A vehicle thermal management system and control method for an electric vehicle

Abstract

This invention relates to the field of vehicle thermal management technology, and discloses a vehicle thermal management system and control method for electric vehicles. The vehicle thermal management system includes: a refrigeration component; an in-cabin heat exchanger, the outlet of which is connected to one of the heat exchange inlets of a water evaporator and an in-cabin evaporator; a motor-driven heat exchanger, the inlet of which is connected to at least one of the heat exchange outlets of the in-cabin heat exchanger, the water evaporator, and the water condenser, and the outlet of which is connected to at least one of the heat exchange inlets of the water condenser and the inlet of the in-cabin heat exchanger; a battery heat exchanger, the inlet of which is connected to the heat exchange outlet of the water evaporator; and a radiator, the outlet of which is connected to one of the inlets of the motor-driven heat exchanger and the water evaporator. This invention's vehicle thermal management system improves the overall vehicle operating efficiency, increases system reliability, extends the electric vehicle's driving range, and ensures safe operation of the electric vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and more particularly to a vehicle thermal management system and control method for an electric vehicle. Background Technology

[0002] When existing vehicle thermal management systems heat or cool the motor-driven heat exchange components, the circulating liquid in the radiator tank first absorbs or releases heat in the condenser of the cooling component. Then, the circulating liquid flows through the motor-driven heat exchange components to heat or cool them. This heat exchange method has the problem of low heat exchange efficiency, which is not conducive to the implementation of the vehicle thermal management system for electric vehicles. Summary of the Invention

[0003] Based on the above, the purpose of this invention is to provide a vehicle thermal management system and its control method for electric vehicles, thereby improving the heat exchange efficiency of the vehicle thermal management system for electric vehicles.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A vehicle thermal management system for an electric vehicle includes: a refrigeration assembly comprising a compressor, two condensers, and two evaporators, wherein the compressor is connected to one of the two condensers and at least one of the two evaporators, the two condensers being an air-cooled condenser and a water-cooled condenser, and the two evaporators being an in-cabin evaporator and a water-cooled evaporator; an in-cabin heat exchanger for heating or cooling the cabin, wherein its inlet is connected to the heat exchange outlet of the in-cabin evaporator, and the outlet of the in-cabin heat exchanger is connected to one of the heat exchange inlets of the water-cooled evaporator and the in-cabin evaporator; and a motor-driven heat exchange assembly for cooling the electric drive, wherein its inlet is connected to the heat exchange outlet of the in-cabin heat exchanger. At least one of the heat exchange outlets of the water evaporator and the water condenser is connected; the outlet of the motor-driven heat exchange assembly is connected to at least one of the heat exchange inlet of the water condenser and the inlet of the inlet of the chamber heat exchanger; a battery heat exchanger is used to heat or cool the battery and its inlet is connected to the heat exchange outlet of the water evaporator; the outlet of the battery heat exchanger is connected to one of the inlet of the motor-driven heat exchange assembly and the heat exchange inlet of the water evaporator; a heat dissipation tank has its inlet connected to the outlet of the motor-driven heat exchange assembly; the outlet of the heat dissipation tank is connected to one of the inlet of the motor-driven heat exchange assembly and the heat exchange inlet of the water evaporator.

[0006] As a preferred embodiment of a vehicle thermal management system for an electric vehicle, the vehicle thermal management system further includes a first three-way valve and a second three-way valve. The first three-way valve defines a first connecting port, a second connecting port, and a third connecting port. The first connecting port can connect with one of the second connecting port and the third connecting port. The second three-way valve defines a fourth connecting port, a fifth connecting port, and a sixth connecting port. The fourth connecting port can connect with one of the fifth connecting port and the sixth connecting port. The first connecting port is connected to the outlet of the motor-driven heat exchange component. The second connecting port is connected to the fourth connecting port. The third connecting port is connected to the inlet of the radiator. The fifth connecting port is connected to the inlet of the in-cabin heat exchange component. The third connecting port is connected to the heat exchange inlet of the water circuit condenser.

[0007] As a preferred embodiment of the vehicle thermal management system for an electric vehicle, the vehicle thermal management system further includes a third three-way valve, which defines a seventh connection port, an eighth connection port, and a ninth connection port. The seventh connection port can be connected to one of the eighth connection port and the ninth connection port. The seventh connection port is connected to at least one of the two evaporators. The eighth connection port is connected to the air-cooled condenser. The ninth connection port is connected to the water-cooled condenser.

[0008] As a preferred embodiment of a vehicle thermal management system for an electric vehicle, the vehicle thermal management system further includes a first four-way reversing valve. The first four-way reversing valve includes a first reversing inlet, a second reversing inlet, a first reversing outlet, and a second reversing outlet. The first reversing inlet is connected to one of the first reversing outlet and the second reversing outlet, and the second reversing inlet is connected to the other of the first reversing outlet and the second reversing outlet. The first reversing inlet is connected to one of the outlet of the radiator and the heat exchange outlet of the water circuit condenser. The second reversing inlet is connected to the outlet of the battery heat exchange component. The first reversing outlet is connected to the heat exchange inlet of the water circuit evaporator, and the second reversing outlet is connected to the inlet of the motor-driven heat exchange component.

[0009] As a preferred embodiment of the vehicle thermal management system for an electric vehicle, the vehicle thermal management system further includes a water circuit solenoid valve, the outlet of which is located between the outlet of the radiator and the first reversing inlet, and the inlet of which is located between the in-cabin evaporator and the in-cabin heat exchanger.

[0010] As a preferred embodiment of a vehicle thermal management system for an electric vehicle, the vehicle thermal management system further includes an economizer throttle valve and an economizer body. The economizer body defines a first port, a second port, an inlet, and an outlet. The first port is connected to one of the two condensers via a connecting pipe. The outlet of the economizer throttle valve is connected to the inlet, and the inlet of the economizer throttle valve is connected to the connecting pipe. The outlet is connected to the compressor. The second port is connected to one of the two evaporators.

[0011] As a preferred embodiment of the vehicle thermal management system for an electric vehicle, the vehicle thermal management system further includes a first heating element and a second heating element. The first heating element is located on the upstream pipe of the heat exchange inlet of the water evaporator, and the second heating element is disposed on the cabin.

[0012] As a preferred embodiment of the vehicle thermal management system for an electric vehicle, the refrigeration assembly further includes a first expansion valve, a second expansion valve, and a third expansion valve. The two evaporators are connected in parallel. When the refrigeration assembly is cooling, the first expansion valve is located upstream of the two evaporators, the second expansion valve is connected in series with the water evaporator and then in parallel with the cabin evaporator, and the third expansion valve is connected in series with the cabin evaporator and then in parallel with the water evaporator.

[0013] As a preferred embodiment of a vehicle thermal management system for an electric vehicle, the vehicle thermal management system further includes a first water pump, a second water pump, and a third water pump. The first water pump is located between the inlet of the battery heat exchanger and the heat exchange outlet of the water evaporator. The second water pump is located at the outlet of the motor-driven heat exchange assembly. The third water pump is located upstream of the heat exchange inlet of the in-cabin evaporator to pump the circulating liquid in the in-cabin heat exchanger into the in-cabin evaporator.

[0014] A control method for the vehicle thermal management system of an electric vehicle applicable to any of the above solutions, comprising:

[0015] When the cabin requires cooling, the cabin evaporator is connected to the air-cooled condenser, the cooling assembly circulates, the inlet of the cabin heat exchanger is connected to the heat exchange outlet of the cabin evaporator, and the outlet of the cabin heat exchanger is connected to the heat exchange inlet of the cabin evaporator.

[0016] When the cabin needs heating, the cabin evaporator is connected to one of the two condensers, the refrigeration assembly heats up, the inlet of the cabin heat exchanger is connected to the heat exchange outlet of the cabin evaporator, and the outlet of the cabin heat exchanger is connected to the heat exchange inlet of the cabin evaporator.

[0017] When the battery needs cooling, the water evaporator is connected to the air-cooled condenser, the cooling component is in cooling cycle, the inlet of the battery heat exchanger is connected to the heat exchange outlet of the water evaporator, and the outlet of the battery heat exchanger is connected to the heat exchange inlet of the water evaporator.

[0018] When the battery needs to be heated, the water evaporator is connected to one of the two condensers, the refrigeration component is in heating cycle, the inlet of the battery heat exchanger is connected to the heat exchange outlet of the water evaporator, and the outlet is connected to the heat exchange inlet of the water evaporator.

[0019] When the electric drive requires cooling from the heat exchange tank, the outlet of the motor-driven heat exchange component is connected to the heat exchange inlet of the heat exchange tank, and the inlet of the motor-driven heat exchange component is connected to the heat exchange outlet of the heat exchange tank.

[0020] When the battery needs cooling from the heat exchange tank, the outlet of the motor-driven heat exchange component is connected to the heat exchange inlet of the heat exchange tank, and the heat exchange outlet of the heat exchange tank is connected to the inlet of the motor-driven heat exchange component in sequence through the water evaporator and the battery heat exchange component.

[0021] When the battery heats the cabin during winter parking, if the battery temperature is between a first preset temperature and a second preset temperature, the inlet of the battery heat exchanger is connected to the heat exchange outlet of the water evaporator, the outlet of the battery heat exchanger is connected to the inlet of the cabin heat exchanger through the motor-driven heat exchange assembly, and the outlet of the cabin heat exchanger is connected to the heat exchange inlet of the water evaporator.

[0022] When the cabin is heated by the heat generated by the electric drive during winter parking, if the temperature of the electric drive is higher than the third preset temperature, the inlet of the motor-driven heat exchange component is connected to the heat exchange outlet of the heat exchange component inside the cabin, and the outlet of the motor-driven heat exchange component is connected to the inlet of the heat exchange component inside the cabin.

[0023] The beneficial effects of this invention are as follows: The vehicle thermal management system for electric vehicles disclosed in this invention can not only use the heat generated by the battery and electric drive to heat the cabin, but also cool the battery and electric drive through the radiator. It can also realize the cooling and heating of the battery, cabin and electric drive by the cooling components. In particular, after the circulating fluid absorbs or releases heat in the water evaporator, it can directly heat or cool the heat exchange components of the motor drive to cool the electric drive. After the circulating fluid absorbs or releases heat in the water evaporator, it can also heat or cool the heat exchange components of the motor drive and the heat exchange components of the battery, so as to simultaneously heat or cool the electric drive and the battery. This improves the operating efficiency of the vehicle, increases the reliability of the system operation, increases the driving range of the electric vehicle, and makes the electric vehicle operate safely.

[0024] The control method for the whole vehicle thermal management system of electric vehicles disclosed in this invention has the characteristics of high operating efficiency, high reliability, long driving range and high safety. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the vehicle thermal management system for an electric vehicle provided in a specific embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the flow direction of refrigerant and circulating fluid in the vehicle thermal management system of an electric vehicle under a first operating condition, provided in a specific embodiment of the present invention.

[0028] Figure 3 This is a schematic diagram of the flow direction of refrigerant and circulating fluid in the vehicle thermal management system of an electric vehicle under a second operating condition, provided in a specific embodiment of the present invention.

[0029] Figure 4 This is a schematic diagram of the flow direction of refrigerant and circulating fluid in the vehicle thermal management system of an electric vehicle under a third operating condition, according to a specific embodiment of the present invention.

[0030] Figure 5 This is a schematic diagram of the flow direction of refrigerant and circulating fluid in the vehicle thermal management system of an electric vehicle under the fourth operating condition, according to a specific embodiment of the present invention.

[0031] Figure 6 This is a schematic diagram of the flow direction of refrigerant and circulating fluid in the vehicle thermal management system of an electric vehicle under the fifth operating condition, according to a specific embodiment of the present invention.

[0032] Figure 7 This is a schematic diagram of the flow direction of refrigerant and circulating fluid in the vehicle thermal management system of an electric vehicle under the sixth operating condition, according to a specific embodiment of the present invention.

[0033] Figure 8 This is a schematic diagram of the flow direction of refrigerant and circulating fluid in the vehicle thermal management system of an electric vehicle under the seventh operating condition, according to a specific embodiment of the present invention.

[0034] Figure 9This is a schematic diagram of the flow direction of refrigerant and circulating fluid in the vehicle thermal management system of an electric vehicle under the eighth operating condition, according to a specific embodiment of the present invention.

[0035] In the picture:

[0036] 11. Compressor; 12. Air-cooled condenser; 13. In-cabin evaporator; 14. Water-cooled evaporator; 15. First expansion valve; 16. Second expansion valve; 17. Water-cooled condenser; 18. Third expansion valve; 19. Second four-way reversing valve;

[0037] 2. In-cabin heat exchange components;

[0038] 3. Motor-driven heat exchange assembly; 31. Motor heat exchange component; 32. First drive component heat exchange component; 33. Second drive component heat exchange component;

[0039] 4. Battery heat exchange components;

[0040] 5. First four-way directional control valve; 501. First directional control inlet; 502. Second directional control inlet; 503. First directional control outlet; 504. Second directional control outlet;

[0041] 6. First three-way valve; 601. First connecting port; 602. Second connecting port; 603. Third connecting port;

[0042] 7. Second three-way valve; 701. Fourth connecting port; 702. Fifth connecting port; 703. Sixth connecting port;

[0043] 71. First heating element; 72. Second heating element;

[0044] 8. Third three-way valve; 801. Seventh connecting port; 802. Eighth connecting port; 803. Ninth connecting port;

[0045] 81. First water pump; 82. Second water pump; 83. Third water pump;

[0046] 9. Radiator tank; 10. Economizer body; 20. Economizer throttle valve; 30. Water circuit solenoid valve. Detailed Implementation

[0047] To make the technical problems solved by the present invention, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0048] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0049] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0050] This embodiment provides a vehicle thermal management system for an electric vehicle, such as... Figure 1 As shown, the system includes a refrigeration assembly, an in-cabin heat exchanger 2, a motor-driven heat exchanger 3, a battery heat exchanger 4, and a cooling water tank 9. The refrigeration assembly includes a compressor 11, two condensers, and two evaporators. The compressor 11 can be connected to one of the two condensers and at least one of the two evaporators. The two condensers are an air-cooled condenser 12 and a water-cooled condenser 17, respectively. The two evaporators are an in-cabin evaporator 13 and a water-cooled evaporator 14, respectively. The in-cabin heat exchanger 2 is used to heat or cool the cabin, and its inlet can be connected to the heat exchange outlet of the in-cabin evaporator 13. The outlet of the in-cabin heat exchanger 2 can be connected to one of the heat exchange inlets of the water-cooled evaporator 14 and the in-cabin evaporator 13. The motor-driven heat exchanger 3 is used to cool the electric drive, and its inlet can be connected to the battery heat exchanger 4. The outlet of the motor-driven heat exchange assembly 3 can be connected to at least one of the heat exchange outlet of the in-cabin heat exchanger 2, the heat exchange outlet of the water evaporator 14, and the heat exchange outlet of the water condenser 17. The outlet of the motor-driven heat exchange assembly 3 can be connected to at least one of the heat exchange inlet of the water condenser 17 and the inlet of the in-cabin heat exchanger 2. The battery heat exchanger 4 is used to heat or cool the battery and its inlet is connected to the heat exchange outlet of the water evaporator 14. The outlet of the battery heat exchanger 4 can be connected to one of the inlet of the motor-driven heat exchange assembly 3 and the heat exchange inlet of the water evaporator 14. The inlet of the heat dissipation tank 9 can be connected to the outlet of the motor-driven heat exchange assembly 3. The outlet of the heat dissipation tank 9 can be connected to one of the inlet of the motor-driven heat exchange assembly 3 and the heat exchange inlet of the water evaporator 14.

[0051] Specifically, the electric drive in this embodiment consists of a motor and two driving components, which are connected in parallel. Therefore, as Figure 1 As shown, the motor drive heat exchange assembly 3 consists of a motor heat exchanger 31, a first drive component heat exchanger 32, and a second drive component heat exchanger 33. These components are connected in series. The motor heat exchanger 31 is used to heat or cool the motor, the first drive component heat exchanger 32 is used to heat or cool one drive component, and the second drive component heat exchanger 33 is used to heat or cool another drive component. In other embodiments, the number of motors and drive components included in the electric drive is not limited to the limitation of this embodiment and can be other numbers. The motors and drive components are not limited to the series arrangement of this embodiment and can also be arranged in parallel, or in pairs connected in series and then in parallel. In this case, the motor drive heat exchange assembly 3 varies depending on the composition and arrangement of the electric drive.

[0052] The vehicle thermal management system for electric vehicles provided in this embodiment can heat the cabin using the heat generated by the battery and electric drive, and can also cool the battery and electric drive through the radiator 9. Furthermore, it can achieve cooling and heating of the battery, cabin, and electric drive using refrigeration components. Specifically, after the circulating fluid absorbs or releases heat in the water evaporator 14, it can directly heat or cool the motor drive heat exchange component 3 to cool the electric drive. After absorbing or releasing heat in the water evaporator 14, the circulating fluid can also heat or cool the motor drive heat exchange component 3 and the battery heat exchange component 4, thus simultaneously heating or cooling the electric drive and battery. This improves the overall vehicle operating efficiency, increases the system's reliability, extends the electric vehicle's driving range, and ensures safe operation of the electric vehicle.

[0053] like Figure 1 As shown, the vehicle thermal management system of the electric vehicle in this embodiment also includes a first three-way valve 6 and a second three-way valve 7. The first three-way valve 6 defines a first connecting port 601, a second connecting port 602 and a third connecting port 603. The first connecting port 601 can be connected to one of the second connecting port 602 and the third connecting port 603. The second three-way valve 7 defines a fourth connecting port 701, a fifth connecting port 702 and a sixth connecting port 703. The fourth connecting port 701 can be connected to one of the fifth connecting port 702 and the sixth connecting port 703. The first connecting port 601 is connected to the outlet of the motor-driven heat exchange component 3. The second connecting port 602 is connected to the fourth connecting port 701. The third connecting port 603 is connected to the inlet of the radiator 9. The fifth connecting port 702 is connected to the inlet of the in-cabin heat exchange component 2. The third connecting port 603 is connected to the heat exchange inlet of the water condenser 17.

[0054] Specifically, when the first connection port 601 and the third connection port 603 are connected, the outlet of the motor-driven heat exchange component 3 is connected to the radiator 9 through the first three-way valve 6. At this time, the motor-driven heat exchange component 3 can dissipate the heat generated during the operation of the electric drive to the external environment through the radiator 9. When the first connection port 601 is connected to the second connection port 602 and the fourth connection port 701 is connected to the sixth connection port 703, the outlet of the motor-driven heat exchange component 3 is connected to the heat exchange inlet of the water circuit condenser 17. At this time, the water circuit condenser 17 can heat or cool the electric drive through the motor-driven heat exchange component 3. When the first connection port 601 is connected to the second connection port 602 and the fourth connection port 701 is connected to the fifth connection port 702, the outlet of the motor-driven heat exchange component 3 is connected to the inlet of the cabin heat exchange component 2. At this time, the heat generated by the electric drive can be directly used to heat the cabin through the motor-driven heat exchange component 3 and the cabin heat exchange component 2.

[0055] like Figure 1 As shown, the vehicle thermal management system of the electric vehicle in this embodiment further includes a third three-way valve 8. The third three-way valve 8 defines a seventh connection port 801, an eighth connection port 802, and a ninth connection port 803. The seventh connection port 801 can be connected to one of the eighth connection port 802 and the ninth connection port 803. The seventh connection port 801 is connected to at least one of the two evaporators. The eighth connection port 802 is connected to the air-cooled condenser 12. The ninth connection port 803 is connected to the water-cooled condenser 17. Specifically, when the seventh connection port 801 and the eighth connection port 802 are connected, the air-cooled condenser 12 is working; when the seventh connection port 801 and the ninth connection port 803 are connected, the water-cooled condenser 17 is working.

[0056] like Figure 1 As shown, the vehicle thermal management system of the electric vehicle in this embodiment also includes a first four-way reversing valve 5. The first four-way reversing valve 5 includes a first reversing inlet 501, a second reversing inlet 502, a first reversing outlet 503, and a second reversing outlet 504. The first reversing inlet 501 is connected to one of the first reversing outlet 503 and the second reversing outlet 504. The second reversing inlet 502 is connected to the other of the first reversing outlet 503 and the second reversing outlet 504. The first reversing inlet 501 is connected to one of the outlet of the radiator 9 and the heat exchange outlet of the water condenser 17. The second reversing inlet 502 is connected to the outlet of the battery heat exchange component 4. The first reversing outlet 503 is connected to the heat exchange inlet of the water evaporator 14. The second reversing outlet 504 is connected to the inlet of the motor drive heat exchange component 3.

[0057] like Figure 1As shown, the vehicle thermal management system of the electric vehicle in this embodiment also includes a water circuit solenoid valve 30. The outlet of the water circuit solenoid valve 30 is located between the outlet of the radiator 9 and the first reversing inlet 501, and the inlet of the water circuit solenoid valve 30 is located between the in-cabin evaporator 13 and the in-cabin heat exchanger 2.

[0058] like Figure 1 As shown, the vehicle thermal management system of the electric vehicle in this embodiment also includes an economizer throttle valve 20 and an economizer body 10. The economizer body 10 defines a first port, a second port, an inlet, and an outlet. The first port is connected to one of the air-cooled condenser 12 and the water-cooled condenser 17 through a connecting pipe. The outlet of the economizer throttle valve 20 is connected to the inlet, and the inlet of the economizer throttle valve 20 is connected to the connecting pipe. The economizer throttle valve 20 can deliver the throttled refrigerant to the economizer body 10 through the inlet. The outlet is connected to the compressor 11 to deliver at least a portion of the refrigerant to the compressor 11. The second port is connected to one of the in-cabin evaporator 13 and the water-cooled evaporator 14. The economizer throttle valve 20 and the economizer body 10 can increase the operating efficiency of the vehicle thermal management system of the electric vehicle.

[0059] like Figure 1 As shown, the vehicle thermal management system of this embodiment further includes a first heating element 71 and a second heating element 72. The first heating element 71 is located on the upstream pipe of the heat exchange inlet of the water evaporator 14, and the second heating element 72 is installed on the cabin. Both the first heating element 71 and the second heating element 72 are PTCs. The first heating element 71 can heat the circulating fluid to prevent the circulating fluid temperature from being too low, and the second heating element 72 can directly heat the cabin to achieve rapid temperature rise of the cabin.

[0060] It should be noted that the refrigerant flowing inside the refrigeration components is refrigerant, while the circulating fluid flowing inside the cabin heat exchanger 2, the motor-driven heat exchanger 3, the battery heat exchanger 4, and the cooling water tank 9 is circulating fluid. The freezing temperature of the circulating fluid is relatively low. Generally speaking, the freezing temperature of the circulating fluid is required to be below -30°C. The type of circulating fluid is selected according to actual needs, and this embodiment does not limit it.

[0061] like Figure 1 As shown, the refrigeration assembly in this embodiment also includes a first expansion valve 15, a second expansion valve 16, and a third expansion valve 18. The two evaporators are connected in parallel. When the refrigeration assembly is cooling, the first expansion valve 15 is located upstream of the two evaporators, the second expansion valve 16 is connected in series with the water evaporator 14 and then in parallel with the in-cabin evaporator 13, and the third expansion valve 18 is connected in series with the in-cabin evaporator 13 and then in parallel with the water evaporator 14.

[0062] It should be noted that refrigeration of the refrigeration component refers to the operating condition in which the refrigerant of the refrigeration component flows sequentially through the compressor 11, condenser, economizer body 10 and evaporator before returning to the compressor 11; while heating of the refrigeration component refers to the operating condition in which the refrigerant of the refrigeration component flows sequentially through the compressor 11, evaporator, economizer body 10 and condenser before returning to the compressor 11.

[0063] like Figure 1 As shown, the refrigeration assembly also includes a second four-way reversing valve 19. The second four-way reversing valve 19 has a first connection port, a second connection port, a third connection port, and a fourth connection port defined on its upper part. The first connection port can connect to one of the two condensers, the second connection port can connect to one of the two evaporators, the third connection port connects to the inlet of the compressor 11, and the fourth connection port connects to the outlet of the compressor 11. By switching the connection states of the first, second, third, and fourth connection ports of the second four-way reversing valve 19, the flow direction of the refrigerant can be changed, thereby realizing the refrigeration cycle or heating cycle of the refrigeration assembly.

[0064] To ensure smooth flow of the circulating fluid within the pipeline, such as Figure 1 As shown, the vehicle thermal management system of the electric vehicle in this embodiment also includes a first water pump 81, a second water pump 82, and a third water pump 83. The first water pump 81 is located between the inlet of the battery heat exchanger 4 and the heat exchange outlet of the water evaporator 14. The second water pump 82 is located at the outlet of the motor-driven heat exchanger 3. The third water pump 83 is located upstream of the heat exchange inlet of the in-cabin evaporator 13 to pump the circulating liquid in the in-cabin heat exchanger 2 into the in-cabin evaporator 13.

[0065] The vehicle thermal management system of this embodiment is applicable not only to the following conditions: the cabin and battery require forced cooling in summer, but the electric drive does not; it is also applicable to the following conditions: the battery requires forced cooling in summer, but the cabin and electric drive do not; the cabin does not require forced cooling, but the electric drive does not; the cabin does not require cooling or heating, but both the battery and electric drive require cooling from the radiator 9; the cabin requires forced heating, but the battery requires forced heating, but the electric drive does not require cooling; the cabin requires forced heating, but the battery does not require forced heating, but the electric drive does not require cooling; the cabin does not require forced heating, but the battery requires forced heating, but the electric drive does not require cooling; and the cabin requires forced heating, but the battery requires forced heating, but the electric drive requires natural cooling. The operating conditions are also applicable to situations where the cabin does not require forced heating, the battery requires forced heating, and the electric drive requires natural cooling; situations where the cabin requires forced heating, the battery does not require forced heating, and the electric drive requires natural cooling; situations where the cabin requires forced heating, the battery requires forced heating, and the electric drive requires forced cooling; situations where the cabin does not require forced heating, the battery requires forced heating, and the electric drive requires forced cooling; situations where the cabin requires forced heating, the battery does not require forced heating, and the electric drive requires forced cooling; situations where the battery temperature is relatively high when the vehicle is parked, the electric drive also requires forced cooling, and the cabin requires heating; situations where the battery and cabin operate in a mode that allows natural heating of the battery and cabin; and situations where the electric drive generates a lot of heat, the battery does not need to be heated through water channels, but the cabin requires heating. Specifically:

[0066] The first operating condition is when the cabin and battery require forced cooling in summer, but the electric drive does not require cooling. Figure 2As shown, the first water pump 81, the second water pump 82, the third water pump 83, the first expansion valve 15, the second expansion valve 16, the third expansion valve 18, and the economizer throttle valve 20 are turned on. Simultaneously, the second reversing inlet 502 of the first four-way reversing valve 5 is connected to the first reversing outlet 503, the first reversing inlet 501 of the first four-way reversing valve 5 is connected to the second reversing outlet 504, the first connecting port 601 of the first three-way valve 6 is connected to the third connecting port 603, and the eighth connecting port 802 of the third three-way valve 8 is connected to the seventh connecting port 801. The refrigerant discharged from the compressor 11 outlet flows sequentially through the second four-way reversing valve 19, the air-cooled condenser 12, and the first expansion valve 15. A portion of the refrigerant directly enters the economizer body 10 through the first port, while the other portion enters the economizer body 10 through the inlet of the economizer throttle valve 20. The refrigerant inside the economizer body 10... Part of the refrigerant flows into the compressor 11 from the outlet, while the other part flows out from the second port and splits into two parallel branches. One branch is the third expansion valve 18 and the cabin evaporator 13, and the other branch is the second expansion valve 16 and the water evaporator 14. The refrigerant from the two branches mixes and flows back to the compressor 11 through the second four-way reversing valve 19. At this time, the cabin evaporator 13 and the water evaporator 14 can absorb heat, which lowers the temperature of the circulating liquid in the cabin heat exchanger 2 and the circulating liquid in the battery heat exchanger 4. This provides forced cooling for the cabin and the battery. Meanwhile, the circulating liquid in the radiator 9 flows through the first four-way reversing valve 5, the motor-driven heat exchanger 3, and the second water pump 82 before flowing back to the radiator 9. The circulating liquid dissipates heat in the radiator 9, thereby lowering the temperature of the electric drive. The heat absorbed by the circulating liquid can be dissipated to the external environment through the radiator 9.

[0067] It should be noted that the first operating condition involves forced cooling of both the battery and the cabin. Further conditions could include situations where the battery requires forced cooling while the cabin does not, or vice versa. Specifically, when forced cooling is required for the battery but not for the cabin, then... Figure 2 Based on this, the third expansion valve 18 is closed, and refrigerant does not flow through the cabin evaporator 13 and the third expansion valve 18; when the cabin requires forced cooling but the battery does not, at this time... Figure 2 Based on this, the second expansion valve 16 is closed, and the refrigerant does not flow through the battery heat exchanger 4 and the second expansion valve 16.

[0068] The second operating condition occurs when the cockpit does not require cooling or heating, and both the battery and electric drive require cooling from the radiator 9. Figure 3As shown, the first water pump 81 and the second water pump 82 are turned on, and the first reversing inlet 501 and the first reversing outlet 503 of the first four-way reversing valve 5 are connected, as are the second reversing inlet 502 and the second reversing outlet 504. The first connecting port 601 and the third connecting port 603 of the first three-way valve 6 are connected. The circulating liquid in the heat sink 9 flows back to the heat sink 9 after passing through the first four-way reversing valve 5, the first heating element 71, the water evaporator 14, the first water pump 81, the battery heat exchanger 4, the first four-way reversing valve 5, the motor drive heat exchange assembly 3, the second water pump 82, and the first three-way valve 6. At this time, the circulating liquid in the heat sink 9 plays a role in cooling the electric drive and the battery. It should be noted that the first heating element 71 does not heat the circulating liquid during this process.

[0069] The third operating condition occurs when the cabin requires forced heating, the battery requires forced heating, and the electric drive does not require cooling, such as... Figure 4 As shown, the first water pump 81, the third water pump 83, the first expansion valve 15, the second expansion valve 16, the third expansion valve 18, and the economizer throttle valve 20 are turned on. At the same time, the second reversing inlet 502 of the first four-way reversing valve 5 is connected to the first reversing outlet 503. The refrigerant discharged from the compressor 11 flows through the second four-way reversing valve 19 and is divided into two branches. One branch is the cabin evaporator 13 and the third expansion valve 18, and the other branch is the water evaporator 14 and the second expansion valve 16. Then the refrigerants from the two branches are mixed and flow into the compressor 11 after passing through the economizer body 10, the first expansion valve 15, the air-cooled condenser 12, and the second four-way reversing valve 19. At this time, the cabin evaporator 13 and the water evaporator 14 can release heat, which raises the temperature of the circulating liquid in the cabin heat exchanger 2 and the circulating liquid in the battery heat exchanger 4, thus forcibly heating the cabin and the battery.

[0070] It should be noted that the third operating condition requires forced heating for both the battery and the cabin. Further, it could be that the battery requires forced heating while the cabin does not, or vice versa. Specifically, when forced heating is required for the battery but not the cabin, then... Figure 4 Based on this, the third expansion valve 18 is closed, and refrigerant does not flow through the cabin evaporator 13 and the third expansion valve 18; when the cabin requires forced heating but the battery does not, at this time... Figure 4 Based on this, the second expansion valve 16 is closed, and the refrigerant does not flow through the battery heat exchanger 4 and the second expansion valve 16.

[0071] The fourth operating condition, such as Figure 5 As shown, in Figure 4 Based on this, heat dissipation is applied to the electric drive. Figure 4Based on this, the second water pump 82 is turned on, and at the same time, the first connecting port 601 and the third connecting port 603 of the first three-way valve 6 are connected, the first reversing inlet 501 and the second reversing outlet 504 of the first four-way reversing valve 5 are connected, and the seventh connecting port 801 and the eighth connecting port 802 of the third three-way valve 8 are connected. At this time, the circulating liquid in the heat exchange tank 9 flows back to the heat exchange tank 9 after passing through the first four-way reversing valve 5, the motor-driven heat exchange component 3, the second water pump 82, and the first three-way valve 6. The circulating liquid in the motor-driven heat exchange component 3 absorbs heat from the electric drive and then dissipates heat in the heat exchange tank 9, thereby reducing the temperature of the circulating liquid and playing a role in cooling the electric drive.

[0072] It should be noted that the fourth operating condition requires forced heating for both the battery and the cabin. Further, it could also be a situation where forced heating is required for the battery but not for the cabin, or vice versa. Specifically, when forced heating is required for the battery but not for the cabin, then... Figure 5 Based on this, the third expansion valve 18 is closed, and refrigerant does not flow through the cabin evaporator 13 and the third expansion valve 18; when the cabin requires forced heating but the battery does not, at this time... Figure 5 Based on this, the second expansion valve 16 is closed, and the refrigerant does not flow through the battery heat exchanger 4 and the second expansion valve 16.

[0073] The fifth operating condition occurs when the cockpit requires forced heating, the battery requires forced heating, and the electric drive requires forced cooling, such as... Figure 6As shown, the first water pump 81, the second water pump 82, the third water pump 83, the first expansion valve 15, the second expansion valve 16, the third expansion valve 18, and the economizer throttle valve 20 are turned on. Simultaneously, the first reversing inlet 501 and the second reversing outlet 504 of the first four-way reversing valve 5 are connected, and the second reversing inlet 502 is connected to the first reversing outlet 503. The first connecting port 601 and the second connecting port 602 of the first three-way valve 6 are connected. The fourth connecting port 701 and the sixth connecting port 703 of the second three-way valve 7 are connected. The seventh connecting port 801 and the ninth connecting port 803 of the third three-way valve 8 are connected. The water then flows through the compressor 1... The refrigerant discharged from outlet 1 flows through the second four-way reversing valve 19 and splits into two branches. One branch connects the cabin evaporator 13 and the third expansion valve 18, while the other branch connects the water evaporator 14 and the second expansion valve 16. The refrigerants from the two branches then mix and flow through the economizer body 10, the first expansion valve 15, the water condenser 17, and the second four-way reversing valve 19 before flowing into the compressor 11. At this time, the cabin evaporator 13 and the water evaporator 14 release heat, raising the temperature of the circulating liquid in the cabin heat exchanger 2 and the battery heat exchanger 4, thus providing forced heating for the cabin and battery. The circulating liquid in the motor-driven heat exchanger 3 flows sequentially through the second water pump 82, the first three-way valve 6, the second three-way valve 7, the water condenser 17, and the first four-way reversing valve 5 before returning to the motor-driven heat exchanger 3. The circulating liquid in the motor-driven heat exchanger 3 absorbs heat from the electric drive and dissipates it in the water condenser 17, thereby lowering the temperature of the circulating liquid and providing forced cooling for the electric drive.

[0074] It should be noted that the fifth operating condition requires forced heating for both the battery and the cabin. Further, it could also be a condition where forced heating is required for the battery but not for the cabin, or vice versa. Specifically, when forced heating is required for the battery but not for the cabin, then... Figure 6 Based on this, the third expansion valve 18 is closed, and refrigerant does not flow through the cabin evaporator 13 and the third expansion valve 18; when the cabin requires forced heating but the battery does not, at this time... Figure 6 Based on this, the second expansion valve 16 is closed, and the refrigerant does not flow through the battery heat exchanger 4 and the second expansion valve 16.

[0075] Based on the fifth operating condition, it is also possible that when the electric drive temperature is too high, the first connecting port 601 of the first three-way valve 6 is simultaneously connected to the second connecting port 602 and the third connecting port 603. At this time, part of the circulating liquid in the motor drive heat exchange component 3 is cooled through the heat dissipation tank 9.

[0076] The sixth operating condition occurs when the vehicle is parked and the battery temperature is relatively high, for example, reaching 34°C and requiring forced cooling. In this case, the electric drive also requires forced cooling, while the passenger compartment needs heating. Figure 7As shown, the first water pump 81, the second water pump 82, the third water pump 83, the first expansion valve 15, the third expansion valve 18, and the economizer throttle valve 20 are turned on. At the same time, the first reversing inlet 501 and the first reversing outlet 503 of the first four-way reversing valve 5 are connected, the second reversing inlet 502 and the second reversing outlet 504 are connected, the first connecting port 601 and the second connecting port 602 of the first three-way valve 6 are connected, the fourth connecting port 701 and the sixth connecting port 703 of the second three-way valve 7 are connected, and the seventh connecting port 801 and the ninth connecting port 803 of the third three-way valve 8 are connected. The refrigerant discharged from the outlet of the compressor 11 flows sequentially through the second four-way reversing valve 19, the cabin evaporator 13, the third expansion valve 18, the economizer body 10, the first expansion valve 15, the water circuit condenser 17, and the second four-way reversing valve 19 before flowing into the compressor 11. At this time, the cabin evaporator 13 can release heat, which raises the temperature of the circulating liquid in the cabin heat exchanger 2, thus forcibly heating the cabin. At this time, the circulating fluid in the motor-driven heat exchange assembly 3 passes through the second water pump 82, the first three-way valve 6, the second three-way valve 7, the water circuit condenser 17, the first four-way reversing valve 5, the first heating element 71, the water circuit evaporator 14, the first water pump 81, the battery heat exchange assembly 4, and the first four-way reversing valve 5 in sequence before returning to the motor-driven heat exchange assembly 3. The circulating fluid in the motor-driven heat exchange assembly 3 absorbs heat from the electric drive and then dissipates heat in the water circuit condenser 17. The circulating fluid in the battery heat exchange assembly 4 absorbs heat from the battery and can also be cooled in the water circuit condenser 17, thereby providing forced cooling for the electric drive and the battery. At this time, the heat from the battery and the electric drive is transferred from the low-grade circulating fluid to the refrigeration system through the water circuit condenser 17, and then the heat is circulated by the heat pump of the refrigeration system to a high-grade heat before being used to heat the cabin.

[0077] The seventh operating condition is a naturally heated battery and cabin operating mode, such as... Figure 8 As shown, the heat generated by the electric drive is relatively high at this time, the refrigeration system stops, and the first water pump 81, the second water pump 82, and the water circuit solenoid valve 30 are turned on. The first reversing inlet 501 and the first reversing outlet 503 of the first four-way reversing valve 5 are connected, and the second reversing inlet 502 and the second reversing outlet 504 are connected. The first connecting port 601 and the second connecting port 602 of the first three-way valve 6 are connected, and the fourth connecting port 701 and the fifth connecting port 702 of the second three-way valve 7 are connected. At this time, the motor drives the heat exchange unit. The circulating fluid in component 3 passes sequentially through the second water pump 82, the first three-way valve 6, the second three-way valve 7, the cabin heat exchange component 2, the water circuit solenoid valve 30, the first four-way reversing valve 5, the first heating component 71, the water circuit evaporator 14, the first water pump 81, the battery heat exchange component 4, and the first four-way reversing valve 5 before returning to the motor-driven heat exchange assembly 3. Since the heat generated by the electric drive is high-grade heat, such as hot water at 50℃-60℃, this hot water flows through the cabin and the battery heat exchange component 4 to heat the cabin and the battery.

[0078] The eighth operating condition is when the electric drive generates a lot of heat, the battery does not need to be heated through a water circuit, but the cabin needs to be heated. In this case, the high-temperature circulating fluid generated by the electric drive can be directly used to heat the cabin, such as... Figure 9 As shown, the second water pump 82 and the water circuit solenoid valve 30 are turned on. The first reversing inlet 501 and the second reversing outlet 504 of the first four-way reversing valve 5 are connected. The first connecting port 601 and the second connecting port 602 of the first three-way valve 6 are connected. The fourth connecting port 701 and the fifth connecting port 702 of the second three-way valve 7 are connected. At this time, the circulating liquid in the motor-driven heat exchange assembly 3 passes through the second water pump 82, the first three-way valve 6, the second three-way valve 7, the cabin heat exchange component 2, the water circuit solenoid valve 30, and the first four-way reversing valve 5 in sequence before returning to the motor-driven heat exchange assembly 3. Since the heat from the electric drive is high-grade heat, such as hot water at 50℃-60℃, this hot water flows through the cabin, thereby heating the cabin.

[0079] It should be noted that when it is necessary to remove fog from the electric vehicle in winter and the cabin temperature is low and needs to be heated, the second heating element 72, the third water pump 83, the first expansion valve 15, the third expansion valve 18, and the economizer throttle valve 20 are turned on. The seventh connection port 801 and the eighth connection port 802 of the third three-way valve 8 are connected. The refrigerant flowing out of the compressor 11 outlet flows sequentially through the second four-way reversing valve 19, the air-cooled condenser 12, the first expansion valve 15, the economizer body 10, the third expansion valve 18, the cabin evaporator 13, and the second four-way reversing valve 19 before returning to the compressor 11. At this time, the cabin evaporator 13 can absorb the heat of the circulating liquid in the cabin heat exchange element 2, thereby cooling the cabin heat exchange element 2. The water fog in the electric vehicle condenses into water droplets in the cabin heat exchange element 2, which plays a role in defogging. At the same time, the second heating element 72 heats the cabin, which raises the cabin temperature and plays a role in heating the cabin.

[0080] It should be noted that when using this system in winter, the first heating element 71 can be selectively turned on according to the temperature of the circulating fluid. If the temperature of the circulating fluid is too low, the first heating element 71 can be turned on to heat the circulating fluid. When the temperature of the circulating fluid reaches the set temperature, the first heating element 71 can be turned off. The specific decision to turn on or off the first heating element 71 depends on the actual operating conditions.

[0081] This embodiment also provides a control method for the vehicle thermal management system of the electric vehicle described in the above technical solutions, including:

[0082] When the cabin needs cooling, the cabin evaporator 13 is connected to the air-cooled condenser 12, the cooling components refrigerate, the inlet of the cabin heat exchanger 2 is connected to the heat exchange outlet of the cabin evaporator 13, and the outlet of the cabin heat exchanger 2 is connected to the heat exchange inlet of the cabin evaporator 13.

[0083] When the cabin needs heating, the cabin evaporator 13 is connected to one of the two condensers, the refrigeration components circulate heat, the inlet of the cabin heat exchanger 2 is connected to the heat exchange outlet of the cabin evaporator 13, and the outlet of the cabin heat exchanger 2 is connected to the heat exchange inlet of the cabin evaporator 13.

[0084] When the battery needs cooling, the water evaporator 14 is connected to the air-cooled condenser 12, the cooling component refrigeration cycle is activated, the inlet of the battery heat exchanger 4 is connected to the heat exchange outlet of the water evaporator 14, and the outlet of the battery heat exchanger 4 is connected to the heat exchange inlet of the water evaporator 14.

[0085] When the battery needs heating, the water evaporator 14 is connected to one of the two condensers, the refrigeration component heats up, the inlet of the battery heat exchanger 4 is connected to the heat exchange outlet of the water evaporator 14, and the outlet is connected to the heat exchange inlet of the water evaporator 14.

[0086] When the electric drive needs cooling from the heat exchange tank 9, the outlet of the motor-driven heat exchange component 3 is connected to the heat exchange inlet of the heat exchange tank 9, and the inlet of the motor-driven heat exchange component 3 is connected to the heat exchange outlet of the heat exchange tank 9.

[0087] When the battery needs cooling from the heat exchange tank 9, the outlet of the motor-driven heat exchange component 3 is connected to the heat exchange inlet of the heat exchange tank 9, and the heat exchange outlet of the heat exchange tank 9 is connected to the inlet of the motor-driven heat exchange component 3 in sequence through the water evaporator 14 and the battery heat exchange component 4.

[0088] When the battery heats the cabin during winter parking, if the battery temperature is between the first preset temperature and the second preset temperature, the inlet of the battery heat exchanger 4 is connected to the heat exchange outlet of the water evaporator 14, the outlet of the battery heat exchanger 4 is connected to the inlet of the cabin heat exchanger 2 through the motor-driven heat exchange assembly 3, and the outlet of the cabin heat exchanger 2 is connected to the heat exchange inlet of the water evaporator 14.

[0089] When the electric drive generates heat to heat the cabin during winter parking, if the temperature of the electric drive is higher than the third preset temperature, the inlet of the motor-driven heat exchange component 3 is connected to the heat exchange outlet of the heat exchange component 2 in the cabin, and the outlet of the motor-driven heat exchange component 3 is connected to the inlet of the heat exchange component 2 in the cabin.

[0090] The control method for the vehicle thermal management system of the electric vehicle provided in this embodiment has the characteristics of high operating efficiency, high reliability, long driving range and high safety.

[0091] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A vehicle thermal management system for an electric vehicle, characterized in that, include: The refrigeration assembly includes a compressor (11), two condensers and two evaporators, the compressor (11) being able to communicate with one of the two condensers and at least one of the two evaporators, the two condensers being an air-cooled condenser (12) and a water-cooled condenser (17), and the two evaporators being an in-cabin evaporator (13) and a water-cooled evaporator (14). The cabin heat exchanger (2) is used to heat or cool the cabin and its inlet can be connected to the heat exchange outlet of the cabin evaporator (13). The outlet of the cabin heat exchanger (2) can be connected to one of the heat exchange inlets of the water evaporator (14) and the cabin evaporator (13). The motor-driven heat exchange assembly (3) is used to cool the electric drive and its inlet can be connected to at least one of the heat exchange outlet of the in-cabin heat exchange component (2), the heat exchange outlet of the water evaporator (14), and the heat exchange outlet of the water condenser (17). The outlet of the motor-driven heat exchange assembly (3) can be connected to at least one of the heat exchange inlet of the water condenser (17) and the inlet of the in-cabin heat exchange component (2). The battery heat exchanger (4) is used to heat or cool the battery and its inlet is connected to the heat exchange outlet of the water evaporator (14). The outlet of the battery heat exchanger (4) can be connected to one of the inlet of the motor-driven heat exchange assembly (3) and the heat exchange inlet of the water evaporator (14). The inlet of the heat dissipation tank (9) can be connected to the outlet of the motor-driven heat exchange component (3), and the outlet of the heat dissipation tank (9) can be connected to one of the inlet of the motor-driven heat exchange component (3) and the heat exchange inlet of the water evaporator (14). The vehicle thermal management system of the electric vehicle further includes a first three-way valve (6) and a second three-way valve (7). The first three-way valve (6) defines a first connecting port (601), a second connecting port (602), and a third connecting port (603). The first connecting port (601) can be connected to one of the second connecting port (602) and the third connecting port (603). The second three-way valve (7) defines a fourth connecting port (701), a fifth connecting port (702), and a sixth connecting port (703). The fourth connecting port (701)... 1) It can be connected to one of the fifth connection port (702) and the sixth connection port (703). The first connection port (601) is connected to the outlet of the motor-driven heat exchange component (3). The second connection port (602) is connected to the fourth connection port (701). The sixth connection port (703) is connected to the inlet of the heat dissipation tank (9). The fifth connection port (702) is connected to the inlet of the cabin heat exchange component (2). The sixth connection port (703) is connected to the heat exchange inlet of the water circuit condenser (17). The vehicle thermal management system of the electric vehicle also includes a third three-way valve (8), which defines a seventh connection port (801), an eighth connection port (802) and a ninth connection port (803). The seventh connection port (801) can be connected to one of the eighth connection port (802) and the ninth connection port (803). The seventh connection port (801) is connected to at least one of the two evaporators. The eighth connection port (802) is connected to the air-cooled condenser (12). The ninth connection port (803) is connected to the water-cooled condenser (17). The vehicle thermal management system of the electric vehicle also includes a first four-way reversing valve (5), which includes a first reversing inlet (501), a second reversing inlet (502), a first reversing outlet (503), and a second reversing outlet (504). The first reversing inlet (501) is connected to one of the first reversing outlet (503) and the second reversing outlet (504), and the second reversing inlet (502) is connected to the other of the first reversing outlet (503) and the second reversing outlet (504). The vehicle thermal management system of the electric vehicle also includes a water circuit solenoid valve (30), the outlet of which is located between the outlet of the radiator (9) and the first reversing inlet (501), and the inlet of which is located between the in-cabin evaporator (13) and the in-cabin heat exchanger (2).

2. The vehicle thermal management system for electric vehicles according to claim 1, characterized in that, The first reversing inlet (501) is connected to one of the outlets of the heat dissipation tank (9) and the heat exchange outlet of the water circuit condenser (17), the second reversing inlet (502) is connected to the outlet of the battery heat exchanger (4), the first reversing outlet (503) is connected to the heat exchange inlet of the water circuit evaporator (14), and the second reversing outlet (504) is connected to the inlet of the motor-driven heat exchange assembly (3).

3. The vehicle thermal management system for electric vehicles according to claim 1, characterized in that, The vehicle thermal management system of the electric vehicle also includes an economizer throttle valve (20) and an economizer body (10). The economizer body (10) defines a first port, a second port, an inlet, and an outlet. The first port is connected to one of the two condensers through a connecting pipe. The outlet of the economizer throttle valve (20) is connected to the inlet, and the inlet of the economizer throttle valve (20) is connected to the connecting pipe. The outlet is connected to the compressor (11), and the second port is connected to one of the two evaporators.

4. The vehicle thermal management system for electric vehicles according to claim 1, characterized in that, The vehicle thermal management system of the electric vehicle also includes a first heating element (71) and a second heating element (72). The first heating element (71) is located on the upstream pipe of the heat exchange inlet of the water evaporator (14), and the second heating element (72) is installed on the cabin.

5. The vehicle thermal management system for electric vehicles according to claim 1, characterized in that, The refrigeration assembly also includes a first expansion valve (15), a second expansion valve (16), and a third expansion valve (18). The two evaporators are connected in parallel. When the refrigeration assembly is refrigerating, the first expansion valve (15) is located upstream of the two evaporators, the second expansion valve (16) is connected in series with the water evaporator (14) and then in parallel with the cabin evaporator (13), and the third expansion valve (18) is connected in series with the cabin evaporator (13) and then in parallel with the water evaporator (14).

6. The vehicle thermal management system for electric vehicles according to claim 1, characterized in that, The vehicle thermal management system of the electric vehicle also includes a first water pump (81), a second water pump (82), and a third water pump (83). The first water pump (81) is located between the inlet of the battery heat exchanger (4) and the heat exchange outlet of the water evaporator (14). The second water pump (82) is located at the outlet of the motor-driven heat exchange assembly (3). The third water pump (83) is located upstream of the heat exchange inlet of the cabin evaporator (13) to pump the circulating liquid in the cabin heat exchanger (2) into the cabin evaporator (13).

7. A control method for the vehicle thermal management system of an electric vehicle according to any one of claims 1-6, characterized in that, include: When the cabin needs to be cooled, the cabin evaporator (13) is connected to the air-cooled condenser (12), the refrigeration assembly refrigeration cycle, the inlet of the cabin heat exchanger (2) is connected to the heat exchange outlet of the cabin evaporator (13), and the outlet of the cabin heat exchanger (2) is connected to the heat exchange inlet of the cabin evaporator (13). When the cabin needs heating, the cabin evaporator (13) is connected to one of the two condensers, the refrigeration assembly heats up, the inlet of the cabin heat exchanger (2) is connected to the heat exchange outlet of the cabin evaporator (13), and the outlet of the cabin heat exchanger (2) is connected to the heat exchange inlet of the cabin evaporator (13). When the battery needs to be cooled, the water evaporator (14) is connected to the air-cooled condenser (12), the cooling component is in cooling cycle, the inlet of the battery heat exchanger (4) is connected to the heat exchange outlet of the water evaporator (14), and the outlet of the battery heat exchanger (4) is connected to the heat exchange inlet of the water evaporator (14). When the battery needs to be heated, the water evaporator (14) is connected to one of the two condensers, the refrigeration component is in heating cycle, the inlet of the battery heat exchanger (4) is connected to the heat exchange outlet of the water evaporator (14), and the outlet is connected to the heat exchange inlet of the water evaporator (14). When the electric drive requires the cooling water tank (9) for cooling, the outlet of the motor drive heat exchange component (3) is connected to the heat exchange inlet of the cooling water tank (9), and the inlet of the motor drive heat exchange component (3) is connected to the heat exchange outlet of the cooling water tank (9). When the battery needs to be cooled by the heat exchange tank (9), the outlet of the motor-driven heat exchange component (3) is connected to the heat exchange inlet of the heat exchange tank (9), and the heat exchange outlet of the heat exchange tank (9) is connected to the inlet of the motor-driven heat exchange component (3) in sequence through the water evaporator (14) and the battery heat exchange component (4). When the battery heats the cabin during winter parking, if the battery temperature is between the first preset temperature and the second preset temperature, the inlet of the battery heat exchanger (4) is connected to the heat exchange outlet of the water evaporator (14), the outlet of the battery heat exchanger (4) is connected to the inlet of the cabin heat exchanger (2) through the motor-driven heat exchange assembly (3), and the outlet of the cabin heat exchanger (2) is connected to the heat exchange inlet of the water evaporator (14). When the electric drive generates heat to heat the cabin during winter parking, if the temperature of the electric drive is higher than the third preset temperature, the inlet of the motor-driven heat exchange component (3) is connected to the heat exchange outlet of the cabin heat exchange component (2), and the outlet of the motor-driven heat exchange component (3) is connected to the inlet of the cabin heat exchange component (2).

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