Electric vehicle thermal management system and control method thereof

Abstract

An electric vehicle thermal management system and a control method thereof. The thermal management system comprises a refrigerant loop, a cooling liquid loop, and a control system; the refrigerant loop is provided with a compressor (1), a water-cooled condenser (2), an outside heat exchanger (3), an evaporator (4), a battery cooler (5), and a gas-liquid separator (6); the cooling liquid loop comprises an electric drive loop, a battery loop, and a warm air loop, the electric drive loop being provided with an electric drive assembly (16), a low-temperature radiator (17), and a first water pump (18), the battery loop being provided with a battery (19), a second water pump (20), and a third one-way valve (21), and the warm air loop being provided with the water-cooled condenser (2), a passenger compartment warm air core body (22), and a third water pump (23); and the control system is provided with a plurality of three-way valves (24, 25) and a plurality of loop coupling points (26, 27, 28, 29), the plurality of three-way valves (24, 25) and the plurality of loop coupling points (26, 27, 28, 29) controlling the refrigerant loop, the warm air loop, the battery loop, and the electric drive loop to form different loop modes in order to meet the thermal management requirements of the passenger compartment, the battery (19), and the electric drive assembly (16).

Description

Electric vehicle thermal management system and control method thereof

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese Patent Application No. 202311293987.6, filed on October 9, 2023, entitled “Electric Vehicle Thermal Management System and Control Method Thereof,” the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] The present application relates to the field of electric vehicle thermal management, and in particular to an electric vehicle thermal management system and a control method thereof. Background Art

[0004] With the rapid development of the global economy, the demand for resources has become increasingly tight. Countries have formulated effective measures to achieve the goal of "carbon neutrality". In the automotive industry, vigorously developing new energy vehicles has also become one of the important means to save energy and achieve "carbon neutrality".

[0005] Based on this, new energy pure electric vehicles are increasingly focusing on vehicle thermal management technology. Vehicle thermal management can keep the motor and battery in the optimal operating temperature range and achieve optimal operating efficiency. Combined with heat pump air conditioning technology, the energy pipeline coupling the battery and motor can further improve the vehicle's range. However, in order to improve the energy management of the three electric systems and reduce ineffective heat loss, a very complex thermal management system has been developed. The resulting increase in components has made the front cabin layout difficult and the routing of air conditioning and cooling pipes complicated, leading to the following disadvantages: Disadvantage 1: Increased cost of the electric vehicle thermal management system; Disadvantage 2: Increased pipe length in the thermal management system leads to large flow resistance and heat loss, reducing vehicle system performance; NVH comfort is reduced, increasing system power consumption, and thus reducing vehicle range; Disadvantage 3: Increased pipe interfaces increase the risk of refrigerant leakage; Disadvantage 4: Complex pipe routing makes the front cabin unsightly and difficult to repair after-sales.

[0006] Therefore, there is an urgent need for an electric vehicle thermal management circuit that is low in cost, simple in piping, low in energy consumption, safe, occupies a small space and ensures the endurance of the entire vehicle.

[0007] Summary of the Invention

[0008] In order to solve the problems of complex refrigerant circuits, high energy consumption, and high costs existing in the prior art, this application proposes an electric vehicle thermal management system and a control method thereof, which can reasonably divert, reflux and couple the various circuits in the thermal management system while ensuring good endurance of the entire vehicle, so as to achieve the goal of optimal energy consumption in various environments at the optimal cost.

[0009] In a first aspect of the present application, there is provided an electric vehicle thermal management system, comprising: a refrigerant circuit, a coolant circuit, and a control piping system;

[0010] The refrigerant circuit is provided with a compressor, a water-cooled condenser, an off-vehicle heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator; the water-cooled condenser and the off-vehicle heat exchanger are connected in parallel, and the evaporator and the battery cooler are connected in parallel;

[0011] The coolant circuit includes an electric drive circuit, a battery circuit and a heater circuit; the electric drive circuit is provided with an electric drive assembly, a low-temperature radiator and a first water pump; the battery circuit is provided with a battery, a second water pump and a third one-way valve; the heater circuit is provided with a water-cooled condenser, a passenger compartment heater core and a third water pump;

[0012] The control piping system is provided with a plurality of three-way valves and a plurality of circuit coupling points. The plurality of three-way valves and the plurality of circuit coupling points control the refrigerant circuit, the heater circuit, the battery circuit and the electric drive circuit to form different circuit modes to form the electric vehicle thermal management system to meet the thermal management requirements of the passenger compartment, the battery and the electric drive assembly.

[0013] In one embodiment of the present application, the plurality of three-way valves include a first three-way valve and a second three-way valve;

[0014] The first three-way valve includes an A port, a B port, and a C port, and the second three-way valve includes an A port, a B port, and a C port;

[0015] The A port of the first three-way valve is connected to the passenger compartment heater core, the B port of the first three-way valve is connected to the water-cooled condenser, and the C port of the first three-way valve is connected to the junction of the second water pump, the C port of the second three-way valve, and the battery cooler;

[0016] The A interface of the second three-way valve is connected to the low-temperature radiator, the B interface of the second three-way valve is connected to the first water pump, and the C interface of the second three-way valve is connected to the junction of the second water pump, the C interface of the first three-way valve, and the battery cooler.

[0017] In an embodiment of the present application, the plurality of loop coupling points include a first loop coupling point, a second loop coupling point, a third loop coupling point and a fourth loop coupling point;

[0018] A first circuit coupling point and a first three-way valve are provided in the warm air circuit, and the first circuit coupling point and the first three-way valve are used to couple or decouple the warm air circuit with one or more of the refrigerant circuit, and / or the battery circuit, and / or the electric drive circuit;

[0019] A second circuit coupling point and a fourth circuit coupling point are provided in the battery circuit, and the second circuit coupling point and the fourth circuit coupling point are used to couple or decouple the battery circuit with one or more circuits of the refrigerant circuit, and / or the heater circuit, and / or the electric drive circuit;

[0020] In the electric drive circuit, a third circuit coupling point and a second three-way valve are provided. The third circuit coupling point and the second three-way valve are used to couple or decouple the electric drive circuit with one or more circuits in the refrigerant circuit, and / or the warm air circuit, and / or the battery circuit.

[0021] In one embodiment of the present application, the coolant circuit has a first coolant circuit mode;

[0022] In the first coolant circuit mode, the high-temperature coolant flowing out of the battery returns to the battery through the third one-way valve, the battery cooler, and the second water pump.

[0023] In one embodiment of the present application, the coolant circuit has a second coolant circuit mode;

[0024] In the second coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser passes through the B interface of the first three-way valve, the C interface of the first three-way valve, the second water pump, the battery, and the third one-way valve and is divided into two paths: one path returns to the second water pump through the battery cooler; the other path returns to the water-cooled condenser through the third water pump.

[0025] In one embodiment of the present application, the coolant circuit has a third coolant circuit mode;

[0026] In the third coolant circuit mode, the high-temperature coolant flowing out of the electric drive assembly is divided into two paths after passing through the battery cooler. One path flows back to the battery cooler through the second water pump, the battery, and the third one-way valve; the other path flows back to the electric drive assembly through the C interface of the second three-way valve, the B interface of the second three-way valve, and the first water pump.

[0027] In one embodiment of the present application, the coolant circuit has a fourth coolant circuit mode;

[0028] In the fourth coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser through the B interface of the second three-way valve, the A interface of the second three-way valve, the passenger compartment heater core, and the third water pump.

[0029] In one embodiment of the present application, the coolant circuit has a fifth coolant circuit mode;

[0030] In the fifth coolant circuit mode, the fourth coolant circuit mode is included, and the high-temperature coolant flowing out of the electric drive assembly passes through the battery cooler, the C interface of the second three-way valve, the B interface of the second three-way valve, and the first water pump and flows back to the electric drive assembly.

[0031] In one embodiment of the present application, the coolant circuit has a sixth coolant circuit mode;

[0032] In the sixth coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser is divided into two paths. One path flows back to the water-cooled condenser through the B interface of the second three-way valve, the A interface of the second three-way valve, the passenger compartment heater core, and the third water pump; the other path flows back to the second water pump through the B interface of the second three-way valve, the C interface of the second three-way valve, the second water pump, the battery, the third one-way valve, and the battery cooler.

[0033] In one embodiment of the present application, the coolant circuit has a seventh coolant circuit mode;

[0034] In the seventh coolant circuit mode, the high-temperature coolant flowing out of the electric drive assembly passes through the low-temperature radiator, the A interface of the second three-way valve, the B interface of the second three-way valve, and the first water pump, and flows back to the electric drive assembly.

[0035] In one embodiment of the present application, the refrigerant circuit is further provided with a first refrigerant on-off valve, a second refrigerant on-off valve, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, and a fourth electronic expansion valve;

[0036] The refrigerant gas discharged from the compressor is divided into two paths: one path passes through the second electronic expansion valve and flows out of the water-cooled condenser; the other path passes through the fourth electronic expansion valve and is further divided into two paths: one path passes through the external heat exchanger and flows out of the third electronic expansion valve, and the other path flows out of the first electronic expansion valve;

[0037] The refrigerant flowing out of the water-cooled condenser merges with the refrigerant flowing out of the third electronic expansion valve and is divided into two paths again: one path flows out of the evaporator through the first electronic expansion valve; and the other path flows out of the battery cooler through the second electronic expansion valve.

[0038] The refrigerant flowing out of the evaporator, the refrigerant flowing out of the battery cooler, and the refrigerant flowing out of the first electronic expansion valve are combined and flow back to the compressor through the gas-liquid separator.

[0039] In one embodiment of the present application, the refrigerant circuit further includes a first one-way valve, a second one-way valve and a filter;

[0040] After the refrigerant gas is divided into two paths by the fourth electronic expansion valve, one path passes through the external heat exchanger and is then divided into two paths again, one path passes through the first one-way valve and flows out of the filter, and the other path still flows out through the third electronic expansion valve; the refrigerant flowing out of the filter merges with the refrigerant flowing out of the third electronic expansion valve.

[0041] In one embodiment of the present application, the refrigerant circuit has a first refrigerant circuit mode;

[0042] In the first refrigerant circuit mode, the first refrigerant switching valve and the second refrigerant switching valve are closed, and the high-temperature refrigerant flowing out of the compressor flows back to the compressor through the fourth electronic expansion valve, the external heat exchanger, the first one-way valve, the filter, the first electronic expansion valve, the evaporator, the second one-way valve, and the gas-liquid separator.

[0043] In one embodiment of the present application, the refrigerant circuit has a second refrigerant circuit mode;

[0044] In the second refrigerant circuit mode, the first refrigerant switching valve and the second refrigerant switching valve are closed, and the high-temperature refrigerant flowing out of the compressor flows back to the compressor through the fourth electronic expansion valve, the external heat exchanger, the first one-way valve, the filter, the second electronic expansion valve, the battery cooler, the second one-way valve, and the gas-liquid separator.

[0045] In one embodiment of the present application, the refrigerant circuit has a third refrigerant circuit mode;

[0046] In the third refrigerant circuit mode, the first refrigerant switching valve and the second refrigerant switching valve are closed, and the high-temperature refrigerant flowing out of the compressor is divided into two paths through the fourth electronic expansion valve, the external heat exchanger, the first one-way valve, and the filter. One path flows back to the compressor through the first electronic expansion valve, the evaporator, the second one-way valve, and the gas-liquid separator; the other path flows back to the compressor through the second electronic expansion valve, the battery cooler, the second one-way valve, and the gas-liquid separator.

[0047] In one embodiment of the present application, the refrigerant circuit has a fourth refrigerant circuit mode;

[0048] In the fourth refrigerant circuit mode, the first refrigerant switching valve is closed and the second refrigerant switching valve is opened, and the high-temperature refrigerant flowing out of the compressor is divided into two paths, one path passes through the water-cooled condenser, the filter, the first electronic expansion valve, the evaporator, the second one-way valve, and the gas-liquid separator to flow back to the compressor; the other path passes through the fourth electronic expansion valve, the external heat exchanger, the first one-way valve, the filter, the first electronic expansion valve, the evaporator, the second one-way valve, and the gas-liquid separator to flow back to the compressor.

[0049] In one embodiment of the present application, the refrigerant circuit has a fifth refrigerant circuit mode;

[0050] In the fifth refrigerant circuit mode, the first refrigerant on-off valve and the second refrigerant on-off valve are opened, and the high-temperature refrigerant flowing out of the compressor is divided into two paths. One path flows back to the compressor through the water-cooled condenser, the filter, the first electronic expansion valve, the evaporator, the second one-way valve, and the gas-liquid separator.

[0051] One path is divided into two paths after passing through the fourth electronic expansion valve. One path passes through the external heat exchanger, the third electronic expansion valve, the first electronic expansion valve, the evaporator, the second one-way valve, and the gas-liquid separator and flows back to the compressor; the other path flows between the second one-way valve and the gas-liquid separator and flows back to the compressor through the gas-liquid separator.

[0052] In one embodiment of the present application, the refrigerant circuit has a sixth refrigerant circuit mode;

[0053] In the sixth refrigerant circuit mode, the first refrigerant switching valve and the second refrigerant switching valve are opened, and the high-temperature refrigerant flowing out of the compressor flows back to the compressor through the water-cooled condenser, the filter, the third electronic expansion valve, the external heat exchanger, and the gas-liquid separator.

[0054] In one embodiment of the present application, the refrigerant circuit has a seventh refrigerant circuit mode;

[0055] In the seventh refrigerant circuit mode, the first refrigerant switching valve is closed, the second refrigerant switching valve is opened, and the high-temperature refrigerant flowing out of the compressor flows back to the compressor through the water-cooled condenser, the filter, the second electronic expansion valve, the battery cooler, the second one-way valve, and the gas-liquid separator.

[0056] In one embodiment of the present application, the refrigerant circuit has an eighth refrigerant circuit mode;

[0057] In the eighth refrigerant circuit mode, the first refrigerant switching valve and the second refrigerant switching valve are opened, and the high-temperature refrigerant flowing out of the compressor is divided into two paths, one path passes through the water-cooled condenser, the filter, the second electronic expansion valve, the battery cooler, the second one-way valve, and the gas-liquid separator and flows back to the compressor; the other path flows between the second one-way valve and the gas-liquid separator and flows back to the compressor through the gas-liquid separator.

[0058] In one embodiment of the present application, the first three-way valve, the second three-way valve and the fourth circuit coupling point may be combined into a six-way valve;

[0059] The six-way valve and the first circuit coupling point, the second circuit coupling point, and the third circuit coupling point jointly couple the electric drive circuit with one or more of the refrigerant circuit, and / or the heater circuit, and / or the battery circuit;

[0060] The A interface of the six-way valve is connected to the second water pump, the B interface of the six-way valve is connected to the passenger compartment heater core, the C interface of the six-way valve is connected to the water-cooled condenser, the D interface of the six-way valve is connected to the low-temperature radiator, the E interface of the six-way valve is connected to the first water pump, and the F interface of the six-way valve is connected to the battery cooler.

[0061] In one embodiment of the present application, the refrigerant circuit mode in the refrigerant circuit can be combined with one or more coolant circuit modes in the coolant circuit to achieve the thermal management requirements of the electric vehicle thermal management system for the passenger compartment, battery and electric drive.

[0062] In one embodiment of the present application, temperature sensors and temperature and pressure sensors are provided at one or more of the following locations, including:

[0063] a first temperature sensor, disposed at the outlet end of the compressor;

[0064] a second temperature sensor, disposed at the inlet end of the external heat exchanger;

[0065] a third temperature sensor, disposed at the outlet end of the third water pump;

[0066] a fourth temperature sensor, disposed at a coolant-side inlet end of the battery cooler;

[0067] a fifth temperature sensor, disposed at the outlet end of the first water pump;

[0068] A first temperature and pressure sensor is provided at the refrigerant outlet of the water-cooled condenser;

[0069] The second temperature and pressure sensor is arranged at the inlet end of the gas-liquid separator.

[0070] In a second aspect of the present application, a control method for the electric vehicle thermal management system according to the first aspect of the present application is provided, wherein the electric vehicle thermal management system comprises: a refrigerant circuit, a coolant circuit, and a control piping system;

[0071] The refrigerant circuit is provided with a compressor, a water-cooled condenser, an off-vehicle heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator; the water-cooled condenser and the off-vehicle heat exchanger are connected in parallel, and the evaporator and the battery cooler are connected in parallel;

[0072] The coolant circuit includes an electric drive circuit, a battery circuit and a heater circuit; the electric drive circuit is provided with an electric drive assembly, a first water pump and a low-temperature radiator; the battery circuit is provided with a battery, a second water pump and a third one-way valve; the heater circuit is provided with a water-cooled condenser, a passenger compartment heater core and a third water pump;

[0073] The control piping system is equipped with multiple three-way valves and multiple loop coupling points;

[0074] The control method includes controlling the refrigerant circuit, the heater circuit, the battery circuit and the electric drive circuit to form different circuit modes based on the multiple three-way valves and multiple circuit coupling points to form the electric vehicle thermal management system to meet the thermal management requirements of the passenger compartment, battery and electric drive assembly.

[0075] In a third aspect of the present application, an electric vehicle is provided, including an electric vehicle thermal management system, wherein the electric vehicle thermal management system has a refrigerant circuit, a coolant circuit, and a control piping system;

[0076] The refrigerant circuit is provided with a compressor, a water-cooled condenser, an off-vehicle heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator; the water-cooled condenser and the off-vehicle heat exchanger are connected in parallel, and the evaporator and the battery cooler are connected in parallel;

[0077] The coolant circuit includes an electric drive circuit, a battery circuit and a heater circuit; the electric drive circuit is provided with an electric drive assembly, a first water pump and a low-temperature radiator; the battery circuit is provided with a battery, a second water pump and a third one-way valve; the heater circuit is provided with a water-cooled condenser, a passenger compartment heater core and a third water pump;

[0078] The control piping system is provided with a plurality of three-way valves and a plurality of circuit coupling points. The plurality of three-way valves and the plurality of circuit coupling points combine the different circuit modes of the refrigerant circuit, the heater circuit, the battery circuit and the electric drive circuit to form the electric vehicle thermal management system corresponding to the thermal management requirements of the passenger compartment, the battery and the electric drive assembly.

[0079] This application has at least the following beneficial effects:

[0080] This application reduces the complexity of the refrigerant circuit and the coolant circuit. Without sacrificing energy efficiency in high and low temperature environments, by connecting the water-cooled condenser and the off-board heat exchanger in parallel, the reversing flow mode of the off-board heat exchanger is improved. Even in extremely low temperatures without electric drive heat generation technology and PTC, the compressor heat generation cycle can be used to heat the battery and passenger compartment.

[0081] This application realizes streamlined coolant system coupling and decoupling by setting three-way valves and circuit coupling points. The two three-way valves can combine and match the different working conditions of the warm air circuit, battery circuit, and electric drive circuit, and combine with the refrigerant circuit to achieve the optimal energy consumption plan at the optimal cost.

[0082] In the present application, different refrigerant circuits can also be selected and adapted according to the ambient temperature, and the refrigerant circuit and the coolant circuit can be coupled and decoupled to the greatest extent, with a high degree of combination freedom. BRIEF DESCRIPTION OF THE DRAWINGS

[0083] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0084] FIG1 shows an overall schematic diagram of a thermal management system for an electric vehicle according to an embodiment of the present application;

[0085] FIG2 shows a schematic structural diagram of a three-way valve in one embodiment of the present application;

[0086] FIG3 shows an overall schematic diagram of a coolant circuit in one embodiment of the present application;

[0087] FIG4 shows a schematic diagram of a first coolant circuit in an embodiment of the present application;

[0088] FIG5 shows a schematic diagram of a second coolant circuit in one embodiment of the present application;

[0089] FIG6 shows a schematic diagram of a third coolant circuit in one embodiment of the present application;

[0090] FIG7 shows a schematic diagram of a fourth coolant circuit in one embodiment of the present application;

[0091] FIG8 shows a schematic diagram of a fifth coolant circuit in one embodiment of the present application;

[0092] FIG9 shows a schematic diagram of a sixth coolant circuit in one embodiment of the present application;

[0093] FIG10 shows a schematic diagram of a seventh coolant circuit in one embodiment of the present application;

[0094] FIG11 shows a schematic diagram of a first refrigerant circuit in one embodiment of the present application;

[0095] FIG12 shows a schematic diagram of a second refrigerant circuit in one embodiment of the present application;

[0096] FIG13 shows a schematic diagram of a third refrigerant circuit in one embodiment of the present application;

[0097] FIG14 shows a schematic diagram of a fourth refrigerant circuit in one embodiment of the present application;

[0098] FIG15 shows a schematic diagram of a fifth refrigerant circuit in one embodiment of the present application;

[0099] FIG16 shows a schematic diagram of a sixth refrigerant circuit in one embodiment of the present application;

[0100] FIG17 shows a seventh refrigerant circuit schematic diagram in one embodiment of the present application;

[0101] FIG18 shows a schematic diagram of an eighth refrigerant circuit in one embodiment of the present application;

[0102] FIG19 shows an overall schematic diagram of another electric vehicle thermal management system according to an embodiment of the present application;

[0103] FIG20 shows an overall schematic diagram of another electric vehicle thermal management system in an embodiment of the present application.

[0104] Figure 1: Compressor, 2: Water-cooled condenser, 3: External heat exchanger, 4: Evaporator, 5: Battery cooler, 6: Gas-liquid separator, 7: First refrigerant switch valve, 8: Second refrigerant switch valve, 9: First electronic expansion valve, 10: Second electronic expansion valve, 11: Third electronic expansion valve, 12: Fourth electronic expansion valve, 13: First check valve, 14: Second check valve, 15: Filter, 16: Electric drive assembly, 17: Low-temperature radiator, 18: First water pump, 19: Battery, 20: Second water pump, 21: Third check valve, 22: Passenger compartment heater core, 23: Third water pump, 24: First three-way valve, 25: Second three-way valve, 26: First circuit coupling point, 27: Second circuit coupling point, 28: Third circuit coupling point, 29: Fourth circuit coupling point, 30: Six-way valve. DETAILED DESCRIPTION

[0105] The following describes the embodiments of the present invention through specific examples. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments. The details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following embodiments and features in the embodiments can be combined with each other unless they conflict.

[0106] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0107] Current vehicle thermal management system technology is evolving from simple distributed three-electric thermal management to integrated three-electric thermal management, resulting in a variety of three-electric thermal coupling systems. To fully utilize the vehicle's electrical energy, most thermal management systems use multi-way valves to couple the three-electric system's heat through the coolant, while also maximizing the energy efficiency of the refrigerant circuit. This results in a large number of refrigerant circuit valves, a complex coolant circuit, and high costs.

[0108] There are currently two mainstream cost-reduction solutions. The first is a minimalist refrigerant circuit, using eight or more valves in the coolant circuit, sacrificing high-temperature cooling efficiency and air-source heat pump efficiency, while retaining a PTC (electric heater) for very low-temperature heating. The second is a complex refrigerant circuit, retaining the OHX (outboard heat exchanger) on the refrigerant side, sacrificing the coupling of the three-electric thermal management system and low-temperature heating efficiency.

[0109] As shown in FIG1 , the first aspect of the present application proposes a thermal management system for an electric vehicle, comprising a refrigerant circuit, a coolant circuit and a control piping system.

[0110] The refrigerant circuit is provided with a compressor 1, a water-cooled condenser 2, an external heat exchanger 3, a passenger compartment refrigeration evaporator 4, a battery cooler 5, and a gas-liquid separator 6; the water-cooled condenser 2 and the external heat exchanger 3 are connected in parallel, and the passenger compartment refrigeration evaporator 4 and the battery cooler 5 are connected in parallel.

[0111] Specifically, the refrigerant circuit is further provided with a first refrigerant switching valve 7 , a second refrigerant switching valve 8 , a first electronic expansion valve 9 , a second electronic expansion valve 10 , a third electronic expansion valve 11 , and a fourth electronic expansion valve 12 .

[0112] In one application scenario, the refrigerant gas discharged from the compressor 1 is divided into two paths. One path passes through the second electronic expansion valve 10 and flows out of the water-cooled condenser 2. The other path passes through the fourth electronic expansion valve 12 and is further divided into two paths. One path passes through the external heat exchanger 3 and flows out of the third electronic expansion valve 11, and the other path flows out of the first electronic expansion valve 9.

[0113] The refrigerant flowing out of the water-cooled condenser 2 merges with the refrigerant flowing out of the third electronic expansion valve 11 and is divided into two paths again. One path flows out of the passenger compartment refrigeration evaporator 4 through the first electronic expansion valve 9; and the other path flows out of the battery cooler 5 through the second electronic expansion valve 10.

[0114] The refrigerant flowing out of the passenger compartment refrigeration evaporator 4 , the refrigerant flowing out of the battery cooler 5 , and the refrigerant flowing out of the first electronic expansion valve 9 are combined and flow back to the compressor 1 through the gas-liquid separator 6 .

[0115] Furthermore, the refrigerant circuit further includes a first one-way valve 13 , a second one-way valve 14 and a filter 15 .

[0116] In one application scenario, after the refrigerant gas is divided into two paths by the fourth electronic expansion valve 12, one path passes through the off-board heat exchanger 3 and is then divided into two paths again, one path passes through the first one-way valve 13 and flows out through the filter 15, and the other path still flows out through the third electronic expansion valve 11; the refrigerant flowing out through the filter 15 merges with the refrigerant flowing out through the third electronic expansion valve 11. The filter 15 has a dehumidifying effect and can remove moisture from the refrigerant flowing through the filter 15. It should be noted that the above application scenario only indicates the connection status of the refrigerant circulation pipes of the refrigerant circuit and the circulation form of the refrigerant, and does not mean that the application scenario actually exists in an actual thermal management system.

[0117] As shown in Figure 3, the coolant circuit includes an electric drive circuit, a battery circuit, and a heater circuit; the electric drive circuit is provided with an electric drive assembly 16, a low-temperature radiator 17, and a first water pump 18; the battery circuit is provided with a battery 19, a battery cooler 5, a second water pump 20, and a third one-way valve 21; the heater circuit is provided with a water-cooled condenser 2, a passenger compartment heater core 22, and a third water pump 23;

[0118] Specifically, the electric drive assembly is a collection of EDS (electric drive), CCU (electric control) and IPD (electrical domain control); the refrigerant circuit and the coolant circuit are distinguished by the type of fluid circulating in the circuit. Among them, the water-cooled condenser 2 and the battery cooler 5 both have a coolant side and a refrigerant side, that is, the refrigerant side of the water-cooled condenser 2 is used to circulate refrigerant, and the coolant side of the water-cooled condenser 2 is used to circulate coolant; the refrigerant side of the battery cooler 5 is used to circulate refrigerant, and the coolant side of the battery cooler 5 is used to circulate coolant. The refrigerant side of the water-cooled condenser 2 and the coolant side of the water-cooled condenser 2 can exchange heat, and the refrigerant side of the battery cooler 5 and the coolant side of the battery cooler 5 can exchange heat.

[0119] The control piping system is provided with a plurality of three-way valves and a plurality of circuit coupling points, which combine the different circuit modes of the refrigerant circuit, the warm air circuit, the battery circuit and the electric drive circuit to form the thermal management system of the electric vehicle corresponding to the thermal management requirements of the passenger compartment, the battery 19 and the electric drive assembly 16.

[0120] Specifically, the multiple three-way valves include a first three-way valve 24 and a second three-way valve 25; specifically, the first three-way valve 24 includes an A interface, a B interface and a C interface, and the second three-way valve 25 includes an A interface, a B interface and a C interface; Figure 2 shows the interface representation of the three-way valve.

[0121] The A interface of the first three-way valve 24 is connected to the passenger compartment heater core 22, the B interface of the first three-way valve 24 is connected to the water-cooled condenser 2, and the C interface of the first three-way valve 24 is connected to the second water pump 20, the C interface of the second three-way valve 25, and the junction point of the battery cooler 5.

[0122] The A interface of the second three-way valve 25 is connected to the low-temperature radiator 17, the B interface of the second three-way valve 25 is connected to the first water pump 18, and the C interface of the second three-way valve 25 is connected to the second water pump 20, the C interface of the first three-way valve 24, and the junction of the battery cooler 5.

[0123] The multiple loop coupling points include a first loop coupling point 26 (referred to as node1 ), a second loop coupling point 27 (referred to as node2 ), a third loop coupling point 28 (referred to as node3 ) and a fourth loop coupling point 29 (referred to as node4 ).

[0124] Node1 and a first three-way valve 24 are provided in the warm air circuit, and the node1 and the first three-way valve 24 are used to couple or decouple the warm air circuit with one or more circuits of the refrigerant circuit, and / or the battery circuit, and / or the electric drive circuit.

[0125] Node 2 and node 4 are provided in the battery circuit, and the node 2 and node 4 are used to couple or decouple the battery circuit with one or more of the refrigerant circuit, and / or the warm air circuit and / or the electric drive circuit.

[0126] In the electric drive circuit, node3 and a second three-way valve 25 are provided, and the node3 and the second three-way valve 25 are used to couple or decouple the electric drive circuit with one or more of the refrigerant circuit, and / or the warm air circuit and / or the battery circuit.

[0127] Here, in this way, the maximum degree of coupling and decoupling can be achieved within the coolant circuit and between the coolant circuit and the refrigerant circuit, so that the degree of freedom in combining different circuit components is higher.

[0128] As shown in FIG19 and FIG20 , in one embodiment of the present application, the first three-way valve 24 , the second three-way valve 25 and the fourth circuit coupling point 29 can be combined into a six-way valve 30 ;

[0129] The six-way valve 30 and the first circuit coupling point 26, the second circuit coupling point 27, and the third circuit coupling point 28 jointly couple the electric drive circuit with one or more of the refrigerant circuit, and / or the heater circuit, and / or the battery circuit;

[0130] The A interface of the six-way valve 30 is connected to the second water pump 20, the B interface of the six-way valve 30 is connected to the passenger compartment heater core 22, the C interface of the six-way valve 30 is connected to the water-cooled condenser 2, the D interface of the six-way valve 30 is connected to the low-temperature radiator 17, the E interface of the six-way valve 30 is connected to the first water pump 18, and the F interface of the six-way valve 30 is connected to the battery cooler 5.

[0131] This approach can coordinate the number and specifications of valve bodies, reducing the number of three-way valves used. It should be noted that node 1, node 2, and node 3 cannot be combined into a six-way valve 30. A section of piping must exist between node 1, node 2, and node 3 to prevent water from mixing when different circuits flow, which could lead to poor performance of the thermal management system.

[0132] Temperature sensors and temperature-pressure sensors are installed in one or more of the following locations, including:

[0133] a first temperature sensor, disposed at the outlet end of the compressor 1;

[0134] A second temperature sensor is provided at the inlet end of the external heat exchanger 3;

[0135] a third temperature sensor, disposed at the outlet of the third water pump 23;

[0136] a fourth temperature sensor, provided at the coolant-side inlet end of the battery cooler 5;

[0137] a fifth temperature sensor, disposed at the outlet of the first water pump 18;

[0138] A first temperature and pressure sensor is provided at the refrigerant outlet of the water-cooled condenser 2;

[0139] The second temperature and pressure sensor is arranged at the inlet end of the gas-liquid separator 6 .

[0140] Here, by providing a plurality of temperature sensors and temperature-pressure sensors, the circuit conversion mode of the refrigerant circuit and the coolant circuit can be expanded, and the thermal management system can be accurately adjusted according to the detected refrigerant temperature and refrigerant pressure values.

[0141] In one embodiment of the present application, as shown in FIG4 , the coolant circuit has a first coolant circuit mode;

[0142] In the first coolant loop mode, the high-temperature coolant flowing out of the battery 19 passes through the third one-way valve 21 and is cooled by the battery cooler 5 before being returned to the battery by the second water pump 20 .

[0143] Here, the battery 19 can be cooled by the battery cooler 5 through the first coolant circuit mode.

[0144] In one embodiment of the present application, as shown in FIG5 , the coolant circuit has a second coolant circuit mode;

[0145] In the second coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser 2 passes through port B of the first three-way valve 24, port C of the first three-way valve 24, and the second water pump 20. After heating the battery 19, it passes through the third one-way valve 21 and is split into two paths: one path returns to the second water pump 20 through the battery cooler 5; the other path returns to the water-cooled condenser 2 through the third water pump 23. This two-path split allows for mixing of the water at node 4 when the water-cooled condenser 2 is simultaneously heating the battery 19 and the passenger compartment, thereby lowering the water temperature at the battery inlet and preventing it from overheating, such as exceeding 45°C.

[0146] Here, through the second coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser 2 can provide heat to the battery 19, thereby achieving coupling between the battery circuit and the warm air circuit.

[0147] In one embodiment of the present application, as shown in FIG6 , the coolant circuit has a third coolant circuit mode;

[0148] In the third coolant circuit mode, the high-temperature coolant flowing out of the electric drive assembly 16 is divided into two paths after passing through the battery cooler 5. One path flows back to the battery cooler 5 through the second water pump 20, the battery 19, and the third one-way valve 21; the other path flows back to the electric drive assembly 16 through the C interface of the second three-way valve 25, the B interface of the second three-way valve 25, and the first water pump 18.

[0149] Here, through the third coolant circuit mode, the high-temperature coolant flowing out of the electric drive assembly 16 can provide heat to the battery 19, thereby achieving coupling between the battery circuit and the electric drive circuit.

[0150] In one embodiment of the present application, as shown in FIG7 , the coolant circuit has a fourth coolant circuit mode;

[0151] In the fourth coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser 2 flows back to the water-cooled condenser 2 through the B interface of the second three-way valve 25, the A interface of the second three-way valve 25, the passenger compartment heater core 22, and the third water pump 23.

[0152] Here, through the fourth coolant circuit mode, heating can be provided for the passenger compartment through the air source heat pump, realizing the coupling of the refrigerant circuit and the passenger compartment circuit.

[0153] In one embodiment of the present application, as shown in FIG8 , the coolant circuit has a fifth coolant circuit mode;

[0154] In the fifth coolant circuit mode, a coupling pipeline of the fourth coolant circuit mode is included, that is, the high-temperature coolant flowing out of the water-cooled condenser 2 flows back to the water-cooled condenser 2 through the B interface of the second three-way valve 25, the A interface of the second three-way valve 25, the passenger compartment heater core 22, and the third water pump 23.

[0155] The high-temperature coolant flowing out of the electric drive assembly 16 flows back to the electric drive assembly 16 through the battery cooler 5 , the C interface of the second three-way valve 25 , the B interface of the second three-way valve 25 , and the first water pump 18 .

[0156] Here, through the fifth coolant circuit mode, the waste heat of the refrigerant circuit can be recovered by the electric drive circuit, thereby realizing the coupling of the refrigerant circuit, the heating circuit and the motor circuit.

[0157] In one embodiment of the present application, as shown in FIG9 , the coolant circuit has a sixth coolant circuit mode.

[0158] In the sixth coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser 2 is divided into two paths. One path flows back to the water-cooled condenser 2 through the B interface of the second three-way valve 25, the A interface of the second three-way valve 25, the passenger compartment heater core 22, and the third water pump 23; the other path flows through the B interface of the second three-way valve 25, the C interface of the second three-way valve 25, the second water pump 20, the battery 19, and the third one-way valve 21 and then continues to be divided into two paths. One path directly returns to node 1, and the other path flows back to the second water pump through the battery cooler 5.

[0159] Here, through the sixth coolant circuit mode, the battery 19 and the passenger compartment can be heated by the refrigerant circuit, thereby achieving coupling of the battery circuit, the heater circuit, and the refrigerant circuit.

[0160] In one embodiment of the present application, as shown in FIG10 , the coolant circuit has a seventh coolant circuit mode.

[0161] In the seventh coolant circuit mode, the high-temperature coolant flowing out of the electric drive assembly 16 flows back to the electric drive assembly 16 through the low-temperature radiator 17, the A interface of the second three-way valve 25, the B interface of the second three-way valve 25, and the first water pump 18.

[0162] Here, the seventh coolant circuit mode allows the electric drive to be cooled via the low-temperature radiator 17 .

[0163] It should be noted that for the coolant circuit diagrams shown in Figures 4-10, the circuit sections indicated by dashed lines do not necessarily mean no flow; they are simply outside the scope of this circuit diagram. The various coolant circuit modes can be combined, for example, the electric drive cooling circuit in the seventh coolant circuit diagram and the battery cooling circuit in the first coolant circuit diagram. In the electric drive cooling circuit description, the battery cooling circuit is dashed, but depending on control requirements, the battery cooling circuit may also operate while the electric drive cooling circuit is flowing. The colors of the components in the refrigerant circuit diagrams shown in Figures 11-18 do not represent special meanings.

[0164] In one embodiment of the present application, as shown in FIG11 , the refrigerant circuit has a first refrigerant circuit mode;

[0165] In the first refrigerant circuit mode, the first refrigerant switching valve 7 and the second refrigerant switching valve 8 are closed, and the high-temperature refrigerant flowing out of the compressor 1 flows back to the compressor 1 through the fourth electronic expansion valve 12, the external heat exchanger 3, the first one-way valve 13, the filter 15, the first electronic expansion valve 9, the passenger compartment refrigeration evaporator 4, the second one-way valve 14, and the gas-liquid separator 6.

[0166] In one embodiment of the present application, as shown in FIG12 , the refrigerant circuit has a second refrigerant circuit mode.

[0167] In the second refrigerant circuit mode, the first refrigerant switching valve 7 and the second refrigerant switching valve 8 are closed, and the high-temperature refrigerant flowing out of the compressor 1 flows back to the compressor 1 through the fourth electronic expansion valve 12, the external heat exchanger 3, the first one-way valve 13, the filter 15, the second electronic expansion valve 10, the battery cooler 5, the second one-way valve 14, and the gas-liquid separator 6.

[0168] In one embodiment of the present application, as shown in FIG13 , the refrigerant circuit has a third refrigerant circuit mode.

[0169] In the third refrigerant circuit mode, the first refrigerant switching valve 7 and the second refrigerant switching valve 8 are closed, and the high-temperature refrigerant flowing out of the compressor 1 is divided into two paths through the fourth electronic expansion valve 12, the external heat exchanger 3, the first one-way valve 13, and the filter 15. One path flows back to the compressor 1 through the first electronic expansion valve 9, the passenger compartment refrigeration evaporator 4, the second one-way valve 14, and the gas-liquid separator 6; the other path flows back to the compressor 1 through the second electronic expansion valve 10, the battery cooler 5, the second one-way valve 14, and the gas-liquid separator 6.

[0170] Here, the first, second, and third refrigerant circuit modes are the refrigerant circuits for cooling the passenger compartment and battery. The first refrigerant circuit mode cools the passenger compartment; the second refrigerant circuit mode cools the battery 19; and the third refrigerant circuit mode cools both the passenger compartment and battery 19.

[0171] In one embodiment of the present application, as shown in FIG14 , the refrigerant circuit has a fourth refrigerant circuit mode.

[0172] In the fourth refrigerant circuit mode, the first refrigerant switching valve 7 is closed and the second refrigerant switching valve 8 is opened. The high-temperature refrigerant flowing out of the compressor 1 is divided into two paths. One path passes through the water-cooled condenser 2, the filter 15, the first electronic expansion valve 9, the passenger compartment refrigeration evaporator 4, the second one-way valve 14, and the gas-liquid separator 6 to flow back to the compressor 1; the other path passes through the fourth electronic expansion valve 12, the external heat exchanger 3, the first one-way valve 13, the filter 15, the first electronic expansion valve 9, the passenger compartment refrigeration evaporator 4, the second one-way valve 14, and the gas-liquid separator 6 to flow back to the compressor 1.

[0173] In one embodiment of the present application, as shown in FIG. 15 , the refrigerant circuit has a fifth refrigerant circuit mode.

[0174] In the fifth refrigerant circuit mode, the first refrigerant on-off valve 7 and the second refrigerant on-off valve 8 are open, and the high-temperature refrigerant flowing out of the compressor 1 is split into two paths: one path passes through the water-cooled condenser 2 and then splits into two paths after the filter 15. The refrigerant flow rates of these two paths are regulated by the openings of the first electronic expansion valve 9 and the third electronic expansion valve 11. Specifically, after splitting into two paths after the filter 15, one path passes through the first electronic expansion valve 9, flows through the passenger compartment cooling evaporator 4, and then through the second check valve 14; the other path passes through the third electronic expansion valve 11, flows through the external heat exchanger 3, and then through the first refrigerant on-off valve 7. The refrigerant flowing through the second check valve 14 and the refrigerant flowing through the first refrigerant on-off valve 7 merge before the gas-liquid separator 6, achieving a system in which all refrigerant or refrigerant releases heat through the water-cooled condenser, but absorbs heat in two paths: the (passenger compartment cooling) evaporator 4 (EVAP) absorbs heat in the passenger compartment, and the external heat exchanger absorbs heat in the ambient environment. Ultimately, the heat source of the water-cooled condenser 2 in the passenger compartment is greater than the cold source of the passenger compartment in the (passenger compartment cooling) evaporator 4 (EVAP), achieving the ability to heat the passenger compartment and dehumidify, distinguishing the fourth refrigerant circuit.

[0175] Here, the fourth and fifth refrigerant circuit modes are passenger compartment dehumidification refrigerant circuits. In these modes, both the evaporator 4 (EVAP) and the water-cooled condenser 2 (for passenger compartment cooling) operate. Air is first cooled by the evaporator 4 to remove condensed water, and then heated by the water-cooled condenser 2 to dry air in the passenger compartment heater core 22, achieving dehumidification. In the fourth refrigerant circuit mode, the exterior heat exchanger 3 acts as a condenser in this circuit, releasing heat to the environment. Passenger compartment temperature regulation depends on the combined capacity of the water-cooled condenser 2 and evaporator 4. As the water-cooled condenser 2 releases heat to the environment, the combined capacity of the water-cooled condenser 2 and evaporator 4 absorbs heat into the passenger compartment. In the fifth refrigerant circuit mode, the exterior heat exchanger 3 acts as an evaporator in this circuit, absorbing heat from the environment, while the combined capacity of the water-cooled condenser 2 and evaporator 4 releases heat into the passenger compartment.

[0176] In one embodiment of the present application, as shown in FIG16 , the refrigerant circuit has a sixth refrigerant circuit mode;

[0177] In the sixth refrigerant circuit mode, the first refrigerant switching valve 7 and the second refrigerant switching valve 8 are opened, and the high-temperature refrigerant flowing out of the compressor 1 flows back to the compressor 1 through the water-cooled condenser 2, the filter 15, the third electronic expansion valve 11, the external heat exchanger 3, the first refrigerant switching valve 7, and the gas-liquid separator 6.

[0178] In one embodiment of the present application, as shown in FIG17 , the refrigerant circuit has a seventh refrigerant circuit mode;

[0179] In the seventh refrigerant circuit mode, the first refrigerant switching valve 7 is closed, the second refrigerant switching valve 8 is opened, and the high-temperature refrigerant flowing out of the compressor 1 flows back to the compressor 1 through the water-cooled condenser 2, the filter 15, the second electronic expansion valve 10, the battery cooler 5, the second one-way valve 14, and the gas-liquid separator 6.

[0180] In one embodiment of the present application, as shown in FIG. 18 , the refrigerant circuit has an eighth refrigerant circuit mode.

[0181] In the eighth refrigerant circuit mode, the first refrigerant switching valve 7 and the second refrigerant switching valve 8 are opened, and the high-temperature refrigerant flowing out of the compressor 1 is divided into two paths. One path flows back to the compressor 1 through the water-cooled condenser 2, the filter 15, the second electronic expansion valve 10, the battery cooler 5, the second one-way valve 14, and the gas-liquid separator 6; the other path flows between the second one-way valve 14 and the gas-liquid separator 6 and flows back to the compressor 1 through the gas-liquid separator 6.

[0182] Here, the sixth, seventh, and eighth refrigerant circuit modes are used for heating the passenger compartment and battery. The sixth refrigerant circuit mode allows for air heating; the seventh refrigerant circuit mode allows for waste heat recovery and water heating; and the eighth refrigerant circuit mode allows for heat generation without a heat source, using compressor 1.

[0183] In one embodiment of the present application, the refrigerant circuit mode in the refrigerant circuit can be combined with one or more coolant circuit modes in the coolant circuit to achieve the thermal management requirements of the electric vehicle thermal management system for the passenger compartment, battery 19 and electric drive.

[0184] In a second aspect of the present application, a control method for the electric vehicle thermal management system based on the first aspect of the present application is proposed. The electric vehicle thermal management system includes: a refrigerant circuit, a coolant circuit and a control piping system.

[0185] The refrigerant circuit is provided with a compressor 1, a water-cooled condenser 2, an external heat exchanger 3, a passenger compartment refrigeration evaporator 4, a battery cooler 5, and a gas-liquid separator 6; the water-cooled condenser 2 and the external heat exchanger 3 are connected in parallel, and the passenger compartment refrigeration evaporator 4 and the battery cooler 5 are connected in parallel.

[0186] The coolant circuit includes an electric drive circuit, a battery circuit and a heater circuit; the electric drive circuit is provided with an electric drive assembly 16, a first water pump 18 and a low-temperature radiator 17; the battery circuit is provided with a battery 19, a second water pump 20 and a third one-way valve 21; the heater circuit is provided with a water-cooled condenser 2, a passenger compartment heater core 22 and a third water pump 23.

[0187] The control piping system is equipped with multiple three-way valves and multiple loop coupling points.

[0188] The control method includes controlling the refrigerant circuit, the heater circuit, the battery circuit and the electric drive circuit to form different circuit modes based on the multiple three-way valves and multiple circuit coupling points to form the electric vehicle thermal management system to correspond to the thermal management requirements of the passenger compartment, the battery 19 and the electric drive assembly 16.

[0189] This application reduces the complexity of the refrigerant circuit and the coolant circuit. Without sacrificing energy efficiency in high and low temperature environments, by connecting the water-cooled condenser 2 and the external heat exchanger 3 in parallel, the reversing flow mode of the external heat exchanger 3 is improved. Even in extremely low temperatures without electric drive heat creation technology and PTC, the compressor 1 can also perform heat creation circulation to heat the battery 19 and the passenger compartment.

[0190] This application realizes streamlined coolant system coupling and decoupling by setting three-way valves and circuit coupling points. The two three-way valves can combine and match the different working conditions of the warm air circuit, battery circuit, and electric drive circuit, and combine with the refrigerant circuit to achieve the optimal energy consumption plan at the optimal cost.

[0191] In the present application, different refrigerant circuits can also be selected and adapted according to the ambient temperature, and the refrigerant circuit and the coolant circuit can be coupled and decoupled to the greatest extent, with a high degree of combination freedom.

[0192] In a third aspect of the present application, an electric vehicle is proposed, characterized in that it includes an electric vehicle thermal management system, wherein the electric vehicle thermal management system has a refrigerant circuit, a coolant circuit and a control piping system.

[0193] The refrigerant circuit is provided with a compressor 1, a water-cooled condenser 2, an external heat exchanger 3, a passenger compartment refrigeration evaporator 4, a battery cooler 5, and a gas-liquid separator 6; the water-cooled condenser 2 and the external heat exchanger 3 are connected in parallel, and the passenger compartment refrigeration evaporator 4 and the battery cooler 5 are connected in parallel.

[0194] The coolant circuit includes an electric drive circuit, a battery circuit and a heater circuit; the electric drive circuit is provided with an electric drive assembly 16, a first water pump 18 and a low-temperature radiator 17; the battery circuit is provided with a battery 19, a second water pump 20 and a third one-way valve 21; the heater circuit is provided with a water-cooled condenser 2, a passenger compartment heater core 22 and a third water pump 23.

[0195] The control piping system is provided with a plurality of three-way valves and a plurality of circuit coupling points, which control the refrigerant circuit, the heater circuit, the battery circuit and the electric drive circuit to form different circuit modes to form the electric vehicle thermal management system to meet the thermal management requirements of the passenger compartment, the battery 19 and the electric drive assembly 16.

[0196] This application reduces the complexity of the refrigerant circuit and the coolant circuit. Without sacrificing energy efficiency in high and low temperature environments, by connecting the water-cooled condenser 2 and the external heat exchanger 3 in parallel, the reversing flow mode of the external heat exchanger 3 is improved. Even in extremely low temperatures without electric drive heat creation technology and PTC, the compressor 1 can also perform heat creation circulation to heat the battery 19 and the passenger compartment.

[0197] This application realizes streamlined coolant system coupling and decoupling by setting three-way valves and circuit coupling points. The two three-way valves can combine and match the different working conditions of the warm air circuit, battery circuit, and electric drive circuit, and combine with the refrigerant circuit to achieve the optimal energy consumption plan at the optimal cost.

[0198] In the present application, different refrigerant circuits can also be selected and adapted according to the ambient temperature, and the refrigerant circuit and the coolant circuit can be coupled and decoupled to the greatest extent, with a high degree of combination freedom.

[0199] Systems and methods have been generally described herein in detail to facilitate understanding of the present invention. In addition, various specific details have been given to provide an overall understanding of embodiments of the present invention. However, those skilled in the relevant art will recognize that embodiments of the present invention may be practiced without one or more of these specific details, or with other devices, systems, accessories, methods, components, materials, parts, etc. In other cases, well-known structures, materials, and / or operations are not specifically shown or described in detail to avoid obscuring aspects of embodiments of the present invention.

[0200] Thus, although the invention has been described herein with reference to specific embodiments thereof, freedom from modification, various changes and substitutions are contemplated within the foregoing disclosure, and it should be understood that in some cases, some features of the invention will be employed without the corresponding use of other features without departing from the scope and spirit of the claimed invention. Thus, many modifications may be made to adapt a particular situation or material to the true scope and spirit of the invention. The invention is not intended to be limited to the specific terminology used in the claims and / or to the specific embodiments disclosed as the best mode contemplated for carrying out the invention, but the invention will include any and all embodiments and equivalents falling within the scope of the appended claims.

Claims

1. A thermal management system for an electric vehicle, comprising: Refrigerant circuit, coolant circuit and control piping; The refrigerant circuit is provided with a compressor, a water-cooled condenser, an off-vehicle heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator; the water-cooled condenser and the off-vehicle heat exchanger are connected in parallel, and the evaporator and the battery cooler are connected in parallel; The coolant circuit includes an electric drive circuit, a battery circuit and a heating circuit; the electric drive circuit is provided with an electric drive assembly, a low-temperature radiator and a first water pump; the battery circuit is provided with a battery, a second water pump and a third one-way valve; the heating circuit is provided with a water-cooled condenser, a passenger compartment heating core and a third water pump; The control piping system is provided with a plurality of three-way valves and a plurality of circuit coupling points, wherein the plurality of three-way valves and the plurality of circuit coupling points control the refrigerant circuit, the warm air circuit, the battery circuit and the electric drive circuit to form different circuit modes to form the electric vehicle thermal management system to correspond to the thermal management requirements of the passenger compartment, the battery and the electric drive assembly.

2. The electric vehicle thermal management system according to claim 1, wherein: The plurality of three-way valves include a first three-way valve and a second three-way valve; The first three-way valve includes an A interface, a B interface and a C interface, and the second three-way valve includes an A interface, a B interface and a C interface; The A interface of the first three-way valve is connected to the passenger compartment heater core, the B interface of the first three-way valve is connected to the water-cooled condenser, and the C interface of the first three-way valve is connected to the second water pump, the C interface of the second three-way valve, and the junction of the battery cooler; The A interface of the second three-way valve is connected to the low-temperature radiator, the B interface of the second three-way valve is connected to the first water pump, and the C interface of the second three-way valve is connected to the junction of the second water pump, the C interface of the first three-way valve, and the battery cooler.

3. The electric vehicle thermal management system according to claim 1 or 2, wherein: The multiple loop coupling points include a first loop coupling point, a second loop coupling point, a third loop coupling point and a fourth loop coupling point; A first circuit coupling point and a first three-way valve are provided in the warm air circuit, and the first circuit coupling point and the first three-way valve are used to couple or decouple the warm air circuit with one or more circuits of the refrigerant circuit, and / or the battery circuit, and / or the electric drive circuit; A second circuit coupling point and a fourth circuit coupling point are provided in the battery circuit, and the second circuit coupling point and the fourth circuit coupling point are used to couple or decouple the battery circuit with one or more circuits of the refrigerant circuit, and / or the warm air circuit, and / or the electric drive circuit; In the electric drive circuit, a third circuit coupling point and a second three-way valve are provided, and the third circuit coupling point and the second three-way valve are used to couple or decouple the electric drive circuit with one or more circuits in the refrigerant circuit, and / or the warm air circuit, and / or the battery circuit.

4. The electric vehicle thermal management system according to claim 3, wherein: The first three-way valve, the second three-way valve and the fourth circuit coupling point may be combined into a six-way valve; The six-way valve and the first circuit coupling point, the second circuit coupling point, and the third circuit coupling point jointly couple the electric drive circuit with one or more circuits of the refrigerant circuit, and / or the warm air circuit, and / or the battery circuit; The A interface of the six-way valve is connected to the second water pump, the B interface of the six-way valve is connected to the passenger compartment heater core, the C interface of the six-way valve is connected to the water-cooled condenser, the D interface of the six-way valve is connected to the low-temperature radiator, the E interface of the six-way valve is connected to the first water pump, and the F interface of the six-way valve is connected to the battery cooler.

5. The electric vehicle thermal management system according to claim 1, wherein: The refrigerant circuit is further provided with a first refrigerant switch valve, a second refrigerant switch valve, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, and a fourth electronic expansion valve; The refrigerant gas discharged from the compressor is divided into two paths, one path passes through the second electronic expansion valve and flows out of the water-cooled condenser; the other path passes through the fourth electronic expansion valve and is further divided into two paths, one path passes through the external heat exchanger and flows out of the third electronic expansion valve, and the other path flows out of the first electronic expansion valve; The refrigerant flowing out of the water-cooled condenser is combined with the refrigerant flowing out of the third electronic expansion valve and is divided into two paths again, one path flows out of the evaporator through the first electronic expansion valve; and the other path flows out of the battery cooler through the second electronic expansion valve. The refrigerant flowing out of the evaporator, the refrigerant flowing out of the battery cooler, and the refrigerant flowing out of the first electronic expansion valve are combined and flow back to the compressor through the gas-liquid separator.

6. The electric vehicle thermal management system according to claim 5, wherein: The refrigerant circuit also includes a first one-way valve, a second one-way valve and a filter screen; After the refrigerant gas is divided into two paths by the fourth electronic expansion valve, one path passes through the external heat exchanger, and then is divided into two paths again, one path passes through the first one-way valve and flows out through the filter, and the other path still flows out through the third electronic expansion valve; the refrigerant flowing out through the filter merges with the refrigerant flowing out through the third electronic expansion valve.

7. The electric vehicle thermal management system according to claim 1, wherein: The refrigerant circuit mode in the refrigerant circuit can be combined with one or more coolant circuit modes in the coolant circuit to achieve the thermal management requirements of the electric vehicle thermal management system for the passenger compartment, battery and electric drive.

8. The electric vehicle thermal management system according to claim 1, wherein: Temperature sensors and temperature pressure sensors are provided at one or more of the following locations, including: a first temperature sensor, disposed at an outlet end of the compressor; A second temperature sensor is disposed at the inlet end of the off-vehicle heat exchanger; a third temperature sensor, disposed at the outlet end of the third water pump; a fourth temperature sensor, disposed at a coolant-side inlet end of the battery cooler; a fifth temperature sensor, disposed at the outlet end of the first water pump; A first temperature and pressure sensor is arranged at the outlet end of the refrigerant side of the water-cooled condenser; The second temperature and pressure sensor is arranged at the inlet end of the gas-liquid separator.

9. A control method for the electric vehicle thermal management system according to claim 1, wherein: The electric vehicle thermal management system comprises: a refrigerant circuit, a coolant circuit and a control pipe system; The refrigerant circuit is provided with a compressor, a water-cooled condenser, an off-vehicle heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator; the water-cooled condenser and the off-vehicle heat exchanger are connected in parallel, and the evaporator and the battery cooler are connected in parallel; The coolant circuit includes an electric drive circuit, a battery circuit and a heating circuit; the electric drive circuit is provided with an electric drive assembly, a first water pump and a low-temperature radiator; the battery circuit is provided with a battery, a second water pump and a third one-way valve; the heating circuit is provided with a water-cooled condenser, a passenger compartment heating core and a third water pump; Control piping system, equipped with multiple three-way valves and multiple loop coupling points; The control method includes controlling the refrigerant circuit, the heater circuit, the battery circuit and the electric drive circuit to form different circuit modes based on the multiple three-way valves and multiple circuit coupling points to form the electric vehicle thermal management system to respond to the thermal management requirements of the passenger compartment, battery and electric drive assembly.

10. An electric vehicle, comprising the electric vehicle thermal management system according to any one of claims 1 to 8.

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