Electric vehicle integrated thermal management system and thermal management method

Abstract

Some embodiments disclose an electric vehicle integrated thermal management system and a thermal management method. The thermal management system comprises a coolant circulation subsystem and a refrigerant circulation subsystem, wherein: the coolant circulation subsystem comprises a ten-way valve and an electric motor, a battery, a radiator, a refrigerator, a water-cooled condenser, a warm air core and a water heater which are respectively communicated with the ten-way valve; the refrigerant circulation subsystem comprises a compressor, an outdoor heat exchanger, a water-cooled condenser, a refrigerator, a refrigerant gas-liquid separator and an evaporator core; wherein the coolant and the refrigerant exchange heat when flowing through the refrigerator, and the coolant and the refrigerant exchange heat when flowing through the water-cooled condenser. The electric vehicle integrated thermal management system and the thermal management method simplify the system components, occupy a small space in system arrangement, and have a light weight; the system cost is reduced, the system energy consumption is reduced, the system reliability is improved, and the system has a good application prospect in the field of thermal management of electric vehicles.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle thermal technology, specifically relating to an integrated thermal management system and thermal management method for electric vehicles. Background Technology

[0002] Existing automotive thermal management systems typically employ a complex system architecture and a single heat exchange cycle. They use HFC-134a refrigerant, and the passenger compartment evaporator core is connected in parallel with the battery chiller. Heat dissipation for the electric motor / drive system is achieved through a radiator. The coolant circuit uses multiple three-way and four-way valves to switch between series and parallel connections. Passenger compartment heating often employs direct Air-PTC heating or indirect W-PTC heating, resulting in low energy efficiency and impacting the vehicle's driving range.

[0003] Currently, the large number of components in the coolant circuit results in numerous pipe joints, occupying a significant amount of space and complicating the system. This also leads to complex control and slow response times. Furthermore, it makes vehicle layout difficult, affects aesthetics, and hinders weight reduction. Summary of the Invention

[0004] In view of this, some embodiments disclose an integrated thermal management system for electric vehicles, including a coolant circulation subsystem and a refrigerant circulation subsystem, wherein:

[0005] The coolant circulation subsystem includes:

[0006] 10-way valve;

[0007] The motor is configured to connect to the first and ninth ports of the ten-way valve.

[0008] The battery is configured to connect to the fifth and eighth ports of the ten-way valve.

[0009] The radiator is configured to connect to the second and third ports of the ten-way valve.

[0010] The refrigeration unit is connected to the fourth and tenth ports of the ten-way valve; a first water pump is connected between the refrigeration unit and the fourth port of the ten-way valve.

[0011] A water-cooled condenser is provided to connect to the seventh and sixth ports of a ten-way valve, and a second water pump is provided between the water-cooled condenser and the seventh port of the ten-way valve.

[0012] The warm air core is connected between the water-cooled condenser and the sixth port of the ten-way valve;

[0013] A water heater is installed between the warm air core and the water-cooled condenser;

[0014] The refrigerant cycle subsystem includes:

[0015] compressor;

[0016] Outdoor heat exchanger;

[0017] A water-cooled condenser is connected to the compressor at one end and to the outdoor heat exchanger at the other end; a first electronic expansion valve is connected between the water-cooled condenser and the outdoor heat exchanger.

[0018] The refrigeration unit has one end connected to an outdoor heat exchanger and the other end connected to a compressor; a second electronic expansion valve is connected between the refrigeration unit and the outdoor heat exchanger, and a refrigerant gas-liquid separator is connected between the refrigeration unit and the compressor.

[0019] The evaporator core has one end connected to the refrigeration unit and the other end connected to a third electronic expansion valve. The third electronic expansion valve is further connected to the outdoor heat exchanger and the second electronic expansion valve.

[0020] In this process, the coolant and refrigerant exchange heat as they flow through the refrigeration unit, and they also exchange heat as they flow through the water-cooled condenser.

[0021] Furthermore, in some embodiments of the electric vehicle thermal management system, the circulation path of the coolant in the coolant circulation subsystem is a first cooling circulation path, including: motor → ten-way valve → radiator → ten-way valve → second water pump → water-cooled condenser → water heater → heater core → ten-way valve → motor.

[0022] Some embodiments of the electric vehicle thermal management system disclose a second cooling circulation path for the coolant in the coolant circulation subsystem, which includes: battery → ten-way valve → first water pump → refrigerator → ten-way valve → battery.

[0023] In some embodiments of the electric vehicle thermal management system, the coolant circulation path in the coolant circulation subsystem is a third cooling circulation path, including: second water pump → water-cooled condenser → water heater → heater core → ten-way valve → second water pump.

[0024] In some embodiments of the electric vehicle thermal management system, the coolant circulation path in the coolant circulation subsystem is the fourth cooling circulation path, which includes: second water pump → water-cooled condenser → water heater → heater core → ten-way valve → battery → ten-way valve → second water pump.

[0025] In some embodiments of the electric vehicle thermal management system, the coolant circulation path in the coolant circulation subsystem is the fifth cooling circulation path, which includes: motor → ten-way valve → first water pump → refrigerator → ten-way valve → motor.

[0026] In some embodiments of the electric vehicle thermal management system, the coolant circulation path in the coolant circulation subsystem is the sixth cooling circulation path, which includes: motor → ten-way valve → radiator → ten-way valve → second water pump → water-cooled condenser → water heater → heater core → ten-way valve → battery → ten-way valve → first water pump → refrigerator → ten-way valve → motor.

[0027] In some embodiments of the electric vehicle thermal management system, the coolant circulation path in the coolant circulation subsystem is the seventh cooling circulation path, which includes: motor → ten-way valve → first water pump → refrigerator → ten-way valve → motor.

[0028] In some embodiments of the electric vehicle thermal management system, the refrigerant circulation path in the refrigerant circulation subsystem includes a first refrigeration circulation path, a second refrigeration circulation path, or a third refrigeration circulation path.

[0029] The first refrigeration cycle path includes: compressor → water-cooled condenser → first electronic expansion valve (fully open) → outdoor heat exchanger → second electronic expansion valve (throttling) → refrigerator → refrigerant gas-liquid separator → compressor;

[0030] The second refrigeration cycle path includes: compressor → water-cooled condenser → first electronic expansion valve fully open → outdoor heat exchanger → second electronic expansion valve throttling / third electronic expansion valve throttling → refrigeration unit / evaporator core → refrigerant gas-liquid separator → compressor.

[0031] The third refrigeration cycle path includes: compressor → water-cooled condenser → first electronic expansion valve fully open → outdoor heat exchanger → third electronic expansion valve throttling → evaporator core → refrigerant gas-liquid separator → compressor.

[0032] Some embodiments of the electric vehicle thermal management system disclose a refrigerant circulation path in the refrigerant circulation subsystem that is a heating circulation path, including: compressor → water-cooled condenser → first electronic expansion valve → outdoor heat exchanger → refrigerator → refrigerant gas-liquid separator → compressor.

[0033] On the other hand, some embodiments disclose an integrated thermal management method for electric vehicles, which utilizes an integrated thermal management system for electric vehicles to achieve thermal management of electric vehicles, including thermal management of the motor, battery and passenger compartment.

[0034] The integrated thermal management system and method for electric vehicles disclosed in this invention achieves rational utilization and precise management of thermal energy from the passenger compartment, battery, and motor. It incorporates a heat pump mode, allowing for heating without the water heater when the ambient temperature is above -10°C, thus reducing vehicle energy consumption. The thermal management system, including a ten-way valve, simplifies system components, reducing the number of coolant lines and interfaces by more than 50%, resulting in a smaller system footprint, a reduction of more than 20% in basic module components, and a lighter weight (more than 3 kg less). This reduces system cost, energy consumption, and reliability, lowers the failure rate of the thermal management system, and extends its service life, demonstrating promising application prospects in the field of electric vehicle thermal management. Attached Figure Description

[0035] Figure 1 Example 1: Schematic diagram of the integrated thermal management system for electric vehicles.

[0036] Figure Labels

[0037] Detailed Implementation

[0038] The term "embodiment" used herein, as an example, is not necessarily to be construed as superior to or better than other embodiments. Performance testing in these embodiments of the invention, unless otherwise specified, employs conventional testing methods in the art. It should be understood that the terminology used in these embodiments is merely for describing particular implementations and is not intended to limit the scope of the disclosure of these embodiments.

[0039] Unless otherwise stated, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the embodiments of this invention pertain; other experimental methods and technical means not specifically noted in the embodiments of this invention refer to experimental methods and technical means commonly used by one of ordinary skill in the art.

[0040] The terms “basic” and “approximately” as used herein are used to describe small fluctuations. For example, they can mean less than or equal to ±5%, such as less than or equal to ±2%, such as less than or equal to ±1%, such as less than or equal to ±0.5%, such as less than or equal to ±0.2%, such as less than or equal to ±0.1%, such as less than or equal to ±0.05%. Numerical data presented or expressed in range format herein are used for convenience and brevity only, and should therefore be interpreted flexibly to include not only the explicitly listed values ​​that define the range, but also all independent values ​​or subranges contained within that range. For example, a numerical range of “1–5%” should be interpreted to include not only the explicitly listed values ​​from 1% to 5%, but also the independent values ​​and subranges within the indicated range. Thus, this numerical range includes independent values ​​such as 2%, 3.5%, and 4%, and subranges such as 1%–3%, 2%–4%, and 3%–5%, etc. This principle also applies to ranges that list only one value. Furthermore, this interpretation applies regardless of the width of the range or the characteristics described.

[0041] In this document, including in the claims, conjunctions such as "comprising," "including," "with," "having," "containing," "involving," and "accommodating" are understood to be open-ended, meaning "including but not limited to." Only the conjunctions "consisting of" and "composed of" are closing conjunctions.

[0042] To better illustrate the content of this invention, numerous specific details are provided in the following detailed embodiments. Those skilled in the art should understand that the invention can be implemented even without certain specific details. In the embodiments, some methods, means, instruments, and devices well-known to those skilled in the art are not described in detail, in order to highlight the main points of the invention. In this document, "first," "second," etc., merely describe different processes or components and do not indicate a sequential relationship, unless conflicting with the context. For example, "first loop path" and "second loop path" merely indicate two different loop paths and do not indicate a sequential relationship.

[0043] Without conflict, the technical features disclosed in the embodiments of the present invention can be combined arbitrarily, and the resulting technical solutions belong to the content disclosed in the embodiments of the present invention.

[0044] In some implementations, embodiments disclose an integrated thermal management system for electric vehicles, including a coolant circulation subsystem and a refrigerant circulation subsystem, wherein:

[0045] The coolant circulation subsystem includes:

[0046] Ten-way valve; typically, a ten-way valve is an electronic ten-way valve, which has ten connection ports that are interconnected internally. By controlling the connection or disconnection between specific connection ports, the flow direction of the coolant can be controlled, and the water circuit mode of the coolant in different cooling circulation paths can be switched.

[0047] The motor is connected to the first and ninth ports of the ten-way valve; the motor is also electrically connected to the battery to convert the battery's electrical energy into mechanical energy to drive the electric vehicle.

[0048] The battery is connected to the fifth and eighth ports of the ten-way valve; typically, the battery is the power battery of an electric vehicle, serving as the energy source for the electric vehicle.

[0049] The radiator is equipped with a second and third port for connection to the ten-way valve; the radiator is usually located outside the passenger compartment to dissipate heat into the environment; a cooling fan is usually installed on electric vehicles to improve the radiator's heat dissipation effect.

[0050] The refrigeration unit is connected to the fourth and tenth ports of the ten-way valve. A first water pump is connected between the refrigeration unit and the fourth port of the ten-way valve. The refrigeration unit typically includes circulation lines for both coolant and refrigerant, where heat exchange occurs, cooling the battery and providing cooling for the coolant itself. The first water pump provides the power to circulate the coolant. The connection between the refrigeration unit and the fourth and tenth ports of the ten-way valve forms the coolant circulation line. An expansion tank is typically connected to the coolant circulation line to provide expansion space for the coolant or to replenish it. A temperature sensor or a combined temperature and pressure sensor is fitted onto the coolant circulation line to monitor the coolant's temperature and pressure, facilitating thermal management control by the thermal management system.

[0051] The water-cooled condenser is connected to the seventh and sixth ports of the ten-way valve. A second water pump is connected between the water-cooled condenser and the seventh port of the ten-way valve. The water-cooled condenser usually contains circulation pipes for coolant and refrigerant, in which the coolant and refrigerant exchange heat. The coolant is used to cool the refrigerant or heat the coolant. The second water pump is usually used to provide the power for the circulation of the coolant.

[0052] The heater core is located between the water-cooled condenser and the sixth port of the ten-way valve; the heater core is typically used to heat the crew compartment.

[0053] A water heater is installed between the heater core and the water-cooled condenser; typically, the water heater is used to heat the coolant.

[0054] The refrigerant cycle subsystem includes:

[0055] compressor;

[0056] Outdoor heat exchanger; typically, the outdoor heat exchanger is located outside the passenger compartment and is integrated with the radiator as a heat exchange module to exchange heat with the environment; for example, when cooling, the outdoor heat exchanger dissipates heat to the environment, and when heating, it absorbs heat from the outdoor environment.

[0057] A water-cooled condenser is connected to a compressor at one end and to an outdoor heat exchanger at the other end. A first electronic expansion valve connects the water-cooled condenser and the outdoor heat exchanger. Typically, the water-cooled condenser contains flow lines for coolant and refrigerant, through which the coolant and refrigerant exchange heat, with the coolant either cooling or heating the refrigerant. The first electronic expansion valve is usually a throttling element used to control the flow rate of the refrigerant in the flow lines, allowing the high-pressure liquid refrigerant to pass through it and become low-temperature, low-pressure wet vapor.

[0058] The refrigeration unit has one end connected to an outdoor heat exchanger and the other end connected to a compressor. A second electronic expansion valve connects the refrigeration unit to the outdoor heat exchanger, and a refrigerant gas-liquid separator connects the refrigeration unit to the compressor. Typically, the refrigeration unit contains both coolant and refrigerant flow lines, where the coolant and refrigerant exchange heat, cooling the battery and providing cooling for the coolant. The piping connecting the refrigeration unit, outdoor heat exchanger, and compressor forms the refrigerant flow line. The second electronic expansion valve is a throttling element used to control the refrigerant flow rate in the flow line. The refrigerant gas-liquid separator typically separates the gaseous and liquid refrigerant, protecting the compressor from damage by the liquid refrigerant.

[0059] The evaporator core has one end connected to the refrigeration unit and the other end connected to a third electronic expansion valve. The third electronic expansion valve is further connected to the outdoor heat exchanger and the second electronic expansion valve. The evaporator core is usually located in the passenger compartment to cool the passenger compartment. The evaporator core and the heater core are usually integrated into a passenger compartment temperature control module to control and regulate the temperature of the passenger compartment. Generally, the passenger compartment temperature control module is equipped with an evaporator fan to improve the efficiency of temperature regulation.

[0060] In some embodiments, the coolant circulation path of the coolant circulation subsystem is a first cooling circulation path, including: motor → ten-way valve → radiator → ten-way valve → second water pump → water-cooled condenser → water heater → heater core → ten-way valve → motor.

[0061] In some embodiments, the coolant circulation path of the coolant circulation subsystem is a second cooling circulation path, including: battery → ten-way valve → first water pump → refrigerator → ten-way valve → battery.

[0062] In some embodiments, the coolant circulation path of the coolant circulation subsystem is a third cooling circulation path, including: second water pump → water-cooled condenser → water heater → heater core → ten-way valve → second water pump.

[0063] In some embodiments, the coolant circulation path of the coolant circulation subsystem is a fourth cooling circulation path, including: second water pump → water-cooled condenser → water heater → heater core → ten-way valve → battery → ten-way valve → second water pump.

[0064] In some embodiments, the coolant circulation path of the coolant circulation subsystem is the fifth cooling circulation path, which includes: motor → ten-way valve → first water pump → chiller → ten-way valve → motor.

[0065] In some embodiments, the coolant circulation path of the coolant circulation subsystem is the sixth cooling circulation path, which includes: motor → ten-way valve → radiator → ten-way valve → second water pump → water-cooled condenser → water heater → heater core → ten-way valve → battery → ten-way valve → first water pump → refrigerator → ten-way valve → motor.

[0066] In some embodiments, the coolant circulation path of the coolant circulation subsystem is the seventh cooling circulation path, which includes: motor → ten-way valve → first water pump → chiller → ten-way valve → motor.

[0067] In some embodiments, the refrigerant circulation path in the refrigerant cycle subsystem is the first refrigeration cycle path, including: compressor → water-cooled condenser → first electronic expansion valve fully open → outdoor heat exchanger → second electronic expansion valve throttling → refrigerator → refrigerant gas-liquid separator → compressor. Here, "first electronic expansion valve fully open" means that the first electronic expansion valve is in a fully open state, without flow restriction.

[0068] In some embodiments, the refrigerant circulation path in the refrigerant circulation subsystem is a second refrigeration cycle path, including: compressor → water-cooled condenser → first electronic expansion valve fully open → outdoor heat exchanger → second electronic expansion valve throttling / third electronic expansion valve throttling → refrigerator / evaporator core → refrigerant gas-liquid separator → compressor; wherein, the first electronic expansion valve being fully open means that the first electronic expansion valve is in a fully open state without limiting the flow rate, and the second and third electronic expansion valves being throttled means that both are in a throttling state, and the refrigerant flowing out of the outdoor heat exchanger is divided into two paths, which enter the refrigerator and evaporator core respectively.

[0069] In some embodiments, the refrigerant circulation path in the refrigerant circulation subsystem is a third refrigeration cycle path, including: compressor → water-cooled condenser → first electronic expansion valve fully open → outdoor heat exchanger → third electronic expansion valve throttling → evaporator core → refrigerant gas-liquid separator → compressor.

[0070] In some embodiments, the refrigerant circulation path in the refrigerant circulation subsystem is a first heating circulation path, including: compressor → water-cooled condenser → first electronic expansion valve → outdoor heat exchanger → refrigerator → refrigerant gas-liquid separator → compressor; wherein, the first electronic expansion valve is throttled and the second electronic expansion valve is fully open.

[0071] In some embodiments, the refrigerant circulation path in the refrigerant circulation subsystem is a second heating circulation path, including: compressor → water-cooled condenser → first electronic expansion valve → outdoor heat exchanger → refrigerator → refrigerant gas-liquid separator → compressor; wherein, the first electronic expansion valve is fully open and the second electronic expansion valve is fully open.

[0072] The technical details are further illustrated below with reference to the embodiments.

[0073] Example 1

[0074] Integrated thermal management system for electric vehicles

[0075] Figure 1 This is a schematic diagram of the integrated thermal management system for electric vehicles disclosed in Example 1.

[0076] like Figure 1 As shown in Embodiment 1, the integrated thermal management system for electric vehicles includes a coolant circulation subsystem and a refrigerant circulation subsystem. The coolant circulation subsystem includes: a ten-way valve 11, the first and ninth ports of which are connected to the coolant ports of the motor 13; the fifth and eighth ports of which are connected to the coolant ports of the battery 12; the second and third ports of which are connected to the coolant ports of the radiator 14; the fourth port of which is connected to the coolant ports of the first water pump 18 and the refrigeration unit 23 in sequence; and the other coolant port of the refrigeration unit 23 is further connected to the tenth port of the ten-way valve 11; the seventh port of which is connected to the coolant ports of the second water pump 19 and the water-cooled condenser 15 in sequence; the other coolant port of the water-cooled condenser 15 is connected to the coolant ports of the water heater 17 and the heater core 16 in sequence; and the other coolant port of the heater core 16 is further connected to the sixth port of the ten-way valve 11. Figure 1 In the ten-way valve 11, the numbers 1, 2, 3, 4, 5, 6, 7, 8, 9, and 10 correspond to the first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, and tenth ports, respectively.

[0077] The refrigerant circulation subsystem includes a compressor 21 and an outdoor heat exchanger 24. One end of a water-cooled condenser 15 is connected to the compressor 21, and the other end of the water-cooled condenser is connected to the outdoor heat exchanger 24. A first electronic expansion valve 261 is connected between the water-cooled condenser 15 and the outdoor heat exchanger 24. The other end of the outdoor heat exchanger 24 is connected in sequence to a second electronic expansion valve 262 and the refrigerant interface of the refrigerator 23. The other refrigerant interface of the refrigerator 23 is connected in sequence to a refrigerant gas-liquid separator 22 and the compressor 21.

[0078] One refrigerant interface of the evaporator core 25 is connected to both the refrigerant interface of the refrigeration unit 23 and the refrigerant gas-liquid separator 22; the other refrigerant interface of the evaporator core 25 is connected to the third electronic expansion valve 263, and the third electronic expansion valve 262 is further connected to the outdoor heat exchanger 24 and the second electronic expansion valve 262.

[0079] Among them, the radiator 14 and the outdoor radiator 24 are set as heat exchange integrated modules. Usually, a cooling fan is set up to match the heat exchange integrated module to improve the heat dissipation effect.

[0080] The heater core 16 and the evaporator core are usually set as the passenger compartment temperature control module, and are also equipped with an evaporator fan to improve the efficiency of temperature regulation.

[0081] In the electric vehicle thermal management system disclosed in Embodiment 1, the first cooling circulation path of the coolant is: motor 13 → ten-way valve 11 → radiator 14 → ten-way valve → second water pump 19 → water-cooled condenser 15 → water heater 17 → heater core 16 → ten-way valve 11 → motor 13.

[0082] In the electric vehicle thermal management system disclosed in Embodiment 1, the second cooling circulation path of the coolant is: battery 12 → ten-way valve 11 → first water pump 18 → refrigerator 23 → ten-way valve 11 → battery 12.

[0083] In the electric vehicle thermal management system disclosed in Example 1, the third cooling circulation path of the coolant is: second water pump 19 → water-cooled condenser 15 → water heater 17 → heater core 16 → ten-way valve 11 → second water pump 19.

[0084] In the electric vehicle thermal management system disclosed in Embodiment 1, the fourth cooling circulation path of the coolant is: second water pump 19 → water-cooled condenser 15 → water heater 17 → heater core 16 → ten-way valve 11 → battery 12 → ten-way valve 11 → second water pump 19.

[0085] In the electric vehicle thermal management system disclosed in Embodiment 1, the fifth cooling cycle path of the coolant is: motor 13 → ten-way valve 11 → first water pump 18 → refrigerator 23 → ten-way valve 11 → motor 13.

[0086] In the electric vehicle thermal management system disclosed in Embodiment 1, the sixth cooling cycle path of the coolant is: motor 13 → ten-way valve 11 → radiator 14 → ten-way valve 11 → second water pump 19 → water-cooled condenser 15 → water heater 17 → heater core 16 → ten-way valve 11 → battery 12 → ten-way valve 11 → first water pump 18 → refrigerator 23 → ten-way valve 11 → motor 13.

[0087] In the electric vehicle thermal management system disclosed in Embodiment 1, the seventh cooling cycle path of the coolant is: motor 13 → ten-way valve 11 → first water pump 18 → refrigerator 23 → ten-way valve 11 → motor 13.

[0088] In the electric vehicle thermal management system disclosed in Example 1, the first refrigeration cycle path of the refrigerant is: compressor 21 → water-cooled condenser 15 → first electronic expansion valve 261 fully open → outdoor heat exchanger 24 → second electronic expansion valve 262 throttling → refrigerator 23 → refrigerant gas-liquid separator 22 → compressor 21.

[0089] In the electric vehicle thermal management system disclosed in Example 1, the second refrigeration cycle path of the refrigerant is: compressor 21 → water-cooled condenser 15 → first electronic expansion valve 261 fully open → outdoor heat exchanger 24 → second electronic expansion valve 262 throttling / third electronic expansion valve 263 throttling → refrigerator 23 / evaporator core 25 → refrigerant gas-liquid separator 22 → compressor 21.

[0090] In the electric vehicle thermal management system disclosed in Example 1, the third refrigeration cycle path of the refrigerant is: compressor 21 → water-cooled condenser 15 → first electronic expansion valve 261 fully open → outdoor heat exchanger 24 → third electronic expansion valve 263 throttling → evaporator core 25 → refrigerant gas-liquid separator 22 → compressor 21.

[0091] In the electric vehicle thermal management system disclosed in Example 1, the first heating cycle path of the refrigerant is: compressor 21 → water-cooled condenser 15 → first electronic expansion valve 261 throttling → outdoor heat exchanger 24 → second electronic expansion valve 262 fully open → refrigerator 23 → refrigerant gas-liquid separator 22 → compressor 21.

[0092] In the electric vehicle thermal management system disclosed in Embodiment 1, the refrigerant circulation path is the second heating circulation path, including: compressor 21 → water-cooled condenser 15 → first electronic expansion valve 261 fully open → outdoor heat exchanger 24 → second electronic expansion valve 262 fully open → refrigerator 23 → refrigerant gas-liquid separator 22 → compressor 21.

[0093] Example 2

[0094] Thermal management methods for electric vehicles

[0095] In Example 2, the integrated thermal management system for electric vehicles disclosed in Example 1 is used to perform thermal management on the electric vehicle, including thermal management of the motor, battery, and passenger compartment. The thermal management control modes disclosed in Example 2 are listed in Table 1.

[0096] Mode 1

[0097] The motor can be cooled using the first cooling cycle.

[0098] Mode 2

[0099] By utilizing the first or second cooling cycle, combined with the first refrigeration cycle, the battery can be cooled and the motor can be cooled down.

[0100] Mode 3

[0101] By utilizing either the first or second cooling cycle, combined with the second refrigeration cycle, the battery can be cooled, the motor can be cooled, and the passenger compartment can be cooled.

[0102] Mode 4

[0103] The second cooling cycle, combined with the second refrigeration cycle, can cool the battery and lower the temperature of the passenger compartment.

[0104] Mode 5

[0105] The third refrigeration cycle is used to cool the crew cabin.

[0106] Mode 6

[0107] By utilizing the third cooling cycle, combined with the third refrigeration cycle, the crew cabin can be cooled and dehumidified.

[0108] Mode 7

[0109] The third cooling cycle, combined with the first heating cycle, can heat the crew compartment.

[0110] Mode 8

[0111] The fourth cooling cycle, combined with the first heating cycle, can heat the crew compartment and the battery.

[0112] Mode 9

[0113] By utilizing the fourth or fifth cooling cycle in conjunction with the first heating cycle, the crew compartment can be heated, the battery heated, the motor cooled, and waste heat recovered.

[0114] Mode 10

[0115] By utilizing the first or second cooling cycle in combination with the first heating cycle, the passenger compartment can be heated, the battery cooled, and the motor cooled.

[0116] Mode 11

[0117] The sixth cooling cycle can be used to cool or heat the battery and cool the motor.

[0118] Mode 12

[0119] The seventh cooling cycle, combined with the second heating cycle, can defrost the crew compartment.

[0120] Table 1 List of thermal management method control modes

[0121]

[0122] The integrated thermal management system and method for electric vehicles disclosed in this invention achieves rational utilization and precise management of thermal energy from the passenger compartment, battery, and motor. It incorporates a heat pump mode, allowing for heating without the water heater when the ambient temperature is above -10°C, thus reducing vehicle energy consumption. The thermal management system, including a ten-way valve, simplifies system components, reducing the number of coolant lines and interfaces by more than 50%, resulting in a smaller system footprint, a reduction of more than 20% in basic module components, and a lighter weight (more than 3 kg less). This reduces system cost, energy consumption, and reliability, lowers the failure rate of the thermal management system, and extends its service life, demonstrating promising application prospects in the field of electric vehicle thermal management.

[0123] The technical solutions and technical details disclosed in the embodiments of this invention are merely illustrative of the inventive concept of this invention and do not constitute a limitation on the technical solutions of the embodiments of this invention. Any conventional changes, substitutions, or combinations made to the technical details disclosed in the embodiments of this invention have the same inventive concept as this invention and are within the protection scope of the claims of this invention.

Claims

1. An integrated thermal management system for electric vehicles, characterized in that, It includes a coolant circulation subsystem and a refrigerant circulation subsystem, wherein: The coolant circulation subsystem includes: 10-way valve (11); The motor (13) is configured to connect to the first and ninth interfaces of the ten-way valve (11); The battery (12) is configured to connect to the fifth and eighth ports of the ten-way valve (11); The radiator (14) is provided with a second interface and a third interface connected to the ten-way valve (11); A refrigeration unit (23) is provided to be connected to the fourth and tenth ports of the ten-way valve (11); a first water pump (18) is provided to be connected between the refrigeration unit (23) and the fourth port of the ten-way valve (11). A water-cooled condenser (15) is provided to be connected to the seventh and sixth ports of the ten-way valve (11), and a second water pump (19) is provided between the water-cooled condenser (15) and the seventh port of the ten-way valve (11). The warm air core (16) is connected between the water-cooled condenser (15) and the sixth port of the ten-way valve (11); A water heater (17) is provided between the warm air core (16) and the water-cooled condenser (15); The refrigerant cycle subsystem includes: Compressor (21); Outdoor heat exchanger (24); A water-cooled condenser (15) is connected at one end to the compressor (21) and at the other end to the outdoor heat exchanger (24); a first electronic expansion valve (261) is connected between the water-cooled condenser (15) and the outdoor heat exchanger (24). A refrigeration unit (23) is connected at one end to the outdoor heat exchanger (24) and at the other end to the compressor (21); wherein, a second electronic expansion valve (262) is connected between the refrigeration unit (23) and the outdoor heat exchanger (24), and a refrigerant gas-liquid separator (22) is connected between the refrigeration unit (23) and the compressor (21). The evaporator core (25) is connected to the refrigeration unit (23) at one end and to a third electronic expansion valve (263) at the other end. The third electronic expansion valve (263) is further connected to the outdoor heat exchanger (24) and the second electronic expansion valve (262). The coolant and refrigerant exchange heat when flowing through the refrigerator (23), and the coolant and refrigerant exchange heat when flowing through the water-cooled condenser (15); The coolant circulation subsystem includes seven cooling cycles, and the refrigerant circulation subsystem includes three refrigeration cycles and two heating cycles. Through different combinations of the cooling cycles, refrigeration cycles and heating cycles, the electric vehicle integrated thermal management system has at least twelve thermal management control modes.

2. The integrated thermal management system for electric vehicles according to claim 1, characterized in that, In the coolant circulation subsystem, the coolant circulation path is the first cooling circulation path, which includes: Motor (13) → 10-way valve (11) → Radiator (14) → 10-way valve (11) → Second water pump (19) → Water-cooled condenser (15) → Water heater (17) → Warm air core (16) → 10-way valve (11) → Motor (13).

3. The integrated thermal management system for electric vehicles according to claim 1, characterized in that, In the coolant circulation subsystem, the coolant circulation path is a second cooling circulation path, including: Battery (12) → Ten-way valve (11) → First water pump (18) → Refrigeration unit (23) → Ten-way valve (11) → Battery (12).

4. The integrated thermal management system for electric vehicles according to claim 1, characterized in that, In the coolant circulation subsystem, the coolant circulation path is the third cooling circulation path, which includes: Second water pump (19) → water-cooled condenser (15) → water heater (17) → warm air core (16) → ten-way valve (11) → second water pump (19).

5. The integrated thermal management system for electric vehicles according to claim 1, characterized in that, In the coolant circulation subsystem, the coolant circulation path is the fourth cooling circulation path, which includes: Second water pump (19) → water-cooled condenser (15) → water heater (17) → warm air core (16) → ten-way valve (11) → battery (12) → ten-way valve (11) → second water pump (19).

6. The integrated thermal management system for electric vehicles according to claim 1, characterized in that, In the coolant circulation subsystem, the coolant circulation path is the fifth cooling circulation path, which includes: Motor (13) → Ten-way valve (11) → First water pump (18) → Refrigeration unit (23) → Ten-way valve (11) → Motor (13).

7. The integrated thermal management system for electric vehicles according to claim 1, characterized in that, In the coolant circulation subsystem, the coolant circulation path is the sixth cooling circulation path, which includes: Motor (13) → 10-way valve (11) → Radiator (14) → 10-way valve → Second water pump (19) → Water-cooled condenser (15) → Water heater (17) → Warm air core (16) → 10-way valve (11) → Battery (12) → 10-way valve (11) → First water pump (18) → Refrigeration unit (23) → 10-way valve (11) → Motor (13).

8. The integrated thermal management system for electric vehicles according to claim 1, characterized in that, In the coolant circulation subsystem, the coolant circulation path is the seventh cooling circulation path, which includes: Motor (13) → Ten-way valve (11) → First water pump (18) → Refrigeration unit (23) → Ten-way valve (11) → Motor (13).

9. The integrated thermal management system for electric vehicles according to claim 1, characterized in that, In the refrigerant circulation subsystem, the refrigerant circulation path includes a first refrigeration circulation path, a second refrigeration circulation path, or a third refrigeration circulation path. The first refrigeration cycle path includes: Compressor (21) → Water-cooled condenser (15) → First electronic expansion valve (261) fully open → Outdoor heat exchanger (24) → Second electronic expansion valve (262) throttle → Refrigeration unit (23) → Refrigerant gas-liquid separator (22) → Compressor (21); The second refrigeration cycle path includes: Compressor (21) → Water-cooled condenser (15) → First electronic expansion valve (261) fully open → Outdoor heat exchanger (24) → Second electronic expansion valve (262) throttling / Third electronic expansion valve (263) throttling → Refrigeration unit (23) / Evaporator core (25) → Refrigerant gas-liquid separator (22) → Compressor (21); The third refrigeration cycle path includes: Compressor (21) → Water-cooled condenser (15) → First electronic expansion valve (261) fully open → Outdoor heat exchanger (24) → Third electronic expansion valve (263) throttled → Evaporator core (25) → Refrigerant gas-liquid separator (22) → Compressor (21).

10. The integrated thermal management system for electric vehicles according to claim 1, characterized in that, In the refrigerant circulation subsystem, the refrigerant circulation path includes a first heating circulation path and a second heating circulation path; wherein, the first heating circulation path includes: Compressor (21) → Water-cooled condenser (15) → First electronic expansion valve (261) throttling → Outdoor heat exchanger (24) → Second electronic expansion valve (262) fully open → Refrigeration unit (23) → Refrigerant gas-liquid separator (22) → Compressor (21); The second heating cycle path includes: Compressor (21) → Water-cooled condenser (15) → First electronic expansion valve (261) fully open → Outdoor heat exchanger (24) → Second electronic expansion valve (262) fully open → Refrigeration unit (23) → Refrigerant gas-liquid separator (22) → Compressor (21).

11. An integrated thermal management method for electric vehicles, characterized in that, The integrated thermal management system for electric vehicles according to any one of claims 1 to 10 is used to achieve thermal management of electric vehicles, including thermal management of the motor, battery and passenger compartment.

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