Thermal management systems for electric vehicles

Abstract

The present invention provides a thermal management system for an electric vehicle. The thermal management system for an electric vehicle comprises a circulation path connecting a motor cooler, an external air heat exchanger and a heater, a switching valve and a controller. In a heating mode in which the heater is operated, when the motor temperature is lower than a motor temperature threshold, the controller sets the switching valve to a first valve position, and when the motor temperature is higher than the motor temperature threshold, the controller sets the switching valve to a second valve position. When the load or load prediction value of the motor exceeds the load threshold, the controller keeps the switching valve at the second valve position for a predetermined holding time.

Description

Technical Field

[0001] The technology disclosed in this specification relates to a thermal management system for electric vehicles. Background Art

[0002] It is known that a thermal management system utilizes the heat of the outside air for heating the vehicle cabin. An example of such a thermal management system is disclosed in Japanese Patent Application Laid-Open No. 2012-158197. A heat medium having a lower temperature than the outside air temperature is passed through an outside air heat exchanger, thereby absorbing the heat of the outside air. The heat is used to heat the vehicle cabin.

[0003] An electric vehicle has an electric motor for driving. The electric motor generates a large amount of heat. An outside air heat exchanger is also used to release the heat of the electric motor to the outside air. If one outside air heat exchanger can be used for heating (absorbing heat from the outside air) and cooling the electric motor (releasing the heat of the electric motor to the outside air), a highly efficient thermal management system can be implemented. However, when the absorption of heat from the outside air and the release of the heat of the electric motor to the outside air are frequently switched, the temperature changes become drastic and the thermal management system may be damaged. The present specification provides a technology for suppressing the frequent switching of heat release and heat absorption actions in a thermal management system that uses one outside air heat exchanger to release the heat of the electric motor to the outside air (heat release action) and to obtain the heat of the outside air for heating (heat absorption action). Summary of the invention

[0004] The thermal management system for an electric vehicle disclosed in this specification comprises: a motor for driving; a motor cooler configured to cool the motor using a heat medium; an outside air heat exchanger configured to perform heat exchange between the heat medium and the outside air; a heater configured to heat the cabin using the heat of the heat medium; a circulation path in which the heat medium flows; a switching valve connected to the circulation path; and a controller configured to control the switching valve. The circulation path connects the motor cooler, the outside air heat exchanger, and the heater. The switching valve is configured to be able to select a first valve position and a second valve position. When the switching valve selects the first valve position, the heat medium circulates between the outside air heat exchanger and the heater, and the flow of the heat medium is cut off between the outside air heat exchanger and the motor cooler. When the switching valve selects the second valve position, the heat medium circulates between the outside air heat exchanger and the motor cooler, and the flow of the heat medium is cut off between the outside air heat exchanger and the heater.

[0005] In a heating mode in which the heater is operated, the controller sets the switching valve to the first valve position while the temperature of the motor is lower than a predetermined motor temperature threshold, and sets the switching valve to the second valve position while the temperature of the motor is higher than the motor temperature threshold. When the load or load prediction value of the motor exceeds the predetermined load threshold, the controller holds the switching valve at the second valve position for a predetermined holding time regardless of the motor temperature.

[0006] The thermal management system for electric vehicles disclosed in this specification maintains the switching valve at the second valve position for a predetermined holding time when the load or load prediction value of the motor is high, thereby sufficiently releasing the heat of the motor to the outside air and suppressing frequent switching between the first valve position and the second valve position.

[0007] The controller may generally determine the load or load prediction value of the motor based on any of the following indicators: (i) the frequency with which the motor temperature exceeds the motor temperature threshold. (ii) the time interval from the moment when the motor temperature falls below the motor temperature threshold to the next time when the motor temperature exceeds the motor temperature threshold. (iii) the cumulative value of the motor output during the latest predetermined time. (iv) the rate of increase of the motor temperature during the latest predetermined time. (v) the scheduled driving path of the electric vehicle.

[0008] The details and further improvements of the technology disclosed in this specification are described in the following “Detailed Description of the Invention”. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Features, advantages, technical and industrial significance of embodiments of the present invention are described below with reference to the accompanying drawings, in which like reference numerals represent like elements, wherein:

[0010] Figure 1 is a thermal circuit diagram of the thermal management system of the embodiment (first valve position).

[0011] Figure 2 is a thermal circuit diagram of the thermal management system of the embodiment (second valve position).

[0012] Figure 3 This is a flowchart of the processing of the controller in the heating mode.

[0013] Figure 4 This is a thermal circuit diagram of an air conditioner. DETAILED DESCRIPTION

[0014] A thermal management system 2 according to an embodiment will be described with reference to the drawings. Figure 1 2 shows a thermal circuit diagram of the thermal management system 2. The "thermal circuit" referred to here refers to a circuit of a flow path in which a heat medium flows.

[0015] The thermal management system 2 is installed in the electric vehicle to adjust the temperature of the vehicle cabin and maintain the temperature of the power source 3 and the motor 4 used for driving within an appropriate temperature range. The power of the power source 3 is converted into AC power suitable for driving the motor 4 by a power converter (not shown) and supplied to the motor 4. The power source 3 is usually a lithium ion battery or a fuel cell, but it can also be other types of power sources. Figure 1 In the figure, the illustration of electric power lines is omitted.

[0016] The thermal management system 2 includes: a circulation path 10 in which a heat medium flows; a power supply cooler 11 for cooling the power supply 3; a motor cooler 12 for cooling the motor 4; an external air heat exchanger 13 for exchanging heat between the heat medium and external air; an air conditioner 20 for adjusting the temperature of the vehicle cabin; pumps 15 and 16 for conveying the heat medium; and a switching valve 19 for switching the flow path of the heat medium.

[0017] The circulation path 10 is a pipe connecting the power cooler 11, the motor cooler 12, the outside air heat exchanger 13, the air conditioner 20, and the switching valve 19, and circulates the heat medium between the plurality of coolers and the air conditioner. For the convenience of explanation, the circulation path 10 is divided into a flow path 10a passing through the air conditioner 20, a flow path 10b passing through the outside air heat exchanger 13, a flow path 10c passing through the power cooler 11, a flow path 10d passing through the motor cooler 12, and a bypass flow path 10e bypassing the outside air heat exchanger 13.

[0018] The air conditioner 20 adjusts the temperature of the vehicle cabin. The air conditioner 20 operates in a cooling mode for cooling the vehicle cabin and a heating mode for heating the vehicle cabin. Figure 1 The air conditioner 20 is simplified in FIG. 2 . The detailed structure of the air conditioner 20 will be described later.

[0019] The power supply cooler 11 cools the power supply 3. The heat of the power supply 3 is absorbed by the heat medium of the power supply cooler 11, so that the power supply 3 is cooled.

[0020] The outside air heat exchanger 13 includes a fan 13a. The outside air introduced into the outside air heat exchanger 13 by the fan 13a exchanges heat with the heat medium passing through the outside air heat exchanger 13. The outside air heat exchanger 13 is generally called a radiator, but sometimes heat is transferred from the outside air to the heat medium, so it is called an outside air heat exchanger in this embodiment.

[0021] The motor cooler 12 includes an oil cooler 91, an oil pump 92, and an oil flow path 93. The flow path 10d passes through the oil cooler 91. The oil flow path 93 passes through the oil cooler 91 and the motor 4. Oil flows in the oil flow path 93. The oil pump 92 is arranged in the oil flow path 93 to circulate the oil between the oil cooler 91 and the motor 4. The motor 4 is cooled by the heat medium flowing in the circulation path 10. More specifically, the heat medium cools the oil in the oil cooler 91, and the cooled oil cools the motor 4. The heat of the motor 4 is absorbed by the heat medium via the oil.

[0022] The thermal management system 2 includes a temperature sensor 94 for measuring the temperature of the motor 4. The thermal management system 2 also includes many temperature sensors, but their description is omitted. The measured values ​​of the temperature sensor 94 and other temperature sensors are transmitted to the controller 30. The controller 30 controls the pumps 15, 16, the oil pump 92, and the switching valve 19 based on the measured values ​​of the temperature sensor 94 and the like.

[0023] One end of each of the flow paths 10a-10e is connected to the switching valve 19. The switching valve 19 switches the connection relationship between the flow paths 10a-10e. The connection relationship between the multiple flow paths in the switching valve 19 will be described in detail later. The other ends of each of the flow paths 10a-10e are connected by several three-way valves 95. Pumps 15 and 16 are arranged on the circulation path 10. The pump 15 is arranged on the flow path 10a on the upstream side of the air conditioner 20, and the pump 16 is arranged on the flow path 10d on the upstream side of the motor cooler 12. In addition, Figure 1 , the arrows drawn along the flow path indicate the direction of the heat medium flow. The pumps 15 and 16 push the heat medium toward the switching valve 19. The flow path of the heat medium is determined by the state of the switching valve 19. The direction of the heat medium flow in each of the plurality of three-way valves 95 is determined by the connection relationship of the flow paths 10a-10e determined by the switching valve 19.

[0024] The switching valve 19 can select a first valve position and a second valve position. Figure 1 The flow of the heat medium when the switching valve 19 selects the first valve position is shown. When the switching valve 19 selects the first valve position, the flow path 10a is connected to the flow path 10b, and the flow path 10d is connected to the bypass flow path 10e. At this time, the heat medium circulates between the air conditioner 20 and the external air heat exchanger 13, and circulates between the motor cooler 12 and the bypass flow path 10e. When the switching valve 19 selects the first valve position, the heat medium circulates between the air conditioner 20 and the external air heat exchanger 13 is not mixed with the heat medium passing through the motor cooler 12. In other words, when the switching valve 19 selects the first valve position, the heat medium circulates between the air conditioner 20 and the external air heat exchanger 13, and the flow of the heat medium is cut off between the motor cooler 12 and the external air heat exchanger 13.

[0025] In the heating mode, the first valve position is selected by the switching valve 19, and the heat medium circulates between the outside air heat exchanger 13 and the air conditioner 20. The structure of the air conditioner 20 will be described in detail later, but in the heating mode, the air conditioner 20 absorbs heat from the heat medium until the temperature of the heat medium becomes lower than the temperature of the outside air, and uses the absorbed heat for heating the vehicle cabin. The heat medium whose temperature has become lower than that of the outside air is transferred to the outside air heat exchanger 13, and absorbs heat from the outside air in the outside air heat exchanger 13.

[0026] Figure 2 1 shows the flow of the heat medium when the switching valve 19 selects the second valve position. When the switching valve 19 selects the second valve position, the flow path 10a is connected to the flow path 10c, and the flow path 10b is connected to the flow path 10d. At this time, the heat medium circulates between the air conditioner 20 and the power supply cooler 11, and circulates between the motor cooler 12 and the outside air heat exchanger 13. In other words, when the switching valve 19 selects the second valve position, the heat medium circulates between the motor cooler 12 and the outside air heat exchanger 13, and the flow of the heat medium is cut off between the air conditioner 20 and the outside air heat exchanger 13.

[0027] As described above, in the heating mode, the first valve position is selected, and the heat medium circulates between the air conditioner 20 and the outside air heat exchanger 13. Even in the heating mode, when the temperature of the motor 4 exceeds the motor temperature threshold, the controller 30 switches the switching valve 19 to the second valve position. When the second valve position is selected, the heat medium circulates between the motor cooler 12 and the outside air heat exchanger 13. The heat of the motor 4 is absorbed by the heat medium in the motor cooler 12. The high-temperature heat medium is transferred to the outside air heat exchanger 13 and releases heat to the outside air.

[0028] When the heating mode is selected, the air conditioner 20 heats the vehicle interior. Figure 3 A flowchart of the processing of the controller 30 during heating is shown in FIG. In step S2, if the timer is in operation, the controller 30 compares the elapsed time displayed by the timer with the predetermined holding time (step S2: Yes, S3). The timer measures the variable defined in the program executed by the controller 30, that is, the elapsed time after the timer is started. The timer is started in step S9 described later. The conditions for starting the timer will be described later. Usually, the timer is stopped, so the judgment of step S2 is "No", and the processing of the controller 30 moves to step S5.

[0029] The controller 30 compares the temperature of the motor 4 (motor temperature) with the motor temperature threshold value (step S5). The motor temperature is obtained by the temperature sensor 94 provided in the motor 4. When the motor temperature is lower than the motor temperature threshold value, the controller 30 controls the switching valve 19 so as to select the first valve position (step S5: No, S7). In addition, instead of using the measured value of the temperature sensor 94, the temperature of the heat medium after passing through the motor cooler 12 may be used as the estimated value of the motor temperature.

[0030] like Figure 1 As shown, when the switching valve 19 selects the first valve position, the heat medium circulates between the air conditioner 20 and the outside air heat exchanger 13. In addition, at this time, the movement of the heat medium is cut off between the motor cooler 12 and the outside air heat exchanger 13. The air conditioner 20 absorbs heat from the heat medium until the temperature of the heat medium becomes lower than the temperature of the outside air, and uses the heat to heat the vehicle cabin. The structure of the air conditioner 20 will be described later. The heat medium whose temperature has become lower than that of the outside air is transferred to the outside air heat exchanger 13, and absorbs heat from the outside air in the outside air heat exchanger 13.

[0031] When the motor temperature is higher than the motor temperature threshold, the controller 30 controls the switching valve 19 in a manner of selecting the second valve position (step S5: Yes, S6). Figure 2 As shown, when the switching valve 19 selects the second valve position, the heat medium circulates between the motor cooler 12 and the outside air heat exchanger 13. The heat of the motor 4 is released to the outside air in the outside air heat exchanger 13. When the switching valve 19 selects the second valve position, the heat of the motor 4 is actively released to the outside air, so the temperature of the motor 4 decreases.

[0032] When the switching valve 19 selects the second valve position, the flow of the heat medium between the air conditioner 20 and the outside air heat exchanger 13 is cut off. The heat medium circulates between the air conditioner 20 and the power supply cooler 11. The heat medium absorbs heat from the power supply 3 in the power supply cooler 11. The air conditioner 20 uses the heat of the power supply 3 to heat the vehicle cabin.

[0033] In the process of step S5, more precisely, the controller 30 selects the first valve position after the motor temperature becomes lower than the value obtained by subtracting the margin temperature from the motor temperature threshold. The margin temperature is set to prevent hunting of the switching valve 19. Figure 3 In the example, the processing for preventing oscillation is omitted.

[0034] Next, the controller 30 compares the load of the motor (motor load) with the load threshold (step S8). The motor load will be described later. When the motor load exceeds the load threshold, the controller 30 sets the switching valve 19 to the second valve position and starts the timer (step S8: Yes, S9). On the other hand, when the motor load is lower than the load threshold, the controller 30 does not start the timer and ends the process (step S8: No).

[0035] The controller 30 repeats the operation at a constant cycle. Figure 3 After the timer is started in step S9, the second valve position is maintained regardless of the motor temperature until the predetermined holding time has passed (step S2: Yes, step S3: Yes, return). On the other hand, when the predetermined holding time has passed after the timer is started in step S9, the controller 30 stops the timer and performs the processing after step S5 (step S2: Yes, S3: No, S4). The controller 30 stops the timer in step S4 and resets the timer value to zero.

[0036] The advantages of maintaining the switching valve 19 in the second valve position during the holding time when the motor load exceeds the load threshold are described. The motor load is determined, for example, based on the frequency at which the motor temperature exceeds the motor temperature threshold. Alternatively, the motor load is determined based on the cumulative value of the output of the motor 4 within the latest predetermined time. In either case, a high motor load in the heating mode means that the switching between the first valve position and the second valve position is frequent.

[0037] As described above, in the heating mode, while the switching valve 19 is maintained at the first valve position, the heat medium with a lower temperature than the outside air flows to the outside air heat exchanger 13. On the other hand, while the switching valve 19 is maintained at the second valve position, the high-temperature heat medium heated by the heat of the motor 4 flows to the outside air heat exchanger 13. When the motor load is high, the low-temperature heat medium and the high-temperature heat medium frequently alternately pass through the outside air heat exchanger 13, the switching valve 19, and the flow path 10b. That is, when the motor load is high, the equipment such as the outside air heat exchanger 13, the switching valve 19, and the flow path 10b are subjected to a severe thermal cycle.

[0038] In the thermal management system 2 of the embodiment, when the motor load exceeds the load threshold, the switching valve 19 is held at the second valve position during the predetermined holding time. By holding the second valve position during the predetermined holding time, the temperature of the motor 4 becomes significantly lower than the motor temperature threshold. Therefore, after the holding time has passed and the switching valve 19 is returned to the first valve position, the motor temperature does not exceed the motor temperature threshold for a period of time even if the motor load is high. That is, the switching frequency of the switching valve 19 is suppressed.

[0039] The thermal management system 2 can perform an operation of releasing the heat of the motor 4 to the outside air (heat release operation) and an operation of taking in the heat of the outside air for heating (heat absorption operation) using a single outside air heat exchanger 13. Furthermore, the thermal management system 2 can suppress frequent switching between the heat release operation and the heat absorption operation even when the motor load is high.

[0040] The motor load is determined based on any one of (i) the frequency at which the motor temperature exceeds the motor temperature threshold, (ii) the time interval from the moment the motor temperature falls below the motor temperature threshold to the next time the motor temperature exceeds the motor temperature threshold, (iii) the cumulative value of the motor output during the latest scheduled time, (iv) the rate of increase of the motor temperature during the latest scheduled time, and (v) the scheduled driving route of the electric vehicle.

[0041] In the process of step S8, the motor load prediction value may be used instead of the motor load. That is, when the motor load prediction value exceeds the load threshold, the controller 30 controls the switching valve 19 in a manner of selecting the second valve position to start the timer. For example, when the scheduled driving route includes a long uphill road, the motor load prediction value becomes larger. In addition, when the rate of increase of the motor temperature during the latest scheduled time is large, the motor load prediction value also becomes larger.

[0042] Reference Figure 4 The structure of the air conditioner 20 is described below. The air conditioner 20 includes a first heat circuit 40 and a second heat circuit 50. The first heat circuit 40 cools the vehicle cabin, and the second heat circuit 50 heats the vehicle cabin. The first heat circuit 40 also serves to transfer the heat of the heat medium flowing in the circulation path 10 to the second heat circuit 50 during heating. Hereinafter, for the convenience of description, the heat circuit (i.e., the circulation path 10 and the equipment connected to the circulation path 10) that circulates the heat medium between the outside air heat exchanger 13 (or the power cooler 11) and the air conditioner 20 is referred to as the main heat circuit.

[0043] The first heat circuit 40 includes a circulation path 41, a condenser 42, an evaporator 43, expansion valves 44a and 44b, a compressor 45, a heat exchanger 47, a switching valve 46, and a regulator 48. The circulation path 41 connects the condenser 42, the evaporator 43, and the heat exchanger 47. The first heat medium flows in the circulation path 41. The switching valve 46 switches the flow path of the first heat medium. In the heating mode, the controller 30 controls the switching valve 46 so that the first heat medium circulates between the condenser 42 and the heat exchanger 47 and the first heat medium does not flow to the evaporator 43.

[0044] The liquid first heat medium vaporizes and its temperature drops when passing through the expansion valve 44a. In the case of the heating mode, the temperature of the first heat medium drops to a temperature lower than that of the outside air. The first heat medium having a lower temperature than that of the outside air absorbs heat from the heat medium of the main heat circuit in the condenser 42, and its temperature increases. The first heat medium (gas) having passed through the condenser 42 is compressed and liquefied in the compressor 45, and its temperature further increases. The high-temperature first heat medium is supplied to the heat exchanger 47. The first heat medium having passed through the heat exchanger 47 is transmitted to the switching valve 46 via the regulator 48.

[0045] The second heat circuit 50 includes: a circulation path 51, a cabin heater 53, a pump 55, a radiator 56, and a switching valve 52. The circulation path 51 connects the heat exchanger 47, the cabin heater 53, and the radiator 56. The second heat medium flows in the circulation path 51. The circulation path 51 is provided with a pump 55, and the pump 55 circulates the second heat medium. The switching valve 52 switches the flow path of the second heat medium. In the heating mode, the controller 30 controls the switching valve 52 in such a way that the second heat medium circulates between the heat exchanger 47 and the cabin heater 53 and the second heat medium does not flow to the radiator 56.

[0046] As described above, the high-temperature first heat medium flows to the heat exchanger 47. In the heating mode, the second heat medium absorbs heat from the first heat medium in the heat exchanger 47. The second heat medium that becomes high temperature by the heat of the first heat medium passes through the cabin heater 53. The air duct 53a for the air in the cabin also passes through the cabin heater 53. In the cabin heater 53, the air in the cabin is heated by the high-temperature second heat medium. When the heat energy of the second heat medium is small, the controller 30 uses the electric heater 54 to heat the second heat medium. In the heating mode, the heat of the power supply 3 or the heat of the outside air heats the cabin from the heat medium of the main heat circuit through the first heat medium and the second heat medium. In the first heat circuit 40, the first heat medium that is vaporized and cooled receives heat from the heat medium of the main heat circuit, and the first heat medium that is compressed / liquefied and further becomes high temperature transfers heat to the second heat medium. Through this cycle, heat can be transferred between the power supply 3 (or outside air) and the cabin with a small temperature difference. This cycle that transfers heat between two heat circuits with a small temperature difference is called a heat pump.

[0047] In the heating mode, the air conditioner 20 uses the vaporized low-temperature first heat medium to absorb heat from the heat medium of the main heat circuit. The air conditioner 20 absorbs heat from the heat medium of the main heat circuit until the temperature of the heat medium of the main heat circuit becomes lower than the temperature of the outside air, thereby heating the vehicle cabin.

[0048] In cooling mode, the controller 30 controls the switching valve 46 so that the first heat medium circulates between the evaporator 43 and the heat exchanger 47 and the first heat medium does not flow to the condenser 42. The air duct 43a for the air in the vehicle cabin also passes through the evaporator 43. The liquid first heat medium changes into gas in the expansion valve 44b and the temperature drops. The first heat medium after the temperature drops cools the air in the vehicle cabin in the evaporator 43. The first heat medium (gas) that has passed through the evaporator 43 is compressed and liquefied in the compressor 45 and the temperature increases. The high-temperature first heat medium is supplied to the heat exchanger 47 and transfers heat to the second heat medium of the second heat circuit 50. In cooling mode, the controller 30 controls the switching valve 52 so that the second heat medium circulates between the heat exchanger 47 and the radiator 56 of the second heat circuit 50 and the second heat medium does not flow to the vehicle cabin heater 53. The heat of the second heat medium is released to the outside air in the radiator 56. The first heat medium cooled in the heat exchanger 47 is sent to the switching valve 46 via the regulator 48, and is further vaporized in the expansion valve 44b to reduce its temperature.

[0049] The air conditioner 20 in the heating mode corresponds to an example of a heater that heats the vehicle interior.

[0050] The specific examples of the present invention are described in detail above, but these are only examples and do not limit the claims. The technology described in the claims includes various modifications and changes to the specific examples illustrated above. The technical elements described in this specification or the drawings exert technical practicality alone or through various combinations, and are not limited to the combinations recorded in the claims at the time of application. In addition, the technology illustrated in this specification or the drawings can achieve multiple purposes at the same time, and achieving one of the purposes itself has technical practicality.

Claims

1. A thermal management system for an electric vehicle, characterized in that: have: Electric motor for driving; A motor cooler configured to cool the motor using a heat medium; an outside air heat exchanger configured to perform heat exchange between the heat medium and outside air; a heater configured to heat the vehicle compartment using the heat of the heat medium; a circulation path connecting the motor cooler, the outside air heat exchanger and the heater, wherein the heat medium flows in the circulation path; a switching valve connected to the circulation path and configured to be able to select a first valve position and a second valve position, wherein when the switching valve selects the first valve position, the heat medium circulates between the outside air heat exchanger and the heater, and the flow of the heat medium is cut off between the outside air heat exchanger and the motor cooler, and when the switching valve selects the second valve position, the heat medium circulates between the outside air heat exchanger and the motor cooler, and the flow of the heat medium is cut off between the outside air heat exchanger and the heater; and a controller configured to control the switching valve, In a heating mode in which the heater is operated, the controller sets the switching valve to the first valve position while the temperature of the motor is lower than a predetermined motor temperature threshold, and sets the switching valve to the second valve position while the temperature of the motor is higher than the motor temperature threshold. In the heating mode, when the load or load prediction value of the motor exceeds a predetermined load threshold, the controller holds the switching valve at the second valve position for a predetermined holding time regardless of the temperature of the motor. The controller determines the load or the load prediction value based on any one of i) the frequency at which the temperature of the motor exceeds the motor temperature threshold, ii) the time interval from the moment when the temperature of the motor is lower than the motor temperature threshold to the next time it exceeds the motor temperature threshold, iii) the cumulative value of the output of the motor during a predetermined time, iv) the rate of increase of the temperature of the motor during a predetermined time, and v) the predetermined driving route of the electric vehicle.

2. The thermal management system for electric vehicles according to claim 1, characterized in that: The heater includes a heat pump mechanism configured to absorb heat from the heat medium using another heat medium that has been vaporized.

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