A pure electric vehicle phase change energy storage type composite thermal management system

Abstract

The application discloses a kind of pure electric vehicle phase change energy storage type composite heat management system, and it is related to electric vehicle battery heat management technical field.The composite heat management system includes controller and battery heat management module, vapor compression heat pump module, motor coupling module, valve island and controller connected with controller.Valve island is provided with several interface groups, each interface group has fluid passage, and battery heat management module, vapor compression heat pump module and motor coupling module are connected with fluid passage respectively.Valve island can form several working modes by switching the flow direction of liquid medium, and working modes include supercharged pre-cold storage mode, supercharged cooling mode, extreme cold heat storage mode, low temperature start mode and extreme cold composite heating mode.The application not only effectively makes up the problem of insufficient heating capacity of heat pump at low temperature by integrating multiple heat sources, but also realizes cold / heat energy storage capacity using phase change material, and significantly reduces the time required for switching working mode through valve island.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle battery thermal management technology, and in particular to a phase change energy storage composite thermal management system for pure electric vehicles. Background Technology

[0002] With the increasing popularity of electric vehicles, users have higher and higher requirements for charging speed, low-temperature range, and cabin comfort. As a key component ensuring core vehicle performance, the vehicle's thermal management system directly affects vehicle safety, reliability, and user experience. However, current mainstream thermal management systems have many technical shortcomings and fail to meet these requirements. The main technical problems are as follows:

[0003] First, there is a risk of thermal runaway during ultra-fast charging. Under an 800V high-voltage platform, the instantaneous heat generated inside the battery during 4C to 6C charging can be more than 10 times that of traditional 1C charging. Existing liquid cooling plate solutions can easily lead to excessive temperature differences between the top and bottom of the cell, making it difficult to quickly eliminate local hot spots and potentially inducing lithium plating or even thermal runaway. At the same time, the compressor's cooling capacity is insufficient during peak charging, lacking instantaneous cooling reserves and failing to achieve rapid and precise control of battery temperature.

[0004] Secondly, the driving range of vehicles is severely reduced in low-temperature environments. Using PTC heating in winter can reduce the driving range by 30% to 50%, while the energy efficiency ratio (COP) of ordinary heat pumps drops sharply below -10°C, and the compressor exhaust temperature is too high, which can easily cause the system to shut down. This makes it impossible to stably provide cabin heating and meet the low-temperature preheating requirements of the battery, thus limiting the promotion of electric vehicles in cold regions.

[0005] Thirdly, the existing thermal management system has a complex structure and is difficult to switch modes. In order to take into account battery cooling, motor heat dissipation, heat pump heating and waste heat recovery, multiple independent valves and a large number of pipelines are required, resulting in a crowded cabin layout, high risk of leakage, slow response to mode switching, and inability to achieve rapid dynamic matching between cold / heat storage and real-time heat demand, resulting in low energy utilization efficiency.

[0006] Therefore, current mainstream thermal management systems cannot meet user needs, and there is an urgent need for a vehicle intelligent thermal management system that integrates multiple heat sources, has cold / heat energy caching capabilities, and can quickly switch modes to address the shortcomings of existing technologies. Summary of the Invention

[0007] To address the problems of insufficient heat sources, lack of cold / heat energy caching capabilities, and inability to quickly switch modes in current thermal management systems, this invention provides a phase change energy storage composite thermal management system for pure electric vehicles.

[0008] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0009] A phase change energy storage composite thermal management system for pure electric vehicles includes a battery thermal management module, a vapor compression heat pump module, a motor coupling module, a valve island, and a controller. The controller is connected to the battery thermal management module, the vapor compression heat pump module, the motor coupling module, and the valve island. The valve island has several interface groups, each with an independent fluid channel for flowing different liquid media. The battery thermal management module, the vapor compression heat pump module, and the motor coupling module are connected to the fluid channels respectively. The battery thermal management module includes a battery pack, a first circulation pump, a first plate heat exchanger, and a second plate heat exchanger. The vapor compression heat pump module includes a compressor, an evaporator, a condenser, and an electronic expansion valve. The motor coupling module includes a pre-heat exchanger, a motor, a heater core, a second circulation pump, and a phase change material. The valve island can switch the flow direction of the liquid media in each fluid channel to form several operating modes, including a pre-charge cooling mode, a supercharge cooling mode, an extreme cold heat storage mode, a low-temperature start-up mode, and an extreme cold composite heating mode.

[0010] Furthermore, the battery pack stores several battery cells. The first plate heat exchanger is a three-channel plate heat exchanger, having independent first, second, and third flow channels. One end of the first flow channel is 11A, and the other end is 11B, for refrigerant flow; one end of the second flow channel is 11C, and the other end is 11D, for fluorinated liquid flow; one end of the third flow channel is 11E, and the other end is 11F, for coolant flow. The second plate heat exchanger is a two-channel plate heat exchanger, having two independent fourth and fifth flow channels. One end of the fourth flow channel is 10A, and the other end is 10B, for fluorinated liquid flow; one end of the fifth flow channel is 10C, and the other end is 10D, for coolant flow.

[0011] Furthermore, refrigerant flows through the interior of the compressor, evaporator, condenser, and electronic expansion valve to form a refrigeration or heating cycle.

[0012] Furthermore, the phase change material is placed inside a sealed container, and a cooling channel is provided on the motor. Coolant flows through the front heat exchanger, the cooling channel, the warm air core, the second circulation pump, and the interior of the sealed container.

[0013] Further, the interface group includes a fluorinated liquid interface group, a refrigerant interface group, and a coolant interface group. The fluid channel in the fluorinated liquid interface group is used for the flow of fluorinated liquid, the fluid channel in the refrigerant interface group is used for the flow of refrigerant, and the fluid channel in the coolant interface group is used for the flow of coolant. The interfaces in the fluorinated liquid interface group include F1, F2, F3, F4, F5, F6, F7, and F8. F1 is connected to the inlet of the battery pack, F2 is connected to the outlet of the battery pack, F3 is connected to the inlet of the first circulating pump, F4 is connected to the outlet of the first circulating pump, F5 is connected to 11D of the first plate heat exchanger, F6 is connected to 11C of the first plate heat exchanger, F7 is connected to 10B of the second plate heat exchanger, and F8 is connected to 10A of the second plate heat exchanger. The refrigerant interface group includes interfaces R1, R2, R3, R4, R5, R6, R7, R8, R9, and R10. R1 is connected to the inlet of the compressor, R2 is connected to the outlet of the compressor, R3 is connected to the inlet of the condenser, R4 is connected to the outlet of the condenser, R5 is connected to the inlet of the electronic expansion valve, R6 is connected to the outlet of the electronic expansion valve, R7 is connected to the inlet of the evaporator, R8 is connected to the outlet of the evaporator, R9 is connected to 11B of the first plate heat exchanger, and R10 is connected to 11A of the first plate heat exchanger. The interfaces in the coolant interface group include C1, C2, C3, C4, C5, C6, C7, C8, C9, C10, C11, C12, C13, and C14. C1 is connected to 10C of the second plate heat exchanger, C2 is connected to 10D of the second plate heat exchanger, C3 is connected to 11E of the first plate heat exchanger, C4 is connected to 11F of the first plate heat exchanger, C5 is connected to the inlet of the sealed container, C6 is connected to the outlet of the sealed container, C7 is connected to the inlet of the second circulating pump, C8 is connected to the outlet of the second circulating pump, C9 is connected to the inlet of the heater core, C10 is connected to the outlet of the heater core, C11 is connected to the inlet of the cooling channel on the motor, C12 is connected to the outlet of the cooling channel on the motor, C13 is connected to the inlet of the front heat exchanger, and C14 is connected to the outlet of the front heat exchanger.

[0014] Furthermore, the controller enters the pre-overcharge cold storage mode by adjusting the connection positions of different interfaces in each of the interface groups within the valve island. The controller controls the compressor, the first circulation pump, and the second circulation pump to start. In the fluorinated liquid interface group, F1 is connected to F6, F2 to F3, and F4 to F5. In the coolant interface group, C3 is connected to C8, C4 to C5, and C6 to C7. In the refrigerant interface group, R1 is connected to R10, R2 to R3, R4 to R5, and R6 to R9.

[0015] Furthermore, the controller enters the overcharge cooling mode by adjusting the connection positions of different interfaces in each of the interface groups within the valve island. The controller controls the compressor, the first circulation pump, and the second circulation pump to start. In the fluorinated liquid interface group, F1 is connected to F6 and F8 respectively, F2 is connected to F3, and F4 is connected to F5 and F7 respectively. In the coolant interface group, C1 is connected to C8, C2 is connected to C5, and C6 is connected to C7. In the refrigerant interface group, R1 is connected to R10, R2 is connected to R3, R4 is connected to R5, and R6 is connected to R9.

[0016] Furthermore, the controller enters the extreme cold heat storage mode by adjusting the connection positions of different interfaces in each of the interface groups within the valve island. The controller controls the compressor, the first circulation pump, and the second circulation pump to start, and activates the heating mode of the motor coil. In the fluorinated liquid interface group, F1 is connected to F6, F2 to F3, and F4 to F5. In the coolant interface group, C5 is connected to C4 and C12 respectively, C6 to C7, and C8 to C3 and C11 respectively. In the refrigerant interface group, R1 is connected to R8, R2 to R9, R5 to R10, and R6 to R7.

[0017] Furthermore, the controller enters a low-temperature start-up mode by adjusting the connection positions of different interfaces in each interface group within the valve island. The controller then controls the second circulation pump to start. In the coolant interface group, C5 is connected to C8, C6 to C10, and C7 to C9.

[0018] Furthermore, the controller enters the extreme cold combined heating mode by adjusting the connection positions of different interfaces in each of the interface groups within the valve island. The controller then instructs the compressor and the second circulation pump to start. In the refrigerant interface group, R1 is connected to R8, R2 to R3, R4 to R5, and R6 to R7. In the coolant interface group, C7 is connected to C9, C8 is connected to C5 and C12 respectively, and C10 is connected to C6 and C11 respectively.

[0019] Furthermore, the battery pack is provided with several independent receiving cavities, each containing several battery cells. A fluorinated liquid is circulated through each receiving cavity, immersing the battery cells in the fluorinated liquid. Each receiving cavity is equipped with a zoned flow regulating valve, and the controller adjusts the flow rate of the fluorinated liquid into each receiving cavity in real time according to the temperature of the battery cells.

[0020] The beneficial effects of this invention are: 1. Improved safety of ultra-fast charging: This invention uses immersion coolant in direct contact with the battery cells, combined with zoned flow regulating valves, to minimize the temperature difference between battery cells and avoid local overheating. Simultaneously, the phase change material can pre-store cold energy before charging and release compensation during peak charging, compensating for insufficient compressor cooling capacity and supporting high-rate charging without exceeding battery temperature limits, effectively suppressing the risks of lithium plating and thermal runaway. 2. Significantly improved low-temperature range: This invention utilizes the plug-in charging period to store heat in the phase change material through heat pump and motor winding heating. During initial vehicle startup, there is no need to activate the PTC; the PCM alone releases heat to meet the cabin heating needs. Furthermore, during vehicle operation, the PCM, heat pump, and motor waste heat work together to heat the vehicle cabin, effectively increasing the vehicle's range. 3. Quickly switch between different working modes. This invention integrates a multi-fluid channel valve island and adjusts the connection position of different interfaces in each interface group to form different fluid channels to switch the flow direction of fluorinated liquid, refrigerant and coolant. This enables switching between several working modes, significantly reducing the switching time required between working modes and significantly improving the response speed compared to traditional multi-valve solutions. Attached Figure Description

[0021] Figure 1 The diagram shown is a schematic representation of one embodiment of the present invention.

[0022] Figure 2 The diagram shown illustrates the principle of the pre-charge cooling mode.

[0023] Figure 3 The diagram shown illustrates the principle of the supercharged cooling mode.

[0024] Figure 4 The diagram shown illustrates the principle of the extreme cold heat storage mode.

[0025] Figure 5 The diagram shown illustrates the principle of the low-temperature start-up mode.

[0026] Figure 6 The diagram shown illustrates the principle of the extreme cold combined heating mode.

[0027] Explanation of reference numerals in the attached diagram: 1. Evaporator; 2. Electronic expansion valve; 3. Condenser; 4. Compressor; 5. First heat exchanger; 6. Motor; 7. Warm air core; 8. Second circulation pump; 9. Phase change material; 10. Second plate heat exchanger; 11. First plate heat exchanger; 12. First circulation pump; 13. Battery pack. Detailed Implementation

[0028] This invention discloses a phase change energy storage composite thermal management system for pure electric vehicles. An embodiment of this invention will be described in detail below with reference to the accompanying drawings.

[0029] like Figure 1 As shown, a phase change energy storage composite thermal management system for pure electric vehicles includes a battery thermal management module, a vapor compression heat pump module, a motor coupling module, a valve island, and a controller. The controller is connected to the battery thermal management module, the vapor compression heat pump module, the motor coupling module, and the valve island, respectively.

[0030] The battery thermal management module includes a battery pack 13, a first circulating pump 12, a first plate heat exchanger 11, and a second plate heat exchanger 10. The battery pack 13 has several independent receiving cavities, each containing several battery cells. Each receiving cavity is filled with fluorinated liquid, immersing the battery cells in it. Each cavity is equipped with a zoned flow regulating valve. The controller adjusts the flow rate of the fluorinated liquid into each cavity in real time according to the temperature of the battery cells, thereby achieving uniform heating or cooling of the battery cells. The first plate heat exchanger 11 is a three-channel plate heat exchanger with independent first, second, and third flow channels. One end of the first flow channel is 11A, and the other end is 11B, used for refrigerant flow; one end of the second flow channel is 11C, and the other end is 11D, used for fluorinated liquid flow; one end of the third flow channel is 11E, and the other end is 11F, used for coolant flow. In the first, second, and third flow channels, heat exchange occurs between the fluids through the plate walls; direct contact is avoided. The second plate heat exchanger 10 is a two-channel plate heat exchanger with two independent fourth and fifth flow channels. One end of the fourth flow channel (10A, 10B) is used for the flow of fluorinated liquid; one end of the fifth flow channel (10C, 10D) is used for the flow of coolant. Heat exchange between the fluids in the fourth and fifth flow channels occurs between the plate walls; direct contact is avoided.

[0031] The vapor compression heat pump module includes a compressor 4, an evaporator 1, a condenser 3, and an electronic expansion valve 2. Refrigerant flows through the interior of the compressor 4, evaporator 1, condenser 3, and electronic expansion valve 2 to form a cooling or heating cycle.

[0032] The motor coupling module includes a front heat exchanger 5, a motor 6, a heater core 7, a second circulation pump 8, and a phase change material 9. The motor 6 has cooling channels, and the phase change material 9 is encapsulated in a sealed container. The container has channels for coolant flow, allowing the coolant and phase change material 9 to exchange heat through the pipe walls without direct contact. Coolant flows through the front heat exchanger 5, cooling channels, heater core 7, second circulation pump 8, and the interior of the sealed container. In this embodiment, the coolant is a mixture of water and ethylene glycol. The front heat exchanger 5 is located at the very front of the vehicle's front compartment and is used to dissipate heat from the motor 6. The heater core 7 is located in the air conditioning unit of the vehicle's driver's compartment and is used to supply heat to the passenger compartment.

[0033] The valve island is internally divided into three independent fluid zones: a fluorinated liquid fluid zone, a refrigerant fluid zone, and a coolant fluid zone. The fluorinated liquid fluid zone has a fluorinated liquid interface group, the refrigerant fluid zone has a refrigerant interface group, and the coolant fluid zone has a coolant interface group. The fluid channels in the fluorinated liquid interface group are for fluorinated liquid flow, the refrigerant interface group is for refrigerant flow, and the coolant interface group is for coolant flow. The fluorinated liquid interface group is connected to the battery thermal management module, the refrigerant interface group is connected to the vapor compression heat pump module, and the coolant interface group is connected to the motor coupling module.

[0034] The interfaces in the fluorinated liquid interface group include F1, F2, F3, F4, F5, F6, F7 and F8. F1 is connected to the inlet of battery pack 13, F2 is connected to the outlet of battery pack 13, F3 is connected to the inlet of first circulating pump 12, F4 is connected to the outlet of first circulating pump 12, F5 is connected to 11D of first plate heat exchanger 11, F6 is connected to 11C of first plate heat exchanger 11, F7 is connected to 10B of second plate heat exchanger 10, and F8 is connected to 10A of second plate heat exchanger 10.

[0035] The refrigerant interface group includes interfaces R1, R2, R3, R4, R5, R6, R7, R8, R9, and R10. R1 is connected to the inlet of compressor 4, R2 is connected to the outlet of compressor 4, R3 is connected to the inlet of condenser 3, R4 is connected to the outlet of condenser 3, R5 is connected to the inlet of electronic expansion valve 2, R6 is connected to the outlet of electronic expansion valve 2, R7 is connected to the inlet of evaporator 1, R8 is connected to the outlet of evaporator 1, R9 is connected to 11B of the first plate heat exchanger 11, and R10 is connected to 11A of the first plate heat exchanger 11.

[0036] The coolant interface group includes interfaces C1, C2, C3, C4, C5, C6, C7, C8, C9, C10, C11, C12, C13, and C14. C1 is connected to 10C of the second plate heat exchanger 10, C2 is connected to 10D of the second plate heat exchanger 10, C3 is connected to 11E of the first plate heat exchanger 11, C4 is connected to 11F of the first plate heat exchanger 11, C5 is connected to the inlet of the sealed container, C6 is connected to the outlet of the sealed container, C7 is connected to the inlet of the second circulating pump 8, C8 is connected to the outlet of the second circulating pump 8, C9 is connected to the inlet of the heater core 7, C10 is connected to the outlet of the heater core 7, C11 is connected to the inlet of the cooling channel on the motor 6, C12 is connected to the outlet of the cooling channel on the motor 6, C13 is connected to the inlet of the front heat exchanger 5, and C14 is connected to the outlet of the front heat exchanger 5.

[0037] In addition to the conventional in-vehicle heating, cooling, battery cooling, and motor cooling functions, this invention allows the controller to switch the flow directions of fluorinated liquid, refrigerant, and coolant by adjusting the connection positions of different interfaces in each interface group within the valve island, thereby creating different fluid channels. This enables switching between several operating modes. These operating modes include pre-overcharge cooling mode, overcharge cooling mode, extreme cold heat storage mode, low-temperature start-up mode, and extreme cold combined heating mode.

[0038] like Figure 2 As shown, before the vehicle undergoes super-fast charging, this invention switches to and enters the pre-super-charge cooling mode. In the pre-super-charge cooling mode, the controller controls the compressor 4, the first circulation pump 12, and the second circulation pump 8 to start. The valve islands are connected as follows: in the fluoride interface group, F1 and F6 are connected, F2 and F3 are connected, and F4 and F5 are connected; in the coolant interface group, C3 and C8 are connected, C4 and C5 are connected, and C6 and C7 are connected; in the refrigerant interface group, R1 and R10 are connected, R2 and R3 are connected, R4 and R5 are connected, and R6 and R9 are connected. The working process is as follows: the high-pressure gaseous refrigerant discharged from the compressor 4 enters the condenser 3 to release heat via R2 to R3, then enters the electronic expansion valve 2 to reduce pressure and temperature via R4 to R5, and then flows into the 11B-11A channels of the first plate heat exchanger 11 via R6 to R9. The cryogenic refrigerant absorbs heat from the fluorinated liquid and coolant in this channel and evaporates into a superheated gas. It then returns to compressor 4 via R10 to R1, and so on. Driven by the first circulating pump 12, the fluorinated liquid flows out from F4, enters the 11D-11C channels of the first plate heat exchanger 11 via F5, is cooled by the refrigerant, and then enters the battery pack 13 via F6 to F1 to cool the battery cells. After being heated, it returns to the first circulating pump 12 via F2 to F3, and so on. Driven by the second circulating pump 8, the coolant flows out from C8, enters the 11E-11F channels of the first plate heat exchanger 11 via C3, is cooled by the refrigerant, and then enters the sealed container storing phase change material 9 via C4 to C5 to cool the phase change material 9 and store cold energy. It then returns to the second circulating pump 8 via C6 to C7, and so on. The purpose of the pre-charge cooling mode is to reduce the temperature of the battery pack 13 before the start of super-fast charging and to store cold energy in the phase change material 9 to supplement the heat dissipation needs when the battery generates too much heat during the supercharging process.

[0039] like Figure 3As shown, when the vehicle is undergoing ultra-fast charging, this invention switches to and enters the ultra-charge cooling mode. In the ultra-charge cooling mode, the controller controls the compressor 4, the first circulation pump 12, and the second circulation pump 8 to start. The valve islands are connected in the following ways: In the fluoride interface group, F1 is connected to F6 and F8 respectively, F2 is connected to F3, and F4 is connected to F5 and F7 respectively; In the coolant interface group, C1 is connected to C8, C2 is connected to C5, and C6 is connected to C7; In the refrigerant interface group, R1 is connected to R10, R2 is connected to R3, R4 is connected to R5, and R6 is connected to R9. The working process is as follows: The refrigerant circulation is consistent with the pre-ultra-charge cold storage mode, and the low-temperature refrigerant absorbs heat from the fluoride in channels 11B-11A of the first plate heat exchanger 11. Driven by the second circulation pump 8, the coolant flows out from C8, enters the 10C-10D channel of the second plate heat exchanger 10 via C1, absorbs heat from the fluorinated liquid and heats up, then enters the sealed container storing the phase change material 9 via C2 to C5, is cooled by the phase change material 9, and returns to the second circulation pump 8 via C6 to C7, repeating this process. Driven by the first circulation pump 12, the fluorinated liquid flows out from F4, enters the 11D-11C channel of the first plate heat exchanger 11 and the 10B-10A channel of the second plate heat exchanger 10 via F5 and F7 respectively, is cooled by both the refrigerant and the coolant, and after cooling, merges with F8 via F6 to F1, enters the battery pack 13 to cool the battery cells, and after heating up, returns to the first circulation pump 12 via F2 to F3, repeating this process. The supercharging cooling mode utilizes the refrigerant and the pre-stored cold energy in the phase change material 9 to cool the battery cells, meeting the huge heat dissipation requirements of the battery cells during ultra-fast charging. Immersion in fluorinated liquid can prevent localized overheating of the battery cell and effectively extend the battery pack's lifespan.

[0040] like Figure 4As shown, when the vehicle is undergoing ultra-fast charging and the ambient temperature is low, this invention switches to and enters the extreme cold heat storage mode. In the extreme cold heat storage mode, the controller controls the compressor 4, the first circulation pump 12, and the second circulation pump 8 to start, and activates the heating mode of the motor 6 coil. The valve islands are connected in the following ways: in the fluoride interface group, F1 is connected to F6, F2 is connected to F3, and F4 is connected to F5; in the coolant interface group, C5 is connected to C4 and C12 respectively, C6 is connected to C7, and C8 is connected to C3 and C11 respectively; in the refrigerant interface group, R1 is connected to R8, R2 is connected to R9, R5 is connected to R10, and R6 is connected to R7. The working process is as follows: The high-pressure gaseous refrigerant discharged from compressor 4 enters the 11B-11A channels of the first plate heat exchanger 11 via R2 to R9 to release heat. After condensation, it enters the electronic expansion valve 2 via R10 to R5 to reduce pressure and temperature, then enters the evaporator 1 via R6 to R7 to absorb heat, and finally returns to compressor 4 via R8 to R1, repeating this process. Driven by the first circulation pump 12, the fluorinated liquid enters the 11D-11C channels of the first plate heat exchanger 11 via F4 to F5, absorbing heat from the refrigerant and increasing in temperature. It then enters the battery pack 13 via F6 to F1 to heat the battery cells, and after cooling, returns to the first circulation pump 12 via F2 to F3, repeating this process. Driven by the second circulation pump 8, the coolant flows out from C8 and enters the 11E-11F channels of the first plate heat exchanger 11 and the cooling channel of motor 6 via C3 and C11 respectively. In the first plate heat exchanger 11, the coolant is heated by the refrigerant; in the cooling channel of the motor 6, the motor 6 uses the heating of its coil windings to heat the coolant. The heated coolant flows out from C4 and C12 respectively, merges at C5, and enters the sealed container storing the phase change material 9 to heat the phase change material 9 to store heat, and then returns to the second circulation pump 8 via C6 to C7, and so on. The extreme cold heat storage mode can utilize the power of the charging pile in cold weather to simultaneously heat the battery pack 13 and the phase change material 9 through the heat pump and the motor 6, and can pre-store heat before the vehicle starts for low-temperature starting and combined heating.

[0041] like Figure 5As shown, when the ambient temperature is below 0 degrees Celsius, the vehicle is started, and the cabin requires heating, this invention switches to and enters a low-temperature start mode. In the low-temperature start mode, the controller controls the second circulation pump 8 to start. The valve island is connected as follows: in the coolant interface group, C5 is connected to C8, C6 is connected to C10, and C7 is connected to C9. The working process is as follows: the second circulation pump 8 drives the coolant to flow out from C8, through C5 into the sealed container storing the phase change material 9, where it absorbs the previously stored heat and heats up. Then, it passes through C6 to C10 into the heater core 7, transferring the heat to the air, which is then blown into the cabin by the blower. Finally, it returns to the second circulation pump 8 through C9 to C7, and so on. The low-temperature start mode utilizes the heat pre-stored in the phase change material 9 by the charging pile's electrical energy to directly heat the cabin at the initial stage of vehicle startup, eliminating the need to start the PTC heater or heat pump, thus saving energy and extending the vehicle's low-temperature driving range.

[0042] like Figure 6 As shown, when the ambient temperature is below -10 degrees Celsius, and the vehicle is in motion with a need for cabin heating, the heat pump becomes less efficient at low temperatures, so this invention switches to and enters the extreme cold combined heating mode. In the extreme cold combined heating mode, the controller notifies the compressor 4 and the second circulation pump 8 to start. The valve islands are connected as follows: in the refrigerant interface group, R1 is connected to R8, R2 to R3, R4 to R5, and R6 to R7; in the coolant interface group, C7 is connected to C9, C8 is connected to C5 and C12 respectively, and C10 is connected to C6 and C11 respectively. The working process is as follows: In the refrigerant circulation, the high-pressure gaseous refrigerant discharged from the compressor 4 enters the condenser 3 through R2 to R3 to release heat. The condenser 3 is located in the vehicle's air conditioning unit and is connected in series with the heater core 7 on the air side. It then enters the electronic expansion valve 2 through R4 to R5 to reduce pressure, then enters the evaporator 1 through R6 to R7 to absorb heat, and finally returns to the compressor 4 through R8 to R1, and so on. In the coolant circulation, the second circulation pump 8 drives the coolant to flow out from C8, passing through C5 and C12 respectively into the sealed container storing the phase change material 9 and the cooling channel of the motor 6. It absorbs the heat stored in the phase change material 9 and the waste heat from the motor 6. The heated coolant then flows out from C6 and C11, converging at C10 and entering the heater core 7 to release heat and heat the air. It then returns to the second circulation pump 8 via C9 to C7. The extreme cold combined heating mode works by using the waste heat from the motor 6 and the heat stored in the phase change material 9 to heat the vehicle's cabin through the heater core 7, alleviating the problem of insufficient heating capacity of the heat pump in low-temperature environments. The combined use of these three heat sources effectively compensates for the insufficient heating capacity of the heat pump at low temperatures, improves the heating effect of the vehicle cabin, and extends the driving range.

[0043] Of course, the above description is not intended to limit the present invention, and the present invention is not limited to the examples given above. Any changes, modifications, additions or substitutions made by those skilled in the art within the scope of the present invention should also fall within the protection scope of the present invention.

Claims

1. A phase change energy storage composite thermal management system for pure electric vehicles, characterized in that: It includes a battery thermal management module, a vapor compression heat pump module, a motor coupling module, a valve island, and a controller, wherein the controller is connected to the battery thermal management module, the vapor compression heat pump module, the motor coupling module, and the valve island, respectively. The valve island is provided with several interface groups, and each interface group has an independent fluid channel. Each fluid channel is used to flow different liquid media. The battery thermal management module, the vapor compression heat pump module and the motor coupling module are respectively connected to the fluid channels. The battery thermal management module includes a battery pack (13), a first circulation pump (12), a first plate heat exchanger (11), and a second plate heat exchanger (10); the vapor compression heat pump module includes a compressor (4), an evaporator (1), a condenser (3), and an electronic expansion valve (2); the motor coupling module includes a front heat exchanger (5), a motor (6), a heater core (7), a second circulation pump (8), and a phase change material (9); The valve island can form several working modes by switching the flow direction of the liquid medium in each of the fluid channels. The working modes include supercharge pre-cooling mode, supercharge cooling mode, extreme cold heat storage mode, low temperature start-up mode and extreme cold composite heating mode.

2. The phase change energy storage composite thermal management system for pure electric vehicles according to claim 1, characterized in that: The battery pack (13) contains a number of battery cells; The first plate heat exchanger (11) is a three-channel plate heat exchanger with independent first, second and third flow channels. One end of the first flow channel is 11A and the other end is 11B, which is used for refrigerant flow. One end of the second flow channel is 11C and the other end is 11D, which is used for fluorinated liquid flow. One end of the third flow channel is 11E and the other end is 11F, which is used for coolant flow. The second plate heat exchanger (10) is a two-channel plate heat exchanger with two independent fourth and fifth channels. One end of the fourth channel is 10A and the other end is 10B, which is used for the flow of fluorinated liquid. One end of the fifth channel is 10C and the other end is 10D, which is used for the flow of coolant.

3. The phase change energy storage composite thermal management system for pure electric vehicles according to claim 2, characterized in that: The compressor (4), evaporator (1), condenser (3) and electronic expansion valve (2) all have refrigerant flowing through them to form a refrigeration or heating cycle; The phase change material (9) is placed in a sealed container. A cooling channel is provided on the motor (6). Cooling liquid flows through the front heat exchanger (5), the cooling channel, the warm air core (7), the second circulation pump (8), and the interior of the sealed container.

4. The phase change energy storage composite thermal management system for pure electric vehicles according to claim 3, characterized in that: The interface group includes a fluorinated liquid interface group, a refrigerant interface group, and a coolant interface group. The fluid channel in the fluorinated liquid interface group is used for the flow of fluorinated liquid, the fluid channel in the refrigerant interface group is used for the flow of refrigerant, and the fluid channel in the coolant interface group is used for the flow of coolant. The interfaces in the fluorinated liquid interface group include F1, F2, F3, F4, F5, F6, F7 and F8. F1 is connected to the inlet of the battery pack (13), F2 is connected to the outlet of the battery pack (13), F3 is connected to the inlet of the first circulating pump (12), F4 is connected to the outlet of the first circulating pump (12), F5 is connected to 11D of the first plate heat exchanger (11), F6 is connected to 11C of the first plate heat exchanger (11), F7 is connected to 10B of the second plate heat exchanger (10), and F8 is connected to 10A of the second plate heat exchanger (10). The refrigerant interface group includes interfaces R1, R2, R3, R4, R5, R6, R7, R8, R9 and R10. R1 is connected to the inlet of the compressor (4), R2 is connected to the outlet of the compressor (4), R3 is connected to the inlet of the condenser (3), R4 is connected to the outlet of the condenser (3), R5 is connected to the inlet of the electronic expansion valve (2), R6 is connected to the outlet of the electronic expansion valve (2), R7 is connected to the inlet of the evaporator (1), R8 is connected to the outlet of the evaporator (1), R9 is connected to 11B of the first plate heat exchanger (11), and R10 is connected to 11A of the first plate heat exchanger (11). The interfaces in the coolant interface group include C1, C2, C3, C4, C5, C6, C7, C8, C9, C10, C11, C12, C13, and C14. C1 is connected to 10C of the second plate heat exchanger (10), C2 is connected to 10D of the second plate heat exchanger (10), C3 is connected to 11E of the first plate heat exchanger (11), C4 is connected to 11F of the first plate heat exchanger (11), C5 is connected to the inlet of the sealed container, and C6... C7 is connected to the outlet of the sealed container, C8 is connected to the inlet of the second circulation pump (8), C9 is connected to the inlet of the warm air core (7), C10 is connected to the outlet of the warm air core (7), C11 is connected to the inlet of the cooling channel on the motor (6), C12 is connected to the outlet of the cooling channel on the motor (6), C13 is connected to the inlet of the front heat exchanger (5), and C14 is connected to the outlet of the front heat exchanger (5).

5. The phase change energy storage composite thermal management system for pure electric vehicles according to claim 4, characterized in that: The controller enters the pre-overcharge cooling mode by adjusting the connection positions of different interfaces in each of the interface groups within the valve island. The controller controls the compressor (4), the first circulation pump (12) and the second circulation pump (8) to start; In the fluorinated liquid interface group, F1 is connected to F6, F2 is connected to F3, and F4 is connected to F5; In the coolant interface group, C3 is connected to C8, C4 is connected to C5, and C6 is connected to C7; In the refrigerant interface group, R1 is connected to R10, R2 is connected to R3, R4 is connected to R5, and R6 is connected to R9.

6. The phase change energy storage composite thermal management system for pure electric vehicles according to claim 4, characterized in that: The controller enters the overcharge cooling mode by adjusting the connection positions of different interfaces in each of the interface groups within the valve island. The controller controls the compressor (4), the first circulation pump (12) and the second circulation pump (8) to start; In the fluorinated liquid interface group, F1 is connected to F6 and F8 respectively, F2 is connected to F3, and F4 is connected to F5 and F7 respectively; In the coolant interface group, C1 is connected to C8, C2 is connected to C5, and C6 is connected to C7; In the refrigerant interface group, R1 is connected to R10, R2 is connected to R3, R4 is connected to R5, and R6 is connected to R9.

7. The phase change energy storage composite thermal management system for pure electric vehicles according to claim 4, characterized in that: The controller enters the extreme cold heat storage mode by adjusting the connection position of different interfaces in each of the interface groups in the valve island. The controller controls the compressor (4), the first circulation pump (12) and the second circulation pump (8) to start, and activates the heating mode of the motor (6) coil; In the fluorinated liquid interface group, F1 is connected to F6, F2 is connected to F3, and F4 is connected to F5; In the coolant interface group, C5 is connected to C4 and C12 respectively, C6 is connected to C7, and C8 is connected to C3 and C11 respectively; In the refrigerant interface group, R1 is connected to R8, R2 is connected to R9, R5 is connected to R10, and R6 is connected to R7.

8. A phase change energy storage composite thermal management system for pure electric vehicles according to claim 4, characterized in that: The controller enters a low-temperature start-up mode by adjusting the connection positions of different interfaces in each of the interface groups within the valve island. The controller controls the second circulating pump (8) to start; In the coolant interface group, C5 is connected to C8, C6 is connected to C10, and C7 is connected to C9.

9. A phase change energy storage composite thermal management system for pure electric vehicles according to claim 4, characterized in that: The controller enters the extreme cold composite heating mode by adjusting the connection position of different interfaces in each of the interface groups in the valve island. The controller notifies the compressor (4) and the second circulation pump (8) to start; In the refrigerant interface group, R1 is connected to R8, R2 is connected to R3, R4 is connected to R5, and R6 is connected to R7. In the coolant interface group, C7 is connected to C9, C8 is connected to C5 and C12 respectively, and C10 is connected to C6 and C11 respectively.

10. A phase change energy storage composite thermal management system for pure electric vehicles according to claim 2, characterized in that: The battery pack (13) is provided with several independent accommodating cavities, and each of the accommodating cavities contains several of the battery cells; Fluorinated liquid is introduced into each of the aforementioned cavities, so that the battery cell is immersed in the fluorinated liquid; The receiving cavity is equipped with a zoned flow regulating valve, and the controller adjusts the flow rate of the fluorinated liquid entering each receiving cavity in real time according to the temperature of the battery cell.

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