所述电池。This application provides a vehicle thermal management system for new energy vehicles, including a refrigerant medium circuit and a cooling medium circuit. The refrigerant medium loop circulates with refrigerant medium, including a compressor, a first heat exchanger, and a second heat exchanger. The first heat exchanger includes a first channel and a second channel that are isolated from each other. The second heat exchanger The compressor includes a third channel and a fourth channel that are isolated from each other, and the compressor, the first channel and the third channel are connected end to end in sequence. The cooling medium loop circulates the cooling medium, including a first pump, a motor electronic control, a third heat exchanger, a fourth heat exchanger, a second pump and a battery. The third heat exchanger is used for cooling the medium and an external cold source. Heat exchange. The first pump, the motor electronic control, the third heat exchanger, the second channel, and the fourth heat exchanger are connected end to end in sequence, and the battery, the second pump, and the third heat exchanger are connected in sequence. The four channels are connected end to end in sequence; the cooling medium exchanges heat with an external cold source in the third heat exchanger, and the cooling medium flowing through the first channel and the cooling medium flowing through the second channel Medium heat exchange: the cooling medium flowing in the fourth channel exchanges heat with the refrigerant medium flowing in the third channel to cool the battery.

在其中一个实施例中，所述制冷介质回路还包括第五换热器，所述第五换热器连通于所述第一通道与所述第三通道之间。In one embodiment, the refrigerant medium circuit further includes a fifth heat exchanger, and the fifth heat exchanger is connected between the first channel and the third channel.

在其中一个实施例中，所述第四换热器与所述第五换热器并排且分体设置，所述热管理***还包括风机，所述风机设在所述第四换热器远离所述第五换热器的一侧。In one embodiment, the fourth heat exchanger and the fifth heat exchanger are arranged side by side and separately, and the thermal management system further includes a fan, and the fan is disposed far away from the fourth heat exchanger. One side of the fifth heat exchanger.

在其中一个实施例中，所述第四换热器与所述第五换热器集成设置，且沿竖直方向依次分布，所述第四换热器的内部管路与所述第五换热器的内部管路并联且相互独立。In one embodiment, the fourth heat exchanger and the fifth heat exchanger are integrated and distributed sequentially along the vertical direction, and the internal pipelines of the fourth heat exchanger and the fifth heat exchanger are The internal pipelines of the heater are connected in parallel and independent of each other.

在其中一个实施例中，所述制冷介质回路还包括空调箱，所述空调箱中设有蒸发器与冷凝器，所述冷凝器的进口与所述压缩机的出口连通，所述冷凝器的出口连通于所述第一通道；所述制冷介质回路还包括第一节流件，所述蒸发器的进口连通于所述第一节流件的出口，所述第一节流件的进口连通于所述第一通道，所述蒸发器的出口与所述压缩机的进口连通。In one embodiment, the refrigerant medium circuit further includes an air-conditioning box. An evaporator and a condenser are provided in the air-conditioning box. The inlet of the condenser is connected to the outlet of the compressor. The outlet is connected to the first channel; the refrigerant medium circuit also includes a first throttling member, the inlet of the evaporator is connected to the outlet of the first throttling member, and the inlet of the first throttling member is connected to In the first passage, the outlet of the evaporator is connected with the inlet of the compressor.

在其中一个实施例中，所述制冷介质回路还包括第一开关阀与第二开关阀，所述第一开关阀连接于所述压缩机的出口与所述第一通道之间；所述第二开关阀连接于所述压缩机的出口与所述冷凝器的进口之间。In one embodiment, the refrigerant medium circuit further includes a first switching valve and a second switching valve, the first switching valve is connected between the outlet of the compressor and the first channel; the third switching valve Two switch valves are connected between the outlet of the compressor and the inlet of the condenser.

在其中一个实施例中，所述制冷介质回路还包括第二节流件与第三节流件，所述第二节流件的一端连通所述第一通道，另一端连接所述冷凝器的出口，所述第三节流件的一端连通于所述第三通道，另一端分别连接于所述第一节流件及所述第一通道。In one embodiment, the refrigerant medium circuit further includes a second throttling member and a third throttling member. One end of the second throttling member is connected to the first channel, and the other end is connected to the condenser. Outlet, one end of the third throttling member is connected to the third channel, and the other end is connected to the first throttling member and the first channel respectively.

在其中一个实施例中，所述冷凝器至少包括第一换热区与第二换热区，所述压缩机与所述第一换热区的进口之间设有第一流量调节件，所述压缩机与所述第二换热区的进口之间设有第二流量调节件，所述第一换热区及所述第二换热区的出口均连通于所述第一通道。In one embodiment, the condenser at least includes a first heat exchange zone and a second heat exchange zone, and a first flow adjustment member is provided between the compressor and the inlet of the first heat exchange zone, so A second flow regulator is provided between the compressor and the inlet of the second heat exchange zone, and the outlets of the first heat exchange zone and the second heat exchange zone are both connected to the first channel.

在其中一个实施例中，所述冷却介质回路还包括五通阀，所述五通阀包括第一接口、第二接口、第三接口、第四接口和第五接口，所述第一接口连通于所述第四通道，所述第二接口连通于所述第二通道，所述第三接口连通于所述第四换热器，所述第四接口连通于所述电池的进口，所述第五接口连通于所述第二泵的出口。In one embodiment, the cooling medium circuit further includes a five-way valve, the five-way valve includes a first interface, a second interface, a third interface, a fourth interface and a fifth interface, and the first interface is connected to In the fourth channel, the second interface is connected to the second channel, the third interface is connected to the fourth heat exchanger, the fourth interface is connected to the inlet of the battery, and the The fifth interface is connected to the outlet of the second pump.

在其中一个实施例中，所述制冷介质回路还包括第四节流件，所述第四节流件的一端连接于所述压缩机的出口，另一端连接于所述压缩机的进口。In one embodiment, the refrigerant medium circuit further includes a fourth throttling member, one end of the fourth throttling member is connected to the outlet of the compressor, and the other end is connected to the inlet of the compressor.

本申请的一个或多个实施例的细节在下面的附图和描述中提出。本申请的其它特征、目的和优点将从说明书、附图以及权利要求书变得明显。The details of one or more embodiments of the application are set forth in the accompanying drawings and the description below. Other features, objects and advantages of the application will become apparent from the description, drawings and claims.

附图说明Description of the drawings

为了更好地描述和说明这里公开的那些发明的实施例和/或示例，可以参考一幅或多幅附图。用于描述附图的附加细节或示例不应当被认为是对所公开的发明、目前描述的实施例和/或示例以及目前理解的这些发明的最佳模式中的任何一者的范围的限制。To better describe and illustrate embodiments and/or examples of those inventions disclosed herein, reference may be made to one or more of the accompanying drawings. The additional details or examples used to describe the drawings should not be construed as limiting the scope of any of the disclosed inventions, the embodiments and/or examples presently described, and the best modes currently understood of these inventions.

图1为根据一个或多个实施例的新能源汽车整车热管理***第一种实施方式的结构示意图。Figure 1 is a schematic structural diagram of a first implementation of a new energy vehicle thermal management system according to one or more embodiments.

图2为根据一个或多个实施例的新能源汽车整车热管理***第二种实施方式的结构示意图。Figure 2 is a schematic structural diagram of a second implementation of a new energy vehicle thermal management system according to one or more embodiments.

图3为根据一个或多个实施例的新能源汽车整车热管理***第三种实施方式的结构示意图。Figure 3 is a schematic structural diagram of a third implementation of a new energy vehicle thermal management system according to one or more embodiments.

图4为根据一个或多个实施例的新能源汽车整车热管理***第四种实施方式的结构示意图。Figure 4 is a schematic structural diagram of a fourth implementation of a new energy vehicle thermal management system according to one or more embodiments.

图5为根据一个或多个实施例的新能源汽车整车热管理***第五种实施方式的结构示意图。Figure 5 is a schematic structural diagram of a fifth implementation of a new energy vehicle thermal management system according to one or more embodiments.

图6为图1中A处的局部放大结构示意图。Figure 6 is a partial enlarged structural diagram of position A in Figure 1.

图7为根据一个或多个实施例的冷凝器的结构示意图。Figure 7 is a schematic structural diagram of a condenser according to one or more embodiments.

附图标记：Reference signs:

100、新能源汽车整车热管理***；110、压缩机；110a、第一温度压力传感器；110b、第二温度压力传感器；120、第一换热器；120a、第二节流件；121、第一通道；122、第二通道；130、空调箱；131、鼓风机；132、蒸发器；132a、第一节流件；133、冷凝器；133a、第一温度传感器；1331、第一换热区；1332、第二换热区；134、温度调节风门；141、第一开关阀；142、第二开关阀；151、第一流量调节件；152、第二流量调节件；160、气液分离器；170、第四节流件；180、第五换热器；180a、第二温度传感器；210、第一泵；220、电机电控；230、第二泵；240、电池；250、水壶；261、第一三通管；262、第二三通管；263、第三三通管；270、第三换热器；271、第五通道；272、第六通道；280、四通管；290、第四换热器；300、第二换热器；300a、第三节流件；301、第三通道；302、第四通道；400、五通阀；401、第一接口；402、第二接口；403、第三接口；404、第四接口；405、第五接口；500、风机；600、三通阀。100. New energy vehicle thermal management system; 110. Compressor; 110a, first temperature and pressure sensor; 110b, second temperature and pressure sensor; 120, first heat exchanger; 120a, second throttling member; 121. First channel; 122, second channel; 130, air conditioning box; 131, blower; 132, evaporator; 132a, first throttling member; 133, condenser; 133a, first temperature sensor; 1331, first heat exchanger area; 1332, second heat exchange area; 134, temperature adjustment damper; 141, first on-off valve; 142, second on-off valve; 151, first flow regulator; 152, second flow regulator; 160, gas-liquid Separator; 170, fourth throttling member; 180, fifth heat exchanger; 180a, second temperature sensor; 210, first pump; 220, motor electronic control; 230, second pump; 240, battery; 250, Kettle; 261, first three-way pipe; 262, second three-way pipe; 263, third three-way pipe; 270, third heat exchanger; 271, fifth channel; 272, sixth channel; 280, four-way Pipe; 290, fourth heat exchanger; 300, second heat exchanger; 300a, third throttling member; 301, third channel; 302, fourth channel; 400, five-way valve; 401, first interface; 402. Second interface; 403. Third interface; 404. Fourth interface; 405. Fifth interface; 500. Fan; 600. Three-way valve.

具体实施方式Detailed ways

为使本申请的上述目的、特征和优点能够更加明显易懂，下面结合附图对本申请的具体实施方式做详细的说明。在下面的描述中阐述了很多具体细节以便于充分理解本申请。但是本申请能够以很多不同于在此描述的其它方式来实施，本领域技术人员可以在不违背本申请内涵的情况下做类似改进，因此本申请不受下面公开的具体实施例的限制。In order to make the above objects, features and advantages of the present application more obvious and easy to understand, the specific implementation modes of the present application will be described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application can be implemented in many other ways different from those described here. Those skilled in the art can make similar improvements without violating the connotation of the present application. Therefore, the present application is not limited by the specific embodiments disclosed below.

需要说明的是，当组件被称为“固定于”或“设置于”另一个组件，它可以直接在另一个组件上或者也可以存在居中的组件。当一个组件被认为是“连接”另一个组件，它可以是直接连接到另一个组件或者可能同时存在居中组件。本申请的说明书所使用的术语“垂直的”、“水平的”、“上”、“下”、“左”、“右”以及类似的表述只是为了说明的目的，并不表示是唯一的实施方式。It should be noted that when a component is said to be "fixed" or "set to" another component, it can be directly on the other component or there may also be an intermediate component present. When a component is said to be "connected" to another component, it may be directly connected to the other component or there may be an intermediate component present at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in the description of this application are for illustrative purposes only and do not represent the only implementation. Way.

此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。In addition, the terms “first” and “second” are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include at least one of these features. In the description of this application, "plurality" means at least two, such as two, three, etc., unless otherwise expressly and specifically limited.

在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”、“下”可以是第一特征直接和第二特征接触，或第一特征和第二特征间接地通过中间媒介接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅表示第一特征水平高度小于第二特征。In this application, unless otherwise expressly stated and limited, the first feature being "on" or "below" the second feature may mean that the first feature is in direct contact with the second feature, or the first feature and the second feature are in indirect contact. Contact through intermediaries. Moreover, the terms “above”, “above” and “above” the first feature of the second feature may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being “below”, “below” and “beneath” the second feature may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is less horizontally taller than the second feature.

除非另有定义，本申请的说明书所使用的所有的技术和科学术语与属于本申请的技术领域的技术人员通常理解的含义相同。在本申请的说明书中所使用的术语只是为了描述具体的实施方式的目的，不是旨在于限制本申请。本申请的说明书所使用的术语“及/或”包括一个或多个相关的所列项目的任意的和所有的组合。Unless otherwise defined, all technical and scientific terms used in the description of this application have the same meanings as commonly understood by those skilled in the technical field of this application. The terms used in the description of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the specification of this application, the term "and/or" includes any and all combinations of one or more of the associated listed items.

下面结合附图与具体实施方式对本申请的新能源汽车整车热管理***100作进一步详细描述：The new energy vehicle thermal management system 100 of the present application will be further described in detail below in conjunction with the accompanying drawings and specific implementations:

新能源汽车整车热管理***100，设在新能源汽车中，是影响新能源汽车整车能量利用率和续航力的重要因素，包括制冷介质回路与冷却介质回路，通过制冷介质回路和冷却介质回路中介质的循环流动，以实现不同工作模式的转换。制冷介质可以为R134A，R1234YF，R290，CO ₂等；冷却介质可以为水，水-乙二醇混合液等。 The new energy vehicle thermal management system 100 is located in the new energy vehicle and is an important factor affecting the energy utilization and endurance of the new energy vehicle. It includes the refrigeration medium loop and the cooling medium loop. Through the refrigeration medium loop and the cooling medium loop Circular flow of medium in order to achieve conversion of different working modes. The refrigerant medium can be R134A, R1234YF, R290, CO2 _, etc.; the cooling medium can be water, water-ethylene glycol mixed liquid, etc.

参照图1～图5，制冷介质回路，循环流动有制冷介质，包括压缩机110、第一换热器120、第二换热器300，第一换热器120包括相互隔离的第一通道121与第二通道122，第二换热器300包括相互隔离的第三通道301与第四通道302，压缩机110、第一通道121及第三通道301依次首尾连通。Referring to Figures 1 to 5, the refrigerant medium circuit, in which refrigerant medium circulates, includes a compressor 110, a first heat exchanger 120, and a second heat exchanger 300. The first heat exchanger 120 includes a first channel 121 that is isolated from each other. Together with the second channel 122, the second heat exchanger 300 includes a third channel 301 and a fourth channel 302 that are isolated from each other. The compressor 110, the first channel 121 and the third channel 301 are connected end to end in sequence.

冷却介质回路，循环流动有冷却介质，包括第一泵210、电机电控220、第三换热器270、第四换热器290、第二泵230和电池240，第三换热器270用于冷却介质与外接冷源换热。The cooling medium loop circulates the cooling medium, including the first pump 210, the motor electronic control 220, the third heat exchanger 270, the fourth heat exchanger 290, the second pump 230 and the battery 240. The third heat exchanger 270 is used for It exchanges heat between the cooling medium and the external cold source.

第一泵210、电机电控220、第三换热器270、第二通道122、第四换热器290依次首尾连通，电池240、第二泵230、第四通道302依次首尾连通；冷却介质在第三换热器270中与外接冷源换热，流经第一通道121的制冷介质与流经第二通道122的冷却介质换热，流经第四通道302内的冷却介质与流经第三通道301内的制冷介质换热，以冷却电池240并对电机电控220余热回收利用。本实施例中通过在新能源汽车整车热管理***100中设置了第一换热器120与第三换热器270，冷却介质由电机电控220流出后，流经第三换热器270时与充电桩，充电站或蓄能槽的外接冷源换热，使得冷却介质温度降低，从而冷却介质流经第一换热器120的第二通道122时能够吸收更多热量，提高了第一换热器120的换热性能，进而***冷凝压力降低，使流出第一换热器120第一通道121的制冷介质温度降低，即流入第二换热器300的制冷介质温度更低，能够吸收更多热量，进而提高了第二换热器300的换热性能，经第二换热器300中换热后流入电池240中的冷却介质温度能够更低，对电池240的冷却能力和冷却效果更好，更利于在超级快充模式下对电池240快速冷却，提升新能源汽车整车热管理***100性能。而在第一换热器120第二通道122中吸收了热量的冷却介质流向第四换热器290，并在第四换热器290处向外界空气中放热，以实现冷却介质的降温冷却后再流回第一泵210与电机电控220回路中。第三换热器270包括相互隔离的第五通道271与第六通道272，第五通道271内流通冷却介质，第六通道272内流通外接冷源。与第三换热器270内的冷却介质换热的外接冷源可以是充电桩供应的，也可以是充电站供应的，也可以是蓄能槽，外接冷源不受限制，能起到相同效果的均属于保护范围。外接冷源与冷源泵的连接方式为，外接冷源出口连接冷源泵进口，冷源泵出口通过连接通道与第三换热器270的第六通道272进口连接，第三换热器270的第六通道272出口通过连接通道与外接冷源进口连接，外接冷源与冷却介质在第三换热器270内进行热交换，降低冷却介质温度，增强第一换热器120的换热性能。The first pump 210, the motor electronic control 220, the third heat exchanger 270, the second channel 122, and the fourth heat exchanger 290 are connected in sequence, and the battery 240, the second pump 230, and the fourth channel 302 are connected in sequence; cooling medium In the third heat exchanger 270, heat is exchanged with an external cold source. The refrigerant medium flowing through the first channel 121 exchanges heat with the cooling medium flowing through the second channel 122. The cooling medium flowing through the fourth channel 302 exchanges heat with the cooling medium flowing through the fourth channel 302. The refrigerant medium in the third channel 301 exchanges heat to cool the battery 240 and recover and utilize the waste heat of the motor electronic control 220 . In this embodiment, the first heat exchanger 120 and the third heat exchanger 270 are provided in the new energy vehicle thermal management system 100. After the cooling medium flows out from the motor electronic control 220, it flows through the third heat exchanger 270. When exchanging heat with the external cold source of the charging pile, charging station or energy storage tank, the temperature of the cooling medium is lowered, so that the cooling medium can absorb more heat when flowing through the second channel 122 of the first heat exchanger 120, thereby improving the efficiency of the second heat exchanger. The heat exchange performance of the first heat exchanger 120 and the condensation pressure of the system are reduced, so that the temperature of the refrigerant medium flowing out of the first channel 121 of the first heat exchanger 120 is lowered, that is, the temperature of the refrigerant medium flowing into the second heat exchanger 300 is lower, which can Absorb more heat, thereby improving the heat exchange performance of the second heat exchanger 300. The cooling medium flowing into the battery 240 after being exchanged in the second heat exchanger 300 can have a lower temperature, which improves the cooling capacity and cooling of the battery 240. The effect is better, and it is more conducive to rapid cooling of the battery 240 in super fast charging mode and improving the performance of the thermal management system 100 of new energy vehicles. The cooling medium that has absorbed heat in the second channel 122 of the first heat exchanger 120 flows to the fourth heat exchanger 290, and releases heat to the outside air at the fourth heat exchanger 290 to achieve cooling of the cooling medium. Then it flows back to the circuit of the first pump 210 and the motor electronic control 220. The third heat exchanger 270 includes a fifth channel 271 and a sixth channel 272 that are isolated from each other. The fifth channel 271 circulates a cooling medium, and the sixth channel 272 circulates an external cold source. The external cold source that exchanges heat with the cooling medium in the third heat exchanger 270 can be supplied by a charging pile, a charging station, or an energy storage tank. The external cold source is not limited and can have the same effect. All effects fall within the scope of protection. The connection method between the external cold source and the cold source pump is that the external cold source outlet is connected to the cold source pump inlet, the cold source pump outlet is connected to the sixth channel 272 inlet of the third heat exchanger 270 through the connecting channel, and the third heat exchanger 270 The outlet of the sixth channel 272 is connected to the inlet of the external cold source through the connecting channel. The external cold source and the cooling medium perform heat exchange in the third heat exchanger 270, reducing the temperature of the cooling medium and enhancing the heat exchange performance of the first heat exchanger 120. .

本实施例中，在高温环境温度下制冷模式运行时，为了防止电机电控220发热量过大，冷却介质流经电机电控220温度过高的情况下还需要流经第一换热器120换热时，会造成第一换热器120换热性能变差，此时可在第三换热器270后增设一个三通阀600和第三三通管263，通过三通阀600控制冷却介质是否流过第一换热器120，提升热管理***的制冷换热性能。参考图5，三通阀600一端与第三换热器270的第五通道271出口连通，一端与第一换热器120的第二通道122连通，另一端与第三三通管263连通，第三三通管263另外两端分别连接于第二通道122出口和第四换热器290进口。In this embodiment, when operating in the cooling mode under high ambient temperature, in order to prevent the motor electronic control 220 from generating too much heat, the cooling medium flowing through the motor electronic control 220 also needs to flow through the first heat exchanger 120 when the temperature is too high. During heat exchange, the heat exchange performance of the first heat exchanger 120 will deteriorate. In this case, a three-way valve 600 and a third three-way pipe 263 can be added after the third heat exchanger 270 to control cooling through the three-way valve 600. Whether the medium flows through the first heat exchanger 120 improves the refrigeration and heat exchange performance of the thermal management system. Referring to Figure 5, one end of the three-way valve 600 is connected to the outlet of the fifth channel 271 of the third heat exchanger 270, one end is connected to the second channel 122 of the first heat exchanger 120, and the other end is connected to the third three-way pipe 263. The other two ends of the third three-way pipe 263 are connected to the outlet of the second channel 122 and the inlet of the fourth heat exchanger 290 respectively.

在一些实施例中，制冷介质与冷却介质逆向流动，以增大换热面积，延长换热时间，提升换热效果。In some embodiments, the refrigerant medium and the cooling medium flow in opposite directions to increase the heat exchange area, extend the heat exchange time, and improve the heat exchange effect.

压缩机110主要用于压缩和输送制冷介质，压缩机110的结构类型不限，可以为电动压缩机中的一种。第一换热器120，第二换热器300及第三换热器270均可以是板式换热器，且流程不限。第四换热器290内部流道有冷却介质流动，外部有空气流动，冷却介质在第四换热器290通过扁管、翅片与外部空气进行对流换热，向外界空气放热或吸热。The compressor 110 is mainly used to compress and transport the refrigerant medium. The structure type of the compressor 110 is not limited and can be one of electric compressors. The first heat exchanger 120, the second heat exchanger 300 and the third heat exchanger 270 can all be plate heat exchangers, and the process is not limited. The cooling medium flows in the internal flow channel of the fourth heat exchanger 290, and the air flows outside. The cooling medium performs convection heat exchange with the outside air through the flat tubes and fins in the fourth heat exchanger 290, and releases or absorbs heat to the outside air. .

在新能源汽车整车热管理***100的快充模式下，为了进一步提升第二换热器300的换热性能，制冷介质回路还包括第五换热器180，第五换热器180连通于第一通道121与第三通道301之间。由第一换热器120换热后流出的制冷介质流至第五换热器180处继续向外界空气中放热，放热后的制冷介质在第二换热器300内换热性能更高，从而进一步提升电池240冷却能力和效果。In the fast charging mode of the new energy vehicle thermal management system 100, in order to further improve the heat exchange performance of the second heat exchanger 300, the refrigeration medium circuit also includes a fifth heat exchanger 180, and the fifth heat exchanger 180 is connected to between the first channel 121 and the third channel 301. The refrigerant medium that flows out after being exchanged by the first heat exchanger 120 flows to the fifth heat exchanger 180 and continues to release heat to the outside air. The heat-exchange performance of the refrigerant medium in the second heat exchanger 300 is higher. , thereby further improving the cooling capacity and effect of the battery 240.

本实施例中，第四换热器290与第五换热器180并排且分体设置，第四换热器290与第五换热器180位置的前后空间不受限制，二者可以共用一个风机500，风机500可设置在第四换热器290旁，也可设置在第五换热器180旁，节省硬件成本和放置空间。可选的，如图3所示，风机500设在第四换热器290远离第五换热器180的一侧，使第四换热器290更靠近风机500，风机500吸入的空气先经过第五换热器180换热后，再经过第四换热器290，制冷介质在第五换热器180中换热效果更好，进入蒸发器132和第二换热器300的制冷介质温度更低，进而电池240冷却效果更好，更利于在制冷模式和超级快充模式下使用。In this embodiment, the fourth heat exchanger 290 and the fifth heat exchanger 180 are arranged side by side and separately. The front and rear spaces of the fourth heat exchanger 290 and the fifth heat exchanger 180 are not limited. They can share one The fan 500 can be arranged next to the fourth heat exchanger 290 or next to the fifth heat exchanger 180 to save hardware cost and placement space. Optionally, as shown in Figure 3, the fan 500 is disposed on the side of the fourth heat exchanger 290 away from the fifth heat exchanger 180, so that the fourth heat exchanger 290 is closer to the fan 500, and the air sucked by the fan 500 passes through it first. After heat exchange in the fifth heat exchanger 180, it passes through the fourth heat exchanger 290. The heat exchange effect of the refrigerant medium in the fifth heat exchanger 180 is better. The temperature of the refrigerant medium entering the evaporator 132 and the second heat exchanger 300 is Lower, and thus the cooling effect of the battery 240 is better, which is more convenient for use in cooling mode and super fast charging mode.

当然，参照图4，在其他实施例中，第四换热器290与第五换热器180也可以集成为一体，且沿竖直方向依次分布，第四换热器290的内部管路与第五换热器180的内部管路并联并相互独立，配合风机500使用，风机500设置在第四换热器290与第五换热器180旁。第四换热器290与第五换热器180一般放置在车头位置，通过上述集成方式，提高了集成度，减小水平空间的占据，合理利用垂直空间，布局更优化。Of course, referring to FIG. 4 , in other embodiments, the fourth heat exchanger 290 and the fifth heat exchanger 180 can also be integrated into one body and distributed sequentially along the vertical direction. The internal pipelines of the fourth heat exchanger 290 and The internal pipelines of the fifth heat exchanger 180 are connected in parallel and independent of each other, and are used in conjunction with the fan 500. The fan 500 is arranged next to the fourth heat exchanger 290 and the fifth heat exchanger 180. The fourth heat exchanger 290 and the fifth heat exchanger 180 are generally placed at the front of the vehicle. Through the above integration method, the integration degree is improved, the occupation of horizontal space is reduced, the vertical space is rationally utilized, and the layout is more optimized.

新能源汽车热管理***还包括空调箱130，空调箱130内设有鼓风机131、蒸发器132与冷凝器133，蒸发器132主要用于乘员舱的制冷和除湿，冷凝器133主要用于乘员舱的制热。冷凝器133的进口与压缩机110的出口连通，冷凝器133的出口连通于第一通道121。制冷介质回路还包括第一节流件132a，蒸发器132的进口连通于第一节流件132a的出口，第一节流件132a的进口连通于第三通道301，蒸发器132的出口与压缩机110的进口连通。以在不同模式下根据需要进行对第一节流件132a的开度进行调节，使进入蒸发器132的制冷介质温度压力状态、流量的调节满足不同的换热需求。The new energy vehicle thermal management system also includes an air conditioning box 130. The air conditioning box 130 is equipped with a blower 131, an evaporator 132 and a condenser 133. The evaporator 132 is mainly used for refrigeration and dehumidification of the passenger compartment, and the condenser 133 is mainly used for the passenger compartment. of heating. The inlet of the condenser 133 is connected to the outlet of the compressor 110 , and the outlet of the condenser 133 is connected to the first channel 121 . The refrigerant medium circuit also includes a first throttling member 132a. The inlet of the evaporator 132 is connected to the outlet of the first throttling member 132a. The inlet of the first throttling member 132a is connected to the third channel 301. The outlet of the evaporator 132 is connected to the compression outlet. The import of machine 110 is connected. The opening of the first throttling member 132a can be adjusted as needed in different modes, so that the temperature, pressure, state and flow rate of the refrigerant medium entering the evaporator 132 can be adjusted to meet different heat exchange requirements.

根据需求空调箱130中也可设置风电加热器,风电加热器通过低压电控制，放置在冷凝器133的侧边，贴着冷凝器133放置，在低温环境下热管理***制热模式仍无法满足乘员舱制热需求时，风电加热器开启，鼓风机131吸入的空气在风电加热器处进行热交换，加热后的空气进入乘员舱进行加热。A wind electric heater can also be installed in the air conditioning box 130 as required. The wind electric heater is controlled by low-voltage electricity and is placed on the side of the condenser 133 and placed close to the condenser 133. The heating mode of the thermal management system is still unable to meet the requirements in low-temperature environments. When the passenger cabin needs heating, the wind electric heater is turned on, the air sucked by the blower 131 undergoes heat exchange at the wind electric heater, and the heated air enters the passenger cabin for heating.

在制冷模式等多种模式下，制冷介质流经冷凝器133时无需制热，冷凝器133作为连接通道使用，但制冷介质在流经冷凝器133时，即使空调箱130中鼓风机131吸入的空气不与制冷介质发生热交换，制冷介质也会在冷凝器133中由于热辐射而造成部分热量损失，进而造成热管理***制冷性能下降。为了减少制冷介质在冷凝器133处的热量损失，提升制冷性能。参照图1～图5，根据本实施例的一个实施例，制冷介质回路还包括第一开关阀141与第二开关阀142，第一开关阀141连接于压缩机110的出口与第一通道121之间；第二开关阀142连接于压缩机110的出口与冷凝器133的进口之间。***不需要制热时，可以关闭第二开关阀142，打开第一开关阀141，使压缩机110中流出的制冷介质直接流向第一换热器120中；***需要制热时，可以关闭第一开关阀141，打开第二开关阀142，使压缩机110中流出的制冷介质流经冷凝器133后再流向第一换热器120中。In various modes such as cooling mode, heating is not required when the refrigerant medium flows through the condenser 133, and the condenser 133 is used as a connecting channel. However, when the refrigerant medium flows through the condenser 133, even if the air sucked by the blower 131 in the air-conditioning box 130 Without heat exchange with the refrigerant medium, the refrigerant medium will also cause partial heat loss due to thermal radiation in the condenser 133, thereby causing the cooling performance of the thermal management system to decrease. In order to reduce the heat loss of the refrigerant medium at the condenser 133 and improve the refrigeration performance. Referring to FIGS. 1 to 5 , according to one embodiment of this embodiment, the refrigerant medium circuit further includes a first on-off valve 141 and a second on-off valve 142 . The first on-off valve 141 is connected to the outlet of the compressor 110 and the first channel 121 between; the second switching valve 142 is connected between the outlet of the compressor 110 and the inlet of the condenser 133. When the system does not need heating, the second on-off valve 142 can be closed, and the first on-off valve 141 can be opened, so that the refrigerant medium flowing out of the compressor 110 directly flows into the first heat exchanger 120; when the system needs heating, the second on-off valve 142 can be closed. A switching valve 141 opens the second switching valve 142 so that the refrigerant medium flowing out of the compressor 110 flows through the condenser 133 and then flows into the first heat exchanger 120 .

为了满足乘员舱内不同乘客的温度需求，提升用户的使用体验感，本实施例中的汽车热管理***可以实现制热双温区和制冷双温区。具体结构为，参考图2和图7，根据本申请的一个实施例，冷凝器133至少包括第一换热区1331与第二换热区1332，压缩机110与第一换热区1331的进口间设有第一流量调节件151，压缩机110与第二换热区1332的进口间设有第二流量调节件152，第一换热区1331及第二换热区1332的出口均连通于第一通道121。冷凝器133内的第一换热区1331和第二换热区1332为并排设计，可以横向并排设计，可以纵向并排设计，也可以对角并排设计，不作限制。此时，可以取消相关技术空调箱130中蒸发器132与冷凝器133之间的温度调节风门134，简化空调箱130的设计，降低成本。双温区制冷模式下，高温高压制冷介质从压缩机110流出分支两路，一路流入蒸发器132中，一路流入冷凝器133中，冷凝器133前的第一流量调节件151与第二流量调节件152其中之一打开，空调箱130中鼓风机131吸入的空气经过蒸发器132一部分直接吹向乘员舱，另一部分空气经过蒸发器132后再经过冷凝器133的第一换热区1331或第二换热区1332后再吹向乘员舱，从而实现乘员舱的主驾驶室和副驾驶室制冷双温；双温区制热模式下，冷凝器133前的第一流量调节件151及第二流量调节件152均打开，且开度不同，具体开度根据实际制热温度需求进行调节，高温高压制冷介质从压缩机110流进冷凝器133中。空调箱130中鼓风机131吸入的空气先经过蒸发器132，空气经过蒸发器132处不换热，然后在经过冷凝器133的第一换热区1331和第二换热区1332，由于第一流量调节件151及第二流量调节件152的开度不同，流经两个不同换热区的制冷介质流量不同，空气经过冷凝器133第一换热区1331和第二换热区1332的换热量也会不同，空调箱130吹出的不同温度的空气分别通向乘员舱的主驾驶室和副驾驶室，实现乘员舱双温区制热模式。本实施例的制冷介质回路还包括第二节流件120a与第三节流件300a。第二节流件120a的一端连通第一通道121，另一端连接冷凝器133出口，不同运行模式下，制冷介质在第一换热器120处的换热需求也会有所不同，通过调节第二节流件120a的开度，来实现进入第一换热器120中制冷介质温度压力状态、流量的调节。第三节流件300a的一端连通于第三通道301，另一端分别连接于第一节流件132a及第一通道121，根据制冷介质在第三通道301中的换热需求调节第三节流件300a的开度。In order to meet the temperature needs of different passengers in the passenger compartment and improve the user experience, the automobile thermal management system in this embodiment can realize dual heating zones and dual cooling zones. The specific structure is, with reference to Figures 2 and 7, according to an embodiment of the present application, the condenser 133 at least includes a first heat exchange area 1331 and a second heat exchange area 1332, and the inlet of the compressor 110 and the first heat exchange area 1331 A first flow regulator 151 is provided between the compressor 110 and the inlet of the second heat exchange zone 1332. A second flow regulator 152 is provided between the inlet of the compressor 110 and the second heat exchange zone 1332. The outlets of the first heat exchange zone 1331 and the second heat exchange zone 1332 are both connected to First channel 121. The first heat exchange area 1331 and the second heat exchange area 1332 in the condenser 133 are designed side by side. They can be designed side by side horizontally, vertically, or diagonally, without limitation. At this time, the temperature adjustment damper 134 between the evaporator 132 and the condenser 133 in the related art air-conditioning box 130 can be eliminated, thereby simplifying the design of the air-conditioning box 130 and reducing costs. In the dual-temperature zone refrigeration mode, the high-temperature and high-pressure refrigerant medium flows out of the compressor 110 in two branches, flows into the evaporator 132 and into the condenser 133. The first flow regulator 151 in front of the condenser 133 and the second flow regulator One of the parts 152 is opened, and part of the air sucked by the blower 131 in the air-conditioning box 130 is directly blown to the passenger compartment through the evaporator 132, and the other part of the air passes through the evaporator 132 and then passes through the first heat exchange zone 1331 or the second heat exchange zone 1331 of the condenser 133. After the heat exchange area 1332, it is blown to the passenger cabin, thereby realizing double temperature cooling of the main cab and passenger cabin of the passenger cabin; in the dual-temperature zone heating mode, the first flow regulator 151 and the second flow rate in front of the condenser 133 The adjusting members 152 are all opened with different opening degrees. The specific opening degrees are adjusted according to the actual heating temperature demand. The high-temperature and high-pressure refrigerant medium flows from the compressor 110 into the condenser 133. The air sucked by the blower 131 in the air-conditioning box 130 first passes through the evaporator 132. The air passes through the evaporator 132 without exchanging heat, and then passes through the first heat exchange zone 1331 and the second heat exchange zone 1332 of the condenser 133. Due to the first flow rate The opening degrees of the adjusting member 151 and the second flow adjusting member 152 are different, and the flow rates of the refrigerant medium flowing through the two different heat exchange areas are different. The heat exchange of the air passing through the first heat exchange area 1331 and the second heat exchange area 1332 of the condenser 133 is The amount of air blown out by the air-conditioning box 130 will be different, and the air of different temperatures blown out by the air-conditioning box 130 will be directed to the main cab and co-cab of the passenger compartment respectively, thereby realizing a dual-temperature zone heating mode for the passenger compartment. The refrigerant medium circuit of this embodiment also includes a second throttling member 120a and a third throttling member 300a. One end of the second throttling member 120a is connected to the first channel 121, and the other end is connected to the outlet of the condenser 133. Under different operating modes, the heat exchange requirements of the refrigerant medium at the first heat exchanger 120 will also be different. By adjusting the third The opening of the second throttle member 120a is used to adjust the temperature, pressure, state and flow rate of the refrigerant entering the first heat exchanger 120. One end of the third throttling member 300a is connected to the third channel 301, and the other end is connected to the first throttling member 132a and the first channel 121 respectively. The third throttling member is adjusted according to the heat exchange demand of the refrigerant medium in the third channel 301. The opening of piece 300a.

在中、低环境温度下除湿时，为防止湿空气在蒸发器132表面结霜或结冰，影响换热，可结合第二换热器300与第三节流件300a所在的连接通道进行除湿。具体过程为，第二换热器300处不换热，作为制冷介质连接通道使用，此时，压缩机110流出的高温高压的制冷介质，流入冷凝器133中并在冷凝器133处放热，以实现乘员舱的制热，经过换热后的制冷介质分为两路，一路流经第一节流件132a流入蒸发器132中，与从乘员舱吸入空调箱130湿度较高的空气进行热交换，湿空气在蒸发器132表面冷凝减湿后流通至冷凝器133升温，如此循环，实现乘员舱的除湿；另一路由第三节流件300a及第二换热器300的第三通道301直接流回压缩机110。若高环境温度下除湿可关闭第三节流件300a，无需流通，蒸发器132本身可在不结霜的情况下完成除湿。通过增加第三节流件300a及第二换热器300所在的连接通道，可以在中、低环境温度下分流流至蒸发器132内的制冷介质，即控制流入蒸发器132内制冷介质的流量，以控制蒸发器132的换热，使热管理***除湿模式可以涵盖高、中、低温，拓宽新能源热管理***的除湿应用温度范围。When dehumidifying at medium or low ambient temperatures, in order to prevent humid air from frosting or freezing on the surface of the evaporator 132 and affecting heat exchange, the connection channel between the second heat exchanger 300 and the third throttling member 300a can be combined for dehumidification. . The specific process is that the second heat exchanger 300 does not exchange heat and is used as a refrigerant medium connection channel. At this time, the high-temperature and high-pressure refrigerant medium flowing out of the compressor 110 flows into the condenser 133 and releases heat at the condenser 133. In order to realize heating of the passenger cabin, the refrigerant medium after heat exchange is divided into two paths, one path flows through the first throttling member 132a and flows into the evaporator 132, and is heated with the air with higher humidity sucked from the passenger cabin into the air conditioning box 130. In exchange, the moist air is condensed and dehumidified on the surface of the evaporator 132 and then flows to the condenser 133 to heat up. In this cycle, dehumidification of the passenger compartment is achieved; the other route is the third throttling member 300a and the third channel 301 of the second heat exchanger 300 flows directly back to compressor 110. If dehumidification occurs under high ambient temperature, the third throttling member 300a can be closed without circulation, and the evaporator 132 itself can complete dehumidification without frost. By adding the connecting channel where the third throttling member 300a and the second heat exchanger 300 are located, the refrigerant medium flowing into the evaporator 132 can be diverted at medium or low ambient temperatures, that is, the flow rate of the refrigerant medium flowing into the evaporator 132 can be controlled. , to control the heat exchange of the evaporator 132, so that the dehumidification mode of the thermal management system can cover high, medium and low temperatures, and broaden the dehumidification application temperature range of the new energy thermal management system.

压缩机110的进口处与出口处分别设有第一温度压力传感器110a及第二温度压力传感器110b，以实时监测压缩机110的进口及出口处的制冷介质的过热度。A first temperature and pressure sensor 110a and a second temperature and pressure sensor 110b are respectively provided at the inlet and outlet of the compressor 110 to monitor the superheat of the refrigerant medium at the inlet and outlet of the compressor 110 in real time.

同时，为了防止液态制冷介质进入压缩机110中而损害压缩机110，本实施例中压缩机110的进口前设有气液分离器160，气液分离器160结构可以为套管式，也可为U型管式，结构不限。气液分离器160的进口连通于蒸发器132的出口及第二换热器300的第三通道301，即由蒸发器132和/或第二换热器300第三通道301流出的制冷介质流入气液分离器160中，经气液分离后，气相制冷介质流回压缩机110中，液相制冷介质则被回收储存在气分罐中。At the same time, in order to prevent the liquid refrigerant medium from entering the compressor 110 and damaging the compressor 110, in this embodiment, a gas-liquid separator 160 is provided in front of the inlet of the compressor 110. The structure of the gas-liquid separator 160 can be a sleeve type or a pipe type. It is U-shaped tube type, and the structure is not limited. The inlet of the gas-liquid separator 160 is connected to the outlet of the evaporator 132 and the third channel 301 of the second heat exchanger 300, that is, the refrigerant medium flowing out of the evaporator 132 and/or the third channel 301 of the second heat exchanger 300 flows in. In the gas-liquid separator 160, after gas-liquid separation, the gas-phase refrigerant medium flows back to the compressor 110, and the liquid-phase refrigerant medium is recovered and stored in the gas separation tank.

制冷介质回路还包括第四节流件170，第四节流件170的一端连接于压缩机110的出口，另一端连接于压缩机110的进口。具体的，第四节流件170的一端连接于压缩机110的出口，另一端连接于气液分离器160的进口。在较低环境温度下，新能源汽车冷启动后在电池240需求制热或/和乘员舱需求制热时，一般是利用热管理***中的第四换热器290吸收环境热量加热冷却介质，第一换热器120的第一通道121中制冷介质吸收冷却介质的热而被加热，空调箱130中鼓风机131吸入的空气经过冷凝器133加热后吹入到乘员舱。当环境温度很低无法利用热泵吸收环境热量时，第四节流件170打开，热管理***利用压缩机110自加热模式加热乘员舱或/和电池240，即将压缩机110排出高温高压制冷介质通过第四节流件170引入一部分至气液分离器160和压缩机110进口，提升压缩机110进气口制冷介质的吸气密度，提升效率，进而提高整车热管理的热泵能力，让乘员舱制冷介质回路和冷却介质回路更快地制热。The refrigerant medium circuit also includes a fourth throttling member 170 , one end of the fourth throttling member 170 is connected to the outlet of the compressor 110 , and the other end is connected to the inlet of the compressor 110 . Specifically, one end of the fourth throttle member 170 is connected to the outlet of the compressor 110 , and the other end is connected to the inlet of the gas-liquid separator 160 . At a lower ambient temperature, when the battery 240 needs to be heated or/and the passenger compartment needs to be heated after a cold start of the new energy vehicle, the fourth heat exchanger 290 in the thermal management system is generally used to absorb ambient heat to heat the cooling medium. The refrigerant medium in the first channel 121 of the first heat exchanger 120 absorbs the heat of the cooling medium and is heated. The air sucked in by the blower 131 in the air conditioning box 130 is heated by the condenser 133 and then blown into the passenger compartment. When the ambient temperature is very low and the heat pump cannot be used to absorb ambient heat, the fourth throttle member 170 is opened, and the thermal management system uses the self-heating mode of the compressor 110 to heat the passenger compartment or/and the battery 240, that is, the compressor 110 discharges the high-temperature and high-pressure refrigeration medium through Part of the fourth throttle member 170 is introduced into the gas-liquid separator 160 and the inlet of the compressor 110 to increase the suction density of the refrigerant medium at the air inlet of the compressor 110, improve the efficiency, and thereby improve the heat pump capacity of the vehicle thermal management, allowing the passenger compartment to Cooling medium circuit and cooling medium circuit generate heat faster.

制冷介质回路还设有第一温度传感器133a与第二温度传感器180a。第一温度传感器133a设在冷凝器133的出口处，以实时监测冷凝器133的出口处制冷介质的温度，第二温度传感器180a设在第五换热器180的出口处，以实时监测第五换热器180的出口处制冷介质的温度。第一温度传感器133a与第二温度传感器180a可以为贴壁式传感器，也可为内嵌式传感器，样式不限制。The refrigerant medium circuit is also provided with a first temperature sensor 133a and a second temperature sensor 180a. The first temperature sensor 133a is provided at the outlet of the condenser 133 to monitor the temperature of the refrigerant medium at the outlet of the condenser 133 in real time. The second temperature sensor 180a is provided at the outlet of the fifth heat exchanger 180 to monitor the fifth heat exchanger in real time. The temperature of the refrigerant medium at the outlet of heat exchanger 180. The first temperature sensor 133a and the second temperature sensor 180a can be wall-mounted sensors or embedded sensors, and the styles are not limited.

本实施例中的第一节流件132a、第二节流件120a、第三节流件300a、第四节流件170可以为毛细管、电子膨胀阀或节流短管等，只要起节流和流通作用即可。同时第三节流件300a为可节流也可全通的阀部件，当第三节流件300a全开，且冷却介质不流经第二换热器300时，第二换热器300可做制冷介质通道用，因此第三节流件300a可以是大口径电子膨胀阀。In this embodiment, the first throttling member 132a, the second throttling member 120a, the third throttling member 300a, and the fourth throttling member 170 can be capillary tubes, electronic expansion valves, or short throttle tubes, etc., as long as the throttling is and circulation effect. At the same time, the third throttling member 300a is a valve component that can be throttled or fully opened. When the third throttling member 300a is fully opened and the cooling medium does not flow through the second heat exchanger 300, the second heat exchanger 300 can It is used as a refrigerant medium channel, so the third throttling member 300a can be a large-diameter electronic expansion valve.

本实施例中的节流件，温度传感器、温度压力传感器仅以示例进行说明，若改变数量和改变位置，以及用能起到相同作用的部件替换也属于权利保护范围。The throttling member, temperature sensor, and temperature and pressure sensor in this embodiment are only described as examples. Changing the number and position, and replacing them with components that can play the same role also fall within the scope of rights protection.

新能源汽车在制热工况下电机电控220有余热时，可对电机电控220的余热进行回收，并将余热用于制热或为电池240加热。When the new energy vehicle has waste heat in the motor electronic control 220 during heating operation, the waste heat in the motor electronic control 220 can be recovered and used for heating or heating the battery 240 .

当利用电机电控220的余热进行制热时，第一换热器120第二通道122的出口与第二换热器300第四通道302的进口连通，第四通道302的出口与第一泵210的进口连通，冷却介质流动过程中将电机电控220的余热带走，并流至第一换热器120的第二通道122处进行第一次放热，流经第二换热器300的第四通道302处进行第二次放热。同时，压缩机110流出的高温高压的制冷介质在流经冷凝器133处冷凝放热，流出冷凝器133的制冷介质在流至第一换热器120的第一通道121处进行第一次吸热，流至第二换热器300第三通道301时进行第二次吸热，温度升高后，再流回压缩机110中，鼓风机131吸入的空气在空调箱130中与冷凝器133内制冷介质进行热交换，加热的空气吹入乘员舱，从而实现利用电机电控220余热制热。When using the waste heat of the motor electronic control 220 for heating, the outlet of the second channel 122 of the first heat exchanger 120 is connected to the inlet of the fourth channel 302 of the second heat exchanger 300, and the outlet of the fourth channel 302 is connected to the first pump. The inlet of 210 is connected. During the flow of the cooling medium, the waste heat of the motor electronic control 220 is taken away, and flows to the second channel 122 of the first heat exchanger 120 for the first heat release, and flows through the second heat exchanger 300 The second heat release is performed at the fourth channel 302. At the same time, the high-temperature and high-pressure refrigerant medium flowing out of the compressor 110 is condensed and releases heat when flowing through the condenser 133. The refrigerant medium flowing out of the condenser 133 undergoes the first absorption process at the first channel 121 flowing to the first heat exchanger 120. When the heat flows to the third channel 301 of the second heat exchanger 300, it absorbs heat for the second time. After the temperature rises, it flows back to the compressor 110. The air sucked by the blower 131 mixes with the condenser 133 in the air-conditioning box 130. The refrigerant medium performs heat exchange, and the heated air is blown into the passenger compartment, thereby realizing the use of electric motor control 220 waste heat for heating.

通过设置第一换热器120与第二换热器300，利用电机电控220的余热加热制冷介质并进行制热，以对电机电控220的余热进行有效地回收和再利用，避免能量的浪费，节省能量和成本。且带有电机电控220余热的冷却介质与用于制热的制冷介质直接在第一换热器120与第二换热器300处换热，对余热直接利用，无需对电机电控220余热收集后再通过复杂的换热***进行利用，简化部件，降低成本，并优化了热管理***结构。By arranging the first heat exchanger 120 and the second heat exchanger 300 , the waste heat of the motor electronic control 220 is used to heat the refrigerant medium and perform heating, so as to effectively recover and reuse the waste heat of the motor electronic control 220 and avoid energy loss. Waste, save energy and cost. Moreover, the cooling medium with the waste heat of the motor electronic control 220 and the refrigerant medium used for heating directly exchange heat at the first heat exchanger 120 and the second heat exchanger 300, and the waste heat is directly utilized without the need for the waste heat of the motor electronic control 220. After collection, it is utilized through a complex heat exchange system, simplifying components, reducing costs, and optimizing the structure of the thermal management system.

当利用电机电控220余热为电池240加热时，具体结构为第二泵230的出口和第一换热器120第二通道122的出口分别与电池240的进口及第一泵210的进口连通。即第二泵230的出口与电池240的进口连接，且第一换热器120第二通道122的出口与第一泵210的进口连通。一部分冷却介质通过第二泵230的出口流入五通阀400的第五接口405，从第四接口404流出并流入电池240的进口，且另一部分冷却介质通过第一换热器120第二通道122的出口流入五通阀400的第二接口402，从第四接口404流出并流入与第一泵210的进口。第一泵210、电机电控220中流动的温度较高的冷却介质与第二泵230、电池240流动的温度较低的冷却介质混合形成中间温度的混合冷却介质，混合冷却介质流出后分为两路，一路流入第一泵210与电机电控220中，用于冷却电机电控220；另一路流入第二泵230、电池240中，用于加热电池240。从而通过冷却介质在电机电控220与电池240的连通后形成的回路中流动，利用电机电控220的余热对电池240进行加热，进一步对电机电控220的余热进行有效地回收和再利用，避免能量的浪费。且通过一个回路可以同时实现对电机电控220的冷却与电池240的加热，简化了热管理***结构，降低成本。When the waste heat of the motor electronic control 220 is used to heat the battery 240, the specific structure is that the outlet of the second pump 230 and the outlet of the second channel 122 of the first heat exchanger 120 are connected to the inlet of the battery 240 and the inlet of the first pump 210 respectively. That is, the outlet of the second pump 230 is connected to the inlet of the battery 240 , and the outlet of the second channel 122 of the first heat exchanger 120 is connected to the inlet of the first pump 210 . A part of the cooling medium flows into the fifth interface 405 of the five-way valve 400 through the outlet of the second pump 230, flows out from the fourth interface 404 and flows into the inlet of the battery 240, and the other part of the cooling medium flows through the second channel 122 of the first heat exchanger 120. The outlet flows into the second interface 402 of the five-way valve 400, flows out from the fourth interface 404 and flows into the inlet of the first pump 210. The cooling medium with a higher temperature flowing in the first pump 210 and the motor electronic control 220 is mixed with the cooling medium with a lower temperature flowing in the second pump 230 and the battery 240 to form a mixed cooling medium with an intermediate temperature. After the mixed cooling medium flows out, it is divided into There are two paths, one flowing into the first pump 210 and the motor electronic control 220 for cooling the motor electronic control 220; the other flowing into the second pump 230 and the battery 240 for heating the battery 240. Therefore, the cooling medium flows in the loop formed by the connection between the motor electronic control 220 and the battery 240, and the waste heat of the motor electronic control 220 is used to heat the battery 240, and the waste heat of the motor electronic control 220 is further effectively recovered and reused. Avoid wastage of energy. Moreover, the cooling of the motor electronic control 220 and the heating of the battery 240 can be realized simultaneously through one loop, which simplifies the structure of the thermal management system and reduces costs.

当然，利用电机电控220余热为电池240加热时还可以采用如下连通方式：第二泵230的出口、第一换热器120第二通道122的出口分别与第二换热器300第四通道302的进口连通，第二换热器300第四通道302的出口与电池240的进口及第一泵210的进口连通，第一泵210、电机电控220中流动的温度较高的冷却介质与第二泵230、电池240流动的温度较低的冷却介质一起流入第二换热器300第四通道302中放热后分为两路，一路流入第一泵210与电机电控220中，用于冷却电机电控220；另一路流入第二泵230、电池240中，用于加热电池240。Of course, when using the waste heat of the motor electronic control 220 to heat the battery 240, the following connection method can also be used: the outlet of the second pump 230, the outlet of the second channel 122 of the first heat exchanger 120, and the fourth channel of the second heat exchanger 300 respectively. The inlet of 302 is connected, and the outlet of the fourth channel 302 of the second heat exchanger 300 is connected with the inlet of the battery 240 and the inlet of the first pump 210. The cooling medium with higher temperature flowing in the first pump 210 and the motor electronic control 220 is connected with The lower-temperature cooling medium flowing from the second pump 230 and the battery 240 flows together into the fourth channel 302 of the second heat exchanger 300 to release heat and is divided into two channels. One channel flows into the first pump 210 and the motor electronic control 220. In the cooling motor electronic control 220; the other path flows into the second pump 230 and the battery 240 for heating the battery 240.

从而，通过本实施例中的***，电机电控220的余热可以用于制热，还可以用于电池240的加热，扩大了电机电控220余热的使用范围，进一步优化了热管理***。Therefore, through the system in this embodiment, the waste heat of the motor electronic control 220 can be used for heating, and can also be used for heating the battery 240, which expands the use range of the waste heat of the motor electronic control 220 and further optimizes the thermal management system.

在一些模式下，无需对电池240进行余热回收或强制冷却，此时第二泵230与电池240首尾连通形成回路，冷却介质在此回路中循环流动以均温电池240，以实现电池240自循环均温。In some modes, there is no need for waste heat recovery or forced cooling of the battery 240. At this time, the second pump 230 and the battery 240 are connected end-to-end to form a loop, and the cooling medium circulates in this loop to evenly temperature the battery 240 to achieve self-circulation of the battery 240. Uniform temperature.

如图6所示，为了实现多种模式和功能的快速转换和调整，优化布局，汽车热管理***还包括五通阀400，五通阀400包括第一接口401、第二接口402、第三接口403、第四接口404和第五接口405，第一接口401连通于第二换热器300中第四通道302的进口，第二接口402连通于第一换热器120中第二通道122的出口，第三接口403连通于第四换热器290的进口，第四接口404连通于电池240的进口及第一泵210的进口，第五接口405连通于第二泵230的出口。通过五通阀400各个接口之间的快速转换，实现不同模式的调整，利用一个五通阀400替代三通阀加四通阀，零部件减少，集成度高，适配性强，而且冷却液回路功能齐全，从而简化了管路，优化***整体结构。五通阀400的接口处可以带有接头，单独使用，也可以与路线中的歧管配合使用。As shown in Figure 6, in order to realize rapid conversion and adjustment of multiple modes and functions and optimize the layout, the automobile thermal management system also includes a five-way valve 400. The five-way valve 400 includes a first interface 401, a second interface 402, a third interface Interface 403, fourth interface 404 and fifth interface 405, the first interface 401 is connected to the inlet of the fourth channel 302 in the second heat exchanger 300, and the second interface 402 is connected to the second channel 122 in the first heat exchanger 120. The third interface 403 is connected to the inlet of the fourth heat exchanger 290 , the fourth interface 404 is connected to the inlet of the battery 240 and the inlet of the first pump 210 , and the fifth interface 405 is connected to the outlet of the second pump 230 . Through the rapid conversion between the various interfaces of the five-way valve 400, adjustment of different modes is realized. Using a five-way valve 400 to replace the three-way valve and the four-way valve has fewer parts, high integration, strong adaptability, and coolant The loop has complete functions, thus simplifying the pipeline and optimizing the overall structure of the system. The interface of the five-way valve 400 can be equipped with a joint and can be used alone or in conjunction with a manifold in the route.

冷却介质回路还包括第一三通管261、第二三通管262、四通管280与水壶250，水壶250用于为冷却介质回路补充冷却介质和排除空气。第一三通管261的第一接口与五通阀400的第四接口404连通，第一三通管261的第二接口与电池240的进口连通，第一三通管261的第三接口与第二三通管262的第二接口连通。第二三通管262的第一接口与四通管280的第四接口连通，第二三通管262的第三接口与第二换热器300的第四通道302连通，四通管280的第一接口与水壶250连通，四通管280的第二接口与第四换热器290的出口连通，四通管280的第三接口与第一泵210的进口连通。通过第一三通管261、第二三通管262与四通管280的设置，进一步提高了汽车热管理***的集成度，简化了管路，优化***整体结构。The cooling medium circuit also includes a first three-way pipe 261, a second three-way pipe 262, a four-way pipe 280 and a kettle 250. The kettle 250 is used to supplement the cooling medium circuit with cooling medium and remove air. The first interface of the first three-way pipe 261 is connected to the fourth interface 404 of the five-way valve 400, the second interface of the first three-way pipe 261 is connected to the inlet of the battery 240, and the third interface of the first three-way pipe 261 is connected to the inlet of the battery 240. The second interface of the second three-way pipe 262 is connected. The first interface of the second three-way pipe 262 is connected with the fourth interface of the four-way pipe 280 . The third interface of the second three-way pipe 262 is connected with the fourth channel 302 of the second heat exchanger 300 . The first interface is connected to the kettle 250 , the second interface of the four-way pipe 280 is connected to the outlet of the fourth heat exchanger 290 , and the third interface of the four-way pipe 280 is connected to the inlet of the first pump 210 . Through the arrangement of the first tee tube 261, the second tee tube 262 and the four-way tube 280, the integration degree of the automobile thermal management system is further improved, the pipelines are simplified, and the overall structure of the system is optimized.

本实施例中冷却介质回路结构简单，集成度高，***更优化，能够实现多种模式的快速调整和转换。In this embodiment, the cooling medium circuit has a simple structure, a high degree of integration, a more optimized system, and can realize rapid adjustment and conversion of multiple modes.

下面，对本申请实施例所提供的新能源汽车整车热管理***100的几种运行模式进行举例：Below, several operating modes of the new energy vehicle thermal management system 100 provided by the embodiments of the present application are given as examples:

模式一：制冷模式+电池240自循环模式Mode 1: cooling mode + battery 240 self-circulation mode

在高环境温度工况下，新能源汽车整车热管理***100运行制冷模式。Under high ambient temperature conditions, the new energy vehicle thermal management system 100 operates in cooling mode.

制冷模式运行时，制冷介质循环回路中，关闭第二开关阀142，打开第一开关阀141，高温高压的制冷介质从压缩机110流出后，依次经过第一开关阀141和第二节流件120a后进入第一换热器120、第五换热器180，第二节流件120a全开不节流，制冷介质在第一换热器120、第五换热器180处冷凝放热后流至第一节流件132a，制冷介质在第一节流件132a处节流后进入空调箱130内的蒸发器132，制冷介质在蒸发器132处蒸发吸热后再经过气液分离器160回流至压缩机110。空调箱130中鼓风机131吸入空气经过蒸发器132，与蒸发器132内制冷介质换热降温后吹入乘员舱。When the refrigeration mode is running, in the refrigerant medium circulation circuit, the second on-off valve 142 is closed and the first on-off valve 141 is opened. After the high-temperature and high-pressure refrigerant medium flows out from the compressor 110, it passes through the first on-off valve 141 and the second throttling member in sequence. After 120a, it enters the first heat exchanger 120 and the fifth heat exchanger 180. The second throttling member 120a is fully open and does not throttle. The refrigerant medium condenses and releases heat at the first heat exchanger 120 and the fifth heat exchanger 180. Flows to the first throttling member 132a. After being throttled at the first throttling member 132a, the refrigerant medium enters the evaporator 132 in the air conditioning box 130. The refrigerant medium evaporates and absorbs heat at the evaporator 132 and then passes through the gas-liquid separator 160. Return to compressor 110. The blower 131 in the air-conditioning box 130 sucks air through the evaporator 132, exchanges heat with the refrigerant medium in the evaporator 132 to cool down, and then blows it into the passenger compartment.

冷却介质循环回路中，冷却介质分为两部分循环，一部分冷却介质从第二泵230流出后从五通阀400的第五接口405进入五通阀400，五通阀400内部流向为第五接口405→第四接口404；从五通阀400的第四接口404流出后经过第一三通管261进入电池240内部流道，从电池240内部流道中流出进入第二泵230入口，实现电池240的自循环均温。另一部分冷却介质从第一泵210流出后进入电机电控220，在电机电控220处吸热后再依次流过第三换热器270和第一换热器120，外接冷源没有流经第三换热器270，第三换热器270相当于连接通道，不参与换热，冷却介质在第一换热器120处吸热后从五通阀400的第二接口402进入五通阀400，五通阀400内部流向为第二接口402→第三接口403；然后这一路冷却介质从五通阀400的第三接口403再流向第四换热器290，冷却介质在第四换热器290处散热后流向四通管280，由四通管280流进第一泵210，形成电机电控220散热的循环。In the cooling medium circulation circuit, the cooling medium is divided into two parts for circulation. A part of the cooling medium flows out from the second pump 230 and then enters the five-way valve 400 through the fifth interface 405 of the five-way valve 400. The internal flow direction of the five-way valve 400 is the fifth interface. 405→Fourth interface 404; after flowing out from the fourth interface 404 of the five-way valve 400, it enters the internal flow channel of the battery 240 through the first three-way pipe 261, and flows out from the internal flow channel of the battery 240 into the inlet of the second pump 230 to realize the battery 240 self-circulating average temperature. Another part of the cooling medium flows out from the first pump 210 and then enters the motor electronic control 220. After absorbing heat at the motor electronic control 220, it flows through the third heat exchanger 270 and the first heat exchanger 120 in sequence. The external cold source does not flow through The third heat exchanger 270 is equivalent to a connecting channel and does not participate in heat exchange. The cooling medium absorbs heat at the first heat exchanger 120 and enters the five-way valve from the second interface 402 of the five-way valve 400. 400, the internal flow direction of the five-way valve 400 is the second interface 402 → the third interface 403; then this cooling medium flows from the third interface 403 of the five-way valve 400 to the fourth heat exchanger 290, and the cooling medium exchanges heat in the fourth After the heat is dissipated at the device 290, it flows to the four-way pipe 280, and flows into the first pump 210 from the four-way pipe 280, forming a heat dissipation cycle for the motor electronic control 220.

模式二：制冷模式+电池240强制冷却模式Mode 2: cooling mode + battery 240 forced cooling mode

在制冷模式下，电池240温度超过热管理***要求温度时，电池240运行强制冷却模式。In the cooling mode, when the temperature of the battery 240 exceeds the temperature required by the thermal management system, the battery 240 operates in the forced cooling mode.

制冷介质循环回路中，制冷介质从第五换热器180处冷凝放热后流出会分支两路，一路流入第一节流件132a，制冷介质在第一节流件132a处节流后进入空调箱130内的蒸发器132，在蒸发器132处蒸发吸热；另一路流入第三节流件300a，制冷介质在第三节流件300a处节流后进入第二换热器300，在第二换热器300处蒸发吸热后与流经蒸发器132的制冷介质在气液分离器160进口前汇合一起流至压缩机110。In the refrigerant medium circulation loop, the refrigerant medium condenses and releases heat from the fifth heat exchanger 180 and flows out, branching into two paths and flowing into the first throttling member 132a. The refrigerant medium is throttled at the first throttling member 132a and then enters the air conditioner. The evaporator 132 in the box 130 evaporates and absorbs heat at the evaporator 132; the other way flows into the third throttling member 300a, and the refrigerant medium enters the second heat exchanger 300 after being throttled at the third throttling member 300a. After evaporating and absorbing heat in the second heat exchanger 300, it merges with the refrigerant medium flowing through the evaporator 132 before the inlet of the gas-liquid separator 160 and flows to the compressor 110 together.

冷却介质循环回路中，冷却介质分为两部分循环，一部分冷却介质从第二泵230流出后从五通阀400的第五接口405进入五通阀400，五通阀400内部流向为第五接口405→第一接口401；从五通阀400的第一接口401流出后经过第二换热器300的第四通道302、第二三通管262、第一三通管261，进入电池240内部流道，实现电池240的强制冷却。另一部分冷却介质从第一泵210流出后进入电机电控220，该部分冷却介质循环与上述制冷模式+电池240自循环模式过程一致，在此不再一一赘述。In the cooling medium circulation circuit, the cooling medium is divided into two parts for circulation. A part of the cooling medium flows out from the second pump 230 and then enters the five-way valve 400 through the fifth interface 405 of the five-way valve 400. The internal flow direction of the five-way valve 400 is the fifth interface. 405 → first interface 401; flows out from the first interface 401 of the five-way valve 400, passes through the fourth channel 302, the second three-way pipe 262, and the first three-way pipe 261 of the second heat exchanger 300, and enters the inside of the battery 240 flow channel to realize forced cooling of the battery 240. Another part of the cooling medium flows out from the first pump 210 and then enters the motor electronic control 220. The circulation of this part of the cooling medium is consistent with the above-mentioned cooling mode + battery 240 self-circulation mode process, which will not be described again here.

模式三：双温区制冷模式Mode 3: Dual temperature zone cooling mode

在制冷模式下实现乘员舱的主驾驶室和副驾驶室双温区制冷时，当空调箱130配置温度调节风门134可以通过调节空调箱130内的温度调节风门134实现，空调箱130中无温度调节风门134则需通过调节冷凝器133前的第一流量调节件151与第二流量调节件152实现。以调节第一流量调节件151与第二流量调节件152实现双温区制冷为例，制冷介质回路中，第一开关阀141打开，第一流量调节件151与第二流量调节件152其中之一打开，高温高压的制冷介质从压缩机110流出后分为两部分，一部分通过空调箱130内冷凝器133的第一换热区1331或第二换热区1332，流通的换热区根据打开的对应流量调节件所定，另一部分通过第一开关阀141与从冷凝器133内流出的制冷介质汇合进入第二节流件120a和第一换热器120，第二节流件120a全开，此时制冷介质在第一换热器120冷凝放热，制冷介质从第一换热器120流出后流至第五换热器180，制冷介质在第五换热器180内继续冷凝放热，然后流出进入第一节流件132a，在第一节流件132a处节流后进入空调箱130内的蒸发器132，制冷介质在蒸发器132处蒸发吸热后再经过气液分离器160回流至压缩机110。空调箱130中鼓风机131吸入的空气经过蒸发器132，一部分空气直接换热降温后吹入乘员舱，另一部分空气经过蒸发器132换热后在经过冷凝器133的第一换热区1331或第二换热区1332 换热吹入乘员舱，实现乘员舱双温区制冷模式。When the dual-temperature zone cooling of the main cab and passenger cabin of the passenger compartment is achieved in the cooling mode, when the air-conditioning box 130 is equipped with a temperature-adjusting damper 134, this can be achieved by adjusting the temperature-adjusting damper 134 in the air-conditioning box 130. There is no temperature in the air-conditioning box 130. The damper 134 needs to be adjusted by adjusting the first flow regulating member 151 and the second flow regulating member 152 in front of the condenser 133 . Taking the adjustment of the first flow regulating member 151 and the second flow regulating member 152 to achieve dual-temperature zone refrigeration as an example, in the refrigerant medium circuit, the first on-off valve 141 is opened, and one of the first flow regulating member 151 and the second flow regulating member 152 Once opened, the high-temperature and high-pressure refrigerant medium flows out from the compressor 110 and is divided into two parts. One part passes through the first heat exchange area 1331 or the second heat exchange area 1332 of the condenser 133 in the air conditioning box 130. The circulating heat exchange area is opened according to the opening. is determined by the corresponding flow regulator, and the other part merges with the refrigerant medium flowing out from the condenser 133 through the first switching valve 141 and enters the second throttling member 120a and the first heat exchanger 120. The second throttling member 120a is fully open. At this time, the refrigerant medium condenses and releases heat in the first heat exchanger 120. The refrigerant medium flows out from the first heat exchanger 120 and then flows to the fifth heat exchanger 180. The refrigerant medium continues to condense and release heat in the fifth heat exchanger 180. Then it flows out into the first throttling member 132a. After being throttled at the first throttling member 132a, it enters the evaporator 132 in the air conditioning box 130. The refrigerant medium evaporates and absorbs heat at the evaporator 132 and then flows back through the gas-liquid separator 160. to compressor 110. The air sucked in by the blower 131 in the air-conditioning box 130 passes through the evaporator 132. Part of the air is directly exchanged for heat and cooled down and then blown into the passenger compartment. The other part of the air is exchanged for heat by the evaporator 132 and then passes through the first heat exchange zone 1331 or the first heat exchange zone 1331 of the condenser 133. The second heat exchange zone 1332 heat exchanger is blown into the passenger compartment to realize the dual temperature zone cooling mode of the passenger compartment.

模式四：制热模式+电池240自循环模式Mode 4: Heating mode + battery 240 self-circulation mode

在低温环境下，新能源汽车整车热管理***100运行制热模式。In a low temperature environment, the new energy vehicle thermal management system 100 operates in the heating mode.

制冷介质循环回路中，打开第二开关阀142，关闭第一开关阀141，高温高压的制冷介质从压缩机110流出，经过第二开关阀142进入空调箱130内的冷凝器133，在冷凝器133处放热后流至第二节流件120a，制冷介质在第二节流件120a处节流，节流后的制冷介质依次经过第一换热器120、第五换热器180，在第一换热器120处蒸发吸收电机电控220循环回路中的热量，在第五换热器180处蒸发吸收环境热量后流至第三节流件300a，第三节流件300a全开不节流，最后再依次经过第二换热器300和气液分离器160回流压缩机110，此时第二换热器300相当于连接通道，不与冷却介质进行热交换。空调箱130中鼓风机131吸入空气先经过蒸发器132，由于第一节流件132a关闭，制冷介质不流通蒸发器132，空气经过蒸发器132处不换热，然后再经过冷凝器133，空气与冷凝器133中的制冷介质发生热交换，加热后的热空气吹入乘员舱。冷却介质循环回路中，冷却介质分为两部分循环，一路冷却介质从第二泵230流出后从五通阀400的第五接口405进入五通阀400，五通阀400内部流向为第五接口405→第四接口404；从五通阀400的第四接口404流出后经过第一三通管261进入电池240内部流道，从电池240内部流道流出后进入第二泵230，实现电池240的自循环均温。另一路冷却介质从第一泵210流出后进入电机电控220，在电机电控220内流道处吸热后经过第三换热器270、第一换热器120，再从五通阀400的第二接口402进入五通阀400，五通阀400内部流向为第二接口402→第三接口403，从五通阀400的第三接口403流出后流至第四换热器290，并在第四换热器290吸收环境热量后再由四通管280回流至第一泵210。In the refrigerant medium circulation circuit, open the second on-off valve 142 and close the first on-off valve 141. The high-temperature and high-pressure refrigerant medium flows out from the compressor 110 and enters the condenser 133 in the air-conditioning box 130 through the second on-off valve 142. In the condenser After releasing heat at 133, it flows to the second throttling member 120a. The refrigerant medium is throttled at the second throttling member 120a. The throttled refrigerant medium passes through the first heat exchanger 120 and the fifth heat exchanger 180 in sequence. The first heat exchanger 120 evaporates and absorbs the heat in the motor electronic control 220 circulation loop. The fifth heat exchanger 180 evaporates and absorbs the ambient heat and then flows to the third throttling member 300a. The third throttling member 300a is not fully open. Throttle, and finally flow back to the compressor 110 through the second heat exchanger 300 and the gas-liquid separator 160. At this time, the second heat exchanger 300 is equivalent to a connecting channel and does not exchange heat with the cooling medium. The air sucked in by the blower 131 in the air-conditioning box 130 first passes through the evaporator 132. Since the first throttling member 132a is closed, the refrigerant medium does not flow through the evaporator 132. The air passes through the evaporator 132 without heat exchange, and then passes through the condenser 133. The air and The refrigerant medium in the condenser 133 undergoes heat exchange, and the heated hot air is blown into the passenger compartment. In the cooling medium circulation loop, the cooling medium is divided into two parts for circulation. One cooling medium flows out from the second pump 230 and then enters the five-way valve 400 through the fifth interface 405 of the five-way valve 400. The internal flow direction of the five-way valve 400 is the fifth interface. 405 → fourth interface 404; after flowing out from the fourth interface 404 of the five-way valve 400, it passes through the first three-way pipe 261 and enters the internal flow channel of the battery 240. After flowing out from the internal flow channel of the battery 240, it enters the second pump 230 to realize the battery 240 self-circulating average temperature. The other cooling medium flows out from the first pump 210 and enters the motor electronic control 220 . It absorbs heat at the flow channel in the motor electronic control 220 and then passes through the third heat exchanger 270 and the first heat exchanger 120 , and then passes through the five-way valve 400 The second interface 402 of the five-way valve 400 enters the five-way valve 400. The internal flow direction of the five-way valve 400 is the second interface 402 → the third interface 403. It flows out from the third interface 403 of the five-way valve 400 and then flows to the fourth heat exchanger 290, and After the fourth heat exchanger 290 absorbs the ambient heat, it flows back to the first pump 210 through the four-way pipe 280 .

模式五：制热模式+余热回收模式Mode 5: Heating mode + waste heat recovery mode

新能源汽车在制热工况下电机电控220有热量可以进行余热回收时，新能源汽车整车热管理***100运行余热回收模式。此模式配合汽车主动进气格栅***(Active Grille System,以下简称为AGS)使用效果更显著，AGS关闭，前端模块中的风机500关闭，AGS无空气流过，制冷介质流经第五换热器180不发生热交换。When the new energy vehicle is in heating mode and the motor electronic control 220 has heat for waste heat recovery, the new energy vehicle vehicle thermal management system 100 operates in the waste heat recovery mode. This mode is more effective when used in conjunction with the car's Active Grille System (hereinafter referred to as AGS). The AGS is turned off, the fan 500 in the front-end module is turned off, no air flows through the AGS, and the refrigerant medium flows through the fifth heat exchanger. No heat exchange occurs in the device 180.

制冷介质循环回路中，打开第二开关阀142，关闭第一开关阀141，高温高压的制冷介质从压缩机110流出后通过第二开关阀142流至空调箱130内的冷凝器133，在冷凝器133处放热后流至第二节流件120a，在第二节流件120a处节流后依次经过第一换热器120、第五换热器180，在第一换热器120处蒸发吸收电机电控220循环回路中的热量后流至第三节流件300a，第三节流件300a打开，开度偏大，从第三节流件300a流出的制冷介质在第二换热器300处继续吸热，然后再经过气液分离器160流回压缩机110。空调箱130中鼓风机131吸入空气经过蒸发器132后再经过冷凝器133，空气与冷凝器133中的制冷介质发生热交换，加热后的热空气吹入乘员舱。In the refrigerant medium circulation circuit, open the second on-off valve 142 and close the first on-off valve 141. The high-temperature and high-pressure refrigerant medium flows out from the compressor 110 and flows through the second on-off valve 142 to the condenser 133 in the air-conditioning box 130. After condensation After releasing heat at the device 133, it flows to the second throttling member 120a. After being throttled at the second throttling member 120a, it passes through the first heat exchanger 120 and the fifth heat exchanger 180 in sequence. The evaporation absorbs the heat in the circulation loop of the motor electronic control 220 and then flows to the third throttling member 300a. The third throttling member 300a is opened with a relatively large opening. The refrigerant medium flowing out from the third throttling member 300a is exchanged in the second heat exchanger. The heat continues to be absorbed in the separator 300, and then flows back to the compressor 110 through the gas-liquid separator 160. The blower 131 in the air conditioning box 130 sucks air through the evaporator 132 and then through the condenser 133. The air exchanges heat with the refrigerant medium in the condenser 133, and the heated hot air is blown into the passenger compartment.

冷却介质循环回路中，冷却介质分为两部分循环，一路冷却介质由第二泵230流出后，从五通阀400的第五接口405进入五通阀400，五通阀400内部流向为第五接口405→第四接口404；从五通阀400的第四接口404流出后经过第一三通管261进入电池240内部流道，从电池240内部流道流出再流至第二泵230，实现电池240的自循环匀温。另一路冷却介质从第一泵210流出后进入电机电控220，在电机电控220内流道处吸热后流经第三换热器270、第一换热器120的第二通道122，再从五通阀400的第二接口402进入五通阀400，五通阀400内部流向为第二接口402→第一接口401，从五通阀400的第一接口401流出后流至第二换热器300的第四通道302，在第二换热器300处放热后，再依次经过第二三通管262、四通管280后回流至第一泵210。若电池240也有较多余热的情况下也可切换五通阀400的内部流向参加到余热回收模式中，即电池240冷却介质循环回路中，五通阀400内部流向由第五接口405→第四接口404切换为第五接口405→第一接口401。In the cooling medium circulation loop, the cooling medium is divided into two parts for circulation. After one cooling medium flows out from the second pump 230, it enters the five-way valve 400 from the fifth interface 405 of the five-way valve 400. The internal flow direction of the five-way valve 400 is the fifth. Interface 405 → fourth interface 404; after flowing out from the fourth interface 404 of the five-way valve 400, it enters the internal flow channel of the battery 240 through the first three-way pipe 261, flows out from the internal flow channel of the battery 240, and then flows to the second pump 230 to achieve The self-circulating temperature of the battery 240 is constant. The other cooling medium flows out from the first pump 210 and enters the motor electronic control 220. It absorbs heat at the flow channel in the motor electronic control 220 and then flows through the third heat exchanger 270 and the second channel 122 of the first heat exchanger 120. Then it enters the five-way valve 400 from the second interface 402 of the five-way valve 400. The internal flow direction of the five-way valve 400 is the second interface 402 → the first interface 401. It flows out from the first interface 401 of the five-way valve 400 and then flows to the second interface. After the fourth channel 302 of the heat exchanger 300 releases heat at the second heat exchanger 300, it passes through the second three-way pipe 262 and the four-way pipe 280 in sequence and then flows back to the first pump 210. If the battery 240 also has a lot of excess heat, the internal flow direction of the five-way valve 400 can be switched to participate in the waste heat recovery mode. That is, in the cooling medium circulation circuit of the battery 240, the internal flow direction of the five-way valve 400 is from the fifth interface 405 to the fourth interface. The interface 404 is switched to the fifth interface 405→the first interface 401.

在余热回收模式下时，若整车前端无AGS，则前端风扇开启，制冷介质循环回路中，制冷介质经过第二节流件120a节流进入第一换热器120时吸收冷却介质的热量，再经过第五换热器180蒸发吸收环境热量，然后流出到第三节流件300a，第三节流件300a打开，开度偏大，从第三节流件300a流出的制冷介质在第二换热器300处继续吸热，然后再经过气液分离器160流回压缩机110。冷却介质回路的循环与相关技术中带有AGS的汽车***循环相同，在此不再一一赘述。In the waste heat recovery mode, if there is no AGS at the front end of the vehicle, the front end fan is turned on. In the refrigerant medium circulation circuit, the refrigerant medium is throttled by the second throttling member 120a and enters the first heat exchanger 120 to absorb the heat of the cooling medium. It then evaporates and absorbs ambient heat through the fifth heat exchanger 180, and then flows out to the third throttling member 300a. The third throttling member 300a is opened with a relatively large opening, and the refrigerant medium flowing out from the third throttling member 300a is in the second The heat exchanger 300 continues to absorb heat, and then flows back to the compressor 110 through the gas-liquid separator 160 . The circulation of the cooling medium circuit is the same as the circulation of the automobile system with AGS in the related art, and will not be described in detail here.

模式六：双温区制热模式Mode 6: Dual temperature zone heating mode

在制热模式下实现乘员舱的主驾驶室和副驾驶室双温区制热时，当空调箱130配置温度调节风门134可以通过调节空调箱130内的温度调节风门134实现，空调箱130中无温度调节风门134则需通过调节冷凝器133前的第一流量调节件151与第二流量调节件152实现。以调节第一流量调节件151与第二流量调节件152实现双温区制热为例，制冷介质回路中，第一开关阀141关闭，第一流量调节件151及第二流量调节件152均打开，且开度不同，具体开度根据实际制热温度需求进行调节，压缩机110流出的高温高压制冷介质分别通过第一流量调节件151和第二流量调节件152进入空调箱130中冷凝器133的第一换热区1331和第二换热区1332，从冷凝器133流出后进入第二节流件120a和第一换热器120，制冷介质后续流动过程和单温区制热模式一致，在此不再一一赘述。空调箱130内鼓风机131吸入的空气先经过蒸发器132，由于第一节流件132a关闭，制冷介质不流通蒸发器132，空气经过蒸发器132处不换热，然后再经过冷凝器133的第一换热区1331和第二换热区1332，由于第一流量调节件151及第二流量调节件152的开度不同，流经两个不同换热区的制冷介质流量不同，空气经过冷凝器133第一换热区1331和第二换热区1332的换热量也会不同，空调箱130吹出的不同温度的空气分别吹入乘员舱，实现乘员舱双温区制热模式。When the dual-temperature zone heating of the main cab and passenger cabin of the passenger compartment is achieved in the heating mode, when the air-conditioning box 130 is equipped with a temperature-adjusting damper 134, it can be achieved by adjusting the temperature-adjusting damper 134 in the air-conditioning box 130. Without temperature adjustment damper 134, it is necessary to adjust the first flow adjustment member 151 and the second flow adjustment member 152 in front of the condenser 133. Taking the adjustment of the first flow regulating member 151 and the second flow regulating member 152 to achieve dual-temperature zone heating as an example, in the refrigerant medium circuit, the first on-off valve 141 is closed, and the first flow regulating member 151 and the second flow regulating member 152 are both closed. Open, and the opening degree is different. The specific opening degree is adjusted according to the actual heating temperature demand. The high-temperature and high-pressure refrigerant medium flowing out of the compressor 110 enters the condenser in the air-conditioning box 130 through the first flow adjustment member 151 and the second flow adjustment member 152 respectively. The first heat exchange area 1331 and the second heat exchange area 1332 of 133 flow out from the condenser 133 and enter the second throttling member 120a and the first heat exchanger 120. The subsequent flow process of the refrigerant medium is consistent with the single temperature zone heating mode. , will not be repeated one by one here. The air sucked by the blower 131 in the air-conditioning box 130 first passes through the evaporator 132. Since the first throttling member 132a is closed, the refrigerant medium does not flow through the evaporator 132. The air passes through the evaporator 132 without heat exchange, and then passes through the condenser 133. In the first heat exchange area 1331 and the second heat exchange area 1332, due to the different openings of the first flow adjustment member 151 and the second flow adjustment member 152, the refrigerant medium flow rates flowing through the two different heat exchange areas are different, and the air passes through the condenser. 133 The heat exchange amounts of the first heat exchange area 1331 and the second heat exchange area 1332 will also be different. The air of different temperatures blown out by the air-conditioning box 130 is blown into the passenger cabin respectively, realizing a dual-temperature zone heating mode for the passenger cabin.

模式七：除湿模式Mode 7: Dehumidification mode

当乘员舱内湿度过高时，新能源汽车整车热管理***100会运行除湿模式。When the humidity in the passenger compartment is too high, the new energy vehicle thermal management system 100 will run the dehumidification mode.

除湿模式运行时，制冷介质循环回路中，打开第二开关阀142，关闭第一开关阀141，高温高压的制冷介质从压缩机110流出后，经过第二开关阀142后进入空调箱130内的冷凝器133，制冷介质在冷凝器133处放热后依次流经第二节流件120a、第一换热器120、第五换热器180，制冷介质在第一换热器120、第五换热器180处可蒸发吸热，也可冷凝放热，具体需根据环境温度和逻辑控制第二节流件120a的开度决定，制冷介质从第五换热器180流出后，在第一节流件132a处节流进入蒸发器132，制冷介质在蒸发器132处蒸发吸热，最后再经过气液分离器160回流压缩机110。若制冷介质温度较低易造成蒸发器132表面结霜，这时可结合第三节流件300a和第二换热器300除湿。具体除湿方式在上文中已具体描述，在此不再赘述。空调箱130内鼓风机131吸入乘员舱内的湿空气经过蒸发器132换热减湿后再经过冷凝器133升温，然后吹入到乘员舱，如此循环，实现乘员舱的除湿。When the dehumidification mode is running, in the refrigerant medium circulation circuit, the second on-off valve 142 is opened and the first on-off valve 141 is closed. After the high-temperature and high-pressure refrigerant medium flows out from the compressor 110, it passes through the second on-off valve 142 and enters the air conditioning box 130. Condenser 133. After the refrigerant medium releases heat at the condenser 133, it flows through the second throttling member 120a, the first heat exchanger 120, and the fifth heat exchanger 180 in sequence. The heat exchanger 180 can evaporate and absorb heat, and can also condense and release heat. The details need to be determined according to the ambient temperature and the opening of the second throttling member 120a of the logical control. After the refrigerant medium flows out from the fifth heat exchanger 180, it is The throttling member 132a is throttled and enters the evaporator 132. The refrigerant medium evaporates and absorbs heat at the evaporator 132, and finally flows back to the compressor 110 through the gas-liquid separator 160. If the temperature of the refrigerant medium is low, it is easy to cause frost on the surface of the evaporator 132. At this time, the third throttling member 300a and the second heat exchanger 300 can be combined for dehumidification. The specific dehumidification method has been described in detail above and will not be repeated here. The blower 131 in the air-conditioning box 130 sucks the humid air in the passenger cabin, exchanges heat and dehumidifies it through the evaporator 132, then passes through the condenser 133 to heat up, and then blows it into the passenger cabin. In this cycle, the dehumidification of the passenger cabin is achieved.

冷却介质循环回路中，除湿工况下将冷却介质控制在合适的温度，不触发电池240冷却的情况下，满足乘员舱的制冷制热要求。一般情况下，电池240不需要加热或强制冷却，可选择自循环均温、利用电机电控220余热加热或利用电机电控220冷却散热。以电池240自循环为例，冷却介质分为两路，一路从第二泵230流出后从五通阀400的第五接口405进入五通阀400，五通阀400内部流向为第五接口405→第四接口404；从五通阀400的第四接口404流出后经过第一三通管261进入电池240内部流道，从电池240内部流道内流出后进入第二泵230，实现电池240的自循环均温。另一路冷却介质从第一泵210流出后进入电机电控220，在电机电控220内流道处吸热流经第三换热器270、第一换热器120后，从五通阀400的第二接口402进入五通阀400，五通阀400内部流向为第二接口402→第三接口403，从五通阀400的第三接口403流出后流至第四换热器290，再依次经过四通管280后回流至第一泵210。In the cooling medium circulation loop, the cooling medium is controlled at an appropriate temperature under dehumidification conditions to meet the cooling and heating requirements of the passenger compartment without triggering the cooling of the battery 240 . Under normal circumstances, the battery 240 does not require heating or forced cooling. You can choose self-circulating temperature equalization, using the waste heat of the motor electronic control 220 for heating, or using the motor electronic control 220 for cooling. Taking the self-circulation of the battery 240 as an example, the cooling medium is divided into two paths. One path flows out from the second pump 230 and then enters the five-way valve 400 through the fifth interface 405 of the five-way valve 400. The internal flow direction of the five-way valve 400 is the fifth interface 405. →Fourth interface 404; after flowing out from the fourth interface 404 of the five-way valve 400, it passes through the first three-way pipe 261 and enters the internal flow channel of the battery 240. After flowing out from the internal flow channel of the battery 240, it enters the second pump 230 to realize the operation of the battery 240. Self-circulating temperature equalization. The other cooling medium flows out from the first pump 210 and enters the motor electronic control 220. It absorbs heat at the flow channel in the motor electronic control 220 and flows through the third heat exchanger 270 and the first heat exchanger 120. Then, it passes through the five-way valve 400. The second interface 402 of the five-way valve 400 enters the five-way valve 400. The internal flow direction of the five-way valve 400 is the second interface 402 → the third interface 403. It flows out from the third interface 403 of the five-way valve 400 and then flows to the fourth heat exchanger 290, and then After passing through the four-way pipe 280 in sequence, it flows back to the first pump 210 .

模式八：除霜模式Mode 8: Defrost mode

在制热模式运行工况下第五换热器180表面结霜时，新能源汽车整车热管理***100会运行除霜模式。第五换热器180结霜后可进行三角循环除霜，也可进行电机电控220余热除霜。When the surface of the fifth heat exchanger 180 is frosted in the heating mode operation condition, the new energy vehicle thermal management system 100 will operate in the defrost mode. After the fifth heat exchanger 180 is frosted, it can be defrosted in a triangle cycle, or it can be defrosted by electric motor control 220 with residual heat.

三角循环除霜时，空调箱130内的鼓风机131关闭，空调箱130无法直接向乘员舱供热，第五换热器180旁的风机500根据热管理***除霜需求决定是否开启以及风量，通过压缩机110排出的高温高压制冷介质流经第一开关阀141，第二节流件120a，第一换热器120，第二节流件120a的开度根据化霜需求调节，电机电控220回路第一泵210停转，制冷介质在第一换热器120内不换热，然后流出至第五换热器180放热除去表面霜层，完成除霜。冷却介质回路电机电控220循环回路和电池240循环回路停止运行。电机电控220余热除霜时，制冷介质循环回路中，打开第二开关阀142，关闭第一开关阀141，空调箱130鼓风机打开，第五换热器180旁的风机500关闭，高温高压的制冷介质从压缩机110流出后进入空调箱130内的冷凝器133，在冷凝器133内放热，然后流入第二节流件120a，第一换热器120，第五换热器180，第二节流件120a开度偏大，制冷介质在第一换热器120处吸收冷却介质热量温度升高，流进第五换热器180内放热除去表面霜层，放热后的制冷介质流至第三节流件300a节流，制冷介质在第二换热器300内继续吸收冷却介质热量，然后流入气液分离器160回流压缩机110。冷却介质循环回路中进行电机电控220余热回收过程，其连接方式和循环过程与制热模式+余热回收模式中的冷却介质流动方式一致，在此不再一一赘述。During delta cycle defrosting, the blower 131 in the air conditioning box 130 is turned off, and the air conditioning box 130 cannot directly provide heat to the passenger compartment. The fan 500 next to the fifth heat exchanger 180 determines whether to turn on and the air volume according to the defrosting demand of the thermal management system. The high-temperature and high-pressure refrigerant medium discharged from the compressor 110 flows through the first switching valve 141, the second throttling member 120a, the first heat exchanger 120, the opening of the second throttling member 120a is adjusted according to the defrosting demand, and the motor electronic control 220 When the first pump 210 of the circuit stops, the refrigerant medium does not exchange heat in the first heat exchanger 120, and then flows out to the fifth heat exchanger 180 to release heat to remove the surface frost layer, completing defrost. The cooling medium circuit motor electronic control 220 circulation circuit and the battery 240 circulation circuit stop running. When the motor electronic control 220 waste heat defrosts, in the refrigerant medium circulation circuit, the second on-off valve 142 is opened, the first on-off valve 141 is closed, the blower of the air-conditioning box 130 is opened, the fan 500 next to the fifth heat exchanger 180 is closed, and the high temperature and high pressure The refrigerant medium flows out from the compressor 110 and enters the condenser 133 in the air-conditioning box 130. It releases heat in the condenser 133, and then flows into the second throttle member 120a, the first heat exchanger 120, the fifth heat exchanger 180, and the The opening of the second throttling member 120a is too large. The refrigerant medium absorbs the heat of the cooling medium at the first heat exchanger 120 and the temperature rises. It flows into the fifth heat exchanger 180 and releases heat to remove the surface frost layer. The refrigerant medium after the heat release is When the flow reaches the third throttling member 300a, the refrigerant medium continues to absorb the heat of the cooling medium in the second heat exchanger 300, and then flows into the gas-liquid separator 160 and returns to the compressor 110. The motor electronic control 220 waste heat recovery process is carried out in the cooling medium circulation loop. Its connection method and circulation process are consistent with the cooling medium flow method in the heating mode + waste heat recovery mode, and will not be repeated here.

模式九：电池240超级快充冷却模式Mode 9: Battery 240 super fast charging cooling mode

当对汽车电池240进行充电时，为了节省充电的时间，一般会用到电池240的超级快充模式。超级快充模式下会造成电池240热量过高影响电池240充电速率和寿命，此时整车热管理模式会请求电池240超级快充冷却模式。When charging the car battery 240, in order to save charging time, the super fast charging mode of the battery 240 is generally used. In the super fast charging mode, the heat of the battery 240 will be too high, which will affect the charging rate and life of the battery 240. At this time, the vehicle thermal management mode will request the super fast charging cooling mode of the battery 240.

电池240超级快充冷却模式运行时，制冷介质循环回路中，关闭第二开关阀142，打开第一开关阀141，高温高压的制冷介质从压缩机110流出后，依次经过第一开关阀141、第二节流件120a后进入第一换热器120、第五换热器180，第二节流件120a全开不节流，制冷介质在第一换热器120、第五换热器180处冷凝放热后流至第三节流件300a，制冷介质在第三节流件300a处节流后进入第二换热器300，制冷介质在第二换热器300处蒸发吸热后再经过气液分离器160回流至压缩机110。When the battery 240 is running in the super fast charging and cooling mode, in the refrigerant medium circulation circuit, the second on-off valve 142 is closed and the first on-off valve 141 is opened. After the high-temperature and high-pressure refrigerant medium flows out from the compressor 110, it passes through the first on-off valve 141 and the first on-off valve 141 in sequence. The second throttling member 120a then enters the first heat exchanger 120 and the fifth heat exchanger 180. The second throttling member 120a is fully open without throttling, and the refrigerant medium flows through the first heat exchanger 120 and the fifth heat exchanger 180. After condensing and releasing heat, it flows to the third throttling member 300a. The refrigerant medium is throttled at the third throttling member 300a and then enters the second heat exchanger 300. The refrigerant medium evaporates and absorbs heat at the second heat exchanger 300 and then regenerates. It flows back to the compressor 110 through the gas-liquid separator 160 .

冷却介质循环回路中，冷却介质分为两路，一路从第二泵230流出后从五通阀400的第五接口405进入五通阀400，五通阀400内部流向为第五接口405→第一接口401；从五通阀400的第一接口401流出后进入第二换热器300，在第二换热器300处放热，冷却后的冷却介质经过第二三通管262和第一三通管261后进入电池240，实现电池240的冷却，从电池240流出后在进入第二泵230。另一部分冷却介质流经第一泵210后进入电机电控220和第三换热器270，在第三换热器270处可借助充电站，充电桩或蓄能槽等内的冷源引入到第三换热器270中，与热管理***中的冷却介质进行换热，降低冷却介质温度，冷却介质从第三换热器270流出后再经过第一换热器120处吸热，从五通阀400的第二接口402进入五通阀400，五通阀400内部流向为第二接口402→第三接口403；然后这一路冷却介质从五通阀400的第三接口403再流向第四换热器290，冷却介质在第四换热器290处放热后经过四通管280流回第一泵210。通过第三换热器270进行热交换后进入第一换热器120的冷却介质温度会变低，提高第一换热器120的换热性能，进而提升电池240在超级快充下的冷却能力和冷却效果。In the cooling medium circulation loop, the cooling medium is divided into two paths. One path flows out from the second pump 230 and then enters the five-way valve 400 through the fifth interface 405 of the five-way valve 400. The internal flow direction of the five-way valve 400 is the fifth interface 405 → An interface 401; after flowing out from the first interface 401 of the five-way valve 400, it enters the second heat exchanger 300 and releases heat at the second heat exchanger 300. The cooled cooling medium passes through the second three-way pipe 262 and the first The three-way pipe 261 then enters the battery 240 to achieve cooling of the battery 240. After flowing out from the battery 240, it enters the second pump 230. Another part of the cooling medium flows through the first pump 210 and then enters the motor electronic control 220 and the third heat exchanger 270. The third heat exchanger 270 can be introduced into the cooling medium with the help of a cold source in a charging station, charging pile or energy storage tank. The third heat exchanger 270 exchanges heat with the cooling medium in the thermal management system to reduce the temperature of the cooling medium. After flowing out from the third heat exchanger 270, the cooling medium absorbs heat through the first heat exchanger 120 and passes through the fifth heat exchanger 120. The second interface 402 of the one-way valve 400 enters the five-way valve 400, and the internal flow direction of the five-way valve 400 is the second interface 402 → the third interface 403; then this cooling medium flows from the third interface 403 of the five-way valve 400 to the fourth Heat exchanger 290, the cooling medium releases heat at the fourth heat exchanger 290 and then flows back to the first pump 210 through the four-way pipe 280. After heat exchange through the third heat exchanger 270, the temperature of the cooling medium entering the first heat exchanger 120 will become lower, improving the heat exchange performance of the first heat exchanger 120, thereby improving the cooling capacity of the battery 240 under super fast charging. and cooling effect.

模式十：电池240利用电机电控220余热加热模式Mode 10: Battery 240 utilizes motor electronic control 220 waste heat heating mode

当冷却介质温度低于电池240要求温度范围时，整车热管理***会发出加热请求。此时可用热泵加热电池240，可用压缩机110自加热来加热电池240，可用电池240自发热加热，可用电机堵转发热加热，也可用电机电控220的余热进行加热。When the cooling medium temperature is lower than the battery 240 required temperature range, the vehicle thermal management system will issue a heating request. At this time, the battery 240 can be heated by a heat pump, the battery 240 can be heated by self-heating of the compressor 110, the battery 240 can be heated by self-heating, the motor can be blocked for heating, or the waste heat of the motor electronic control 220 can be used for heating.

电机电控220余热回收加热电池240模式运行时，冷却介质回路中，冷却介质分为两路，一路冷却介质从第一泵210流出后流经电机电控220，在电机电控220内流道吸热后再流经第三换热器270和第一换热器120，然后从五通阀400的第二接口402流至五通阀400，五通阀400内部流向为第二接口402→第四接口404；另一路冷却介质从第二泵230流出后从五通阀400的第五接口405进入五通阀400，五通阀400内部流向为第五接口405→第四接口404，两路冷却介质在五通阀400的第四接口404处汇合后流至第一三通管261，从第一三通管261流出分支两路，一路从第一三通管261的第二接口流至电池240给电池240加热，然后流出至第二泵230。另一路从第一三通管261的第三接口流经第二三通管262的第二接口及第一接口、四通管280的第四接口及第三接口回流至第一泵210。When the motor electronic control 220 is running in the waste heat recovery heating battery 240 mode, the cooling medium in the cooling medium circuit is divided into two paths. One cooling medium flows out from the first pump 210 and then flows through the motor electronic control 220. There is a flow channel in the motor electronic control 220. After absorbing heat, it flows through the third heat exchanger 270 and the first heat exchanger 120, and then flows from the second interface 402 of the five-way valve 400 to the five-way valve 400. The internal flow direction of the five-way valve 400 is the second interface 402→ The fourth interface 404; after the other cooling medium flows out from the second pump 230, it enters the five-way valve 400 from the fifth interface 405 of the five-way valve 400. The internal flow direction of the five-way valve 400 is the fifth interface 405→the fourth interface 404. The cooling medium of the two channels merges at the fourth interface 404 of the five-way valve 400 and then flows to the first three-way pipe 261. Two branches of cooling medium flow out from the first three-way pipe 261, and one channel flows from the second interface of the first three-way pipe 261. to the battery 240 to heat the battery 240, and then flows out to the second pump 230. The other path flows from the third interface of the first three-way pipe 261 through the second interface and the first interface of the second three-way pipe 262 and the fourth interface and the third interface of the four-way pipe 280 and returns to the first pump 210 .

模式十一：压缩机110自加热来加热电池240模式Mode 11: Compressor 110 self-heats to heat battery 240 mode

当电池240需求快速加热或在较低的环境温度下需求充电预热时，整车热管理***可以利用电机堵转加热电池240，也可以切换到利用压缩机110自加热来加热电池240模式。利用压缩机110自加热来加热电池240时，通过压缩机110排气口将气态冷媒引致气液分离器160入口增加吸气密度，进而提高整车热管理的制热能力。本申请整车热管理***中压缩机110自加热来加热电池240模式配备汽车AGS使用效果更为显著。When the battery 240 needs to be heated quickly or needs to be charged and preheated at a lower ambient temperature, the vehicle thermal management system can use the motor to stall to heat the battery 240, or it can switch to a mode of using the compressor 110 to self-heat to heat the battery 240. When the self-heating of the compressor 110 is used to heat the battery 240, the gaseous refrigerant is introduced through the exhaust port of the compressor 110 to the inlet of the gas-liquid separator 160 to increase the suction density, thereby improving the heating capacity of the vehicle thermal management. In the vehicle thermal management system of this application, the compressor 110 self-heats to heat the battery 240, and the effect is more significant when equipped with a vehicle AGS.

压缩机110自加热模式运行时，制冷介质回路中，关闭第二开关阀142，打开第一开关阀141，高温高压的制冷介质从压缩机110流出后分为两路，一部分制冷介质经过第一开关阀141后进入流至第二节流件120a，第二节流件120a处节流后依次流经第一换热器120放热、第五换热器180，此时汽车AGS关闭，前端模块的风机500关闭，AGS无空气流过，制冷介质在第五换热器180处不换热，制冷介质从第五换热器180流出后进入第三节流件300a，第三节流件300a全开不节流，制冷介质从第三节流件300a流出后再流经第二换热器300，此时第二换热器300回路相当于连接通道。另一路制冷介质由压缩机110流出后经过第四节流件170节流后，两路制冷介质在气液分离器160进口前汇合后再经过气液分离器160回流至压缩机110。When the compressor 110 is operating in the self-heating mode, in the refrigerant medium circuit, the second on-off valve 142 is closed and the first on-off valve 141 is opened. The high-temperature and high-pressure refrigerant medium flows out from the compressor 110 and is divided into two paths. A part of the refrigerant medium passes through the first on-off valve. After the opening and closing valve 141, the flow enters the second throttling member 120a. After throttling at the second throttling member 120a, it flows through the first heat exchanger 120 to release heat and the fifth heat exchanger 180. At this time, the automobile AGS is closed, and the front end The fan 500 of the module is turned off, no air flows through the AGS, and the refrigerant medium does not exchange heat at the fifth heat exchanger 180. The refrigerant medium flows out from the fifth heat exchanger 180 and enters the third throttling member 300a. 300a is fully open without throttling, and the refrigerant medium flows out from the third throttling member 300a and then flows through the second heat exchanger 300. At this time, the circuit of the second heat exchanger 300 is equivalent to a connecting channel. The other refrigerant medium flows out of the compressor 110 and is throttled by the fourth throttling member 170 . The two refrigerant mediums merge in front of the inlet of the gas-liquid separator 160 and then flow back to the compressor 110 through the gas-liquid separator 160 .

冷却介质循环回路中，冷却介质分为两路，一路冷却介质从第一泵210流出后流经电机电控220，第三换热器270和第一换热器120，并在第一换热器120处吸热后，从五通阀400的第二接口402流至五通阀400，五通阀400内部流向为第二接口402→第四接口404；另一路冷却介质从第二泵230流出后从五通阀400的第五接口405进入五通阀400，五通阀400内部流向为第五接口405→第四接口404，两路冷却介质在五通阀400的第四接口404处汇合后流至第一三通管261，从第一三通管261流出分支两路，一路从第一三通管261的第二接口流至电池240给电池240加热，然后流出至第二泵230，另一路从第一三通管261的第三接口流至第二三通管262，从第二三通管 262的第一接口流回四通管280，再通过四通管280流至第一泵210。In the cooling medium circulation loop, the cooling medium is divided into two paths. One cooling medium flows out from the first pump 210 and then flows through the motor electronic control 220, the third heat exchanger 270 and the first heat exchanger 120, and in the first heat exchanger After absorbing heat at the device 120, it flows from the second interface 402 of the five-way valve 400 to the five-way valve 400. The internal flow direction of the five-way valve 400 is the second interface 402→the fourth interface 404; the other cooling medium flows from the second pump 230 After flowing out, it enters the five-way valve 400 from the fifth interface 405 of the five-way valve 400. The internal flow direction of the five-way valve 400 is the fifth interface 405 → the fourth interface 404. The two-way cooling medium is at the fourth interface 404 of the five-way valve 400. After converging, it flows to the first three-way pipe 261. From the first three-way pipe 261, it flows out into two branches. One line flows from the second interface of the first three-way pipe 261 to the battery 240 to heat the battery 240, and then flows out to the second pump. 230. The other path flows from the third interface of the first three-way pipe 261 to the second three-way pipe 262, flows back from the first interface of the second three-way pipe 262 to the four-way pipe 280, and then flows through the four-way pipe 280 to First pump 210.

模式十二：压缩机110自加热制热乘员舱模式Mode 12: Compressor 110 self-heating passenger cabin mode

在较低温环境下，汽车在冷启动且乘员舱制热时，整车热管理***会切换至压缩机110自加热制热乘员舱模式，将压缩机110的出口处气态冷却介质引致气液分离器160进口处以增加吸气密度，进而提高整车热管理的热泵能力。In a lower temperature environment, when the car is cold started and the passenger compartment is heated, the vehicle thermal management system will switch to the compressor 110 self-heating passenger compartment mode, causing the gaseous cooling medium at the outlet of the compressor 110 to cause gas-liquid separation. The inlet of the device 160 is used to increase the suction density, thereby improving the heat pump capacity of the vehicle thermal management.

压缩机110自加热制热乘员舱模式运行时，制冷介质回路中，第一开关阀141关闭，第二开关阀142打开，空调箱130内鼓风机131打开，前端模块的风机500关闭，高温高压的制冷介质从压缩机110流出后，分为两路，一部分制冷介质进入空调箱130内的冷凝器133，在冷凝器133处放热后流至第二节流件120a，制冷介质在第二节流件120a处节流后流经第一换热器120，第五换热器180，然后流出进入第三节流件300a，第三节流件300a全开不节流，制冷介质从第三节流件300a流出后再流经第二换热器300至气液分离器160进口前。另一路制冷介质由压缩机110流出后经过第四节流件170节流后流至气液分离器160进口之前，两路制冷介质在气液分离器160进口处汇合后再经过气液分离器160回流至压缩机110。空调箱130内鼓风机131吸入空气经过蒸发器132在流入冷凝器133，与冷凝器133内制冷介质进行热交换，吸热后的空气吹入乘员舱。When the compressor 110 operates in the self-heating passenger cabin mode, in the refrigerant medium circuit, the first switch valve 141 is closed, the second switch valve 142 is opened, the blower 131 in the air conditioning box 130 is turned on, and the fan 500 of the front-end module is turned off. After the refrigerant medium flows out from the compressor 110, it is divided into two paths. A part of the refrigerant medium enters the condenser 133 in the air-conditioning box 130, releases heat at the condenser 133 and then flows to the second throttling member 120a. After throttling at the flow member 120a, it flows through the first heat exchanger 120 and the fifth heat exchanger 180, and then flows out into the third throttling member 300a. The third throttling member 300a is fully open without throttling, and the refrigerant medium flows from the third throttling member 300a. After flowing out of the throttling member 300a, it flows through the second heat exchanger 300 to the inlet of the gas-liquid separator 160. The other refrigerant medium flows out from the compressor 110 and is throttled by the fourth throttling member 170 before flowing to the inlet of the gas-liquid separator 160. The two refrigerant mediums merge at the inlet of the gas-liquid separator 160 and then pass through the gas-liquid separator. 160 returns to compressor 110. The air sucked by the blower 131 in the air-conditioning box 130 passes through the evaporator 132 and flows into the condenser 133, where it exchanges heat with the refrigerant medium in the condenser 133, and the heat-absorbed air is blown into the passenger compartment.

冷却介质回路由于电池240通过热泵加热、自发热加热、电机堵转发热加热或压缩机110自加热获得热量，此时可以通过自循环进行匀温。电机电控220冷却介质回路第一泵210关闭，此时冷却介质回路不循环流动，第一换热器120的第一通道121和第二通道122不发生热交换。In the cooling medium circuit, the battery 240 obtains heat through heat pump heating, self-heating heating, motor stall heating, or compressor 110 self-heating. At this time, the temperature can be uniformized through self-circulation. The motor electronic control 220 turns off the first pump 210 of the cooling medium circuit. At this time, the cooling medium circuit does not circulate, and no heat exchange occurs between the first channel 121 and the second channel 122 of the first heat exchanger 120 .

本申请的整车热管理***在制冷介质回路中增加第一换热器120，并在冷却液回路中串联第三换热器270，利用第一换热器120提升整车热管理***的换热能力，通过第三换热器270利用充电桩，充电站或蓄能槽的外接冷源对车载电池240进行冷却降温，解决电池240在超级快充模式下冷却问题。The vehicle thermal management system of the present application adds a first heat exchanger 120 to the refrigeration medium circuit, and connects a third heat exchanger 270 in series to the coolant circuit. The first heat exchanger 120 is used to improve the heat exchange rate of the vehicle thermal management system. Thermal capacity is used to cool the vehicle battery 240 through the third heat exchanger 270 using external cold sources from charging piles, charging stations or energy storage tanks to solve the problem of cooling the battery 240 in the super fast charging mode.

通过在压缩机110回路增加第四节流件170，实现压缩机110自加热功能，从而可利用电池240自发热加热、热泵加热或压缩机110自加热实现电池240加热。By adding the fourth throttling member 170 to the circuit of the compressor 110, the self-heating function of the compressor 110 is realized, so that the battery 240 can be heated by self-heating heating of the battery 240, heat pump heating or self-heating of the compressor 110.

同时，冷却介质回路中，利用一个五通阀400替代三通阀和四通阀，零部件减小，集成度高，适配性强，而且冷却介质回路功能齐全。At the same time, in the cooling medium circuit, a five-way valve 400 is used to replace the three-way valve and the four-way valve. The components are reduced, the integration level is high, the adaptability is strong, and the cooling medium circuit function is complete.

最后，本申请新能源汽车热管理***模式多，适用工况范围宽，可以满足整车在不同工况下的乘员舱与电池240热管理需求。Finally, the new energy vehicle thermal management system in this application has multiple modes and a wide range of applicable working conditions, which can meet the thermal management needs of the passenger compartment and battery 240 of the vehicle under different working conditions.

以上所述实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。The technical features of the above-described embodiments can be combined in any way. To simplify the description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, All should be considered to be within the scope of this manual.

以上所述实施例仅表达了本申请的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对申请专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本申请构思的前提下，还可以做出若干变形和改进，这些都属于本申请的保护范围。因此，本申请的专利保护范围应以所附权利要求为准。The above-described embodiments only express several implementation modes of the present application. The descriptions are relatively specific and detailed, but they should not be understood as limiting the scope of the patent application. It should be noted that, for those of ordinary skill in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all fall within the protection scope of the present application. Therefore, the scope of patent protection of this application should be determined by the appended claims.

Claims

一种新能源汽车整车热管理***，其特征在于，包括，A new energy vehicle thermal management system, which is characterized by:

制冷介质回路，循环流动有制冷介质，包括压缩机、第一换热器、第二换热器，所述第一换热器包括相互隔离的第一通道与第二通道，所述第二换热器包括相互隔离的第三通道与第四通道，所述压缩机、所述第一通道及所述第三通道依次首尾连通；A refrigerant medium circuit, in which refrigerant medium circulates, includes a compressor, a first heat exchanger, and a second heat exchanger. The first heat exchanger includes a first channel and a second channel that are isolated from each other. The second heat exchanger The heater includes a third channel and a fourth channel that are isolated from each other, and the compressor, the first channel, and the third channel are connected end to end in sequence;

冷却介质回路，循环流动有冷却介质，包括第一泵、电机电控、第三换热器、第四换热器、第二泵和电池，所述第三换热器用于冷却介质与外接冷源换热；The cooling medium circuit circulates the cooling medium and includes a first pump, a motor electronic control, a third heat exchanger, a fourth heat exchanger, a second pump and a battery. The third heat exchanger is used for connecting the cooling medium with an external cooling medium. Source heat exchange;

所述第一泵、所述电机电控、所述第三换热器、所述第二通道、所述第四换热器依次首尾连通，所述电池、所述第二泵、所述第四通道依次首尾连通；所述冷却介质在所述第三换热器中与外接冷源换热，流经所述第一通道的所述制冷介质与流经所述第二通道的所述冷却介质换热，流经所述第四通道内的所述冷却介质与流经所述第三通道内的所述制冷介质换热，以冷却所述电池。The first pump, the motor electronic control, the third heat exchanger, the second channel, and the fourth heat exchanger are connected end to end in sequence, and the battery, the second pump, and the third heat exchanger are connected in sequence. The four channels are connected end to end in sequence; the cooling medium exchanges heat with an external cold source in the third heat exchanger, and the cooling medium flowing through the first channel and the cooling medium flowing through the second channel Medium heat exchange: the cooling medium flowing in the fourth channel exchanges heat with the refrigerant medium flowing in the third channel to cool the battery.
根据权利要求1所述的新能源汽车整车热管理***，其中，所述制冷介质回路还包括第五换热器，所述第五换热器连通于所述第一通道与所述第三通道之间。The new energy vehicle thermal management system according to claim 1, wherein the refrigeration medium circuit further includes a fifth heat exchanger, the fifth heat exchanger is connected between the first channel and the third between channels.
根据权利要求2所述的新能源汽车整车热管理***，其中，所述第四换热器与所述第五换热器并排且分体设置，所述热管理***还包括风机，所述风机设在所述第四换热器远离所述第五换热器的一侧。The new energy vehicle thermal management system according to claim 2, wherein the fourth heat exchanger and the fifth heat exchanger are arranged side by side and separately, the thermal management system further includes a fan, and the The fan is provided on a side of the fourth heat exchanger away from the fifth heat exchanger.
根据权利要求2所述的新能源汽车整车热管理***，其中，所述第四换热器与所述第五换热器集成设置，且沿竖直方向依次分布，所述第四换热器的内部管路与所述第五换热器的内部管路并联且相互独立。The new energy vehicle thermal management system according to claim 2, wherein the fourth heat exchanger and the fifth heat exchanger are integrated and distributed sequentially along the vertical direction. The internal pipelines of the heat exchanger and the internal pipelines of the fifth heat exchanger are connected in parallel and independent of each other.
根据权利要求1所述的新能源汽车整车热管理***，其中，所述制冷介质回路还包括空调箱，所述空调箱中设有蒸发器与冷凝器，所述冷凝器的进口与所述压缩机的出口连通，所述冷凝器的出口连通于所述第一通道；所述制冷介质回路还包括第一节流件，所述蒸发器的进口连通于所述第一节流件的出口，所述第一节流件的进口连通于所述第一通道，所述蒸发器的出口与所述压缩机的进口连通。The new energy vehicle thermal management system according to claim 1, wherein the refrigeration medium circuit further includes an air conditioning box, an evaporator and a condenser are provided in the air conditioning box, and the inlet of the condenser is connected to the air conditioning box. The outlet of the compressor is connected, and the outlet of the condenser is connected to the first channel; the refrigerant medium circuit also includes a first throttling member, and the inlet of the evaporator is connected to the outlet of the first throttling member. , the inlet of the first throttling member is connected to the first channel, and the outlet of the evaporator is connected to the inlet of the compressor.
根据权利要求5所述的新能源汽车整车热管理***，其中，所述制冷介质回路还包括第一开关阀与第二开关阀，所述第一开关阀连接于所述压缩机的出口与所述第一通道之间；所述第二开关阀连接于所述压缩机的出口与所述冷凝器的进口之间。The new energy vehicle thermal management system according to claim 5, wherein the refrigerant medium circuit further includes a first on-off valve and a second on-off valve, the first on-off valve is connected between the outlet of the compressor and Between the first channel; the second switch valve is connected between the outlet of the compressor and the inlet of the condenser.
根据权利要求5所述的新能源汽车整车热管理***，其中，所述制冷介质回路还包括第二节流件与第三节流件，所述第二节流件的一端连通所述第一通道，另一端连接所述冷凝器的出口，所述第三节流件的一端连通于所述第三通道，另一端分别连接于所述第一节流件及所述第一通道。The new energy vehicle thermal management system according to claim 5, wherein the refrigerant medium circuit further includes a second throttling member and a third throttling member, and one end of the second throttling member is connected to the third throttling member. A channel has the other end connected to the outlet of the condenser. One end of the third throttling member is connected to the third channel, and the other end is connected to the first throttling member and the first channel respectively.
根据权利要求5所述的新能源汽车整车热管理***，其中，所述冷凝器至少包括第一换热区与第二换热区，所述压缩机与所述第一换热区的进口之间设有第一流量调节件，所述压缩机与所述第二换热区的进口之间设有第二流量调节件，所述第一换热区及所述第二换热区的出口均连通于所述第一通道。The new energy vehicle thermal management system according to claim 5, wherein the condenser at least includes a first heat exchange area and a second heat exchange area, and the inlet of the compressor and the first heat exchange area There is a first flow regulator between the compressor and the inlet of the second heat exchange zone, and a second flow regulator between the compressor and the inlet of the second heat exchange zone. The outlets are all connected to the first channel.
根据权利要求1所述的新能源汽车整车热管理***，其中，所述冷却介质回路还包括五通阀，所述五通阀包括第一接口、第二接口、第三接口、第四接口和第五接口，所述第一接口连通于所述第四通道，所述第二接口连通于所述第二通道，所述第三接口连通于所述第四换热器，所述第四接口连通于所述电池的进口，所述第五接口连通于所述第二泵的出口。The new energy vehicle thermal management system according to claim 1, wherein the cooling medium circuit further includes a five-way valve, and the five-way valve includes a first interface, a second interface, a third interface, and a fourth interface. and a fifth interface, the first interface is connected to the fourth channel, the second interface is connected to the second channel, the third interface is connected to the fourth heat exchanger, the fourth The interface is connected to the inlet of the battery, and the fifth interface is connected to the outlet of the second pump.
根据权利要求1所述的新能源汽车整车热管理***，其中，所述制冷介质回路还包括第四节流件，所述第四节流件的一端连接于所述压缩机的出口，另一端连接于所述压缩机的进口。The new energy vehicle thermal management system according to claim 1, wherein the refrigerant medium circuit further includes a fourth throttling member, one end of the fourth throttling member is connected to the outlet of the compressor, and the other end of the fourth throttling member is connected to the outlet of the compressor. One end is connected to the inlet of the compressor.