Electric vehicle thermal management system and control method

Abstract

The application provides an electric vehicle thermal management system and a control method, and the system comprises a first loop for circulating refrigerant, a second loop for heating of system heating, a third loop for heating and cooling of a battery, a fourth loop for cooling of an electric drive charging device, a fifth loop for recovering waste heat of an electric machine, a sixth loop for natural cooling of the battery and the electric machine, an expansion water kettle (19) for storing liquid and connected with each loop through a pipeline, and a cooling fan (22) for cooling an outdoor radiator (20) and an outdoor condenser (2). The application can collect waste heat generated by the electric drive charging device and deliver the waste heat to the power battery for heating, thereby improving energy utilization rate, the battery and the electric machine can share a radiator for natural cooling, and each circulating water circuit shares an integrated expansion water kettle, thereby greatly saving cost and space.

Description

Technical Field

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

[0002] Currently, new energy electric vehicles are gradually becoming more widespread. Taking pure electric commercial vehicles as an example, the current main method is to use air-cooled battery packs, which has problems such as low waste heat utilization rate, large number of parts, and complex control methods.

[0003] Chinese invention patent title: Electric Vehicle Thermal Management System and Electric Vehicle, patent number: CN115139749A, provides an electric vehicle thermal management system and an electric vehicle, relating to the field of thermal management systems. This electric vehicle thermal management system includes a cooling / heating module, an HVAC module, a front-end module, a power battery, a first water pump, a second water pump, a third water pump, a first on / off water valve, a second on / off water valve, a third on / off water valve, a first proportional water valve, an electronic drive unit, an expansion tank, and a second proportional water valve. Its refrigerant circuit can operate in various states of passenger compartment heating, cooling, and dehumidification without changing the refrigerant flow direction, reducing the number of components in the refrigerant circuit and making system control simpler and more reliable. The electric vehicle including the above-mentioned electric vehicle thermal management system further reduces the number of components in the refrigerant circuit, making system control simpler and more reliable.

[0004] During vehicle operation, components such as the motor generate waste heat, which is typically dissipated directly by the coolant or fan without being effectively utilized. Therefore, how to utilize the waste heat generated by vehicles to improve energy efficiency has become a research problem for engineers. Electric vehicles require increasingly faster charging speeds, but this also leads to the generation of more and more heat from components such as the power battery and charging / distribution system. How to efficiently cool the large amount of heat generated during vehicle charging has become a current research focus. However, current thermal management systems for new energy electric vehicles, which require an expansion tank in each circulating water circuit, face significant challenges in terms of cost and space. Summary of the Invention

[0005] To address the problems existing in the prior art, this invention provides a thermal management system and control method for electric vehicles, which can collect the waste heat generated by the electric drive charging device and transport it to the power battery for heating, thereby improving energy utilization. The battery and motor can share a radiator for natural cooling, and all circulating water circuits share a set of expansion tanks, which greatly saves costs and space.

[0006] The technical solution adopted in this invention is as follows:

[0007] An electric vehicle thermal management system, comprising:

[0008] The first loop for refrigerant circulation includes a compressor (1), a condenser (2), a first throttling device (3), a second throttling device (4), an indoor evaporator (5), a three-channel integrated heat exchanger (6), a first temperature and pressure sensor (23), a second temperature and pressure sensor (24), and a third temperature and pressure sensor (25). The outlet of the compressor (1) in the first loop is connected to the outdoor condenser (2), and the outlet of the outdoor condenser (2) is connected to the first throttling device (3) and the second throttling device (4). The outlet of the first throttling device (3) is connected to... The outlet of the indoor evaporator (5) and the second throttling device (4) is connected to the three-channel integrated heat exchanger (6). The outlets of the indoor evaporator (5) and the three-channel integrated heat exchanger (6) are connected and flow into the inlet of the compressor (1). There is a third temperature and pressure sensor (25) between the outlet of the outdoor condenser (2) and the inlet of the first throttling device (3) and the inlet of the second throttling device (4). There is a first temperature and pressure sensor at the outlet of the indoor evaporator (5) and the inlet of the compressor (1). There is a second temperature and pressure sensor at the outlet of the three-channel integrated heat exchanger (6) and the inlet of the compressor (1).

[0009] The second circuit for heating the system includes a first water pump (7), a water heating device (8), a first three-way valve (9), a warm air core (10) for heating the crew cabin, a three-channel integrated heat exchanger (6), and a third temperature sensor (26). The outlet of the first water pump (7) in the second circuit is connected to the water heating device (8), the outlet of the water heating device (8) is connected to the G end of the first three-way valve (9), the H end of the first three-way valve (9) is connected to the three-channel integrated heat exchanger (6), the I end of the first three-way valve (9) is connected to the warm air core (10) for heating the crew cabin, and the outlets of the three-channel integrated heat exchanger (6) and the warm air core (10) are connected to the first water pump (7).

[0010] The third circuit for battery heating and cooling includes a second water pump (11), a shut-off valve (12), a three-channel integrated heat exchanger (6), a power battery (14), and a first temperature sensor (13). The outlet of the second water pump (11) in the third circuit is connected to the shut-off valve (12), the outlet of the shut-off valve (12) is connected to the three-channel integrated heat exchanger (6), the outlet of the three-channel integrated heat exchanger (6) is connected to the power battery (14), and the first temperature sensor (13) is located between the three-channel integrated heat exchanger (6) and the power battery (14).

[0011] The fourth circuit for cooling the electric drive charging device includes a third water pump (15), a second temperature sensor (16), an electric drive charging device (17), a third three-way valve (18), an outdoor radiator (20), and a second three-way valve (21). The outlet of the third water pump (15) in the fourth circuit is connected to the electric drive charging device (17), the outlet of the electric drive charging device (17) is connected to the D end of the third three-way valve (18), the F end of the third three-way valve (18) is connected to the outdoor radiator (20), the outlet of the outdoor radiator (20) is connected to the B end of the second three-way valve (21), the C end of the second three-way valve (21) is connected to the inlet of the third water pump (15), and the second temperature sensor (16) is located between the third water pump (15) and the electric drive charging device (17).

[0012] The fifth loop for motor waste heat recovery includes a second water pump (11), a second three-way valve (21), a third water pump (15), a second temperature sensor (16), an electric drive charging device (17), a third three-way valve (18), a first temperature sensor (13), and a power battery (14). The outlet of the second water pump (11) in the fifth loop is connected to the A end of the second three-way valve (21), the C end of the second three-way valve (21) is connected to the third water pump (15), the outlet of the third water pump (15) is connected to the D end of the third three-way valve (18), the E end of the third three-way valve (18) is connected to the power battery (14), the outlet of the power battery (14) is connected to the inlet of the second water pump (11), the first temperature sensor (13) is located between the three-channel integrated heat exchanger (6) and the power battery (14), and the second temperature sensor (16) is located between the third water pump (15) and the electric drive charging device (17).

[0013] The sixth circuit for natural cooling of the battery motor includes a second water pump (11), a second three-way valve (21), a third water pump (15), a second temperature sensor (16), an electric drive charging device (17), a third three-way valve (18), an outdoor radiator (20), a first temperature sensor (13), and a power battery (14). The outlet of the second water pump (11) in the sixth circuit is connected to the A end of the second three-way valve (21), the C end of the second three-way valve (21) is connected to the third water pump (15), the outlet of the third water pump (15) is connected to the D end of the third three-way valve (18), the F end of the third three-way valve (18) is connected to the outdoor radiator (20), the outlet of the outdoor radiator (20) is connected to the inlet of the power battery (14), the first temperature sensor (13) is located between the three-channel integrated heat exchanger (6) and the power battery (14), and the second temperature sensor (16) is located between the third water pump (15) and the electric drive charging device (17).

[0014] A cooling fan (22) is used to cool the outdoor radiator (20) and the outdoor condenser (2);

[0015] Expansion pitcher (19).

[0016] A thermal management control method for electric vehicles, comprising:

[0017] Set the temperature threshold of the environment in which the vehicle body is located, and the temperature threshold includes: a first preset temperature threshold, a second preset temperature threshold, a third preset temperature threshold, and a fourth preset temperature threshold;

[0018] When the current ambient temperature of the vehicle is greater than the first preset temperature, the refrigerant is used to cool the passenger compartment and / or the power battery (14), and the outdoor radiator (20) and air heat convection are used to cool the electric drive charging device (17).

[0019] When the ambient temperature of the vehicle is lower than the first preset temperature and higher than the second preset temperature, the refrigerant is used to cool the passenger compartment, and the outdoor radiator (20) and air heat convection are used to cool the power battery (14) and the electric drive charging device (17).

[0020] When the ambient temperature of the vehicle is lower than the second preset temperature and higher than the third preset temperature, the refrigerant is used to dehumidify the passenger compartment, the water heating device (8) is used to heat the passenger compartment, and the outdoor radiator (20) and air heat convection are used to cool the power battery (14) and the electric drive charging device (17).

[0021] When the ambient temperature of the vehicle is lower than the third preset temperature and higher than the fourth preset temperature, the passenger compartment is heated by the water heating device (8), and the power battery (14) is heated by the waste heat of the electric drive charging device (17).

[0022] When the ambient temperature of the vehicle is lower than the fourth preset temperature, the passenger compartment and the power battery (14) are heated by the water heating device (8).

[0023] The beneficial effects of this invention are as follows: This invention achieves switching between different modes through a three-way reversing valve and a shut-off valve to cover different user scenarios, perform thermal management of the passenger compartment and battery, and can reasonably cool the electric drive charging system and recover waste heat, simplifying the control method; through mode switching, the battery and electric drive can share an outdoor radiator, achieving natural battery cooling, enabling the system to operate in a working cycle with better energy consumption and performance in various scenarios; each circulating water circuit shares a set of expansion tanks, improving the thermal management efficiency and cost of the entire vehicle, and increasing the usable space of the entire vehicle. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the system of the present invention;

[0025] Figure 2 This is a schematic diagram of the loop 1 of the present invention;

[0026] Figure 3 This is a schematic diagram of the loop 2 of the present invention;

[0027] Figure 4 This is a schematic diagram of the loop 3 of the present invention;

[0028] Figure 5 This is a schematic diagram of the loop 4 of the present invention;

[0029] Figure 6 This is a schematic diagram of the loop 5 of the present invention;

[0030] 1-Compressor, 2-Condenser, 3-First throttling device, 4-Second throttling device, 5-Indoor evaporator, 6-Three-channel integrated heat exchanger, 7-First water pump, 8-Water heating device, 9-First three-way valve, 10-Heat air core, 11-Second water pump, 12-Stop valve, 13-First temperature sensor, 14-Power battery, 15-Third water pump, 16-Second temperature sensor, 17-Electric drive charging device, 18-Third three-way valve, 19-Expansion tank, 20-Outdoor radiator, 21-Second three-way valve, 22-Cooling fan, 23-First temperature and pressure sensor, 24-Second temperature and pressure sensor, 25-Third temperature and pressure sensor, 26-Third temperature sensor. Detailed Implementation

[0031] The present invention will be further described below with reference to the accompanying drawings and embodiments: To clearly illustrate the technical features of this solution, the present invention will be described in detail below through specific embodiments and with reference to the accompanying drawings. The following disclosure provides many different embodiments or examples for implementing different structures of the present invention. To simplify the disclosure of the present invention, components and arrangements of specific examples are described below. Furthermore, the present invention may repeat reference numerals and / or letters in different examples. Such repetition is for simplification and clarity and does not in itself indicate the relationship between the various embodiments and / or arrangements discussed. It should be noted that the components illustrated in the drawings are not necessarily drawn to scale. The present invention omits descriptions of well-known components and processing techniques and processes to avoid unnecessarily limiting the present invention.

[0032] Reference Figures 1 to 6 This invention proposes an electric vehicle thermal management system, which includes a low-temperature cooling system (including a drive motor and a charging and distribution device), a battery thermal management system, and a passenger compartment thermal management system. The three systems are coupled and linked in different ways under different usage scenarios.

[0033] The thermal management system includes: a first loop for refrigerant circulation, in which a compressor (1), a condenser (2), a first throttling device (3), a second throttling device (4), an indoor evaporator (5), a three-channel integrated heat exchanger (6), a first temperature and pressure sensor (23), a second temperature and pressure sensor (24), and a third temperature and pressure sensor (25) are arranged. The types of the first throttling device (3) and the second throttling device (4) are not limited. For example, one can be an electromagnetic expansion valve and the other can be an electronic expansion valve, or a shut-off valve and a thermal expansion valve can be used instead of an electromagnetic expansion valve.

[0034] The compressor (1) outlet in the first loop is connected to the outdoor condenser (2). The outdoor condenser (2) outlet is connected to the first throttling device (3) and the second throttling device (4). The outlet of the first throttling device (3) is connected to the indoor evaporator (5). The outlet of the second throttling device (4) is connected to the three-channel integrated heat exchanger (6). The outlets of the indoor evaporator (5) and the three-channel integrated heat exchanger (6) are connected and flow into the compressor (1) inlet. There is a third temperature and pressure sensor (25) between the outdoor condenser (2) outlet and the inlet of the first throttling device (3) and the inlet of the second throttling device (4). There is a first temperature and pressure sensor at the outlet of the indoor evaporator (5) and the inlet of the compressor (1). There is a second temperature and pressure sensor at the outlet of the three-channel integrated heat exchanger (6) and the inlet of the compressor (1).

[0035] The second circuit for heating the system includes a first water pump (7), a water heating device (8), a first three-way valve (9), a warm air core (10) for heating the passenger compartment, a three-channel integrated heat exchanger (6), and a third temperature sensor (26). The type of water heating device (8) is not limited. If the heating demand is large and the space is sufficient, a fuel oil heater can be preferred to save electricity and improve the range of electric vehicles. Alternatively, a compact electric heating PTC device can be selected.

[0036] The outlet of the first water pump (7) in the second circuit is connected to the water heating device (8), the outlet of the water heating device (8) is connected to the G end of the first three-way valve (9), the H end of the first three-way valve (9) is connected to the three-channel integrated heat exchanger (6), the I end of the first three-way valve (9) is connected to the warm air core (10) for heating the crew cabin, and the outlets of the three-channel integrated heat exchanger (6) and the warm air core (10) are connected to the first water pump (7).

[0037] The third circuit for battery heating and cooling includes a second water pump (11), a shut-off valve (12), a three-channel integrated heat exchanger (6), a power battery (14), and a first temperature sensor (13).

[0038] The outlet of the second water pump (11) in the third circuit is connected to the shut-off valve (12), the outlet of the shut-off valve (12) is connected to the three-channel integrated heat exchanger (6), the outlet of the three-channel integrated heat exchanger (6) is connected to the power battery (14), and the first temperature sensor (13) is located between the three-channel integrated heat exchanger (6) and the power battery (14).

[0039] The fourth circuit for cooling the electric drive charging device includes a third water pump (15), a second temperature sensor (16), an electric drive charging device (17), a third three-way valve (18), an outdoor radiator (20), and a second three-way valve (21).

[0040] The outlet of the third water pump (15) in the fourth circuit is connected to the electric drive charging device (17), the outlet of the electric drive charging device (17) is connected to the D end of the third three-way valve (18), the F end of the third three-way valve (18) is connected to the outdoor radiator (20), the outlet of the outdoor radiator (20) is connected to the B end of the second three-way valve (21), the C end of the second three-way valve (21) is connected to the inlet of the third water pump (15), and the second temperature sensor (16) is located between the third water pump (15) and the electric drive charging device (17).

[0041] The fifth circuit for motor waste heat recovery includes a second water pump (11), a second three-way valve (21), a third water pump (15), a second temperature sensor (16), an electric drive charging device (17), a third three-way valve (18), a first temperature sensor (13), and a power battery (14).

[0042] The outlet of the second water pump (11) in the fifth circuit is connected to the A end of the second three-way valve (21), the C end of the second three-way valve (21) is connected to the third water pump (15), the outlet of the third water pump (15) is connected to the D end of the third three-way valve (18), the E end of the third three-way valve (18) is connected to the power battery (14), the outlet of the power battery (14) is connected to the inlet of the second water pump (11), the first temperature sensor (13) is between the three-channel integrated heat exchanger (6) and the power battery (14), and the second temperature sensor (16) is between the third water pump (15) and the electric drive charging device (17).

[0043] The sixth circuit for natural cooling of the battery motor includes a second water pump (11), a second three-way valve (21), a third water pump (15), a second temperature sensor (16), an electric drive charging device (17), a third three-way valve (18), an outdoor radiator (20), a first temperature sensor (13), and a power battery (14).

[0044] The outlet of the second water pump (11) in the sixth circuit is connected to the A end of the second three-way valve (21), the C end of the second three-way valve (21) is connected to the third water pump (15), the outlet of the third water pump (15) is connected to the D end of the third three-way valve (18), the F end of the third three-way valve (18) is connected to the outdoor radiator (20), the outlet of the outdoor radiator (20) is connected to the inlet of the power battery (14), the first temperature sensor (13) is between the three-channel integrated heat exchanger (6) and the power battery (14), and the second temperature sensor (16) is between the third water pump (15) and the electric drive charging device (17).

[0045] In addition, the thermal management system also includes an expansion tank (19) and a cooling fan (22).

[0046] The expansion tank (19) water supply pipe is connected to three locations. The first location is connected between the first water pump (7) and the heater core (10). The second location is connected between the second water pump (11) and the power battery (14). The third location is connected between the third water pump (15) and the C end of the second three-way valve (21). A one-way valve (27) is installed on the water supply pipe at the third location to prevent coolant backflow.

[0047] The expansion tank (19) overflow pipe is connected to three locations. The first location is connected between the G end of the first three-way valve (9) and the water heating device (8). The second location is connected between the three-channel integrated heat exchanger (6) and the E end of the third three-way valve (18). The third location is connected between the F end of the third three-way valve (18) and the outdoor radiator (20).

[0048] The thermal management system of the present invention, when there is a cooling demand and / or a heating demand, controls the compressor (1), the first throttling device (3), the second throttling device (4), the first water pump (7), the first three-way valve (9), the water heating device (8), the second water pump (11), the shut-off valve (12), the third water pump (15), the third three-way valve (18), the second three-way valve (21), and the second water pump (11) based on the current ambient temperature of the vehicle, so that:

[0049] When the current ambient temperature of the vehicle is greater than the first preset temperature, the refrigerant is used to cool the passenger compartment and / or the power battery (14), and the outdoor radiator (20) and air heat convection are used to cool the electric drive charging device (17).

[0050] When the ambient temperature of the vehicle is lower than the first preset temperature and higher than the second preset temperature, the refrigerant is used to cool the passenger compartment, and the outdoor radiator (20) and air heat convection are used to cool the power battery (14) and the electric drive charging device (17).

[0051] When the ambient temperature of the vehicle is lower than the second preset temperature and higher than the third preset temperature, the refrigerant is used to dehumidify the passenger compartment, the water heating device (8) is used to heat the passenger compartment, and the outdoor radiator (20) and air heat convection are used to cool the power battery (14) and the electric drive charging device (17).

[0052] When the ambient temperature of the vehicle is lower than the third preset temperature and higher than the fourth preset temperature, the passenger compartment is heated by the water heating device (8), and the power battery (14) is heated by the waste heat of the electric drive charging device (17).

[0053] When the ambient temperature of the vehicle is lower than the fourth preset temperature, the passenger compartment and the power battery (14) are heated by the water heating device (8).

[0054] The first preset temperature is higher than the second preset temperature, the second preset temperature is higher than the third preset temperature, and the third preset temperature is higher than the fourth preset temperature.

[0055] The aforementioned first temperature sensor (13) is configured in conjunction with a temperature sensor located within the power battery (14) to jointly determine whether the power battery (14) requires cooling or heating. Specifically, this includes:

[0056] When the first temperature sensor (13) measures the water temperature to be lower than the target set temperature, and at the same time the internal temperature of the power battery (14) is lower than the target set temperature, it can be determined that the first water pump power battery (14) has a strong heating requirement and requires external heating assistance.

[0057] When the first temperature sensor (13) measures a water temperature higher than the target set temperature, and at the same time the internal temperature of the power battery (14) is higher than the target set temperature, it can be determined that the power battery (14) has a strong cooling requirement and needs external heat dissipation assistance.

[0058] When the first temperature sensor (13) measures a water temperature higher than the target set temperature, and the internal temperature of the power battery (14) is lower than the target set temperature, it can be determined that the power battery (14) has a weak heating requirement and the second water pump (11) needs to be turned on.

[0059] When the first temperature sensor (13) measures a water temperature lower than the target set temperature, and the internal temperature of the power battery (14) is higher than the target set temperature, it can be determined that the power battery (14) has a weak cooling requirement and the second water pump (11) needs to be turned on.

[0060] The needs for heating, cooling, or dehumidifying the crew cabin are determined based on user input commands.

[0061] The cooling requirements of the drive motor are jointly determined by a temperature sensor and a second temperature sensor (13) located on the surface of the drive motor.

[0062] The detection result of the first temperature and pressure sensor 23 is used to control the opening degree of the first throttling device 3, and the detection result of the second temperature and pressure sensor 24 is used to control the opening degree of the first throttling device 4. The specific control principle is existing technology.

[0063] Specifically, the aforementioned thermal management system includes, but is not limited to, six circulation loops to address, but is not limited to, 15 scenarios.

[0064] Loop 1:

[0065] like Figure 2 As shown, the loop 1 specifically refers to the state where the ambient temperature exceeds 30℃ (the first preset temperature). This state mainly involves cooling requirements and can be used independently in seven application scenarios: passenger cabin cooling, battery cooling, motor cooling, passenger cabin cooling and battery cooling, passenger cabin cooling and motor cooling, battery cooling and motor cooling, and passenger cabin cooling + battery cooling + motor cooling.

[0066] The working principle of this loop is as follows:

[0067] If there is a need for refrigeration in the passenger compartment, the compressor (1) is started and the first throttling device (3) is opened. At this time, the saturated liquid working fluid absorbs the heat emitted by the passenger compartment through the indoor evaporator (5) and then enters the compressor (1). After passing through the compressor, the working fluid becomes a superheated gaseous working fluid and enters the outdoor condenser (2). In the outdoor condenser (2), the refrigerant exchanges heat with the outdoor air, and the refrigerant cools down to become a saturated liquid working fluid and enters the first throttling device (3). After being throttled and depressurized by the first throttling device (3), it becomes a mixed gas-liquid working fluid, and then the mixed gas-liquid working fluid enters the inlet of the evaporator (5).

[0068] If there is a need for battery cooling, control the compressor (1) and the second water pump (11) to start, control the second throttling device (4) to open, control the shut-off valve (12) to open, and control the second three-way valve (21) to connect the B end and the C end.

[0069] At this time, the saturated liquid working fluid absorbs the heat emitted by the crew compartment through the three-channel integrated heat exchanger (6) and then enters the compressor (1). After passing through the compressor, the working fluid becomes a superheated gaseous working fluid and enters the outdoor condenser (2). In the outdoor condenser (2), the refrigerant exchanges heat with the outdoor air, and the refrigerant cools down to become a saturated liquid working fluid and enters the second throttling device (4). After being throttled and depressurized by the second throttling device (4), it becomes a mixed gas-liquid working fluid, and then the mixed gas-liquid working fluid enters the inlet of the three-channel integrated heat exchanger (6). The coolant pumped out by the second water pump (11) flows into the three-channel integrated heat exchanger (6) through the shut-off valve (12), and releases heat by exchanging heat with the refrigerant circuit 1. The cooled liquid then flows into the cooling power battery (10) and then returns to the inlet of the second water pump (11).

[0070] If there is a cooling requirement for the electric drive charging device (17), the third water pump (15) is started, the second three-way valve (21) is opened to the B and C ends, and the third three-way valve (18) is opened to the D and F ends. The liquid pumped out by the third water pump (15) flows into the cooling electric drive charging device (17), then enters through the D end of the third three-way valve (18), flows out from the F end of the third three-way valve (18), releases heat by exchanging heat with the outside air through the outdoor radiator (20), then flows in from the B end and out from the C end of the second three-way valve (21), and finally returns to the third water pump (15).

[0071] Loop 2:

[0072] Reference Figure 3 This loop is mainly used in the ambient temperature range of 20℃ (i.e., the second preset temperature) to 30℃ (i.e., the first preset temperature). It can be used independently in scenarios such as refrigeration of the passenger cabin + natural cooling of the battery and self-cooling of the battery.

[0073] The working principle of this loop is as follows:

[0074] If there is a need for refrigeration in the passenger compartment, the compressor (1) is started and the first throttling device (3) is opened. At this time, the saturated liquid working fluid absorbs the heat emitted by the passenger compartment through the indoor evaporator (5) and then enters the compressor (1). After passing through the compressor, the working fluid becomes a superheated gaseous working fluid and enters the outdoor condenser (2). In the outdoor condenser (2), the refrigerant exchanges heat with the outdoor air, and the refrigerant cools down to become a saturated liquid working fluid and enters the first throttling device (3). After being throttled and depressurized by the first throttling device (3), it becomes a mixed gas-liquid working fluid, and then the mixed gas-liquid working fluid enters the inlet of the evaporator (5).

[0075] If there is a cooling requirement for the power battery (14), the second water pump (11) and / or the third water pump (15) are started, the shut-off valve (12) is closed, the second three-way valve (21) is opened to the A and C ends, and the third three-way valve (18) is opened to the D and F ends. The second water pump (11) and the third water pump (15) can be started simultaneously or only one of them can be started. If they are started simultaneously, their power must be consistent. The liquid that has cooled the power battery (14) is pumped out by the second water pump (11) and / or the third water pump (15), flows into the electric drive charging device (17) for cooling, then flows into the D end of the third three-way valve (18), flows out from the F end, exchanges heat with the outside air through the outdoor radiator (20) to release heat, and finally flows back to the power battery inlet (14) through the branch of the outdoor radiator (20) for cooling.

[0076] Then, the third water pump (15) is started, the second three-way valve (21) is opened to the B and C ends, and the third three-way valve (18) is opened to the D and F ends. The liquid pumped out by the third water pump (15) flows into the cooling electric drive charging device (17), then enters through the D end of the third three-way valve (18), flows out from the F end of the third three-way valve (18), releases heat by exchanging heat with the outside air through the outdoor radiator (20), then flows in from the B end and out from the C end of the second three-way valve (21), and finally returns to the third water pump (15).

[0077] If the electric drive charging device (17) and the power battery (14) both require cooling, the second water pump (11) and / or the third water pump (15) are started, the shut-off valve (12) is closed, the second three-way valve (21) is opened to terminals A and C, and the third three-way valve (18) is opened to terminals D and F. The second water pump (11) and the third water pump (15) can be started simultaneously or only one of them can be started. If they are started simultaneously, their power must be consistent. The liquid that has cooled the power battery (14) is pumped out by the second water pump (11) and / or the third water pump (15), flows into the electric drive charging device (17) to cool it, then flows into terminal D of the third three-way valve (18), flows out from terminal F, exchanges heat with the outside air through the outdoor radiator (20) to release heat, and finally flows back to the power battery inlet (14) through the branch of the outdoor radiator (20) for cooling.

[0078] Loop 3:

[0079] Reference Figure 4 This loop is mainly used in an ambient temperature range of 10℃ (i.e., the third preset temperature) to 20℃ (i.e., the second preset temperature). It can be used independently in scenarios such as passenger cabin heating, passenger cabin dehumidification, passenger cabin heating plus battery cooling, and passenger cabin dehumidification plus battery cooling.

[0080] The working principle of this loop is as follows:

[0081] If there is a need for dehumidification of the passenger compartment, the compressor (1) and the first water pump (7) are started, the first throttling device (3) is opened, the first three-way valve (9) is connected to the G and I ends, and the water heating device (8) is turned on. At this time, the saturated liquid working fluid absorbs the heat emitted by the passenger compartment through the indoor evaporator (5) and enters the compressor (1). After passing through the compressor, the working fluid becomes a superheated gaseous working fluid and enters the outdoor condenser (2). In the outdoor condenser (2), the refrigerant exchanges heat with the outdoor air, and the refrigerant cools down to become a saturated liquid working fluid and enters the first throttling device (3). After being throttled and depressurized by the first throttling device (3), it becomes a mixed gas-liquid working fluid, and then the mixed gas-liquid working fluid enters the inlet of the evaporator (5). The liquid pumped out by the first water pump (7) is heated by the water heating device (8) and flows into the G end of the first three-way valve (9). It then flows out from the I end of the first three-way valve (9) and flows into the heater core (10) to exchange heat with the air inside the vehicle and release heat. In this way, the air inside the car is first cooled and dehumidified by the evaporator (5), and then heated to a suitable temperature by the heater core (10) before returning to the car, thus achieving the purpose of dehumidification inside the car.

[0082] If there is a need for heating in the passenger compartment, the first water pump (7) is started and the first three-way valve (9) is opened to connect the G and I ends. The liquid pumped out by the first water pump (7) is heated by the water heating device (8) and flows into the G end of the first three-way valve (9). It then flows out from the I end of the first three-way valve (9) and flows into the heater core (10) to exchange heat with the air inside the vehicle and release heat to the vehicle.

[0083] If there is a cooling requirement for the power battery (14), the second water pump (11) and / or the third water pump (15) are started, the shut-off valve (12) is closed, the second three-way valve (21) is opened to the A and C ends, and the third three-way valve (18) is opened to the D and F ends. The second water pump (11) and the third water pump (15) can be started simultaneously or only one of them can be started. If they are started simultaneously, their power must be consistent. The liquid that has cooled the power battery (14) is pumped out by the second water pump (11) and / or the third water pump (15), flows into the electric drive charging device (17) for cooling, then flows into the D end of the third three-way valve (18), flows out from the F end, exchanges heat with the outside air through the outdoor radiator (20) to release heat, and finally flows back to the power battery inlet (14) through the branch of the outdoor radiator (20) for cooling.

[0084] Then, the third water pump (15) is started, the second three-way valve (21) is opened to the B and C ends, and the third three-way valve (18) is opened to the D and F ends. The liquid pumped out by the third water pump (15) flows into the cooling electric drive charging device (17), then enters through the D end of the third three-way valve (18), flows out from the F end of the third three-way valve (18), releases heat by exchanging heat with the outside air through the outdoor radiator (20), then flows in from the B end and out from the C end of the second three-way valve (21), and finally returns to the third water pump (15).

[0085] If the electric drive charging device (17) and the power battery (14) both require cooling, the second water pump (11) and / or the third water pump (15) are started, the shut-off valve (12) is closed, the second three-way valve (21) is opened to terminals A and C, and the third three-way valve (18) is opened to terminals D and F. The second water pump (11) and the third water pump (15) can be started simultaneously or only one of them can be started. If they are started simultaneously, their power must be consistent. The liquid that has cooled the power battery (14) is pumped out by the second water pump (11) and / or the third water pump (15), flows into the electric drive charging device (17) to cool it, then flows into terminal D of the third three-way valve (18), flows out from terminal F, exchanges heat with the outside air through the outdoor radiator (20) to release heat, and finally flows back to the power battery inlet (14) through the branch of the outdoor radiator (20) for cooling.

[0086] Loop 4:

[0087] Reference Figure 5 This loop is mainly used in the ambient temperature range of 0℃ (i.e., the fourth preset temperature) to 10℃ (i.e., the third preset temperature). It can be used independently in scenarios such as crew cabin heating and motor waste heat recovery for battery heating.

[0088] The working principle of this loop is as follows:

[0089] If there is a need for heating in the passenger compartment, the first water pump (7) is started and the first three-way valve (9) is opened to connect the G and I ends. The liquid pumped out by the first water pump (7) is heated by the water heating device (8) and flows into the G end of the first three-way valve (9). It then flows out from the I end of the first three-way valve (9) and flows into the heater core (10) to exchange heat with the air inside the vehicle and release heat to the vehicle.

[0090] If there is a heating requirement for the power battery (14), the temperature of the electric drive charging device (17) is obtained, the second water pump (11) and / or the third water pump (15) are started, the shut-off valve (12) is closed, the second three-way valve (21) is opened to the A and C ends, and the third three-way valve (18) is opened to the D and E ends. The second water pump (11) and the third water pump (15) can be started simultaneously or only one of them can be started as needed. If they are started simultaneously, their power must be consistent. The liquid pumped out by the second water pump (11) and / or the third water pump (15) absorbs waste heat through the electric drive charging device (17), flows from the D end to the E end through the third three-way valve (18), flows into the heating power battery (14) to release heat, and finally flows back to the second water pump (11) and / or the third water pump (15).

[0091] Loop 5:

[0092] like Figure 6 As shown, this loop is mainly used in the ambient temperature range below 0℃ (i.e., the fourth preset temperature), and can be used independently in scenarios such as crew cabin heating and battery heating.

[0093] The working principle of this loop is as follows:

[0094] If there is a need for heating in the passenger compartment, the first water pump (7) is started and the first three-way valve (9) is opened to connect the G and I ends. The liquid pumped out by the first water pump (7) is heated by the water heating device (8) and flows into the G end of the first three-way valve (9). It then flows out from the I end of the first three-way valve (9) and flows into the heater core (10) to exchange heat with the air inside the vehicle and release heat to the vehicle.

[0095] If there is a heating requirement for the power battery (14), the second water pump (11) is started, the shut-off valve (12) is opened, and the second three-way valve (21) is connected to the B and C ends. The liquid pumped out by the first water pump (7) is heated by the water heating device (8), flows into the G end of the first three-way valve (9), flows out from the H end of the first three-way valve (9), flows into the three-channel integrated heat exchanger (6) to release heat to the second loop battery water circuit side, and finally returns to the first water pump (7). At the same time, the coolant in the second loop battery water circuit side absorbs heat in the three-channel integrated heat exchanger (6), flows into the power battery (14) to release heat, heats the battery, flows into the first water pump (7) and then pumps out, flowing into the three-channel integrated heat exchanger (6) to heat the power battery (14).

[0096] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of the present invention. Any modifications or equivalent substitutions that do not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A thermal management system for electric vehicles, characterized in that, include: The system has a first loop for refrigerant circulation, a second loop for system heating, a third loop for battery heating and cooling, a fourth loop for power drive charging device cooling, a fifth loop for motor waste heat recovery, and a sixth loop for battery motor natural cooling. All six loops share an expansion tank (19). A cooling fan (22) is used to cool the outdoor radiator (20) and the outdoor condenser (2); An expansion tank (19) is used to store liquid and is connected to each circuit via pipes to replenish the coolant in the circuit; The expansion tank (19) water supply pipe is connected to three locations. The first location is connected between the first water pump (7) and the heater core (10). The second location is connected between the second water pump (11) and the power battery (14). The third location is connected between the third water pump (15) and the C end of the second three-way valve (21). A one-way valve (27) is installed on the water supply pipe at the third location to prevent coolant backflow. The expansion tank (19) overflow pipe is connected to three locations. The first location is connected between the G end of the first three-way valve (9) and the water heating device (8). The second location is connected between the three-channel integrated heat exchanger (6) and the E end of the third three-way valve (18). The third location is connected between the F end of the third three-way valve (18) and the outdoor radiator (20).

2. The electric vehicle thermal management system as described in claim 1, characterized in that... , The first loop includes a compressor (1), a condenser (2), a first throttling device (3), a second throttling device (4), an indoor evaporator (5), a three-channel integrated heat exchanger (6), a first temperature and pressure sensor (23), a second temperature and pressure sensor (24), and a third temperature and pressure sensor (25). The outlet of the compressor (1) in the first loop is connected to the outdoor condenser (2), the outlet of the outdoor condenser (2) is connected to the first throttling device (3) and the second throttling device (4), and the outlet of the first throttling device (3) is connected to the indoor evaporator (5). 5), the outlet of the second throttling device (4) is connected to the three-channel integrated heat exchanger (6), the outlet of the indoor evaporator (5) and the outlet of the three-channel integrated heat exchanger (6) are connected and flow into the inlet of the compressor (1), there is a third temperature and pressure sensor (25) between the outlet of the outdoor condenser (2) and the inlet of the first throttling device (3) and the inlet of the second throttling device (4), there is a first temperature and pressure sensor at the outlet of the indoor evaporator (5) and the inlet of the compressor (1), and there is a second temperature and pressure sensor at the outlet of the three-channel integrated heat exchanger (6) and the inlet of the compressor (1); The second circuit is equipped with a first water pump (7), a water heating device (8), a first three-way valve (9), a warm air core (10) for heating the crew cabin, a three-channel integrated heat exchanger (6), and a third temperature sensor (26). The outlet of the first water pump (7) in the second circuit is connected to the water heating device (8), the outlet of the water heating device (8) is connected to the G end of the first three-way valve (9), the H end of the first three-way valve (9) is connected to the three-channel integrated heat exchanger (6), the I end of the first three-way valve (9) is connected to the warm air core (10) for heating the crew cabin, and the outlets of the three-channel integrated heat exchanger (6) and the warm air core (10) are connected to the first water pump (7). The third circuit includes a second water pump (11), a shut-off valve (12), a three-channel integrated heat exchanger (6), a power battery (14), and a first temperature sensor (13). The outlet of the second water pump (11) in the third circuit is connected to the shut-off valve (12), the outlet of the shut-off valve (12) is connected to the three-channel integrated heat exchanger (6), the outlet of the three-channel integrated heat exchanger (6) is connected to the power battery (14), and the first temperature sensor (13) is located between the three-channel integrated heat exchanger (6) and the power battery (14). The fourth circuit is equipped with a third water pump (15), a second temperature sensor (16), an electric drive charging device (17), a third three-way valve (18), an outdoor radiator (20), and a second three-way valve (21). The outlet of the third water pump (15) in the fourth circuit is connected to the electric drive charging device (17), the outlet of the electric drive charging device (17) is connected to the D end of the third three-way valve (18), the F end of the third three-way valve (18) is connected to the outdoor radiator (20), the outlet of the outdoor radiator (20) is connected to the B end of the second three-way valve (21), the C end of the second three-way valve (21) is connected to the inlet of the third water pump (15), and the second temperature sensor (16) is located between the third water pump (15) and the electric drive charging device (17). The fifth circuit is equipped with a second water pump (11), a second three-way valve (21), a third water pump (15), a second temperature sensor (16), an electric drive charging device (17), a third three-way valve (18), a first temperature sensor (13), and a power battery (14). The outlet of the second water pump (11) in the fifth circuit is connected to the A end of the second three-way valve (21), the C end of the second three-way valve (21) is connected to the third water pump (15), the outlet of the third water pump (15) is connected to the D end of the third three-way valve (18), the E end of the third three-way valve (18) is connected to the power battery (14), the outlet of the power battery (14) is connected to the inlet of the second water pump (11), the first temperature sensor (13) is located between the three-channel integrated heat exchanger (6) and the power battery (14), and the second temperature sensor (16) is located between the third water pump (15) and the electric drive charging device (17). The sixth circuit is equipped with a second water pump (11), a second three-way valve (21), a third water pump (15), a second temperature sensor (16), an electric drive charging device (17), a third three-way valve (18), an outdoor radiator (20), a first temperature sensor (13), and a power battery (14). The outlet of the second water pump (11) in the sixth circuit is connected to the A end of the second three-way valve (21), the C end of the second three-way valve (21) is connected to the third water pump (15), the outlet of the third water pump (15) is connected to the D end of the third three-way valve (18), the F end of the third three-way valve (18) is connected to the outdoor radiator (20), the outlet of the outdoor radiator (20) is connected to the inlet of the power battery (14), the first temperature sensor (13) is located between the three-channel integrated heat exchanger (6) and the power battery (14), and the second temperature sensor (16) is located between the third water pump (15) and the electric drive charging device (17).

3. A thermal management control method for an electric vehicle, the method being applicable to the electric vehicle thermal management system according to any one of claims 1-2, characterized in that, The method includes: Set the temperature threshold of the environment in which the vehicle body is located, and the temperature threshold includes: a first preset temperature threshold, a second preset temperature threshold, a third preset temperature threshold, and a fourth preset temperature threshold; When the current ambient temperature of the vehicle is greater than the first preset temperature, the refrigerant is used to cool the passenger compartment and / or the power battery (14), and the outdoor radiator (20) and air heat convection are used to cool the electric drive charging device (17). When the ambient temperature of the vehicle is lower than the first preset temperature and higher than the second preset temperature, the refrigerant is used to cool the passenger compartment, and the outdoor radiator (20) and air heat convection are used to cool the power battery (14) and the electric drive charging device (17). When the ambient temperature of the vehicle is lower than the second preset temperature and higher than the third preset temperature, the refrigerant is used to dehumidify the passenger compartment, the water heating device (8) is used to heat the passenger compartment, and the outdoor radiator (20) and air heat convection are used to cool the power battery (14) and the electric drive charging device (17). When the ambient temperature of the vehicle is lower than the third preset temperature and higher than the fourth preset temperature, the passenger compartment is heated by the water heating device (8), and the power battery (14) is heated by the waste heat of the electric drive charging device (17). When the ambient temperature of the vehicle is lower than the fourth preset temperature, the passenger compartment and the power battery (14) are heated by the water heating device (8).

4. The electric vehicle thermal management control method as described in claim 3, characterized in that, When the current ambient temperature of the vehicle is higher than the first preset temperature, the refrigerant is used to cool the passenger compartment and / or the power battery (14), and the outdoor radiator (20) and air heat convection are used to cool the electric drive charging device (17), specifically including: If there is a need for refrigeration in the passenger compartment, the compressor (1) is started and the first throttling device (3) is opened. If there is a cooling requirement for the power battery (14), the compressor (1) and the second water pump (11) are started, the second throttling device (4) is opened, the shut-off valve (12) is opened, and the second three-way valve (21) is connected to the B and C ends; If there is a cooling requirement for the electric drive charging device (17), the third water pump (15) is started, the second three-way valve (21) is connected to the B and C ends, and the third three-way valve (18) is connected to the D and F ends.

5. The electric vehicle thermal management control method as described in claim 3, characterized in that, When the ambient temperature of the vehicle is lower than the first preset temperature and higher than the second preset temperature, the passenger compartment is cooled by refrigerant, and the power battery (14) and electric drive charging device (17) are cooled by the outdoor radiator (20) and air heat convection, specifically including: If there is a need for refrigeration in the passenger compartment, the compressor (1) is started and the first throttling device (3) is opened. If there is a cooling requirement for the power battery (14), the second water pump (11) and / or the third water pump (15) are started, the shut-off valve (12) is closed, the second three-way valve (21) is opened to the A and C ends, and the third three-way valve (18) is opened to the D and F ends. At least one of the second water pump (11) and the third water pump (15) is started according to the requirement. If the second water pump (11) and the third water pump (15) are started at the same time, their power is kept consistent. If the electric drive charging device (17) has a cooling requirement and the power battery (14) does not have a cooling requirement, then control the third water pump (15) to start, control the second three-way valve (21) to open the B and C ends, and control the third three-way valve (18) to open the D and F ends. If the electric drive charging device (17) has a cooling requirement and the power battery (14) has a cooling requirement, then the second water pump (11) and / or the third water pump (15) are started, the shut-off valve (12) is closed, the second three-way valve (21) is opened to the A and C ends, and the third three-way valve (18) is opened to the D and F ends. At least one of the second water pump (11) and the third water pump (15) is started according to the requirement. If the second water pump (11) and the third water pump (15) are started at the same time, then the power of the two is kept consistent.

6. The electric vehicle thermal management control method as described in claim 3, characterized in that, When the ambient temperature of the vehicle is lower than the second preset temperature and higher than the third preset temperature, the refrigerant is used to dehumidify the passenger compartment, the water heating device (8) is used to heat the passenger compartment, and the outdoor radiator (20) and air heat convection are used to cool the power battery (14) and the electric drive charging device (17), specifically including: If there is a need for dehumidification of the crew cabin, the compressor (1) and the first water pump (7) are started, the first throttling device (3) is opened, the first three-way valve (9) is connected to the G end and the I end, and the water heating device (8) is turned on. If there is a need for heating in the crew cabin, the first water pump (7) is started and the first three-way valve (9) is opened to connect the G end and the I end. If there is a cooling requirement for the power battery (14), the second water pump (11) and / or the third water pump (15) are started, the shut-off valve (12) is closed, the second three-way valve (21) is opened to the A and C ends, and the third three-way valve (18) is opened to the D and F ends. The second water pump (11) and the third water pump (15) can be started simultaneously or only one of them can be started as needed. If they are started simultaneously, their power must be consistent. If the electric drive charging device (17) has a cooling requirement and the power battery (14) does not have a cooling requirement, then control the third water pump (15) to start, control the second three-way valve (21) to open the B and C ends, and control the third three-way valve (18) to open the D and F ends. If the electric drive charging device (17) has a cooling requirement and the power battery (14) has a cooling requirement, then control the second water pump (11) and / or the third water pump (15) to start, control the shut-off valve (12) to close, control the second three-way valve (21) to open the A and C ends, and control the third three-way valve (18) to open the D and F ends. According to the requirements, at least one of the second water pump (11) and the third water pump (15) will be started. If the second water pump (11) and the third water pump (15) start at the same time, then keep the power of the two consistent.

7. The electric vehicle thermal management control method as described in claim 3, characterized in that, When the ambient temperature of the vehicle is lower than the third preset temperature and higher than the fourth preset temperature, the passenger compartment is heated by a water heating device (8), and the power battery (14) is heated by the waste heat of the electric drive charging device (17). Specifically, this includes: If there is a need for heating in the crew cabin, the first water pump (7) is started and the first three-way valve (9) is opened to connect the G end and the I end. If there is a heating requirement for the power battery (14), the temperature of the electric drive charging device (17) is obtained, the second water pump (11) and / or the third water pump (15) are started, the shut-off valve (12) is closed, the second three-way valve (21) is opened to the A and C ends, and the third three-way valve (18) is opened to the D and E ends. According to the requirements, at least one of the second water pump (11) and the third water pump (15) is started. If the second water pump (11) and the third water pump (15) are started at the same time, the power of the two is kept consistent.

8. The electric vehicle thermal management control method as described in claim 3, characterized in that, When the ambient temperature of the vehicle is lower than the fourth preset temperature, the passenger compartment and the power battery (14) are heated by a water heating device (8), specifically including: If there is a need for heating in the crew cabin, the first water pump (7) is started and the first three-way valve (9) is opened to connect the G end and the I end. If there is a heating requirement for the power battery (14), the second water pump (11) is started, the shut-off valve (12) is opened, and the second three-way valve (21) is connected to the B and C ends.

9. The electric vehicle thermal management control method as described in claim 3, characterized in that, The first temperature sensor (13) works in conjunction with the temperature sensor installed inside the power battery (14) to determine whether the power battery (14) requires cooling or heating, specifically including: When the first temperature sensor (13) measures the water temperature to be lower than the target set temperature, and at the same time the internal temperature of the power battery (14) is lower than the target set temperature, it can be determined that the first water pump power battery (14) has a strong heating requirement and requires external heating assistance. When the first temperature sensor (13) measures a water temperature higher than the target set temperature, and at the same time the internal temperature of the power battery (14) is higher than the target set temperature, it can be determined that the power battery (14) has a strong cooling requirement and needs external heat dissipation assistance. When the first temperature sensor (13) measures a water temperature higher than the target set temperature, and the internal temperature of the power battery (14) is lower than the target set temperature, it can be determined that the power battery (14) has a weak heating requirement and the second water pump (11) needs to be turned on. When the first temperature sensor (13) measures a water temperature lower than the target set temperature, and the internal temperature of the power battery (14) is higher than the target set temperature, it can be determined that the power battery (14) has a weak cooling requirement and the second water pump (11) needs to be turned on.

Images