Thermal management system for electric vehicles

Abstract

A thermal management system comprising: a first radiator, a first electric water pump, and a first coolant line configured to circulate coolant through the first electric water pump; a second radiator, a second electric water pump, and a second coolant line configured to circulate coolant through the second electric water pump; and a first flow control device and a second flow control device, wherein the first flow control device and the second flow control device are installed at the front and rear ends of the first radiator and the second radiator to control the flow direction of the coolant between the first coolant line, the second coolant line, and a third coolant line. A third coolant line is installed to connect the first flow control device and the second flow control device to each other.

Description

Technical Field

[0001] This invention relates to a thermal management system for electric vehicles, and more particularly to a thermal management system for electric vehicles that can significantly increase the coolant flow rate in each coolant line and the coolant flow rate through each radiator, and improve cooling performance under various vehicle conditions through coolant flow rate control. Background Technology

[0002] Vehicles are typically equipped with a heating, ventilation, and air conditioning (HVAC) system designed to heat or cool the vehicle's interior. Regardless of changes in the outside air temperature, the air conditioning system maintains the interior temperature at an optimal level, providing a comfortable environment.

[0003] An air conditioning device for a vehicle includes an air conditioning system configured to circulate refrigerant. The air conditioning system mainly includes a compressor configured to compress refrigerant, a condenser configured to condense the refrigerant compressed by the compressor, an expansion valve configured to expand the refrigerant condensed and liquefied by the condenser, and an evaporator configured to evaporate the refrigerant expanded by the expansion valve and utilize the latent heat of vaporization of the refrigerant to cool air blown into the vehicle interior.

[0004] In an air conditioning system, during summer cooling mode, the high-temperature, high-pressure gaseous refrigerant compressed by the compressor is condensed by the condenser and then circulated back to the compressor through the expansion valve and evaporator. At this time, the expansion valve expands the condensed liquid refrigerant to a low temperature and low pressure, and the evaporator cools the air by exchanging heat with the expanded refrigerant, and then discharges the cooled air into the vehicle interior, thereby achieving vehicle interior cooling.

[0005] Meanwhile, with increasing concerns about energy efficiency and environmental pollution, environmentally friendly vehicles capable of significantly replacing internal combustion engine vehicles have been developed in recent years. Environmentally friendly vehicles can be categorized into electric vehicles that use fuel cells or batteries as their power source, such as fuel cell electric vehicles (FCEVs) and battery electric vehicles (BEVs). Environmentally friendly vehicles can be further divided into hybrid vehicles that use both an engine and an electric motor as their drive source, such as hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs). These environmentally friendly vehicles (xEVs) share the common characteristic of being electrically driven vehicles powered by battery-charged electric motors.

[0006] Electric vehicles are equipped with a thermal management system, which is configured to perform thermal management of the vehicle. The thermal management system can be defined in a broad sense as a system that includes air conditioning systems for air conditioning equipment, cooling systems that use coolants or refrigerants to perform thermal management and cooling of the electrical system, and heat pump systems.

[0007] Here, the cooling system includes components configured to circulate coolant to cool or heat the electrical system in order to manage the temperature of the electrical system. A heat pump system, in addition to serving as an electric heater (e.g., a positive temperature coefficient (PTC) heater) as the primary heating device, also functions as an auxiliary heating device; it is a system configured to collect waste heat from power electronic (PE) components or batteries for heating.

[0008] A conventional cooling system includes: a cooling circuit comprising a reservoir configured to store coolant; an electric water pump configured to pump coolant to circulate coolant; a radiator and a cooling fan configured to dissipate heat from the coolant; a cooler configured to cool the coolant; a coolant heater configured to heat the coolant; an electric water pump configured to pump coolant; a valve configured to control the coolant flow rate; coolant lines configured to connect the above components to each other; and a controller configured to control the temperature and flow rate of the coolant in the cooling circuit.

[0009] In cooling systems for electric vehicles, coolant circulates along coolant paths configured to drive the vehicle's power electronics (PE) components and along coolant paths configured to supply power to the battery, thereby controlling the temperature of the PE components and the battery. The cooling system can be configured to cool the PE components and battery individually or together as needed. To this end, the cooling system can control the operation of a three-way valve to regulate the direction of coolant flow.

[0010] In recent years, a parallel-separate cooling system has been developed, in which two radiators are installed at the front of the electric vehicle, and parallel coolant lines connected to the radiators are provided to cool the power electronic components and the battery separately, thereby increasing the vehicle's driving range and improving the vehicle's energy efficiency.

[0011] In electric vehicles, thermal management of the vehicle and its components is crucial. These components cannot perform optimally unless the heat from the battery and drive motor is properly dissipated. Furthermore, even in electric vehicles, the issues of interior cooling and heating must be addressed, as the performance of the air conditioning system during these processes significantly impacts the vehicle's energy efficiency.

[0012] To improve energy efficiency, vehicle thermal management technology must be continuously developed. In traditional thermal management systems, the front-wheel motor, front-wheel inverter, rear-wheel motor, rear-wheel inverter, charger, and converter are all arranged in series along a single coolant line housing the power electronic components. Therefore, the flow resistance of the coolant, which must pass through these components sequentially, is very high.

[0013] Therefore, when the coolant flow rate through the radiator decreases, it becomes difficult to increase the coolant flow rate, thus degrading cooling performance. This is particularly true in high-performance electric vehicles, where increasing the coolant flow rate cannot adequately address the increased heat radiation, resulting in insufficient cooling. Furthermore, the coolant flow rate through water-cooled heat exchangers (water-cooled condensers) is also low, hindering sufficient condensation. Consequently, the power consumption of the air conditioning system increases, and its cooling performance deteriorates.

[0014] The information disclosed in the background section is only intended to enhance understanding of the background of this invention. Therefore, it may contain information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0015] This invention aims to solve the aforementioned problems related to the prior art.

[0016] The purpose of this invention is to provide a thermal management system for electric vehicles that can significantly increase the flow rate of coolant in each coolant line and through each radiator, and improve cooling performance under various conditions through coolant flow control.

[0017] The objectives of this invention are not limited to those described above. Those skilled in the art (hereinafter referred to as "skilled persons") should be able to clearly understand other, unmentioned, objectives of this invention through the following description.

[0018] To achieve the above objectives, in one aspect, the present invention provides a thermal management system for an electric vehicle. The thermal management system includes a water-cooled cooling system configured to cool power electronic components and a battery. The water-cooled cooling system includes a first radiator, a first electric water pump, and a first coolant line connected to the first radiator. The first coolant line is configured to circulate coolant through the first electric water pump. The water-cooled cooling system also includes a second radiator, a second electric water pump, and a second coolant line connected to the second radiator. The second coolant line is configured to circulate coolant through the second electric water pump. The water-cooled cooling system further includes a first flow control device and a second flow control device installed upstream and downstream of the first and second radiators to control the coolant flow direction between the first coolant line, the second coolant line, and the third coolant line. A third coolant line is installed to connect the first flow control device and the second flow control device to each other.

[0019] Other aspects and embodiments of the invention are discussed below. Attached Figure Description

[0020] The above and other features of the invention will now be described in detail with reference to certain exemplary embodiments illustrated in the accompanying drawings, which are given hereinafter by way of illustration only and are therefore not intended to limit the invention, wherein:

[0021] Figure 1 This is a view showing the construction of a thermal management system for an electric vehicle according to a comparative example;

[0022] Figure 2 This is a view illustrating the construction of a thermal management system for an electric vehicle according to a first embodiment of the present invention;

[0023] Figure 3 This is a view showing the operating states of the invention in normal mode and battery integrated cooling mode;

[0024] Figure 4 This is a view showing in detail the flow channel state and coolant flow state of the flow control valve in normal mode and battery integrated cooling mode in this invention.

[0025] Figure 5 This is a view showing the flow of coolant from the component to the heat sink in normal mode and battery integrated cooling mode in this invention;

[0026] Figure 6 This is a view showing the operating status in normal mode and battery-separated cooling mode in this invention;

[0027] Figure 7 This is a view showing the flow of coolant from the component to the radiator and the battery cooling method in normal mode and battery-separated cooling mode in the present invention;

[0028] Figure 8 This is a view showing the operating state of the present invention in high-performance mode;

[0029] Figure 9 This is a view showing in detail the flow passage state and coolant flow state of the first and second flow control valves in the high-performance mode of the present invention.

[0030] Figure 10 This is a view illustrating the flow of coolant from the component to the radiator and battery cooling method in the high-performance mode of the present invention;

[0031] Figure 11 This is a view showing the open state of the first flow control valve in the battery integrated cooling mode of the present invention;

[0032] Figure 12 This is a view showing the open state of the first flow control valve in high-performance mode;

[0033] Figure 13 This is a view showing the open state of the second flow control valve in high-performance mode;

[0034] Figure 14 This is a view illustrating the construction of a thermal management system according to a second embodiment of the present invention; and

[0035] Figures 15 to 17 This is a view showing the operating status of a thermal management system according to a second embodiment of the present invention.

[0036] It should be understood that the accompanying drawings are not necessarily drawn to scale, but rather present simplified representations of various preferred features illustrating the basic principles of the invention. Specific design features of the invention, such as specific dimensions, orientations, positions, and shapes, as disclosed herein, will be determined in part by the particular intended application and environment of use.

[0037] In the accompanying drawings, reference numerals throughout the multiple figures indicate the same or equivalent parts of the invention. Detailed Implementation

[0038] The specific structural or functional descriptions of embodiments of the present invention in this specification are for illustrative purposes only. Embodiments of the present invention can be implemented in various forms. Furthermore, embodiments based on the concept of the present invention are not limited to this particular embodiment. It should be understood that the present invention includes all modifications, equivalents, and substitutions falling within the spirit and scope of the present invention.

[0039] It should be understood that although terms such as "first" and "second" may be used herein to describe various elements, the corresponding elements should not be construed as being limited by these terms, which are only used to distinguish one element from another. For example, within the scope defined by this invention, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0040] It should be understood that when a component is described as "connected to" or "joined to" another component, it can be directly connected to or joined to the other component, or there may be intermediate components. Conversely, when a component is described as "directly connected to" or "directly joined to" another component, there are no intermediate components. Other terms describing the relationship between components, such as "between" and "directly between" or "adjacent to" and "directly adjacent to," should be interpreted in the same way.

[0041] Where possible, the same reference numerals will be used throughout the accompanying drawings to refer to the same or similar parts. The terminology used herein is for illustrative purposes only and is not intended to limit the invention. Singular representations may include plural representations unless they have a meaning distinct from the context. It will be further understood that, when used in this specification, the terms “comprising” or “including” specify the presence of the said parts, steps, operations, and / or elements, but do not exclude the presence or addition of one or more other parts, steps, operations, and / or elements. When a part, device, element, etc., of the present invention is described as having a purpose or performing an operation, function, etc., that part, device, or element should be considered herein as “configured” to satisfy that purpose or perform that operation or function.

[0042] First, the construction and problems of a thermal management system based on a comparative example are described to aid in understanding the present invention.

[0043] Figure 1 This is a view showing the construction of a thermal management system for an electric vehicle according to a comparative example. (Refer to...) Figure 1 The cooling circuit includes components configured to perform thermal management, coolant lines 114 and 127 in which coolant flows, and refrigerant line 155 in which refrigerant flows.

[0044] As shown in the figure, the thermal management system for an electric vehicle includes a water-cooled cooling system configured, together with an air conditioning system 140, to thermally manage and cool the power electronic (PE) components and battery configured to drive the vehicle. Here, the cooling system is configured to circulate a coolant to cool or heat the power electronic components and battery to manage the temperature of the electrical system. The cooling system may include components configured to cool or heat the coolant.

[0045] The cooling system includes: cooling circuits 110 and 120, including reservoirs 111 and 121 configured to store coolant; electric water pumps 112, 122, and 123 configured to pump coolant to circulate the coolant; radiators 113 and 124 configured to dissipate heat from the coolant; a cooler 125 configured to cool the coolant; a coolant heater 126 configured to heat the coolant; valves 116 and 129 configured to control the flow of coolant; coolant lines 114 and 127 configured to connect the above components to each other; and a controller (not shown) configured to control the temperature and flow rate of the coolant in cooling circuits 110 and 120.

[0046] Here, the controller controls the operation of electric water pumps 112, 122, and 123, coolant heater 126, internal heater 142, compressor 144, cooling fan 130, and door opening / closing 143, as described below, and also controls valves 116, 129, 147, 159, and 162 of the thermal management system. For example, the controller can control the operation of the third valve 116 and the fourth valve 129, which are three-way valves, to control the flow direction of the coolant.

[0047] The cooling system allows coolant to pass through a coolant path configured to drive the power electronic components 171-175 of the vehicle and a coolant path configured to supply operating power to the battery 176, thereby controlling the temperature of the power electronic components 171-175 and the battery 176. Furthermore, the cooling system can be configured to cool the power electronic components 171-175 and the battery 176 individually or jointly as needed.

[0048] exist Figure 1 In the thermal management system, the cooling system is a parallel, separate cooling system, in which two radiators 113 and 124 are arranged at the front end of the vehicle. Parallel coolant lines 114 and 127 are configured to circulate the individual radiators to increase the vehicle's range and improve energy efficiency, thereby cooling the power electronic components 171-175 and the battery 176 respectively.

[0049] Here, the power electronic components to be cooled may include a front wheel motor 175 and a rear wheel motor 174 configured as drive sources for driving the vehicle, a front wheel inverter 171 and a rear wheel inverter 172 configured to drive and control the front wheel motor 175 and the rear wheel motor 174 respectively, and an on-board charger (OBC) and a low-voltage DC-DC converter (LDC) 173 configured to charge the battery 176.

[0050] Reference Figure 1 As can be seen, coolant lines 114 and 127 are connected to two radiators, namely the first radiator (HTR) 113 and the second radiator (LTR) 124. The first radiator 113 and the second radiator 124 dissipate heat from the coolant circulating in the respective coolant lines 114 and 127 to cool the coolant through heat exchange between the outside air drawn in by the cooling fan 130 and the coolant in each radiator.

[0051] In a parallel-connected split cooling system, depending on the operating temperature (coolant temperature), the first radiator 113 is a high-temperature radiator (HTR), which allows relatively high-temperature coolant to pass through to dissipate heat from the coolant and cool it. The second radiator 124 is a low-temperature radiator (LTR), which allows relatively low-temperature coolant to pass through to dissipate heat from the coolant and cool it. The second radiator 124, as a low-temperature radiator, can be arranged in front of the first radiator 113, which is a high-temperature radiator.

[0052] The first coolant line 114 interconnects power electronic (PE) components such as the first radiator 113, reservoir 111, front wheel inverter 171, rear wheel inverter 172, on-board charger (OBC) and low-voltage DC-DC converter (LDC) 173, rear wheel motor 174 and front wheel motor 175, so that coolant can circulate.

[0053] Furthermore, a first electric water pump 112 and a third valve 116 are installed in a first coolant line 114, wherein the first electric water pump 112 is configured to pump coolant to circulate coolant, and the third valve 116 is configured to allow coolant to selectively flow to a first bypass line 115, the first bypass line 115 connecting the coolant lines located before and after the first radiator 113 to each other and to the first radiator 113. Here, the third valve 116 may be a three-way valve capable of flow distribution.

[0054] As described above, a first cooling circuit 110 is constructed to circulate coolant through a first coolant line 114 to cool power electronic components 171-175. In the first cooling circuit 110, coolant pumped by a first electric water pump 112 circulates along the first coolant line 114 while sequentially passing through power electronic components such as the front wheel inverter 171, the rear wheel inverter 172, the on-board charger (OBC) and low-voltage DC-DC converter (LDC) 173, the rear wheel motor 174, and the front wheel motor 175. While passing through the coolant path of the power electronic components 171-175, the coolant sequentially cools the power electronic components, and the high-temperature coolant, after cooling the power electronic components 171-175, is cooled by heat exchange with the air and thermal radiation while passing through the first radiator 113.

[0055] Meanwhile, the second coolant line 127 is connected to allow coolant to circulate between the second radiator 124, the reservoir 121, the battery 176, the coolant heater 126, and the cooler 125. Here, the battery 176 provides operating power to power electronic components such as the front wheel motor 175 and the rear wheel motor 174. For this purpose, although the electrical wiring is not shown in the figure, the battery 176 is connected to the power electronic components 171-175 via electrical wiring. For example, the battery 176 is rechargeably and dischargeably connected to the front wheel motor 175 and the rear wheel motor 174 via the front wheel inverter 171 and the rear wheel inverter 172, respectively. Furthermore, the battery 176 is connected via electrical wiring to the on-board charger (OBC) and the low-voltage DC-DC converter (LDC) 173.

[0056] Furthermore, electric water pumps 122 and 123 and a fourth valve 129 are installed in the second coolant line 127, wherein electric water pumps 122 and 123 are configured to pump coolant to circulate coolant, and the fourth valve 129 is configured to allow coolant to selectively flow to a second bypass line 128, which connects the coolant lines located before and after the second radiator 124 to each other and to the second radiator 124. Here, the fourth valve 129 may be a three-way valve capable of flow distribution. As described above, a second cooling circuit 120 is configured to circulate coolant through the second coolant line 127 to cool the battery 176. In the second cooling circuit 120, multiple electric water pumps, namely the second electric water pump 122 and the third electric water pump 123, may be installed on the second coolant line 127.

[0057] In the second cooling circuit 120, coolant pumped by electric water pumps 122 and 123 circulates along the second coolant line 127 while passing through the coolant path of the battery 176, and the battery 176 is cooled by the coolant as it passes through the coolant path of the battery 176. Furthermore, after cooling the battery 176, the high-temperature coolant is cooled by heat exchange with the air and thermal radiation as it passes through the second radiator 124.

[0058] The temperature of the coolant cooling battery 176 is lower than the temperature of the coolant cooling power electronic components 171-175. Therefore, the second heat sink 124, which dissipates heat from the relatively low-temperature coolant, can be a low-temperature heat sink (LTR), and the first heat sink 113, which dissipates heat from the relatively high-temperature coolant, can be a high-temperature heat sink (HTR).

[0059] exist Figure 1In the accompanying drawings, reference numeral 126 denotes a coolant heater, which can be installed in a second coolant line 127 between the battery 176 and the cooler 125. When it is necessary to raise the temperature of the battery 176, the coolant heater 126 is turned on. The coolant heater heats the coolant circulating along the second coolant line 127, so that the heated coolant can be introduced into the coolant path within the battery 176. The coolant heater 126 can be an electric heater configured to operate electrically.

[0060] Furthermore, the thermal management system according to the comparative example may include an air conditioning system 140. The air conditioning system 140 mainly includes: a compressor 144 configured to compress refrigerant; an external condenser (COND) 146 configured to condense the refrigerant compressed by the compressor 144 to liquefy it; a first expansion valve 147 configured to rapidly expand the refrigerant condensed and liquefied by the external condenser 146; and an evaporator (EVAP) 153 configured to evaporate the refrigerant expanded by the first expansion valve 147 and to cool the air blown into the vehicle interior using the latent heat of vaporization of the refrigerant.

[0061] Here, the external condenser (COND) 146 is located at the front end of the vehicle to allow outside air to pass through. In the air conditioning unit 141, the internal condenser (ICOND) 145 is arranged behind the evaporator (EVAP) 153. Therefore, air blown out by the air conditioning blower (not shown) passes sequentially through the evaporator 153 and the internal condenser 145 before being discharged into the vehicle interior. Reference numeral 142 indicates a selectively operated internal heater (such as a positive temperature coefficient (PTC) heater). The internal heater 142 is configured to perform interior heating.

[0062] Therefore, in heating mode (heat pump mode), the internal heater 142 operates, heating the air blown by the air conditioning blower before it is discharged into the vehicle interior, thereby heating the vehicle interior. On the other hand, in cooling mode (air conditioning mode), the compressor 144 operates to circulate refrigerant, cooling the air blown by the air conditioning blower by the evaporator 153 (through heat exchange with the refrigerant) before it is discharged into the vehicle interior, thereby cooling the vehicle interior.

[0063] Additionally, an opening / closing door 143 is positioned between the evaporator 153 and the internal condenser 145 within the air conditioning unit 141. The opening / closing door 143 selectively opens and closes the path through the internal condenser 145. In the vehicle's heating mode, the opening / closing door 143 is open, allowing air that has passed through the evaporator 153 to pass through the internal condenser 145 and the internal heater 142. In the vehicle's cooling mode, the opening / closing door 143 closes the path to the internal condenser 145 and the internal heater 142, allowing air cooled while passing through the evaporator 153 to be directly discharged into the vehicle interior without passing through the internal condenser 145 and the internal heater 142.

[0064] In the air conditioning system 140, a refrigerant line 155 connects the compressor 144, the external condenser 146, the first expansion valve 147, and the evaporator 153 to each other, thereby circulating the refrigerant. At the front end of the vehicle, the external condenser 146 may be located in front of the first radiator 113 and the second radiator 124. Furthermore, a receiver 154 may be installed in the refrigerant line 155 between the compressor 144 and the evaporator 153.

[0065] Furthermore, the internal condenser 145 can be connected to the external condenser 146 via a refrigerant line 155, and the internal condenser 145 can be located in the refrigerant line 155 between the compressor 144 and the external condenser 146. The internal condenser 145 can be located after the evaporator 153 and before the internal heater 142 in the air conditioning unit 141. (See reference...) Figure 1 It can be seen that the internal condenser 145 is arranged between the evaporator 153 and the internal heater 142.

[0066] Therefore, in the air conditioning system 140, the refrigerant circulates through the compressor 144, internal condenser 145, external condenser 146, first expansion valve 147, evaporator 153, receiver 154, and compressor 144. The compressor 144 is installed in the refrigerant line 155 between the internal condenser 145 and the evaporator 153 to compress the gaseous refrigerant to a high temperature and high pressure. The receiver 154 is installed in the refrigerant line 155 between the compressor 144 and the evaporator 153, thereby supplying only gaseous refrigerant to the compressor 144, thus improving the efficiency and durability of the compressor 144.

[0067] An external condenser 146 is connected to an internal condenser 145 via a refrigerant line 155, and receives refrigerant compressed by the compressor 144 through the internal condenser 145 to condense the refrigerant by exchanging heat with outside air drawn in by the cooling fan 130. A first expansion valve 147 expands the refrigerant condensed by the external condenser 146, and the low-temperature, low-pressure refrigerant that has passed through the first expansion valve 147 is supplied to the evaporator 153. In the evaporator 153, heat exchange occurs between the refrigerant expanded by the first expansion valve 147 and the air blown by the air conditioning blower, and the air cooled by the heat exchange is discharged into the vehicle interior, thereby cooling the vehicle interior. The first expansion valve 147 can be an integrated solenoid valve, a thermal expansion valve, or an electronic expansion valve.

[0068] Meanwhile, the thermal management system according to the comparative example includes a cooler 125 configured to cool the coolant circulating along the second coolant line 127 to cool the battery 176 through heat exchange with the refrigerant. The cooler 125 can be installed in both the second coolant line 127 and the refrigerant line 155. More specifically, the cooler 125 can be installed in the second coolant line 127 to cool the battery 176 and the refrigerant line 155 of the air conditioning system 140. Here, the refrigerant line 155 with the cooler 125 installed can be a separate branch refrigerant line 156 and 157 branching from the refrigerant line 155 of the air conditioning system 140.

[0069] Here, the branch refrigerant lines 156 and 157, on which the cooler 125 is installed, can be branch lines that branch off from the refrigerant line 155 between the external condenser 146 and the first expansion valve 147 and connect to the refrigerant line 155 between the evaporator 153 and the receiver 154. The refrigerant inlet of the cooler 125 is connected to the refrigerant line 155 between the external condenser 146 and the first expansion valve 147 via the third expansion valve 152 and the inlet-side branch refrigerant line 156. Furthermore, the refrigerant outlet of the cooler 125 is connected to the refrigerant line 155 between the evaporator 153 and the receiver 154 via the outlet-side branch refrigerant line 157.

[0070] In other words, the inlet-side branch refrigerant line 156 is a branch refrigerant line that branches off from the refrigerant line 155 between the external condenser 146 and the first expansion valve 147 and connects to the refrigerant inlet of the cooler 125 via the third expansion valve 152. The outlet-side branch refrigerant line 157 is a branch refrigerant line that branches off from the refrigerant line 155 between the evaporator 153 and the receiver 154 and connects to the refrigerant outlet of the cooler 125.

[0071] The third expansion valve 152 can be installed in the refrigerant inlet or the inlet-side branch refrigerant line 156 of the cooler 125. In cooling mode, the third expansion valve 152 causes the refrigerant introduced into the cooler 125 through the inlet-side branch refrigerant line 156 branching from the refrigerant line 155 to expand. Therefore, the refrigerant introduced into the third expansion valve 152 through the inlet-side branch refrigerant line 156 can be introduced into the cooler 125 while the refrigerant expands and its temperature decreases. Thus, the refrigerant condensed by the external condenser 146 is introduced from the refrigerant line 155 through the inlet-side branch refrigerant line 156 into the third expansion valve 152. The low-temperature, low-pressure refrigerant that expands when passing through the third expansion valve 152 is introduced into the cooler 125, and the refrigerant passes through the cooler 125 and is then discharged into the refrigerant line 155 through the outlet-side branch refrigerant line 157.

[0072] As described above, cooler 125 is installed in second coolant line 127. Therefore, coolant circulating along second coolant line 127 passes through cooler 125 to cool battery 176. Thus, heat exchange can occur between the coolant in cooler 125 and the cryogenic refrigerant. The coolant cooled by heat exchange with the refrigerant in cooler 125 can circulate along second coolant line 127, and battery 176 can be cooled by the cooled coolant.

[0073] In addition to cooler 125, the thermal management system according to the comparative example may further include a water-cooled heat exchanger installed on the second coolant line 127 for heat exchange between coolant and refrigerant, namely a heat exchanger 158 installed between the two coolant lines 114 and 127 and the refrigerant line 155 for heat exchange between coolant and refrigerant.

[0074] The installation position of heat exchanger 158 on the first coolant line 114 connected to the first radiator 113 can be a position where the coolant has already flowed through the power electronic components 171-175 to the first radiator 113, that is, at the inlet of the coolant line at the front end of the radiator connecting from the power electronic components 171-175 to the first radiator 113. Furthermore, the installation position of heat exchanger 158 on the second coolant line 127 connected to the second radiator 124 can be a position where the coolant has already flowed through the cooler 125 to the second radiator 124, that is, at the inlet of the coolant line at the front end of the radiator connecting from the cooler 125 to the second radiator 124.

[0075] Furthermore, the heat exchanger 158 can be installed on the refrigerant line 155 at a location between the internal condenser 145 and the external condenser 146 in the refrigerant line. The inlet of the heat exchanger 158 is connected to the internal condenser 145 via the refrigerant line 155, and the outlet of the heat exchanger 158 is connected to the external condenser 146 via the refrigerant line 155.

[0076] Furthermore, the second expansion valve 151 can be installed in the inlet-side refrigerant line 155 connected to the inlet of the heat exchanger 158. Additionally, a humidification line 161 can branch off from the inlet-side refrigerant line 155 and can be connected to the refrigerant line 155 between the first expansion valve 147 and the evaporator 153. The location where the humidification line 161 branches off from the inlet-side refrigerant line 155 can be between the inlet of the heat exchanger 158 and the second expansion valve 151 in the refrigerant line 155. Therefore, the humidification line 161 is a separate refrigerant line that connects from the refrigerant line 155 between the inlet of the heat exchanger 158 and the second expansion valve 151 to the refrigerant line 155 between the first expansion valve 147 and the evaporator 153.

[0077] The second valve 159 can be installed at the outlet of the heat exchanger 158 or in the refrigerant line 155 connecting the outlet to the external condenser 146. The second valve 159 can be a three-way valve. Furthermore, the first valve 162 can be installed in the humidification line 161 branching from the refrigerant line 155 on the inlet side of the heat exchanger 158. The first valve 162 can be a two-way valve configured to open and close the refrigerant line 155.

[0078] Furthermore, a separate connecting line 160 of the refrigerant line 155 connecting between the evaporator 153 and the receiver 154 is connected to the second valve 159. In other words, the outlet of the heat exchanger 158, the connecting line 160, and the refrigerant line 155 extending to the external condenser 146 are connected to the second valve 159 located on the outlet side of the heat exchanger 158.

[0079] The second valve 159 controls the flow direction of refrigerant through the heat exchanger 158. The second valve 159 can control the flow direction of refrigerant through the heat exchanger 158 such that the refrigerant flows to one of either the connecting line 160 or the refrigerant line 155 extending to the external condenser 146. The connecting line 160 can be a bypass line configured to bypass the refrigerant through the heat exchanger 158 so as not to pass through the external condenser 146.

[0080] Furthermore, in the thermal management system, heat exchanger 158 functions as a water-cooled condenser in cooling mode. In other words, the refrigerant is condensed by the coolant. In cooling mode, heat exchange occurs between the coolant and refrigerant when the coolant flowing along the two coolant lines 114 and 127 passes through heat exchanger 158 and the refrigerant passing through the internal condenser 145 passes through refrigerant line 155 and the second expansion valve 151. This heat exchange is one in which heat is transferred from the refrigerant to the coolant, and the refrigerant is further condensed (cooled) by the coolant.

[0081] On the other hand, in heating mode, heat exchange occurs between the coolant and refrigerant as the coolant flowing along the two coolant lines 114 and 127 passes through the heat exchanger 158, and as the refrigerant supplied through the refrigerant line 155 and the second expansion valve 151 after passing through the internal condenser 145 passes through the heat exchanger 158. This heat exchange is one in which heat is transferred from the coolant to the refrigerant, and the refrigerant is heated by the coolant.

[0082] As described above, in heating mode, heat exchanger 158 functions as a water-cooled waste heat recovery cooler, configured to transfer heat from the coolant to the refrigerant to recover waste heat through the coolant and refrigerant. Furthermore, in heating mode, components configured to circulate coolant and refrigerant in the thermal management system operate as a heat pump system. When the heat pump system is running, waste heat from power electronic components 171-175 and battery 176 is recovered through the coolant and refrigerant to heat the vehicle interior via internal condenser 145.

[0083] The heat pump system includes: an internal condenser 145 installed in an air conditioning unit 141, the internal condenser being configured to allow refrigerant compressed by the air conditioning system compressor 144 to pass through; a heat exchanger 158, refrigerant lines 114 and 127 of the cooling system, and a refrigerant line 155 extending from the internal condenser 145 to an external condenser 146 through the heat exchanger 158, the heat exchanger being configured to exchange heat between the refrigerant and the coolant; and a second expansion valve 151 installed in the refrigerant line 155 between the internal condenser 145 and the heat exchanger 158.

[0084] As mentioned above, it has been referred to Figure 1 A thermal management system for an electric vehicle, based on a comparative example, is described. The second radiator 124, serving as a low-temperature radiator (LTR), is... Figure 1 The reason for separating the thermal management system is that the temperature of the coolant through the second radiator 124 is below 40°C when the outside air temperature is low, and therefore only the coolant can be used to cool the battery 176. In this case, there is no need to run the compressor, thereby reducing power consumption and improving the vehicle's energy efficiency under actual operating conditions.

[0085] However, in Figure 1 In the thermal management system, the front wheel motor 175, front wheel inverter 171, rear wheel motor 174, rear wheel inverter 172, on-board charger (OBC), and low-voltage DC-DC converter (LDC) 173 are all arranged in series along the first coolant line 114 on which the power electronic components are mounted. Therefore, the flow resistance of the coolant passing through these components in sequence is high.

[0086] Therefore, it is difficult to increase the coolant flow rate, resulting in a low coolant flow rate through the radiator HTR, thus degrading cooling performance. Especially when the thermal management system is applied to high-performance electric vehicles, it is difficult to cope with the increased heat radiation by increasing the coolant flow rate, thus failing to achieve adequate cooling performance. Furthermore, the coolant flow rate through the water-cooled heat exchanger (water-cooled condenser) 158 is also low, preventing sufficient condensation. Therefore, the power consumption of the air conditioner increases, and its cooling performance deteriorates.

[0087] Therefore, a thermal management system for electric vehicles is disclosed, which can increase the flow rate of coolant in coolant lines and the flow rate of coolant through radiators, and achieve high cooling performance under various conditions by controlling the flow rate of coolant.

[0088] Figure 2 This is a view illustrating the construction of a thermal management system for an electric vehicle according to a first embodiment of the present invention. Figure 2 In the figure, reference numeral 173 indicates an integrated charging control unit (ICCU), which integrates an on-board charger (OBC) configured to charge the battery and a low-voltage DC-DC converter (LDC).

[0089] The following describes the situation based on Figure 2 The thermal management system of the first embodiment shown is constructed in detail. Figure 1 The comparison example shown has a different configuration, and the configurations with the example shown are omitted. Figure 1 The comparative examples shown are based on the same configuration. Those skilled in the art will be able to fully understand the details from the description of the comparative examples. Figure 2 In the configuration and Figure 1 The same parts.

[0090] exist Figure 2 In the first embodiment shown, the position of the third valve 116 is... Figure 1 The location of the third valve 116 in the comparative example shown is different. However, the third valve 116 is installed on the first bypass line 115 branching from the first coolant line 114 to connect the front and rear ends of the first radiator 113 to each other and is configured to allow refrigerant to flow selectively to the first radiator 113, which is no different between the embodiment and the comparative example.

[0091] exist Figure 2 In the first embodiment shown, the third valve 116 is installed at the branch point where the first bypass line 115 branches off from the first coolant line 114 between the reservoir 111 and the first radiator 113. The third valve 116 can be a three-way valve capable of flow distribution. Functionally, Figure 1 The third valve 116 and Figure 2 There is no difference between the third valve 116 and the others.

[0092] like Figure 2As shown, in the thermal management system according to the first embodiment, a first coolant line 114 connected to a first radiator 113, a second coolant line 127 connected to a second radiator 124, and a third coolant line 183 described later are connected to each other via flow control valves 190 and 200, each of which is a flow control device. Here, the flow control valves include two flow control valves configured to control the flow of coolant between the first coolant line 114, the second coolant line 127, and the third coolant line 183: a first flow control valve 190 as a first flow control device and a second flow control valve 200 as a second flow control device.

[0093] The first coolant line 114, located at the rear end of the first radiator 113, and the second coolant line 127, located at the rear end of the second radiator 124, are connected to each other via a first flow control valve 190. Similarly, the first coolant line 114, located at the front end of the first radiator 113, and the second coolant line 127, located at the front end of the second radiator 124, are connected to each other via a second flow control valve 200.

[0094] The front and rear ends of the first radiator 113 indicate the positions of the first coolant line 114 based on the first radiator. The front end of the first radiator 113 in the first coolant line 114 refers to the upstream position of the first radiator in the coolant line in the coolant flow direction. Furthermore, the rear end of the first radiator 113 in the first coolant line 114 refers to the downstream position of the first radiator in the coolant line in the coolant flow direction.

[0095] Similarly, the front and rear ends of the second radiator 124 indicate the positions of the second coolant line 127 based on the second radiator. The front end of the second radiator 124 in the second coolant line 127 refers to the upstream position of the second radiator in the coolant line in the coolant flow direction. Furthermore, the rear end of the second radiator 124 in the second coolant line 127 refers to the downstream position of the second radiator in the coolant line in the coolant flow direction.

[0096] In the first embodiment of the present invention, as Figure 2 As shown, the second flow control valve 200 is configured to connect the first coolant line 114 and the second coolant line 127 located upstream of the heat exchanger 158 to each other. Here, the upstream of the heat exchanger 158 refers to the upstream position of the heat exchanger 158 in the direction of coolant flow on the first coolant line 114 and the second coolant line 127.

[0097] In addition, an auxiliary coolant line 183 is installed, branching from and connected in parallel with the first coolant line 114. The auxiliary coolant line 183 is installed to connect the first flow control valve 190 and the second flow control valve 200 to each other. In the following description, the auxiliary coolant line 183 is referred to as the third coolant line. Some power electronic (PE) components of the electric vehicle are mounted on the third coolant line 183.

[0098] In a first embodiment of the invention, five-way valves can be used as the first flow control valve 190 and the second flow control valve 200, respectively, and an electronic valve (not shown) configured to be controlled according to a control signal from a controller can be used as a five-way valve. Each of the first flow control valve 190 and the second flow control valve 200 is configured to control a total of five flow directions of the coolant and has a total of five ports through which the coolant enters and exits.

[0099] Each of the first flow control valve 190 and the second flow control valve 200 may include a valve housing VH and a valve body VB having five coolant inlet and outlet ports, through which a flow passage VP connects predetermined ports of the five ports to each other. The valve body may be rotatably disposed within the valve housing VH, and the valve body may be configured to allow predetermined ports of the five ports to selectively communicate with each other through the flow passage VP depending on their rotational position. Each of the first control valve 190 and the second control valve 200 may further include an actuator (not shown) configured to rotate the valve body VB to a predetermined position according to a control signal from a controller (see [link to controller]). Figures 11 to 13 ).

[0100] The construction of a multi-way valve controlled by a controller is known to those skilled in the art. In other words, such a known valve construction includes a valve housing VH having multiple ports and a valve body VB rotatably disposed within the housing. The valve body can be configured to allow predetermined ports to selectively communicate with each other depending on their rotational position. Such a known valve construction may also include an actuator configured to rotate the valve body VB to a predetermined position under the control of the controller, as in the construction of a five-way valve.

[0101] In a first embodiment of the invention, each of the first flow control valve 190 and the second flow control valve 200 configured to change the flow direction of the coolant between the first coolant line 114, the second coolant line 127 and the third coolant line 183 may be a five-way valve.

[0102] Each flow control valve will be described in more detail. The first flow control valve 190, a five-way valve, has a first inlet 191, a first outlet 192, a second inlet 193, a second outlet 194, and a third outlet 195. Here, a first coolant line 114 is connected to the first inlet 191 and the first outlet 192 of the first flow control valve 190. A first coolant line 114 connected to the outlet side of the first radiator 113 is connected to the first inlet 191 of the first flow control valve 190. A first coolant line 114 connected to the first inlet 201 of the second flow control valve 200 is connected to the first outlet 192 of the first flow control valve 190.

[0103] Reference Figure 2 As can be seen, the first coolant pipeline 114 connected to the outlet side of the first radiator 113 is connected to the first inlet 191 of the first flow control valve 190 via the third valve 116, the liquid storage tank 111 and the first electric water pump 112 in sequence.

[0104] Furthermore, the second coolant line 127 is connected to the second inlet 193 and the second outlet 194 of the first flow control valve 190. The second coolant line 127 connected to the outlet side of the second radiator 124 is connected to the second inlet 193 of the first flow control valve 190. The second coolant line 127 connected to the coolant path inlet side of the battery 176 is connected to the second outlet 194 of the first flow control valve 190. Additionally, the third coolant line 183 is connected to the third outlet 195 of the first flow control valve 190. The third coolant line 183 is connected to the third inlet 205 of the second flow control valve 200.

[0105] Reference Figure 2 As can be seen, the second coolant line 127, connected to the outlet side of the second radiator 124, is connected to the second inlet 193 of the first flow control valve 190 via the reservoir 121 and the second electric water pump 122. Furthermore, it can be seen that the second coolant line 127, connected to the second outlet 194 of the first flow control valve 190, is connected to the coolant path inlet side of the battery 176 via the third electric water pump 123.

[0106] The second flow control valve 200, which is a five-way valve, has a first inlet 201, a first outlet 202, a second inlet 203, a second outlet 204, and a third inlet 205. Here, a first coolant line 114 is connected to the first inlet 201 and the first outlet 202 of the second flow control valve 200. A first coolant line 114 connected from the first outlet 192 of the first flow control valve 190 is connected to the first inlet 201 of the second flow control valve 200. A first coolant line 114 connected to the inlet side of the first radiator 113 is connected to the first outlet 202 of the second flow control valve 200.

[0107] Reference Figure 2 As can be seen, the first coolant line 114 connected to the first outlet 202 of the second flow control valve 200 is connected to the inlet side of the first radiator 113 via a water-cooled heat exchanger (water-cooled hot condenser) 158.

[0108] Furthermore, the second coolant line 127 is connected to the second inlet 203 and the second outlet 204 of the second flow control valve 200. The second coolant line 127 connected to the coolant path outlet side of the battery 176 is connected to the second inlet 203 of the second flow control valve 200. The second coolant line 127 connected to the inlet side of the second radiator 124 is connected to the second outlet 204 of the second flow control valve 200. Additionally, the third coolant line 183 is connected to the third inlet 205 of the second flow control valve 200, and the third coolant line 183 is connected from the third outlet 195 of the first flow control valve 190.

[0109] Reference Figure 2 As can be seen, the second coolant line 127 connected to the coolant path outlet side of the battery 176 is connected to the second inlet 203 of the second flow control valve 200 via the coolant heater 126 and the cooler 125 in sequence. Additionally, it can be seen that the second coolant line 127 connected to the second outlet 204 of the second flow control valve 200 is connected to the inlet side of the second radiator 124 via a water-cooled heat exchanger (water-cooled condenser) 158.

[0110] Meanwhile, the first coolant line 114 and the third coolant line 183 are connected to each other between the first flow control valve 190 and the second flow control valve 200. The first outlet 192 of the first flow control valve 190 and the first inlet 201 of the second flow control valve 200 are connected to each other through the first coolant line 114, and the third outlet 195 of the first flow control valve 190 and the third inlet 205 of the second flow control valve 200 are connected to each other through the third coolant line 183, which serves as a branch line.

[0111] A portion of the power electronic (PE) components are installed in the first coolant line 114 between the first flow control valve 190 and the second flow control valve 200. The front wheel motor 175 and the rear wheel motor 174, as part of the power electronic components, are located in the first coolant line 114 between the two flow control valves 190 and 200 so as to be cooled by the coolant circulating through the first coolant line 114.

[0112] In a first embodiment of the present invention, the front wheel motor 175 and the rear wheel motor 174 can be disposed in a first coolant line 114 between the first flow control valve 190 and the second flow control valve 200, such that the front wheel motor 175 is located upstream in the direction of coolant flow and the rear wheel motor 174 is located downstream. In other words, the coolant circulating along the first coolant line 114 cools the front wheel motor 175 and the rear wheel motor 174 sequentially as it passes through them.

[0113] Furthermore, inverters 171 and 172, as other power electronic components, and an integrated charge control unit (ICCU) 173 are disposed in a third coolant line 183 between the first flow control valve 190 and the second flow control valve 200. Here, the inverter includes a front wheel inverter 171 configured to drive and control the front wheel motor 175 and a rear wheel inverter 172 configured to drive and control the rear wheel motor 174.

[0114] In a first embodiment of the present invention, the front-wheel inverter 171, the rear-wheel inverter 172, and the integrated charging control unit (ICCU) 173 can be disposed in a third coolant line 183 between the first flow control valve 190 and the second flow control valve 200, such that the front-wheel inverter 171 is located upstream in the direction of coolant flow, the rear-wheel inverter 172 is located downstream of the front-wheel inverter 171, and the integrated charging control unit (ICCU) 173 is located downstream of the rear-wheel inverter 172. In other words, the coolant distributed from the first coolant line 114 to the third coolant line 183 sequentially cools the front-wheel inverter 171, the rear-wheel inverter 172, and the integrated charging control unit (ICCU) 173 as it passes through them in sequence.

[0115] In the power electronic (PE) components cooled and maintained and managed by the thermal management system according to the first embodiment of the present invention, the front wheel inverter 171 and the rear wheel inverter 172 have less heat radiation than the front wheel motor 175 and the rear wheel motor 174, and are maintained and managed at lower temperatures than the front wheel motor 175 and the rear wheel motor 174. For example, assuming that the heat radiation of each of the front wheel inverter 171 and the rear wheel inverter 172 is 0.3 kW, and the heat radiation of each of the front wheel motor 175 and the rear wheel motor 174 is 0.6 kW, then the management temperature of each of the front wheel inverter 171 and the rear wheel inverter 172 can be set to less than 65°C, and the management temperature of each of the front wheel motor 175 and the rear wheel motor 174 can be set to less than 100°C. Furthermore, the heat radiation of the battery 176 can be less than the heat radiation of each motor and can be greater than the heat radiation of each inverter. For example, assuming the thermal radiation of battery 176 is 3.0kW, the management temperature of battery 176 can be set to less than 40°C.

[0116] The structure of the thermal management system according to the first embodiment of the present invention has been described in detail above. The operating state of the thermal management system according to the first embodiment of the present invention will be described below.

[0117] Figure 3 This is a view illustrating the operating state of a thermal management system according to a first embodiment of the present invention. Figure 3 This shows the operating status when the battery integrated cooling mode is activated while the driver has selected normal mode from the vehicle's driving mode. Figure 3 In the normal mode and battery integrated cooling mode shown, the first electric water pump 112 and the second electric water pump 122 operate under the control of a controller (not shown), thereby circulating the coolant along the first coolant line 114, the second coolant line 127 and the third coolant line 183.

[0118] Furthermore, the operating state of each of the first flow control valve 190 and the second flow control valve 200 is controlled by a controller. The controller controls the actuator of each of the flow control valves 190 and 200 to control the rotational position of the valve body VB within the valve housing VH. At this time, the opening and closing state of the flow passage in each of the flow control valves 190 and 200 is controlled based on the rotational position of the valve body VB within the valve housing VH.

[0119] Figure 4 It is shown in detail in Figure 3 A view of the flow channel status of each of the first flow control valve 190 and the second flow control valve 200 in normal mode and battery integrated cooling mode.

[0120] exist Figure 3In normal mode and battery integrated cooling mode, such as from Figure 4 It can be seen that the valve body VB controlling the first flow control valve 190 (see...) Figure 11 The rotational position of the valve body VB causes the first inlet 191, the first outlet 192, and the third outlet 195 to pass through the flow channel VP formed by the valve body VB (see...). Figure 11 ) interconnected (see Figure 11 Furthermore, the rotational position of the valve body VB of the first flow control valve 190 is controlled so that the second inlet 193 and the second outlet 194 are connected to each other through the flow passage VP formed through the valve body VB.

[0121] However, in the valve body VB of the first flow control valve 190, the flow passage connecting the first inlet 191, the first outlet 192 and the third outlet 195 to each other and the flow passage connecting the second inlet 193 and the second outlet 194 to each other are completely separated from each other.

[0122] In addition, Figure 3 In normal mode and battery integrated cooling mode, such as from Figure 4 It can be seen that the valve body VB controlling the second flow control valve 200 (see...) Figure 13 The rotational position of the valve body VB causes the first inlet 201, the first outlet 202, and the third outlet 205 to pass through the flow channel VP formed by the valve body VB (see...). Figure 13 They are interconnected. In addition, the rotational position of the valve body VB of the second flow control valve 200 is controlled so that the second inlet 203 and the second outlet 204 are interconnected through the flow passage VP formed through the valve body VB.

[0123] However, in the valve body VB of the second flow control valve 200, the flow passage connecting the first inlet 201, the first outlet 202 and the third outlet 205 to each other and the flow passage connecting the second inlet 203 and the second outlet 204 to each other are completely separated from each other.

[0124] Figure 5 It is shown in the diagram Figure 3 The view shows the flow of coolant from the front wheel motor 175 and rear wheel motor 174, the front wheel inverter 171 and rear wheel inverter 172, and the battery 176 to the radiator in normal mode and battery integrated cooling mode. As shown, the cooler 125, which uses air conditioning refrigerant, does not operate in normal mode and battery integrated cooling mode, and the cooler is not used to cool the battery 176.

[0125] The power electronic (PE) components and battery 176 are cooled solely by coolant. Motors 174 and 175, and inverters 171 and 172, mounted on parallel first coolant lines 114 and third coolant lines 183, are cooled by coolant from a first radiator 113, which is a high-temperature radiator (HTR). Furthermore, battery 176, mounted on a second coolant line 127, is cooled by coolant from a second radiator 124, which is a low-temperature radiator (HTR), due to heat radiation.

[0126] More specifically, with the first flow control valve 190 and the second flow control valve 200 under control, the coolant circulating along the first coolant line 114 is cooled by the first radiator 113 due to thermal radiation, and then flows to the first coolant line 114 connecting the first flow control valve 190 to the second flow control valve 200. At this time, the coolant cools the front wheel motor 175 and the rear wheel motor 174, and then flows to the second flow control valve 200. Simultaneously, the coolant distributed from the first flow control valve 190 to the third coolant line 183 cools the front wheel inverter 171, the rear wheel inverter 172, and the integrated charge control unit (ICCU) 173 while flowing along the third coolant line 183, and then flows to the second flow control valve 200.

[0127] At this point, the coolant that has moved to the second flow control valve 200 passes through the heat exchanger 158 and moves to the first radiator 113, where it is cooled by thermal radiation. It then flows to the first flow control valve 190 to cool the front wheel motor 175, the rear wheel motor 174, the front wheel inverter 171, the rear wheel inverter 172, and the integrated charging control unit 173. In this way, the coolant flowing along the first coolant line 114 and the third coolant line 183 continues to circulate along the route through the first radiator 113 after cooling the power electronic components.

[0128] Meanwhile, the coolant circulating along the second coolant line 127 is cooled by the second radiator 124 due to thermal radiation, and then moves to the second cooling circuit 120 through the second inlet 193 and the second outlet 194 of the first flow control valve 190. The coolant cools the battery 176 while flowing along the second coolant line 127 of the second cooling circuit.

[0129] The coolant that has cooled the battery 176 moves through the second inlet 203 and the second outlet 204 of the second flow control valve 200, through the heat exchanger 158 in the second coolant line 127, to the second radiator 124, where it is cooled by thermal radiation, and then flows to the first flow control valve 190 to cool the battery 176. In this way, the coolant in the second coolant line 127 continuously circulates between the battery 176 and the second radiator 124 to cool the battery 176.

[0130] As mentioned above, in Figure 3 In both the normal mode and the battery integrated cooling mode, the coolant flows in parallel along the first coolant line 114, the second coolant line 127 and the third coolant line 183, which can greatly reduce the line resistance and thus increase the coolant flow rate in the system.

[0131] Specifically, with some components of the power electronic components separated from the rest, the power electronic components are cooled by coolant flowing in parallel along the first coolant line 114 and the third coolant line 183. In this parallel structure, with... Figure 1 Compared to the comparative example where all power electronic components are arranged in series along the first coolant line 114 for cooling by the coolant flowing along the first coolant line, the series structure significantly reduces line resistance. Therefore, under the same operating conditions of the electric water pump 112, the coolant flow rate can be greatly increased.

[0132] In addition, Figure 3 In the battery integrated cooling mode, while the battery 176 circulates along the second coolant line 127, it is cooled only by the coolant cooled by the second radiator 124 due to thermal radiation. At this time, the cooler 125 is not operating. Therefore, the compressor 144 remains off, and thus the refrigerant does not circulate.

[0133] This integrated cooling mode is suitable for situations where the outside air temperature is low. When the outside air temperature is low, the temperature of the coolant discharged from the second radiator 124 can be maintained below 40°C, which is the required coolant temperature for the battery. Therefore, the battery 176 can be cooled using only the coolant without the use of the cooler 125. Since the battery 176 is cooled using only the coolant without the compressor 144 running, power consumption can be reduced and the vehicle's energy efficiency improved.

[0134] Furthermore, in the first embodiment of the invention, a front wheel motor 175 and a rear wheel motor 174 with similar operating temperatures are disposed on a first coolant line 114. Additionally, a front wheel inverter 171 and a rear wheel inverter 172 with similar operating temperatures are disposed on a third coolant line 183. Therefore, temperature control is easier to achieve compared to the comparative example. Furthermore, since the front wheel motor 175 and the rear wheel motor 174 operate at higher temperatures, it is advantageous to supply a larger amount of coolant to the first coolant line 114 where the front wheel motor 175 and the rear wheel motor 174 are mounted, rather than to the third coolant line 183 between the two flow control valves 190 and 200. This flow distribution can be achieved by changing the diameter of each coolant line. For example, by changing the diameter of the first coolant line 114 between the two flow control valves 190 and 200 to be larger than the diameter of the third coolant line 183, the flow rate of coolant in the first coolant line can be further increased, and the coolant flow rate can be further concentrated on the motors.

[0135] Next, Figure 6 This is a view showing another operating state of the thermal management system according to a first embodiment of the present invention. Additionally, Figure 7 It is shown in Figure 6 A view of the flow of coolant from the front wheel motor 175 and the rear wheel motor 174, as well as the front wheel inverter 171 and the rear wheel inverter 172, to the radiator and the method of cooling the battery 176 in normal mode and battery-separated cooling mode.

[0136] Figure 6 The operating states in normal mode and battery-disconnected cooling mode are shown. In both modes, the first electric water pump 112 and the second electric water pump 122 operate under the control of a controller (not shown), thereby circulating coolant along the first coolant line 114 and the second coolant line 127. Additionally, the compressor 144 operates under the control of the controller, thereby circulating refrigerant along the refrigerant line.

[0137] Furthermore, the operating state of each of the first flow control valve 190 and the second flow control valve 200 is controlled by a controller. The controller controls the actuator of each of the flow control valves 190 and 200 to control the rotational position of the valve body VB within the valve housing VH. At this time, the opening and closing state of the flow passage in each of the flow control valves 190 and 200 is controlled based on the rotational position of the valve body VB within the valve housing VH.

[0138] exist Figure 6 In normal mode and battery-separated cooling mode, the flow channel state of each of the first flow control valve 190 and the second flow control valve 200 is related to... Figure 3The flow channel state is no different in normal mode and battery integrated cooling mode. However, battery 176 is not cooled by coolant, but by cooler 125 which uses the refrigerant of an air conditioner.

[0139] In other words, in Figure 6 In the battery-separated cooling mode, cooler 125 is used to cool battery 176 instead of using second radiator 124 and outside air. To this end, the flow direction of coolant is controlled by fourth valve 129 so that coolant flows only through second bypass line 128 and does not pass through second radiator 124.

[0140] As described above, since the coolant is bypassed to avoid the second radiator 124, separate cooling is performed, wherein the coolant circulates only through the battery 176, the coolant heater 126, the cooler 125, the fourth valve 129, the second coolant line 127 provided with the above-mentioned components, and the second bypass line 128.

[0141] Therefore, in the battery-separated cooling mode, cooler 125 is used instead of the second radiator 124 to cool the coolant. In cooler 125, the coolant must be cooled by the refrigerant while heat exchange occurs between the refrigerant and the coolant. Therefore, compressor 144 is turned on to allow the refrigerant to circulate along refrigerant line 155. The battery-separated cooling mode is suitable for situations where the outside air temperature is high.

[0142] Reference Figure 2 As can be seen, in the second coolant line 127, the second bypass line 128 and the fourth valve 129 are installed downstream of the first flow control valve 190, which serves as the first flow control device, and upstream of the second flow control valve 200, which serves as the second flow control device. It can also be seen that the third electric water pump 123 is installed downstream of the branch point where the second bypass line 128 branches off from the second coolant line 127.

[0143] In normal mode and battery-disconnected cooling mode, the cooling of power electronic (PE) components such as the front wheel inverter 171 and rear wheel inverter 172, the front wheel motor 175 and rear wheel motor 174, and the integrated charging control unit 173 is... Figure 3 The cooling of power electronic components in the battery integrated cooling mode is no different. Therefore, the description of using the first coolant line 114, the third coolant line 183, and the first heat sink 113 to cool the power electronic components will be omitted.

[0144] Even in Figure 6In both normal and battery-separated cooling modes, the coolant flows in parallel along the first coolant line 114 and the third coolant line 183, thereby significantly reducing line resistance. Furthermore, the coolant circulates separately along the second coolant line 127 of the second cooling circuit 120 to cool the battery 176. Therefore, increasing the coolant flow rate in the system is not a problem.

[0145] In a first embodiment of the invention, the battery cooling mode in normal mode can be switched from an integrated mode to a separate mode based on the temperature of the outside air or the battery temperature. This mode switching can be performed by a controller that controls the operation of the electric water pump, compressor 144, and fourth valve 129. Furthermore, during mode switching, when stronger cooling of the battery 176 is required, the mode can be switched from an integrated mode using only coolant to a separate mode using cooler 125 to cool the battery 176.

[0146] Next, Figure 8 This is a view showing another operating state of the thermal management system according to a first embodiment of the present invention. Figure 8 The diagram illustrates the operation when the driver selects a high-performance mode (i.e., sport mode) from the vehicle's driving mode. In high-performance mode, the first electric water pump 112 and the second electric water pump 122 operate under the control of a controller (not shown), causing coolant to circulate along the first coolant line 114 and the second coolant line 127. Furthermore, the compressor 144 operates under the control of the controller, and refrigerant circulates along the refrigerant line.

[0147] Furthermore, the operating state of each of the first flow control valve 190 and the second flow control valve 200 is controlled by a controller. The controller controls the actuator of each of the flow control valves 190 and 200 to control the rotational position of the valve body VB within the valve housing VH. At this time, the opening and closing state of the flow passage in each of the flow control valves 190 and 200 is controlled based on the rotational position of the valve body VB within the valve housing VH.

[0148] Figure 9 It is shown in detail Figure 8 A view of the flow channel status of the first flow control valve 190 and the second flow control valve 200 in high-performance mode.

[0149] exist Figure 8 In high-performance mode, such as from Figure 9 It can be seen that the rotational position of the valve body VB of the first flow control valve 190 is such that the first inlet 191 and the first outlet 192 are connected to each other, and the second inlet 193 and the third outlet 195 are connected to each other via the flow passage VP formed through the valve body VB. In this position of the valve body VB, the second outlet 194 of the first flow control valve 190 is closed by the valve body VB (see...). Figure 12 ).

[0150] At this time, in the valve body VB of the first flow control valve 190, the flow passage connecting the first inlet 191 and the first outlet 192 to each other and the flow passage connecting the second inlet 193 and the third outlet 195 to each other are completely separated from each other.

[0151] In addition, Figure 8 In high-performance mode, such as from Figure 9 It can be seen that controlling the rotational position of the valve body VB of the second flow control valve 200 causes the first inlet 201 and the first outlet 202 to be connected to each other via the flow channel VP formed through the valve body VB. Furthermore, controlling the rotational position of the valve body VB of the second flow control valve 200 causes the third inlet 205 and the second outlet 204 to be connected to each other via the flow channel VP formed through the valve body VB.

[0152] In this position of valve body VB, the second inlet 203 of the second flow control valve 200 can be open, rather than closed by valve body VB. However, the second outlet 194 of the first flow control valve 190 is closed, so coolant is not discharged through the second outlet 194 of the first flow control valve 190. Therefore, no coolant is introduced through the second inlet 203 of the second flow control valve 200.

[0153] Even within the valve body VB of the second flow control valve 200, the flow passages connecting the first inlet 201 and the first outlet 202 to each other, and the flow passages connecting the third inlet 205 and the second outlet 204 to each other, are completely separated from each other.

[0154] Figure 10 It is shown in the diagram Figure 8 A view of the flow of coolant from the front wheel motor 175 and the rear wheel motor 174, as well as the front wheel inverter 171 and the rear wheel inverter 172, to the radiators 113 and 124 in high-performance mode, and the method of cooling the battery 176. In high-performance mode, such as... Figure 8 As shown, a cooler 125 is used to cool the battery 176 instead of the second radiator 124 and outside air. To this end, the flow direction of the coolant is controlled by a fourth valve 129, causing the coolant to flow through the second bypass line 128 instead of the second radiator 124. This is consistent with... Figure 6 The battery cooling process shown is identical.

[0155] As described above, since the coolant is bypassed to avoid the second radiator 124, separate cooling is performed, wherein the coolant circulates only through the battery 176, the coolant heater 126, the cooler 125, the fourth valve 129, the second coolant line 127 on which the above-mentioned components are arranged, and the second bypass line 128.

[0156] Therefore, in high-performance mode, cooler 125 is used instead of second radiator 124 to cool the refrigerant. In cooler 125, the refrigerant must be cooled by the refrigerant while heat exchange occurs between the refrigerant and coolant. Therefore, compressor 144 is turned on to allow the refrigerant to circulate along refrigerant line 155.

[0157] Furthermore, in high-performance mode, the front wheel motor 175 and the rear wheel motor 174 are cooled by the coolant used as the first radiator 113 of the high-temperature radiator HTR due to heat radiation. Additionally, the front wheel inverter 171, the rear wheel inverter 172, and the integrated charging control unit 173 are cooled by the coolant used as the second radiator 124 of the low-temperature radiator LTR due to heat radiation.

[0158] In other words, as described above, with the first flow control valve 190 and the second flow control valve 200 controlled, the coolant circulating along the first coolant line 114 is cooled by the first radiator 113 due to thermal radiation. The coolant is then distributed and flows to the first coolant line 114, which connects to the second flow control valve 200 from the first flow control valve 190. At this time, the coolant cools the front wheel motor 175 and the rear wheel motor 174 while flowing along the first coolant line 114, and then flows to the second flow control valve 200.

[0159] The coolant that has moved to the second flow control valve 200 passes through the heat exchanger 158, moves to the first radiator 113, is cooled by the first radiator 113 due to thermal radiation, and then flows to the first flow control valve 190 to cool the front wheel motor 175 and the rear wheel motor 174. In this way, the coolant flowing along the first coolant line 114 cools the front wheel motor 175 and the rear wheel motor 174, and then continues to circulate along the route through the first radiator 113.

[0160] Meanwhile, the coolant circulating along the second coolant line 127 is cooled by the second radiator 124 due to thermal radiation, and then moves to the third coolant line 183 connected to the second flow control valve 200 via the second inlet 193 and the third outlet 195 of the first flow control valve 190. As the coolant flows along the third coolant line 183, it cools the front wheel inverter 171, the rear wheel inverter 172, and the integrated charging control unit 173.

[0161] The coolant, having cooled the front-wheel inverter 171, rear-wheel inverter 172, and integrated charging control unit 173, passes through the third inlet 205 and the second outlet 204 of the second flow control valve 200. The coolant then moves through the heat exchanger 158 in the second coolant line 127 to the second radiator 124, where it is cooled by thermal radiation, and flows to the first flow control valve 190 to cool the front-wheel inverter 171, rear-wheel inverter 172, and integrated charging control unit 173.

[0162] In this manner, the coolant from the second radiator 124 continuously circulates between the first flow control valve 190 and the second flow control valve 200 along the second coolant line 127 and the third coolant line 183 to cool the front wheel inverter 171, the rear wheel inverter 172, and the integrated charging control unit 173.

[0163] As mentioned above, even in Figure 8 In high-performance mode, the coolant flows via electric water pumps 112 and 122 along the first coolant line 114, the second coolant line 127, and the third coolant line 183, thereby significantly reducing line resistance. Furthermore, the coolant circulates separately along the second coolant line 127 of the second cooling circuit 120 to cool the battery 176. Therefore, increasing the coolant flow rate in the system is not a problem.

[0164] Specifically, the coolant flows in parallel along the first coolant line 114 and the second coolant line 127, which greatly reduces line resistance and thus increases the coolant flow rate in the system.

[0165] As described above, when the driver selects the high-performance mode (Sport mode), thermal management control is executed to... Figures 8 to 10 In normal operating conditions, the power electronic (PE) components and battery are cooled, resulting in more powerful and specialized cooling performance. In high-performance mode, the front wheel inverter 171, rear wheel inverter 172, and integrated charge control unit (ICCU) 173 are individually cooled using a second heatsink 124, resulting in even better cooling performance.

[0166] Figure 11 It is shown in Figure 3 A view of the first flow control valve 190 in the open state under battery integrated cooling mode. Figure 12 It is shown in Figure 8 A view of the open state of the first flow control valve 190 in high-performance mode. Figure 13 It is shown in Figure 8 A view of the open state of the second flow control valve 200 in high-performance mode.

[0167] like Figures 11 to 13As shown, the valve body VB is rotatably mounted in the valve housing VH of each of the first flow control valve 190 and the second flow control valve 200. The valve body VB is rotated by an actuator (not shown), and the actuator is driven by a controller.

[0168] A flow passage VP is formed through the valve body VB. The flow passage VP is located within the valve body VB such that coolant passes through predetermined ports in the valve housing VH depending on the rotational position of the valve body VB. The ports are interconnected via the flow passage VP in the valve body VB, thereby allowing coolant to flow through the flow passage VP in the valve body VB and thus through selected ports. In this way, the interconnected ports change according to the rotational position of the valve body VB, thereby changing the direction of coolant flow.

[0169] Reference Figure 12 As can be seen, controlling the rotational position of the valve body of the first flow control valve 190 allows the first inlet 191 and the first outlet 192 to communicate with each other, and the second inlet 193 and the third outlet 195 to communicate with each other via the flow passage VP formed through the valve body VB. At this position of the valve body VB, the second outlet 194 of the first flow control valve 190 is closed by the valve body VB.

[0170] In addition, from Figure 12 It can be seen that in the valve body VB of the first flow control valve 190, the flow channel connecting the first inlet 191 and the first outlet 192 to each other and the flow channel connecting the second inlet 193 and the third outlet 195 to each other are completely separated from each other.

[0171] Reference Figure 13 It can be seen that controlling the rotational position of the valve body of the second flow control valve 200 enables the third inlet 205 and the second outlet 204 to communicate with each other. It can also be seen that the first inlet 201 and the first outlet 202 are connected to each other via a flow channel VP formed through the valve body VB.

[0172] In this position of valve body VB, the second inlet 203 of the second flow control valve 200 can be open, rather than closed by valve body VB. However, the second outlet 194 of the first flow control valve 190 is closed, and coolant is not discharged through the second outlet 194 of the first flow control valve 190. Therefore, coolant is not introduced through the second inlet 203 of the second flow control valve 200.

[0173] Furthermore, even within the valve body VB of the second flow control valve 200, the flow passages connecting the third inlet 205 and the second outlet 204 to each other, as well as the flow passages connecting the first inlet 201 and the first outlet 202 to each other, are completely separated from each other.

[0174] at the same time, Figure 14This is a view illustrating the construction of a thermal management system according to a second embodiment of the present invention. As shown, in the thermal management system according to the second embodiment of the present invention, flow control valve assemblies 190a and 200a are used instead of flow control valves. Flow control valve assemblies 190a and 200a are flow control devices comprising multiple valves 196, 197, 206, and 207 and connecting pipes 181 and 182. Apart from using flow control valve assemblies instead of flow control valves, the thermal management system according to the second embodiment is otherwise constructed identically to the thermal management system according to the first embodiment.

[0175] In a second embodiment of the present invention, the flow control device includes a first flow control valve group 190a as a first flow control device and a second flow control valve group 200a as a second flow control device. In the second embodiment, the installation positions of the first flow control valve group 190a and the second flow control valve group 200a are no different from those of the first flow control valve 190 and the second flow control valve 200 in the first embodiment. Furthermore, the arrangement of the front wheel motor 175 and the rear wheel motor 174, the front wheel inverter 171 and the rear wheel inverter 172, and the integrated charging control unit 173 are no different from those in the first embodiment.

[0176] In the thermal management system according to the second embodiment, a first coolant line 114 connected to a first radiator 113, a second coolant line 127 connected to a second radiator 124, and a third coolant line 183 connected to them in parallel in a branch configuration are connected to each other via flow control valve assemblies 190a and 200a. Here, the flow control valve assemblies include two flow control valve assemblies configured to allow coolant to flow between the first coolant line 114, the second coolant line 127, and the third coolant line 183, namely, the first flow control valve assembly 190a and the second flow control valve assembly 200a.

[0177] The first flow control valve assembly 190a and the second flow control valve assembly 200a consist of connecting lines 181 and 182 that connect the first coolant line 114 and the second coolant line 127 to each other, as well as multiple valves 196, 197, 206, and 207. In this configuration, the first coolant line 114, located at the rear end of the first radiator 113, and the second coolant line 127, located at the rear end of the second radiator 124, are connected to each other via the first flow control valve assembly 190a. Similarly, the first coolant line 114, located at the front end of the first radiator 113, and the second coolant line 127, located at the front end of the second radiator 124, are connected to each other via the second flow control valve assembly 200a.

[0178] In other words, in the second embodiment of the invention, as Figure 14As shown, the first flow control valve assembly 190a is configured to connect the first coolant line 114 located at the rear end of the first electric water pump 112 and the second coolant line 127 located at the rear end of the second electric water pump 122 to each other. Furthermore, the second flow control valve 200a is configured to connect the first coolant line 114 located at the front end of the heat exchanger 158 and the second coolant line 127 located at the front end of the heat exchanger 158 to each other.

[0179] Furthermore, a third coolant line 183, branching from the first flow control valve assembly 190a, is connected to the second flow control valve assembly 200a. Similar to the first embodiment, the third coolant line 183 is a branch coolant line and is connected in parallel to the first coolant line 114 between the two flow control valve assemblies 190a and 200a. The third coolant line 183 connects the first flow control valve assembly 190a and the second flow control valve assembly 200a to each other.

[0180] The construction of each flow control valve assembly is described in more detail. The first flow control valve assembly 190a includes a first connecting line 181 installed to connect a first coolant line 114 and a second coolant line 127 to each other, and includes a first branch valve 196 installed at a branch point where the first connecting line 181 branches off from the second coolant line 127. The first branch valve may be a three-way valve. The first flow control valve assembly 190a also includes a second branch valve 197 installed at a branch point where a third coolant line 183 branches off from the first connecting line 181. The second branch valve may also be a three-way valve.

[0181] Furthermore, the second flow control valve assembly 200a includes a second connecting line 182 installed to connect the first coolant line 114 and the second coolant line 127 to each other, and includes a third branch valve 206 installed at a branch point of the second connecting line 182 from the second coolant line 127. The third branch valve may be a three-way valve. The second flow control valve assembly 200a also includes a fourth branch valve 207 installed at a branch point of the third coolant line 183 from the second connecting line 182. The fourth branch valve may also be a three-way valve.

[0182] In the two flow control valve groups 190a and 200a, a third coolant line 183 is connected between the second branch valve 197 and the fourth branch valve 207, and the front wheel inverter 171, the rear wheel inverter 172, and the integrated charge control unit (ICCU) 173 are arranged on the third coolant line 183 in the same manner as in the first embodiment. Furthermore, in the two flow control valve groups 190a and 200a, each of the four branch valves 196, 197, 206, and 207 is a three-way valve and a solenoid valve configured to be controlled according to a control signal from the controller.

[0183] Furthermore, in the second embodiment of the invention, each of the first flow control valve group 190a and the second flow control valve group 200a performs the function of controlling the flow direction of the coolant in a total of five directions in the same manner as each flow control valve (which is a five-way valve) in the first embodiment. Moreover, since each branch valve is controlled by a controller, the thermal management system according to the second embodiment of the invention can also operate in normal mode and battery integrated cooling mode, normal mode and battery separate cooling mode, and high-performance (motion) mode.

[0184] Figures 15 to 17 This is a view showing the operating status of a thermal management system according to a second embodiment of the present invention. Figure 15 The operating status is shown in normal mode and battery integrated cooling mode. Figure 16 The operating status is shown in normal mode and battery disconnect cooling mode. Figure 17 The operating status in high-performance mode is shown.

[0185] Basically, refer to Figures 15 to 17 In each mode of the second embodiment, the coolant pipelines for coolant flow, the direction and path of coolant flow, and the heat sink for cooling the power electronic components and battery 176 that have been cooled by thermal radiation are no different from those in each mode of the first embodiment.

[0186] Those skilled in the art to which this invention pertains should fully understand that the direction and path of coolant flow in each mode can be changed in the same manner as in the first embodiment by controlling the first branch valve 196 and the second branch valve 197 of the first flow control valve group 190a and the third branch valve 206 and the fourth branch valve 207 of the second flow control valve group 200a.

[0187] Furthermore, assuming that the direction and path of coolant flow in each mode of operation in the second embodiment are the same as in each mode of operation in the first embodiment, those skilled in the art should fully understand that... Figures 15 to 17 The control state of each branch valve in each mode. Therefore, the description of the operating state of each mode in the second embodiment is omitted.

[0188] The thermal management system for electric vehicles according to embodiments of the present invention has been described in detail above. In the thermal management system according to the present invention, the resistance of each coolant line can be reduced compared to conventional techniques, thereby significantly increasing the coolant flow rate through each radiator. Furthermore, cooling performance under various vehicle conditions can be improved by performing optimal coolant flow control for each mode.

[0189] As can be seen from the above, the electric vehicle thermal management system according to the present invention has the effect and advantage of significantly increasing the coolant flow rate in each coolant line and the coolant flow rate through each radiator compared with conventional technology. Furthermore, cooling performance under various vehicle conditions can be improved by performing optimal coolant flow control for each mode.

[0190] The effects and advantages of this invention are not limited to those described above. Those skilled in the art should clearly understand from the above description other effects not mentioned.

[0191] Those skilled in the art will understand that the present invention is not limited to the embodiments and drawings described above. Furthermore, it is obvious that various substitutions, modifications, and variations can be made without departing from the technical spirit of the present invention.

Claims

1. A thermal management system for an electric vehicle, the thermal management system comprising a water-cooled cooling system configured to cool power electronic components and a battery, wherein, The water-cooled cooling system includes: A first radiator, a first electric water pump, and a first coolant line connected to the first radiator, the first coolant line being configured to circulate coolant through the first electric water pump; A second radiator, a second electric water pump, and a second coolant line connected to the second radiator, the second coolant line being configured to circulate coolant through the second electric water pump; and A first flow control device and a second flow control device are installed upstream and downstream of the first and second radiators, respectively, to control the flow direction of coolant between the first coolant pipeline, the second coolant pipeline, and the third coolant pipeline. The third coolant line is installed to connect the first flow control device and the second flow control device to each other. At least a portion of the power electronic components are installed in the first coolant line between the first flow control device and the second flow control device to be cooled by the coolant, and The remaining power electronic components are installed in the third coolant line between the first flow control device and the second flow control device to be cooled by the coolant. The battery is mounted on the second coolant line to be cooled by the coolant. A bypass line is installed to connect the front and rear ends of the second radiator to each other, so that the coolant already passing through the battery bypasses the second radiator, and The three-way valve is installed at the location where the bypass line branches off from the second coolant line. The second coolant pipeline is equipped with a third electric water pump and a battery cooler configured to cool the coolant passing through the battery via heat exchange between the coolant and the refrigerant of the air conditioner. With the flow passage to the bypass line open by the three-way valve, the coolant circulated by the third electric water pump flows along the second coolant line through the battery and the cooler, and then through the bypass line.

2. The thermal management system according to claim 1, wherein: The vehicle drive motor, as one of the power electronic components, is installed in the first coolant line between the first flow control device and the second flow control device, and An inverter, one of the power electronic components, is installed in the third coolant line and is configured to drive and control the vehicle drive motor.

3. The thermal management system according to claim 2, wherein: The vehicle drive motor installed in the first coolant line includes a front wheel motor configured to drive the front wheels and a rear wheel motor configured to drive the rear wheels. The inverter installed in the third coolant line includes a front-wheel inverter configured to drive and control the front-wheel motor and a rear-wheel inverter configured to drive and control the rear-wheel motor.

4. The thermal management system according to claim 2, wherein, An on-board charger and a low-voltage DC-DC converter configured to charge the battery are further installed in the third coolant line for cooling by the coolant.

5. The thermal management system according to claim 1, wherein: Each of the first flow control device and the second flow control device is configured to control the flow direction of the coolant according to the control signal output by the controller, and The controller outputs a control signal to control the flow direction of the coolant, so that the coolant that has passed through the first radiator is distributed to the first coolant line and the third coolant line between the two flow control devices to flow in parallel.

6. The thermal management system according to claim 5, wherein: When the driver selects normal mode from the vehicle driving mode, the controller outputs a control signal to control the flow direction of the coolant, so that the coolant that has passed through the first radiator is distributed to the first coolant line and the third coolant line between the two flow control devices to flow in parallel.

7. The thermal management system according to claim 1, wherein: Each of the first flow control device and the second flow control device is configured to control the flow direction of the coolant according to the control signal output by the controller, and The controller outputs a control signal to control the flow direction of the coolant, so that the coolant that has passed through one of the two radiators passes through the first coolant line between the two flow control devices and the coolant that has passed through the other of the two radiators passes through the third coolant line.

8. The thermal management system according to claim 7, wherein: When the driver selects the high-performance mode from the vehicle driving mode, the controller outputs a control signal to control the flow direction of the coolant, so that the coolant that has passed through one of the two radiators passes through the first coolant line between the two flow control devices and the coolant that has passed through the other of the two radiators passes through the third coolant line.

9. The thermal management system according to claim 1, wherein: Each of the first flow control device and the second flow control device is configured to control the flow direction of the coolant according to the control signal output by the controller, and When the driver selects normal mode from the vehicle driving mode, the controller outputs a control signal to control the flow direction of the coolant, so that the coolant that has passed through the first radiator is distributed to the first coolant line and the third coolant line between the two flow control devices to flow in parallel, and so that the coolant that has passed through the second radiator flows to the second coolant line where the battery is installed to cool the battery.

10. The thermal management system according to claim 1, wherein: When the driver selects the high-performance mode from the vehicle's driving modes, the controller controls the three-way valve to open the flow channel to the bypass line, drives the third electric water pump, causing the coolant to circulate along the second coolant line where the battery is installed and the bypass line, and operates the air conditioner's compressor, causing the refrigerant to pass through the cooler to cool the battery.

11. The thermal management system according to claim 10, wherein: Each of the first and second flow control devices is configured to control the flow direction of the coolant according to a control signal output by the controller, and When the driver selects the high-performance mode from the vehicle driving mode, the controller outputs a control signal to control the flow direction of the coolant, so that the coolant that has passed through one of the two radiators passes through the first coolant line between the two flow control devices and the coolant that has passed through the other of the two radiators passes through the third coolant line.

12. The thermal management system according to claim 1, wherein: The first flow control device is a first flow control valve installed between the first coolant line, the second coolant line, and the third coolant line located at the rear end of the first radiator and the rear end of the second radiator. The second flow control device is a second flow control valve installed between the first coolant line, the second coolant line, and the third coolant line located at the front end of the first radiator and the front end of the second radiator.

13. The thermal management system according to claim 12, wherein: The first flow control valve is a five-way valve having a first inlet, a first outlet, a second inlet, a second outlet, and a third outlet. The first coolant line, connected to the outlet side of the first radiator, is connected to the first inlet of the first flow control valve. The first coolant line connected to the second flow control valve is connected to the first outlet of the first flow control valve. The second coolant line, connected to the outlet side of the second radiator, is connected to the second inlet of the first flow control valve. The second coolant line, connected to the coolant path inlet side of the battery, is connected to the second outlet of the first flow control valve, and The third coolant line, which is connected to the second flow control valve, is connected to the third outlet of the first flow control valve.

14. The thermal management system according to claim 12, wherein: The second flow control valve is a five-way valve having a first inlet, a first outlet, a second inlet, a second outlet, and a third inlet. The first coolant line, which connects to the first outlet of the first flow control valve, is connected to the first inlet of the second flow control valve. The first coolant line, connected to the inlet side of the first radiator, is connected to the first outlet of the second flow control valve. The second coolant line, connected to the coolant path outlet side of the battery, is connected to the second inlet of the second flow control valve. The second coolant line connected to the inlet side of the second radiator is connected to the second outlet of the second flow control valve, and The third coolant line, which is connected from the third outlet of the first flow control valve, is connected to the third inlet of the second flow control valve.

15. The thermal management system according to claim 13, wherein: The first flow control device is a first flow control valve assembly, including connecting lines and multiple valves. The connecting lines are configured to connect the first coolant line and the second coolant line at the rear end of the first radiator and the rear end of the second radiator, respectively. The second flow control device is a second flow control valve assembly, including connecting lines and multiple valves. The connecting lines are configured to connect the first coolant line and the second coolant line at the front end of the first radiator and the front end of the second radiator.

16. The thermal management system according to claim 15, wherein, The first flow control valve assembly includes: A first connecting line is installed to connect the first coolant line and the second coolant line to each other; A first branch valve, installed at the location where the first connecting line branches off from the second coolant line, is a three-way valve; and The second branch valve is installed at the location where the third coolant line branches off from the first connecting line, and the second branch valve is a three-way valve.

17. The thermal management system according to claim 15, wherein, The second flow control valve assembly includes: A second connecting line is installed to connect the first coolant line and the second coolant line to each other; A third branch valve, wherein the third branch valve is installed at the branch point where the second connecting line branches off from the second coolant line, and the third branch valve is a three-way valve; and The fourth branch valve is installed at the location where the third coolant line branches off from the second connecting line, and the fourth branch valve is a three-way valve.

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