A thermal management system of an electric vehicle and the electric vehicle

Abstract

The application discloses a heat management system of an electric vehicle and the electric vehicle, and relates to the technical field of electric vehicles. The heat management system of the electric vehicle comprises a heat exchanger, a radiator connected with the heat exchanger in a heat exchange mode, a heater connected with a battery pack of the electric vehicle, the heater being connected with a passenger cabin of the electric vehicle and the heat exchanger in a heat exchange mode, a first cooling liquid circuit connected with the heat exchanger, the radiator and a driving motor of the electric vehicle in a heat exchange mode and allowing the heat exchanger to absorb heat from the driving motor and the radiator, a second cooling liquid circuit connected with the battery pack and the heater in a heat exchange mode and allowing the battery pack to absorb heat from the second cooling liquid circuit, and a third cooling liquid circuit connected with the heater and the passenger cabin of the electric vehicle in a heat exchange mode. The heat management system of the electric vehicle can precisely control the heat management of each component of the electric vehicle under various conditions.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of electric vehicles, and particularly relates to a thermal management system of an electric vehicle and the electric vehicle. BACKGROUND

[0002] Compared with fuel vehicles, the thermal management of electric vehicles increases the thermal management requirements of batteries, electric machines and electronic components. This means that the thermal management strategy of new energy electric vehicles is more complex and has higher requirements. However, due to the requirements of electric vehicles for high energy density and long service life of batteries and high-power fast charging capacity of customers, the traditional electric vehicle thermal management scheme cannot fully meet the user requirements, and the upgrading of the electric vehicle cooling scheme also puts forward higher efficiency and more refined requirements for the thermal management strategy of the electric vehicle. SUMMARY

[0003] The present application aims to provide a thermal management system of an electric vehicle and the electric vehicle, which can accurately control the thermal management of each component of the electric vehicle under various conditions and realize efficient recovery of waste heat of the heat dissipation component.

[0004] To solve the above technical problems, the present application is realized by the following technical scheme:

[0005] The present application provides a thermal management system of an electric vehicle, comprising:

[0006] a heat exchanger;

[0007] a radiator connected to the heat exchanger in a heat exchange manner;

[0008] a heater connected to a battery pack of the electric vehicle, and the heater is connected to a passenger compartment of the electric vehicle and the heat exchanger in a heat exchange manner;

[0009] a first cooling liquid circuit connected to the heat exchanger, the radiator and a drive motor of the electric vehicle in a heat exchange manner, and the heat exchanger is allowed to absorb heat from the drive motor and the radiator;

[0010] a second cooling liquid circuit connected to the battery pack and the heater in a heat exchange manner, and the battery pack is allowed to absorb heat from the second cooling liquid circuit; and

[0011] a third cooling liquid circuit connected to the heater and the passenger compartment of the electric vehicle in a heat exchange manner.

[0012] In an embodiment of the present application, the first cooling liquid circuit comprises a first three-way valve connected between the drive motor and the radiator.

[0013] In an embodiment of the present application, the outlet of the first three-way valve is connected to the input end and / or the output end of the radiator.

[0014] In an embodiment of the present application, the first cooling liquid circuit comprises a four-way valve, the inlet of the four-way valve is connected to the output end of the heat exchanger and the radiator, and the outlet of the four-way valve is connected to the input end of the heat exchanger and the battery pack.

[0015] In an embodiment of the present application, the first cooling liquid circuit comprises a second three-way valve, the inlet of the second three-way valve is connected to the outlet of the four-way valve, and the outlet of the second three-way valve is connected to the input end of the heat exchanger and the heater.

[0016] In an embodiment of the present application, the second cooling liquid circuit comprises a third three-way valve, the inlet of the third three-way valve is connected to the passenger cabin of the electric vehicle and the outlet of the four-way valve, and the outlet of the third three-way valve is connected to the inlet of the heater.

[0017] In an embodiment of the present application, the second cooling liquid circuit comprises a second pump body, the input end of the second pump body is connected to the battery pack in a heat exchange mode, and the output end of the second pump body is connected to the input end of the heat exchanger and / or the inlet of the heater.

[0018] In an embodiment of the present application, the second cooling liquid circuit comprises a third pump body, the input end of the third pump body is connected to the outlet of the heater, and the output end of the third pump body is connected to the battery pack or the passenger cabin of the electric vehicle in a heat exchange mode.

[0019] In an embodiment of the present application, the third cooling liquid circuit comprises a three-way pipe, the three-way pipe is connected to the output end of the third pump body, the passenger cabin of the electric vehicle and the input end of the heat exchanger.

[0020] The present application provides an electric vehicle comprising the heat management system of the electric vehicle as described in the present application.

[0021] As described above, the present application provides a heat management system of an electric vehicle, which can selectively absorb heat from the radiator and the drive motor, so as to cool the drive motor and the radiator, and utilize the waste heat of the drive motor and the radiator to heat the battery pack and supplement the heat for the passenger cabin. According to the heat management system of the electric vehicle provided by the present application, the battery pack can be actively heated or the passenger cabin can be supplemented with heat while absorbing the heat of the drive motor and the radiator. The heat management system provided by the present application can realize decoupling control of the heat dissipation components, so as to adapt to different modes of the electric vehicle, accurately control multiple heat dissipation components, and simultaneously realize efficient recovery of the waste heat of the heat dissipation components, thereby achieving high control efficiency and high heat utilization rate.

[0022] Of course, implementing any product of the present application does not necessarily require achieving all of the advantages described above at the same time. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed for the description of the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and all other drawings obtained by those of ordinary skill in the art without creative effort based on these drawings are within the scope of protection of the present application.

[0024] Figure 1 The structure schematic diagram of the cooling liquid circuit of the heat management system.

[0025] Figure 2 The structure schematic diagram of the first cooling liquid circuit.

[0026] Figure 3 The structure schematic diagram of the second cooling liquid circuit.

[0027] Figure 4 The structure schematic diagram of the third cooling liquid circuit.

[0028] Label explanation: 100, first cooling liquid circuit; 200, second cooling liquid circuit; 300, third cooling liquid circuit; 101, first pump body; 102, first three-way valve; 103, four-way valve; 104, second three-way valve; 105, first three-way pipe; 106, second three-way pipe; 10, heat exchanger; 20, radiator; 30, heater; 40, battery pack; 50, drive motor; 60, heating core; 201, third three-way pipe; 202, second pump body; 203, fourth three-way pipe; 204, third three-way valve; 205, third pump body; 301, fifth three-way pipe. DETAILED DESCRIPTION

[0029] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0030] An electric vehicle refers to a vehicle that uses an on-board power source as power and uses an electric motor to drive wheels to travel. In the electric vehicle, current is generated by a storage battery, the current is adjusted by a power regulator to drive the electric motor to work, and the electric motor transmits power through a power transmission system to drive the vehicle to travel. In this process, the temperature of the working environment of each component of the electric vehicle directly affects the service life of the component and the working efficiency of the electric vehicle. The efficiency of the thermal management system depends largely on the optimized control strategy of the system, which involves the control of component parameters such as pump speed, electrically controlled thermostat valve opening and cooling fan speed. The electric vehicle thermal management system provided by the present application can be used for thermal management of the electric vehicle, and can accurately control the temperature of the battery, the electric motor, the heater and the passenger compartment of the electric vehicle.

[0031] Referring to Figures 1 to 4 The present application provides a thermal management system of an electric vehicle, which comprises a heat exchanger 10, a radiator 20 and a heater 30. The radiator 20 is connected to the heat exchanger 10 in a heat exchange manner. The heater 30 is electrically connected to a battery pack 40 of the electric vehicle, and the heater 30 is connected to a driving motor 50 of the electric vehicle in a heat exchange manner. The thermal management system further comprises a first cooling liquid circuit 100, a second cooling liquid circuit 200 and a third cooling liquid circuit 300. The first cooling liquid circuit 100 is connected to the heat exchanger 10, the radiator 20 and the driving motor 50 in a heat exchange manner, and the heat exchanger 10 can absorb heat from the driving motor 50 and the radiator 20. The second cooling liquid circuit 200 is connected to the heater 30 and the battery pack 40 in a heat exchange manner, and the battery pack 40 can absorb heat from the second cooling liquid circuit 200. The third cooling liquid circuit 300 is connected to the heater 30 and a passenger compartment of the electric vehicle in a heat exchange manner. In this embodiment, the heat exchange manner is connected by a heat exchange medium, for example, the connection can be by cooling liquid. Specifically, the cooling liquid is water, for example. In the first cooling liquid circuit 100, the cooling liquid flows through the driving motor 50 and the radiator 20, and due to the temperature difference, the heat of the driving motor 50 and the radiator 20 is absorbed by the cooling liquid. When the cooling liquid flows through the heat exchanger 10, heat exchange occurs between the cooling liquid and the heat exchanger 10. The heat exchanger 10 can be a plate heat exchanger. Through the first cooling liquid circuit 100, the second cooling liquid circuit 200 and the third cooling liquid circuit 300, each component in the cooling liquid circuit can be well decoupled and controlled, so as to realize accurate control of the temperature of each component, and the cooling liquid circuit can further utilize the waste heat of the heat dissipation components to realize effective recovery of the waste heat.

[0032] Referring to Figure 1 and Figure 2As shown, in one embodiment of the present invention, the first coolant circuit 100 includes a first pump body 102, with coolant introduced into the input end of the first pump body 102. Specifically, the coolant is placed in the water tank of the electric vehicle, and the input end of the first pump body 102 is connected to the water tank of the electric vehicle. The output end of the first pump body 102 is connected to the drive motor 50 via a heat exchange method. Specifically, the output end of the first pump body 102 is connected to the coolant circulation structure within the drive motor 50 through a pipe. When the coolant flows through the drive motor 50, it absorbs the heat generated by the operation of the drive motor 50. The coolant is then discharged from the coolant circulation structure within the drive motor 50 through a pipe, thereby completing the cooling and heat dissipation of the drive motor 50.

[0033] Please see Figure 1 and Figure 2 As shown, in one embodiment of the present invention, the first coolant circuit 100 includes a first three-way valve 103, which is connected between the drive motor 50 and the radiator 20. Specifically, the drive motor 50 and the radiator 20 can be connected by a pipe, and the first three-way valve 103 can be installed on the connecting pipe between the drive motor 50 and the radiator 20. The first three-way valve 103 includes three valve ports, such as... Figure 2 As shown, the system includes valve ports a1, b1, and c1. Valve port a1 is connected to the drive motor 50 via a pipe and serves as the water inlet. Valve ports b1 and c1 are the water outlets. Valve port b1 is connected to one end of the radiator 20 via a pipe, and valve port c1 is connected to the other end of the radiator 20 via a pipe. By controlling the angle of the valve core of the first three-way valve 103, the radiator 20 is connected to the first coolant circuit. When the valve core of the first three-way valve 103 is in its initial state, valve ports a1 and b1 are open, allowing coolant to flow from the drive motor 50 and continue flowing through the radiator 20, absorbing heat from the radiator 20. When the valve core of the first three-way valve 103 is rotated, valve ports a1 and c1 are also partially open. Depending on the rotation angle of the valve core, the flow rate between valve ports a1 and c1 differs from that between valve ports a1 and b1, and these flows are directly proportional to the rotation angle of the valve core. By controlling the rotation angle of the valve core of the first three-way valve 103, the flow rate of coolant through the radiator 20 can be regulated, enabling precise thermal management control of the radiator 20. This allows for component decoupling of the radiator 20 and utilization of its waste heat. When other parts of the electric vehicle require heat, the waste heat of the radiator 20 can be utilized by connecting valve ports a1 and b1. Conversely, when the pressure of the coolant absorbing heat is high, cooling of the radiator 20 can be skipped through valve ports a1 and c1, alleviating cooling pressure. Furthermore, precise cooling of the radiator 20 can also be achieved by adjusting the valve core angle of the first three-way valve 102.

[0034] Referring to Figure 1 and Figure 2 As shown in the figure, in an embodiment of the present application, the first cooling liquid circuit 100 comprises a four-way valve 103 and a second three-way valve 104. The four-way valve 103 is connected between the heat exchanger 10 and the first pump body 101. Specifically, the four-way valve 103 and the heat exchanger 10 are connected by a pipe, the four-way valve 103 and the first pump body 101 are directly connected by a pipe, or the valve port of the four-way valve 103 is connected to the water tank (not shown in the figure) of the electric vehicle by a pipe. Among them, the four-way valve 103 comprises four valve ports, for example, a2 valve port, b2 valve port, c2 valve port and d2 valve port. Figure 2 As shown in the figure, the four-way valve 103 comprises a2 valve port, b2 valve port, c2 valve port and d2 valve port. In this embodiment, the a2 valve port and the c2 valve port are water outlets, and the a2 valve port and the c2 valve port are oppositely arranged. The b2 valve port and the d2 valve port are water inlets, and the b2 valve port and the d2 valve port are oppositely arranged. In this embodiment, the a2 valve port is in communication with the first pump body 101, and the c2 valve port is connected to the water inlet of the second three-way valve 104. The b2 valve port is connected to the output end of the radiator 10, and the d2 valve port is connected to the output end of the heat exchanger 10. Among them, the second three-way valve 104 comprises three valve ports, for example, a3 valve port, b3 valve port and c3 valve port, wherein the a3 valve port and the c3 valve port are located on the same straight line. Among them, the a3 valve port is a water inlet, and the a3 valve port is connected to the c2 valve port. The b3 valve port and the c3 valve port are water outlets, and the b3 valve port is connected to the input end of the heat exchanger 10. The cooling liquid output by the first pump body 101 passes through the driving motor 50 and the radiator 20, absorbs the heat on the driving motor 50 and the radiator 20, and flows back to the four-way valve 103. Through the scheduling of the four-way valve 103, the cooling liquid is output from the c2 valve port, enters the second three-way valve 104, and is scheduled by the second three-way valve 104. The cooling liquid is output from the b3 valve port to the heat exchanger 10, and is cooled again by the heat exchanger 10. The cooling liquid flows out of the heat exchanger 10, enters the d2 valve port of the four-way valve 103, and is scheduled by the four-way valve 103, and is output from the a2 valve port to the first pump body 101, and the circulation cooling is started again.

[0035] Referring to Figure 1 and Figure 2As shown, in one embodiment of the present invention, a first tee pipe 105 connects the radiator 20 and the four-way valve 103. Specifically, a tee pipe is installed on the connecting pipe between the radiator 20 and the b2 valve port to form a branch structure. The c1 valve port of the first tee valve 102 is connected to the first tee pipe 105. By adjusting the valve core angle of the first tee valve 102, the a1 and c1 valve ports are made conductive, thereby regulating the flow rate of coolant through the radiator 20. When the a1 and b1 valve ports are fully conductive, all coolant passes through the radiator 20. When the a1 and c1 valve ports are fully conductive, the coolant can directly connect to the four-way valve 103 after passing through the first tee valve 102. A second tee pipe 106 connects the c3 valve port and the heat exchanger 10. The second tee pipe 106 and the b3 valve port of the second tee valve 104 are connected to the second coolant circuit 200.

[0036] Please see Figure 1 and Figure 3 As shown, in one embodiment of the present invention, the second coolant circuit 200 includes a third three-way pipe 201, a second pump body 202, and a fourth three-way pipe 203. The third three-way pipe 201 is connected to the b3 port of the second three-way valve 104. The outlet of the third three-way pipe 201 is connected to the battery pack 40, specifically to the coolant circulation structure of the battery pack 40. After the coolant is discharged from the b3 port, it flows through the battery pack 40, absorbing heat from the battery pack 40. The input end of the second pump body 202 is connected to the battery pack 40, specifically to the coolant circulation structure of the battery pack 40. The output end of the second pump body 202 is connected to the fourth three-way pipe 203. The second pump body 202 draws and outputs coolant to the heat exchanger 10 and the heater core 60. Specifically, a portion of the coolant flows back to the input end of the heat exchanger 10 through the fourth three-way pipe 203 and the second three-way pipe 106. The coolant is absorbed by the heat exchanger 10 and recirculated. A portion of the coolant flows through the heater 30 for heating. The heater core 60 is connected to the passenger compartment and can supply hot air to the passenger compartment, thereby achieving heat exchange between the second coolant circuit 200 and the passenger compartment.

[0037] Please see Figure 1 and Figure 3As shown, in one embodiment of the present invention, the second coolant circuit 200 includes a third three-way valve 204 and a third pump body 205. The third three-way valve 204 includes three valve ports, such as a4, b4, and c4. Valve port b4 is connected to a fourth three-way pipe 203. Coolant enters through valve port b4 and exits through valve port a4. Valve port a4 is connected to the input end of the heater core 60, and the output end of the heater core 60 is connected to the input end of the heater 30. The output end of the heater 30 is connected to the input end of the third pump body 205, and the output end of the third pump body 205 is connected to the third three-way pipe 201. Coolant flows through the fourth three-way pipe 203, and a portion of the coolant is output to the third three-way valve 204. Specifically, coolant flows in from valve port b4 and out from valve port a4, and is then heated by the heater 30. The heated coolant is drawn by the third pump 205 and flows back to the third three-way pipe 201, passing through the battery pack 40 to heat the battery pack 40 and maintain its operating temperature environment, suitable for electric vehicles operating at low temperatures. The second coolant circuit 200 and the first coolant circuit 100 are independent of each other.

[0038] Please see Figure 1 and Figure 4 As shown, in one embodiment of the present invention, the third coolant circuit 300 includes a fifth three-way pipe 301, the port of which connects to the third pump body 205, the third three-way pipe 201, and the third three-way valve 204. Specifically, the fifth three-way pipe 301 connects to the output end of the third pump body 205 and the c4 valve port of the third three-way valve 204. Coolant is output from the second three-way pipe 106, enters the third three-way valve 204 from the b4 valve port, and is output from the a4 valve port to the third pump body 205. In the third coolant circuit 300, the coolant passes through the heater core 60, and through the air circulation between the heater core 60 and the passenger compartment, heat exchange is achieved between the coolant and the passenger compartment, thereby regulating the temperature of the passenger compartment. The third coolant circuit 300 and the second coolant circuit 200 are independent of each other and can operate simultaneously, both heating the battery pack and regulating the temperature of the passenger compartment, or they can operate separately according to vehicle requirements.

[0039] The application provides a thermal management system of an electric vehicle, which comprises a heat exchanger, a radiator and a heater. The radiator is connected to the heat exchanger in a heat exchange mode. The first cooling liquid circuit is connected to the heat exchanger, the radiator and the driving motor in a heat exchange mode, and the heat exchanger can absorb heat from the driving motor and the radiator. The second cooling liquid circuit is connected to the heater and the battery pack in a heat exchange mode, and the battery pack can absorb heat from the second cooling liquid circuit. The third cooling liquid circuit is connected to the heater and the passenger cabin of the electric vehicle in a heat exchange mode.

[0040] In the description of the specification, the description referring to the terms "embodiment", "example", "specific example" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the application. In the specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0041] The embodiments of the application disclosed above are only used for helping to explain the application. The embodiments do not describe all the details and limit the application to the specific embodiments. Obviously, according to the content of the specification, many modifications and changes can be made. The specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the application, so that the persons skilled in the art can well understand and utilize the application. The application is limited by the claims and the whole scope and equivalents thereof.

Claims

1. A thermal management system for an electric vehicle, characterized in that, include: Heat exchanger; A radiator is connected to the heat exchanger via heat exchange. A heater is connected to the battery pack of the electric vehicle, and the heater is connected to the passenger compartment of the electric vehicle and the heat exchanger in a heat exchange manner. A first coolant circuit is connected to the heat exchanger, the radiator, and the drive motor of the electric vehicle via heat exchange, allowing the heat exchanger to absorb heat from the drive motor and the radiator. The first coolant circuit includes a first three-way valve and a four-way valve. The first three-way valve is connected between the drive motor and the radiator, and its outlet is connected to the input and / or output of the radiator. The inlet of the four-way valve is connected to the output of the heat exchanger and the radiator, and its outlet is connected to the input of the heat exchanger and the battery pack. The second coolant circuit is connected to the battery pack and the heater in a heat exchange manner, and allows the battery pack to absorb heat from the second coolant circuit; as well as The third coolant circuit is connected to the heater and the passenger compartment of the electric vehicle via heat exchange.

2. The thermal management system for an electric vehicle according to claim 1, characterized in that, The first coolant circuit includes a second three-way valve, the inlet of which is connected to the outlet of the four-way valve, and the outlet of which is connected to the input end of the heat exchanger and the heater.

3. The thermal management system for an electric vehicle according to claim 1, characterized in that, The second coolant circuit includes a third three-way valve, the inlet of which is connected to the passenger compartment of the electric vehicle and the outlet of the four-way valve, and the outlet of which is connected to the inlet of the heater.

4. The thermal management system for an electric vehicle according to claim 1, characterized in that, The second coolant circuit includes a second pump body, the input end of which is connected to the battery pack via heat exchange, and the output end of which is connected to the input end of the heat exchanger and / or the water inlet end of the heater.

5. A thermal management system for an electric vehicle according to claim 1, characterized in that, The second coolant circuit includes a third pump body, the input end of which is connected to the outlet end of the heater, and the output end of which is connected to the battery pack or the passenger compartment of the electric vehicle via heat exchange.

6. A thermal management system for an electric vehicle according to claim 5, characterized in that, The third coolant circuit includes a three-way pipe, which is connected to the output end of the third pump body, the passenger compartment of the electric vehicle, and the input end of the heat exchanger.

7. An electric vehicle, characterized in that, Includes a thermal management system for an electric vehicle as described in any one of claims 1 to 6.

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