Electric vehicle thermal management system, method and electric vehicle

Abstract

This application provides a thermal management system, method, and electric vehicle for an electric vehicle. The system includes a front-end cooling module, an in-vehicle gas heat exchange component, and a first refrigerant circulation loop. The front-end cooling module includes an external gas heat exchange component and a liquid cooling component; the in-vehicle gas heat exchange component is located within the air conditioning unit of the passenger compartment of the electric vehicle and includes a heater core and an evaporator; the first refrigerant circulation loop includes an electric compressor, a first coolant heat exchange component, an external gas heat exchange component, a first electronic expansion valve, and an evaporator, all connected sequentially via refrigerant piping; and the first coolant heat exchange component is connected to the liquid cooling component via coolant piping, dissipating heat from the refrigerant through the liquid cooling component.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and more particularly to an electric vehicle thermal management system, method, and electric vehicle. Background Technology

[0002] Currently, the thermal management system for electric vehicles needs to control the temperature of the motor, battery, and passenger compartment separately. Related technologies only use low-temperature water radiators for heat dissipation, which has poor cooling performance. Summary of the Invention

[0003] This application provides a thermal management system, method, and electric vehicle for electric vehicles, which increases the heat exchange area of ​​the refrigerant and improves the heat dissipation effect.

[0004] This application provides a thermal management system for an electric vehicle, including:

[0005] Front-end cooling module, including external gas heat exchange components and liquid heat dissipation components;

[0006] The in-vehicle gas heat exchange component is located in the air conditioning unit of the passenger compartment of the electric vehicle and includes a heating core and an evaporator.

[0007] The first refrigerant circulation loop includes an electric compressor, a first coolant heat exchange assembly, an external gas heat exchange assembly, and an evaporator, which are connected sequentially via a first refrigerant pipeline; and...

[0008] The first coolant heat exchange component is connected to the liquid heat dissipation component through the first coolant pipeline, and the liquid heat dissipation component dissipates heat from the refrigerant.

[0009] Furthermore, the external gas heat exchange assembly includes an external condenser, and the first refrigerant circulation loop includes the electric compressor, the external condenser, the external gas heat exchange assembly, the first electronic expansion valve, and the evaporator, which are connected in sequence through the first refrigerant pipeline.

[0010] Furthermore, the liquid heat dissipation component is a low-temperature water radiator, and the first coolant heat exchange component dissipates heat from the refrigerant through the low-temperature water radiator.

[0011] Furthermore, the electric vehicle thermal management system also includes a first water pump and a three-way valve, wherein the first water pump and the three-way valve are sequentially connected to the first coolant pipeline;

[0012] The first water pump pumps the coolant through the three-way valve to flow through the low-temperature water radiator and the heater core.

[0013] Furthermore, the heater core is connected to the first coolant heat exchange assembly through the first coolant pipeline. When the coolant flows through the first coolant heat exchange assembly, it is heated, and the heat from the coolant is transferred to the heater core to heat the passenger compartment.

[0014] Furthermore, a high-pressure liquid heater is also connected between the first coolant heat exchange component and the heater core.

[0015] When the passenger compartment needs additional heating, the high-pressure liquid heater is in a heating state, the coolant flowing through the high-pressure liquid heater is heated, and the heat is supplied to the passenger compartment through the heater core.

[0016] When the passenger compartment only needs heating, the high-pressure liquid heater is in an unheated state. The high-pressure liquid heater serves as a passage, through which coolant flows to heat the passenger compartment via the heater core.

[0017] Furthermore, the electric vehicle thermal management system also includes: a battery pack thermal management system, an electric drive thermal management system, a valve group system, and a second refrigerant circulation loop;

[0018] The electric drive thermal management system is connected to the first coolant pipeline through the valve group system, and the electric drive thermal management system exchanges heat through the liquid heat dissipation component;

[0019] The second refrigerant circulation loop includes the electric compressor, the first coolant heat exchange assembly, the second electronic expansion valve, and the second coolant heat exchange assembly connected in sequence through the second refrigerant pipeline. The battery pack thermal management system is connected to the second coolant heat exchange assembly through the second coolant pipeline, and the battery pack thermal management system exchanges heat with the second refrigerant circulation loop through the second coolant heat exchange assembly.

[0020] This application provides an electric vehicle that includes the electric vehicle thermal management system described above.

[0021] This application provides a thermal management method for electric vehicles. Based on the electric vehicle thermal management system described above, the electric vehicle thermal management system further includes a controller. The controller controls the operating mode of the electric vehicle thermal management system according to the ambient temperature, the inlet coolant temperature of the battery pack, and the air temperature in the passenger compartment. The operating mode includes at least five operating modes. The valve group system includes a first electronic expansion valve, a second electronic expansion valve, and a three-way valve.

[0022] Furthermore, the operating mode includes a first operating mode, in which the passenger compartment of the electric vehicle is cooled, the battery pack is cooled, and the motor is cooled.

[0023] The controller controls the valve group system to open the refrigerant line of the first refrigerant circulation loop, so as to cool the passenger compartment through the refrigerant line of the first refrigerant circulation loop.

[0024] The controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop, thereby cooling the battery pack through the second refrigerant circulation loop; and

[0025] The controller controls the valve group system to open the coolant pipeline of the first coolant heat exchange component and enable the electric thermal management system to exchange heat through the liquid heat dissipation component.

[0026] Furthermore, the operating mode includes a second operating mode, in which the passenger compartment of the electric vehicle is cooled and dehumidified, the battery pack is cooled, and the motor is cooled; wherein, the controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop and controls the coolant pipeline of the first coolant heat exchange component to open, so that the passenger compartment is dehumidified through the refrigerant pipeline of the first refrigerant circulation loop, and the passenger compartment is reheated by the coolant in the first coolant heat exchange component flowing through the heater core, and the temperature of the passenger compartment after cooling and dehumidification is lower than the temperature at the beginning of the cooling and dehumidification of the passenger compartment;

[0027] The controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop, so as to cool the battery pack through the refrigerant line of the second refrigerant circulation loop; and,

[0028] The controller controls the valve group system to open the coolant pipeline of the first coolant heat exchange component and enable the electric thermal management system to exchange heat through the liquid heat dissipation component.

[0029] Furthermore, the operating mode includes a third operating mode, in which the passenger compartment of the electric vehicle is heated and waste heat from the motor is utilized; wherein, the controller controls the valve group system to open the coolant pipeline of the first coolant heat exchange assembly, so that the coolant in the first coolant heat exchange assembly flows through the heater core to heat the passenger compartment; and,

[0030] The battery pack thermal management system is connected to the electric drive thermal management system through the valve group system and the coolant pipeline. The controller controls the valve group system to open the coolant pipeline of the second refrigerant circulation loop and connect the coolant pipelines of the battery pack thermal management system and the electric drive thermal management system. The electric drive thermal management system exchanges heat through the second coolant heat exchange component.

[0031] Furthermore, the operating mode includes a fourth operating mode in which the passenger compartment of the electric vehicle is heated and dehumidified. In this fourth operating mode, the controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop and to open the coolant pipeline of the first coolant heat exchange assembly, so that the passenger compartment is dehumidified through the refrigerant pipeline of the first refrigerant circulation loop, and the passenger compartment is heated by the coolant flowing through the heater core in the first coolant heat exchange assembly. The temperature of the passenger compartment after heating and dehumidification is higher than the initial temperature at the start of the heating and dehumidification process.

[0032] Furthermore, the operating mode includes a fifth operating mode, in which the battery pack thermal management system is connected to the electric drive thermal management system through the valve group system and the coolant pipeline, and the controller controls the valve group system to connect the coolant pipelines of the battery pack thermal management system and the electric drive thermal management system, thereby heating the battery pack through the heat generated by the motor.

[0033] In some embodiments, the electric vehicle thermal management system of this application includes a front-end cooling module, an in-vehicle gas heat exchange component, and a first refrigerant circulation loop. The front-end cooling module includes an external gas heat exchange component and a liquid cooling component; the in-vehicle gas heat exchange component is located within the air conditioning system of the passenger compartment of the electric vehicle and includes a heater core and an evaporator; the first refrigerant circulation loop includes an electric compressor (Cmp), a first coolant heat exchange component, an external gas heat exchange component, a first electronic expansion valve, and an evaporator, connected sequentially via refrigerant piping; and the first coolant heat exchange component is connected to the liquid cooling component via coolant piping, and the liquid cooling component dissipates heat from the refrigerant.

[0034] In this embodiment, the first coolant heat exchange component facilitates heat exchange between the compressed gaseous refrigerant and the coolant in the first coolant heat exchange component. This allows the heated coolant to carry away the heat from the compressed gaseous refrigerant, and the liquid heat dissipation component dissipates heat from the heated coolant. Simultaneously, the condensed refrigerant releases heat through condensation in the external gas heat exchange component, also achieving heat exchange. This increases the heat exchange area of ​​the refrigerant and improves the heat dissipation effect. Attached Figure Description

[0035] Figure 1 The diagram shown is a schematic diagram of an electric vehicle thermal management system provided in an embodiment of this application;

[0036] Figure 2 As shown Figure 1 The diagram shows the specific structure of the electric vehicle thermal management system.

[0037] Figure 3 As shown Figure 2The diagram shows the operating principle of the electric vehicle thermal management system, including passenger compartment cooling, battery pack cooling, and motor heat dissipation.

[0038] Figure 4 As shown Figure 2 The diagram shows the operating principle of the electric vehicle thermal management system, including passenger compartment cooling and dehumidification, battery pack cooling, and motor heat dissipation.

[0039] Figure 5 As shown Figure 2 The diagram shows the principle of passenger compartment heating and dehumidification in the thermal management system of an electric vehicle.

[0040] Figure 6 As shown Figure 2 The diagram shows the principle of passenger compartment heating and absorption of waste heat from the motor in the thermal management system of an electric vehicle.

[0041] Figure 7 As shown Figure 2 The diagram shows the principle of using waste heat from the motor to heat the battery in an electric vehicle thermal management system. Detailed Implementation

[0042] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with one or more embodiments of this specification. Rather, they are merely examples of apparatuses and methods consistent with some aspects of one or more embodiments of this specification as detailed in the appended claims.

[0043] It should be noted that the steps of the corresponding methods are not necessarily performed in the order shown and described in this specification in other embodiments. In some other embodiments, the methods may include more or fewer steps than described in this specification. Furthermore, a single step described in this specification may be broken down into multiple steps in other embodiments; and multiple steps described in this specification may be combined into a single step in other embodiments.

[0044] To address the technical problem of poor heat dissipation, this application provides an electric vehicle thermal management system, including a front-end cooling module, an in-vehicle gas heat exchange component, and a first refrigerant circulation loop.

[0045] The front-end cooling module includes an external gas heat exchange component and a liquid heat dissipation component.

[0046] The in-vehicle gas heat exchange assembly is located in the air conditioning unit of the passenger compartment of the electric vehicle and includes a heating core and an evaporator.

[0047] The first refrigerant circulation loop includes an electric compressor, a first coolant heat exchange assembly, an external gas heat exchange assembly, and an evaporator, which are connected in sequence via a first refrigerant pipeline; and...

[0048] The first coolant heat exchange component is connected to the liquid heat dissipation component through the first coolant pipeline, and the liquid heat dissipation component dissipates heat from the refrigerant.

[0049] In this embodiment, the first coolant heat exchange component enables heat exchange between the compressed gaseous refrigerant and the coolant in the first coolant heat exchange component, allowing the heated coolant to carry away the heat from the compressed gaseous refrigerant. The liquid heat dissipation component then dissipates heat from the heated coolant. Simultaneously, the condensed refrigerant releases heat through condensation in the external gas heat exchange component, also achieving heat exchange. This increases the heat exchange area of ​​the refrigerant and improves the heat dissipation effect.

[0050] Figure 1 The diagram shown is a schematic diagram of an electric vehicle thermal management system provided in an embodiment of this application.

[0051] like Figure 1 As shown, the electric vehicle thermal management system may include, but is not limited to, a front-end cooling module 10, an in-vehicle gas heat exchange component 200, and a first refrigerant circulation loop.

[0052] The front-end cooling module 10 is located on the outside of the electric vehicle and includes multiple heat dissipation components such as an external gas heat exchange component 101 for gas heat exchange and a liquid heat dissipation component 102 for liquid heat exchange, thereby achieving heat dissipation for multiple devices.

[0053] The in-vehicle air heat exchange assembly 200 is located within the air conditioning system of the passenger compartment of the electric vehicle. The in-vehicle air heat exchange assembly 200 may include an evaporator (EVAP) and a heater core (HTR). The evaporator (EVAP) cools the passenger compartment and exchanges heat with the air, causing water vapor in the air to condense on the evaporator (EVAP). Both the evaporator (EVAP) and the heater core (HTR) are located within the air conditioning system. The heater core (HTR) is connected to the first coolant heat exchange assembly 500 for heating. Thus, the air conditioning unit uses the evaporator (EVAP) for cooling and the heater core (HTR) for heating, and the in-vehicle air heat exchange assembly 200 does not use a condenser, reducing the cost of using a condenser.

[0054] The first refrigerant circulation loop includes an electric compressor 400, a first coolant heat exchange assembly 500, an external gas heat exchange assembly 101, a first electronic expansion valve EXV1, and an evaporator EVAP, connected sequentially via a first refrigerant pipeline. The aforementioned internal gas heat exchange assembly 200 can be connected to the external gas heat exchange assembly 101 for heat exchange. The electric compressor 400, connected to the internal gas heat exchange assembly 200, is used to compress gaseous refrigerant and output compressed gaseous refrigerant. Thus, the refrigerant is used for refrigeration; it is easier for the refrigerant to absorb heat and condense into a gas, and easier for it to release heat and condense into a liquid.

[0055] The first coolant heat exchanger 500 is connected to the liquid cooling assembly 102 via a first coolant pipeline, and dissipates heat from the refrigerant through the liquid cooling assembly 102. The heated coolant from the first coolant heat exchanger 500 enters the liquid cooling assembly 102, which contains multiple cooling components, and dissipates heat from the heated coolant through the liquid cooling assembly 102. This achieves heat dissipation of the heated coolant through the liquid cooling assembly 102.

[0056] The first coolant heat exchange assembly 500 is connected to both the electric compressor 400 and the external gas heat exchange assembly 101. The compressed gaseous refrigerant condenses and releases heat in the first coolant heat exchange assembly 500, resulting in heated coolant and condensed refrigerant. The condensed refrigerant then condenses and releases heat in the external gas heat exchange assembly 101, resulting in liquid refrigerant. The coolant can be water, or a mixture of water and antifreeze additives. Thus, the coolant in the first coolant heat exchange assembly 500 absorbs heat from the compressed gaseous refrigerant, resulting in heated coolant and condensed refrigerant. This transfers heat from the compressed gaseous refrigerant to the coolant, and subsequently, the condensed refrigerant condenses and releases heat in the external gas heat exchange assembly 101.

[0057] Continue as Figure 1 As shown, the electric vehicle thermal management system also includes an ACCUMULATION (ACCU) connected between the in-vehicle gas heat exchange assembly 200 and the electric compressor 400, which is used to separate the refrigerant output by the in-vehicle gas heat exchange assembly 200 to obtain gaseous refrigerant.

[0058] Continue as Figure 1 As shown, the electric vehicle thermal management system may also include, but is not limited to, an electronic expansion valve (EXV) for regulating flow. The electronic expansion valve includes one or more of the aforementioned first electronic expansion valve EXV1, second electronic expansion valve EXV2, and third electronic expansion valve EXV3.

[0059] The aforementioned first electronic expansion valve EXV1 is connected between the first coolant heat exchange assembly 500 and the external air heat exchange assembly 101, and is used to regulate the flow rate of the condensed refrigerant from the first coolant heat exchange assembly 500 into the external air heat exchange assembly. Thus, the first coolant heat exchange assembly 500 can be connected to the electric compressor 400, and the first coolant heat exchange assembly 500 can be selectively connected to the external air heat exchange assembly 101 by opening the first electronic expansion valve EXV1. Furthermore, the first coolant heat exchange assembly 500 can be selectively disconnected from the external air heat exchange assembly 101 by closing the first electronic expansion valve EXV1.

[0060] Then, continue as follows Figure 1 As shown, one end of the evaporator EVAP is connected to the gas-liquid separator 300, and the other end of the evaporator EVAP is connected to the external gas heat exchange assembly 101. The liquid refrigerant output from the external gas heat exchange assembly 101 enters the evaporator EVAP.

[0061] Please refer to the following text for a detailed description of the specific structure of the electric vehicle thermal management system in this application embodiment.

[0062] It should be noted that in the embodiments of this application, the thick lines represent the coolant circuit, the thin lines represent the refrigerant circuit, and the thin dashed lines represent the refrigerant circuit being blocked or the coolant circuit being blocked.

[0063] Figure 2 As shown Figure 1 The diagram shows the specific structure of the electric vehicle thermal management system.

[0064] like Figure 2 As shown, the external gas heat exchange assembly 101 includes an external condenser (OCOND), and the liquid cooling assembly 102 includes a radiator (RAD) for liquid cooling. The first refrigerant circulation loop includes an electric compressor 400, an external condenser OCOND, an external gas heat exchange assembly 101, a first electronic expansion valve EXV1, and an evaporator EVAP, which are connected in sequence through a first refrigerant pipeline.

[0065] continue Figure 1 and Figure 2As shown, the first coolant heat exchange assembly 500 includes a first gas pipeline 501 and a first liquid pipeline 502. The compressed gaseous refrigerant in the first gas pipeline 501 and the coolant in the first liquid pipeline 502 exchange heat. The first coolant heat exchange assembly 500 can be used to condense the compressed gaseous refrigerant, utilizing the heat exchange between the coolant and the compressed gaseous refrigerant. Of course, the first coolant heat exchange assembly 500 can be a water condenser or a water evaporator; any structure capable of condensing the compressed gaseous refrigerant falls within the protection scope of the first coolant heat exchange assembly 500 in this application.

[0066] Next, the first gas pipeline 501 of the first coolant heat exchange assembly 500 is connected to the electric compressor 400 and the external condenser OCOND respectively. The coolant of the first coolant heat exchange assembly 500 absorbs the heat of the compressed gaseous refrigerant to obtain heated coolant and condensed refrigerant. The condensed refrigerant condenses and releases heat in the external condenser OCOND.

[0067] The first liquid line 502 of the first coolant heat exchange assembly 500 is connected to the radiator RAD, and the coolant of the first coolant heat exchange assembly 500 enters the radiator RAD to dissipate heat from the coolant.

[0068] During cooling, the coolant in the first coolant heat exchange component 500 absorbs heat from the refrigerant, allowing the heated coolant to carry the heat to the radiator RAD. This achieves cooling while simultaneously dissipating heat using both the external condenser OCOND and the radiator RAD, increasing the heat exchange area. Furthermore, it can adapt to higher temperature operating conditions, improving cooling capacity and energy efficiency.

[0069] Continue as Figure 2 As shown, the radiator RAD is a low-temperature water radiator. The first coolant heat exchange assembly dissipates heat from the refrigerant through the low-temperature water radiator. The first gas pipeline 501 includes a gas inlet 5011 for entering the compressed gaseous refrigerant and a gas outlet 5012 disposed opposite to the gas inlet 5011. The gas outlet 5012 is used to output the condensed refrigerant.

[0070] The first liquid pipeline 502 includes a first liquid inlet 5021 and a first liquid outlet 5022 disposed opposite to the first liquid inlet 5021.

[0071] The gas inlet 5011 of the first coolant heat exchange assembly 500 is connected to the electric compressor 400, and the compressed gaseous refrigerant is cooled by the external condenser OCOND. Specifically, the electric compressor includes an inlet 401 and an outlet 402. The inlet 401 is connected to the gas-liquid separator 300 for inputting the aforementioned gaseous refrigerant; the outlet 402 is connected to the gas inlet 5011 of the first coolant heat exchange assembly 500 for outputting the aforementioned compressed gaseous refrigerant.

[0072] The gas outlet 5012 of the first coolant heat exchange assembly 500 is connected to the external condenser OCOND, and the first liquid outlet 5022 of the first coolant heat exchange assembly 500 is connected to the low-temperature water radiator. The coolant from the first coolant heat exchange assembly 500 enters the low-temperature water radiator, where it dissipates heat. This configuration of the low-temperature water radiator improves the coolant's heat dissipation capacity and reduces noise.

[0073] Figure 3 As shown Figure 2 The diagram shows the operating principles of the passenger compartment cooling, battery pack cooling, and motor heat dissipation of the electric vehicle thermal management system.

[0074] Combination Figures 1 to 3 As shown, the electric vehicle thermal management system also includes a valve assembly system. The valve assembly system may include, but is not limited to, a solenoid-operated valve (SOV), a check valve (VLV), and a pump (PMP) for pressurizing the condensate, which facilitates the flow of condensate.

[0075] The aforementioned solenoid valves may include, but are not limited to, one or more of the first solenoid valve SOV1, the second solenoid valve SOV2, and the third solenoid valve SOV3.

[0076] The aforementioned valves may include, but are not limited to, one or more of the first three-way water valve VLV1, the second three-way water valve VLV2, the third three-way water valve VLV3, and the fourth three-way water valve VLV0.

[0077] The aforementioned water pumps may include, but are not limited to, the first water pump PMP1, the second water pump PMP2, and the third water pump PMP3. The first water pump PMP1 is connected between the water condenser and the first three-way water valve VLV1, and can pressurize the coolant heated by the water condenser to increase the flow rate of the condensate.

[0078] Continue as Figure 3 As shown, in cooling mode, the condensed liquid refrigerant enters the evaporator EVAP of the air conditioner through the second electronic expansion valve EXV2 to achieve cooling of the passenger compartment.

[0079] Continue as Figure 2 As shown, the heater core HTR is connected to the first coolant heat exchange assembly 500 via a first coolant pipeline. The coolant is heated as it flows through the first coolant heat exchange assembly 500, and the heat is transferred to the heater core HTR to heat the passenger compartment. In this way, the heat from the refrigerant is used as a heat source, improving energy efficiency.

[0080] The aforementioned first three-way water valve VLV1 includes an inlet, a first water outlet 701, and a second water outlet 702. The first water outlet 701 of the first three-way water valve VLV1 is connected to the water condenser, the first water outlet 701 of the first three-way water valve VLV1 is connected to the liquid heat dissipation assembly 102, and the second water outlet 702 of the first three-way water valve VLV1 is connected to the heater core HTR.

[0081] Through the first water inlet 701 of the first three-way water valve VLV1, the liquid heat dissipation component 102 is connected between the first coolant heat exchange component 500 and the heater core HTR. The coolant in the first coolant heat exchange component 500 enters the liquid heat dissipation component 102, and the liquid heat dissipation component 102 dissipates heat from the coolant.

[0082] The first coolant heat exchange assembly 500 is connected to the heater core HTR through the second water inlet 702 of the first three-way water valve VLV1, and the heat of the coolant in the first coolant heat exchange assembly 500 supplements the heat of the heater core HTR.

[0083] In this embodiment, if the external heat from the high-voltage coolant heater (HVCH) is sufficient to meet the heat demand, the warm air core (HTR) can be used to supplement the heat and reduce the load on the heat pump system.

[0084] Furthermore, continuing as Figure 2 As shown, the electric vehicle thermal management system also includes a first water pump PMP1 and a three-way valve, which are sequentially connected to the first coolant pipeline; the three-way valve can also be referred to as the first three-way water valve VLV1. The first water pump PMP1 pumps coolant through the three-way valve to flow through the low-temperature water radiator and the heater core HTR. This increases the coolant flow rate, enhances water circulation, and improves heating performance.

[0085] In some applications, the heat from the refrigerant alone, used as a heat source to heat the heater core (HTR), cannot meet the demand for higher heat output. In such cases, a high-pressure liquid heater (HVCH) can be used for heating. Therefore, in some embodiments, a high-pressure liquid heater (HVCH) is also connected between the first coolant heat exchange assembly 500 and the heater core (HTR). When the passenger compartment needs additional heating, the high-pressure liquid heater (HVCH) is in a heated state, and the coolant flowing through it is heated, providing additional heat to the passenger compartment via the heater core (HTR). When the passenger compartment only needs heating, the high-pressure liquid heater (HVCH) is in an unheated state, serving as a conduit through which coolant flows to heat the passenger compartment via the heater core (HTR).

[0086] continue Figure 2 As shown, the second water inlet 702 of the first three-way water valve VLV1 is connected to the high-pressure liquid heater HVCH.

[0087] Continue as Figure 1 and Figure 2 As shown, the high-pressure liquid heater HVCH is connected between the first coolant heat exchange assembly 500 and the heater core HTR via the second water inlet 702 of the first three-way water valve VLV1. When the high-pressure liquid heater HVCH is in heating mode, it heats the coolant in the first coolant heat exchange assembly 500 and outputs the heated coolant to the heater core HTR. When the high-pressure liquid heater HVCH is not in heating mode, it acts as a conduit, allowing the coolant in the first coolant heat exchange assembly 500 to replenish heat to the heater core HTR. In this way, the high-pressure liquid heater HVCH can meet the user's heating needs.

[0088] The aforementioned high-pressure liquid heater includes a control terminal (not shown in the figure) for receiving an activation command to turn on the high-pressure liquid heater HVCH. The high-pressure liquid heater HVCH receives the activation command through the control terminal (not shown in the figure), and in response, heats the coolant to the required temperature to meet the heating demand. It then outputs coolant to the heater core HTR to meet the required heating demand, which is higher than the temperature of the coolant in the first coolant heat exchange component 500. Thus, when the required heating temperature is higher than the temperature of the coolant in the first coolant heat exchange component 500, the high-pressure liquid heater HVCH is selectively activated according to the heating demand, rather than continuously activated, resulting in a lower load on the heat pump system.

[0089] Figure 4 As shown Figure 2 The diagram shows the principle of passenger compartment cooling and dehumidification, battery pack cooling, and motor heat dissipation in an electric vehicle thermal management system. Figure 4As shown, when the passenger cabin air conditioning is in cooling and dehumidification mode, the air conditioning outlet needs to be reheated. A high-pressure liquid heater (HVCH) is added according to system requirements. By controlling the opening of the first three-way water valve (VLV1), the coolant in the water condenser is heated by the high-pressure liquid heater (HVCH) to the required level for heating. Then, it is introduced into the heater core (HTR) according to the reheating requirements to achieve the reheating function.

[0090] Figure 5 As shown Figure 2 The diagram shows the principle of passenger compartment heating and dehumidification in an electric vehicle thermal management system. Figure 5 As shown, the in-vehicle gas heat exchange component 200 can be connected to the first coolant heat exchange component 500 to achieve heating and dehumidification.

[0091] Figure 6 As shown Figure 2 The diagram shows the principle of passenger compartment heating and absorption of waste heat from the motor in the thermal management system of an electric vehicle. Figure 7 As shown Figure 2 The diagram shows the schematic of a thermal management system for electric vehicles that uses waste heat from the motor to heat the battery pack.

[0092] Continue as Figure 1 , Figure 2 , Figure 6 and Figure 7 As shown, the above-mentioned electric vehicle thermal management system also includes: a battery pack thermal management system, an electric drive thermal management system, a valve group system, and a second refrigerant circulation loop;

[0093] The electric drive thermal management system is connected to the coolant pipeline through a valve group system, and the electric drive thermal management system exchanges heat through the liquid heat dissipation component 102;

[0094] The second refrigerant circulation loop includes an electric compressor 400, a first coolant heat exchange assembly 500, a second electronic expansion valve EXV2, and a second coolant heat exchange assembly 800, all connected sequentially via a second refrigerant pipeline. The battery pack thermal management system is connected to the second coolant heat exchange assembly 800 via the second coolant pipeline, and the battery pack thermal management system exchanges heat with the second refrigerant circulation loop through the second coolant heat exchange assembly 800. Thus, the electric drive thermal management system can exchange heat with the liquid cooling assembly 102, improving the energy efficiency of the electric drive thermal management system. Furthermore, the energy efficiency of the battery pack thermal management system is improved by exchanging heat with the second refrigerant circulation loop through the second coolant heat exchange assembly 800.

[0095] The aforementioned electric drive thermal management system may include, but is not limited to, the motor 90. For ease of description, the corresponding coolant line can be referred to as the motor coolant line 900. The aforementioned battery pack thermal management system may include, but is not limited to, the battery pack 100a. For ease of description, the corresponding coolant line can be referred to as the battery pack coolant line 100. In fact, the coolant between the motor coolant line 900 and the battery pack coolant line 100 can circulate between them. The coolant in the motor coolant line 900, used for heat exchange with the motor 901, heats the battery pack 100a. Thus, the waste heat of the motor 901 can be used to heat the battery pack 100a. The aforementioned battery pack 100a can be a high-voltage battery pack.

[0096] Continue as Figure 7 As shown, the second water pump PMP2 and the third water pump PMP3 are turned on at the same time, and the second three-way water valve VLV2 and the third three-way water valve VLV3 are adjusted to make the coolant circulate between the motor and the high-voltage battery pack, so as to realize the heating of the battery pack by the waste heat of the motor.

[0097] Then, continue as follows Figure 1 As shown, the battery pack coolant pipeline 100 includes a second coolant heat exchange assembly 800 for heat exchange of the battery pack 100a. The second coolant heat exchange assembly 800 includes a second gas pipeline 801 and a second liquid pipeline 802. The second gas pipeline 801 is connected to both the first coolant heat exchange assembly 500 and the gas-liquid separator 300. The gas-liquid separator 300 separates the refrigerant gas and liquid in the second coolant heat exchange assembly 800.

[0098] Continue as Figure 1 As shown, the second coolant heat exchange assembly 800 includes a second gas inlet 8011, a second gas outlet 8012 opposite to the second gas inlet 8011, a second liquid inlet 8021, and a second liquid outlet 8022 opposite to the second liquid inlet 8021. The motor coolant pipeline 900 is connected to the second liquid inlet 8021 and the second liquid outlet 8022 respectively. The coolant in the motor coolant pipeline 900 carries away the heat from the motor 901 and enters the second coolant heat exchange assembly 800 through the second liquid inlet 8021. Gaseous refrigerant absorbs the heat from the coolant in the motor coolant pipeline 900 within the second coolant heat exchange assembly 800. Furthermore, the coolant in the motor coolant pipeline 900 carries away the heat from the motor 901 through the pipeline to heat the battery pack 100a.

[0099] The condensed refrigerant output from the first coolant heat exchanger 500 enters the second gas line 801 of the second coolant heat exchanger 800; the motor coolant line 900 is connected to the second liquid line 802; the coolant in the motor coolant line 900, which exchanges heat with the motor 901, enters the second liquid line 802 of the second coolant heat exchanger 800, and the condensed refrigerant evaporates in the second gas line 801, absorbing the heat from the coolant in the second liquid line 802. In this way, the refrigerant can absorb the waste heat from the motor 901, thereby increasing the heating capacity.

[0100] Of course, the above-mentioned second coolant heat exchange component 800 can be a water condenser or a water evaporator. As long as the structure can realize the condensation of the compressed gaseous refrigerant, it is within the protection scope of the second coolant heat exchange component 800 in this application embodiment.

[0101] To independently control the heating of battery 100a and the heat absorption of the refrigerant from the water evaporator, separate control valves (not shown in the figure) can be added to their respective circuits connected to motor 901. Based on the user's heating requirement for battery 100a, the control valves connected to both motor 901 and the water evaporator are opened, thus simultaneously heating battery 100a via motor 901 and absorbing heat from the water evaporator via the refrigerant.

[0102] This application also provides an electric vehicle, including an electric vehicle thermal management system as described in any of the above embodiments.

[0103] This application embodiment also provides an electric vehicle thermal management method, wherein, based on the above-mentioned electric vehicle thermal management system, the electric vehicle thermal management system further includes a controller (not shown in the figure), the controller (not shown in the figure) controls the working mode of the electric vehicle thermal management system according to the ambient temperature, the inlet coolant temperature of the battery pack, and the air temperature in the passenger compartment, the working mode includes at least five working modes, and the valve group system includes a first electronic expansion valve, a second electronic expansion valve, and a three-way valve.

[0104] In the following five operating modes, the refrigerant piping of the first refrigerant circulation loop can also be referred to as the aforementioned first refrigerant piping. The refrigerant piping of the second refrigerant circulation loop can also be referred to as the aforementioned second refrigerant piping. The coolant piping of the first coolant heat exchanger assembly can also be referred to as the aforementioned first coolant piping. The coolant piping of the second coolant heat exchanger assembly can also be referred to as the aforementioned second coolant piping.

[0105] Continue as Figure 3 As shown, the above-mentioned working mode includes a first working mode, in which the passenger compartment of the electric vehicle is cooled, the battery pack is cooled, and the motor is cooled.

[0106] The controller controls the valve group system to open the refrigerant line of the first refrigerant circulation loop, so as to cool the passenger compartment through the refrigerant line of the first refrigerant circulation loop.

[0107] The controller controls the valve assembly system to open the refrigerant line of the second refrigerant circulation loop, thereby cooling the battery pack through the second refrigerant circulation loop; and,

[0108] The controller controls the valve group system to open the coolant lines of the first coolant heat exchange assembly and enable the electric drive thermal management system to exchange heat through the liquid heat dissipation assembly.

[0109] In practical applications, combined with Figure 3 As shown, in cooling mode, the electric compressor Cmp starts, the first solenoid valve SOV1 opens, the first electronic expansion valve EXV1 closes, the second solenoid valve SOV2 closes, and the third solenoid valve SOV3 closes. The compressed gaseous refrigerant condenses and releases heat simultaneously in the water condenser and the external condenser OCOND. During this process, the first water pump PMP1 starts, carrying the heat from the water condenser to the radiator RAD through the first three-way water valve VLV1. The external condenser OCOND outputs the condensed liquid refrigerant. Both the external condenser OCOND and the radiator RAD dissipate heat simultaneously.

[0110] While the evaporator EVAP of the air conditioner cools the passenger compartment, the condensed liquid refrigerant enters the water evaporator through the third electronic expansion valve EXV3. The third water pump PMP3 runs, circulating the coolant between the battery pack 100a and the water evaporator to cool the battery pack 100a.

[0111] Continuing with the above Figure 4 As shown, the operating mode includes a second operating mode, in which the passenger compartment of the electric vehicle is cooled and dehumidified, the battery pack is cooled, and the motor is cooled. In this second operating mode, the controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop and controls the coolant pipeline of the first coolant heat exchange component to open, so that the passenger compartment is dehumidified through the refrigerant pipeline of the first refrigerant circulation loop, and the coolant in the first coolant heat exchange component flows through the heater core to reheat the passenger compartment. Moreover, the temperature of the passenger compartment after cooling and dehumidification is lower than the temperature at the beginning of the cooling and dehumidification.

[0112] The controller controls the valve assembly system to open the refrigerant line of the second refrigerant circulation loop, so as to cool the battery pack through the refrigerant line of the second refrigerant circulation loop; and,

[0113] The controller controls the valve group system to open the coolant lines of the first coolant heat exchange assembly and enable the electric drive thermal management system to exchange heat through the liquid heat dissipation assembly.

[0114] In practical applications, combined with Figure 4 As shown, when the passenger cabin air conditioning is in cooling and dehumidification mode, the air conditioning outlet needs to be reheated. A high-pressure liquid heater (HVCH) is added according to system requirements. By controlling the opening of the first three-way water valve (VLV1), the coolant in the water condenser is heated by the high-pressure liquid heater (HVCH) to the required level for heating. Then, it is introduced into the heater core (HTR) according to the reheating requirements to achieve the reheating function.

[0115] Continuing with the above Figure 5 As shown, the operating mode includes a fourth operating mode, in which the passenger compartment of the electric vehicle is heated and dehumidified; wherein, the controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop and controls the coolant pipeline of the first coolant heat exchange component to open, so that the passenger compartment is dehumidified through the refrigerant pipeline of the first refrigerant circulation loop, and the passenger compartment is heated by the coolant flowing through the heater core in the first coolant heat exchange component, and the temperature of the passenger compartment after heating and dehumidification is higher than the temperature at the beginning of the passenger compartment heating and dehumidification.

[0116] In practical applications, combined with Figure 5 As shown, in the passenger compartment heating and dehumidification mode, the first solenoid valve SOV1 is closed, the second solenoid valve SOV2 and the third solenoid valve SOV3 are open, and the opening of the first electronic expansion valve EXV1 is adjusted to allow the external condenser OCOND to absorb heat from the environment. The opening of the second electronic expansion valve EXV2 is adjusted to regulate the evaporator outlet temperature inside the air conditioner.

[0117] Continuing with the above Figure 6 As shown, the operating mode includes a third operating mode, in which the passenger compartment of the electric vehicle is heated and the waste heat of the motor is utilized; wherein, the controller controls the valve group system to open the coolant pipe of the first coolant heat exchange assembly, so that the coolant in the first coolant heat exchange assembly flows through the heater core to heat the passenger compartment; and,

[0118] The battery pack thermal management system is connected to the electric drive thermal management system through a valve group system and coolant piping. The controller controls the valve group system to open the coolant piping of the second refrigerant circulation loop and connect the coolant piping of the battery pack thermal management system and the electric drive thermal management system. The electric drive thermal management system exchanges heat through the second coolant heat exchange assembly.

[0119] Combination Figure 1 and Figure 6As shown, when the passenger compartment requires heating, the first electronic expansion valve EXV1 is closed, the first solenoid valve SOV1 is closed, the second solenoid valve SOV2 and the third solenoid valve SOV3 are open, and the refrigerant is completely condensed and releases heat in the water condenser. The heated coolant is then carried to the passenger compartment's air conditioning heater core HTR by the first water pump PMP1. If the current temperature is low and the user's heating demand is high, the high-pressure liquid heater HVCH can supplement the heating demand. Adjusting the opening of the first electronic expansion valve EXV1 allows the external condenser OCOND to absorb heat from the environment.

[0120] In practical applications, combined with Figure 6 As shown, by closing the first electronic expansion valve EXV1, opening the second solenoid valve SOV2, and opening the third solenoid valve SOV3, the first gas line 501 of the first coolant heat exchange assembly 500 is connected to the second gas line 801 of the second coolant heat exchange assembly 800, so that the cooling refrigerant enters the second gas line 801 of the second coolant heat exchange assembly 800.

[0121] Continue as Figure 6 As shown, when the heat from motor 901 needs to be used, the second water pump PMP2 can be turned on, and the second three-way water valve VLV2 and the third three-way water valve VLV3 can be adjusted to bring the coolant from motor 901 to the water evaporator. The opening of the third electronic expansion valve EXV3 can be adjusted to allow the refrigerant to absorb heat from the water evaporator.

[0122] Continuing with the above Figure 7 As shown, the operating mode includes a fifth operating mode. The battery pack thermal management system is connected to the electric drive thermal management system through the valve group system and coolant pipeline. The controller controls the valve group system to connect the coolant pipelines of the battery pack thermal management system and the electric drive thermal management system, and heats the battery pack through the heat generated by the motor.

[0123] In practical applications, combined with Figure 7 As shown, if the motor 901 needs heat dissipation, the second water pump PMP2 is turned on to circulate the coolant between the motor 901 and the radiator RAD, thereby cooling the motor 901.

[0124] The above are merely preferred embodiments of this specification and are not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification shall be included within the scope of protection of this specification.

[0125] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, product, or component that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, product, or component. Without further limitations, an element qualified by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, product, or component that includes that element.

Claims

1. A thermal management system for electric vehicles, characterized in that, include: Front-end cooling module, including external gas heat exchange components and liquid heat dissipation components; The in-vehicle gas heat exchange component is located in the air conditioning unit of the passenger compartment of the electric vehicle and includes a heating core and an evaporator. The first refrigerant circulation loop includes an electric compressor, a first coolant heat exchange assembly, an external gas heat exchange assembly, and an evaporator, which are connected sequentially via a first refrigerant pipeline; and... The first coolant heat exchange component is connected to the liquid heat dissipation component through a first coolant pipeline, and the liquid heat dissipation component dissipates heat from the refrigerant; a high-pressure liquid heater is also connected between the first coolant heat exchange component and the heater core. The first three-way water valve includes an inlet, a first outlet, and a second outlet. The inlet of the first three-way water valve is connected to the first coolant heat exchange assembly. The first outlet of the first three-way water valve is connected to one end of the liquid heat dissipation assembly. The second outlet of the first three-way water valve is connected in sequence to one end of the high-pressure liquid heater and one end of the warm air core. The other end of the liquid heat dissipation assembly and the other end of the warm air core are directly connected to the first coolant heat exchange assembly.

2. The electric vehicle thermal management system as described in claim 1, characterized in that, The external gas heat exchange assembly includes an external condenser, and the first refrigerant circulation loop includes the electric compressor, the external condenser, the first electronic expansion valve, and the evaporator, which are connected in sequence through the first refrigerant pipeline.

3. The electric vehicle thermal management system as described in claim 2, characterized in that, The liquid heat dissipation component is a low-temperature water radiator, and the first coolant heat exchange component dissipates heat from the refrigerant through the low-temperature water radiator.

4. The electric vehicle thermal management system as described in claim 3, characterized in that, The electric vehicle thermal management system further includes a first water pump and a three-way valve, wherein the first water pump and the three-way valve are sequentially connected to the first coolant pipeline; The first water pump pumps the coolant through the three-way valve to flow through the low-temperature water radiator and the heater core.

5. The electric vehicle thermal management system as described in claim 1, characterized in that, The heater core is connected to the first coolant heat exchange assembly through the first coolant pipeline. The coolant is heated when it flows through the first coolant heat exchange assembly, and the heat from the coolant is transferred to the heater core to heat the passenger compartment.

6. The electric vehicle thermal management system as described in claim 5, characterized in that, When the passenger compartment needs additional heating, the high-pressure liquid heater is in a heating state, the coolant flowing through the high-pressure liquid heater is heated, and the heat is supplied to the passenger compartment through the heater core. When the passenger compartment only needs heating, the high-pressure liquid heater is in an unheated state. The high-pressure liquid heater serves as a passage, through which coolant flows to heat the passenger compartment via the heater core.

7. The electric vehicle thermal management system as described in claim 6, characterized in that, The electric vehicle thermal management system also includes: a battery pack thermal management system, an electric drive thermal management system, a valve group system, and a second refrigerant circulation loop; The electric drive thermal management system is connected to the first coolant pipeline through the valve group system, and the electric drive thermal management system exchanges heat through the liquid heat dissipation component; The second refrigerant circulation loop includes the electric compressor, the first coolant heat exchange assembly, the second electronic expansion valve, and the second coolant heat exchange assembly connected in sequence through the second refrigerant pipeline. The battery pack thermal management system is connected to the second coolant heat exchange assembly through the second coolant pipeline, and the battery pack thermal management system exchanges heat with the second refrigerant circulation loop through the second coolant heat exchange assembly.

8. An electric vehicle, characterized in that, The electric vehicle includes an electric vehicle thermal management system as described in any one of claims 1 to 7.

9. A thermal management method for electric vehicles, characterized in that, Based on the electric vehicle thermal management system as described in claim 7, the electric vehicle thermal management system further includes a controller, which controls the operating mode of the electric vehicle thermal management system according to the ambient temperature, the inlet coolant temperature of the battery pack, and the air temperature in the passenger compartment. The operating mode includes at least five operating modes, and the valve group system includes a first electronic expansion valve, a second electronic expansion valve, and a three-way valve.

10. The electric vehicle thermal management method as described in claim 9, characterized in that, The operating mode includes a first operating mode, in which the passenger compartment of the electric vehicle is cooled, the battery pack is cooled, and the motor is cooled. The controller controls the valve group system to open the refrigerant line of the first refrigerant circulation loop, so as to cool the passenger compartment through the refrigerant line of the first refrigerant circulation loop. The controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop, thereby cooling the battery pack through the second refrigerant circulation loop; and The controller controls the valve group system to open the coolant pipeline of the first coolant heat exchange component and enable the electric thermal management system to exchange heat through the liquid heat dissipation component.

11. The electric vehicle thermal management method as described in claim 9, characterized in that, The operating mode includes a second operating mode, in which the passenger compartment of the electric vehicle is cooled and dehumidified, the battery pack is cooled, and the motor is cooled. The controller controls the valve system to open the refrigerant pipeline of the first refrigerant circulation loop and to open the coolant pipeline of the first coolant heat exchange component. This allows the passenger compartment to be dehumidified through the refrigerant pipeline of the first refrigerant circulation loop, and the passenger compartment to be reheated by the coolant flowing through the heater core in the first coolant heat exchange component. Furthermore, the temperature of the passenger compartment after cooling and dehumidification is lower than the temperature at the start of the cooling and dehumidification process. The controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop, so as to cool the battery pack through the refrigerant line of the second refrigerant circulation loop; and, The controller controls the valve group system to open the coolant pipeline of the first coolant heat exchange component and enable the electric thermal management system to exchange heat through the liquid heat dissipation component.

12. The electric vehicle thermal management method as described in claim 9, characterized in that, The operating mode includes a third operating mode, in which the passenger compartment of the electric vehicle is heated and waste heat from the motor is utilized; wherein, the controller controls the valve group system to open the coolant pipeline of the first coolant heat exchange assembly, so that the coolant in the first coolant heat exchange assembly flows through the heater core to heat the passenger compartment; and... The battery pack thermal management system is connected to the electric drive thermal management system through the valve group system and the coolant pipeline. The controller controls the valve group system to open the coolant pipeline of the second refrigerant circulation loop and connect the coolant pipelines of the battery pack thermal management system and the electric drive thermal management system. The electric drive thermal management system exchanges heat through the second coolant heat exchange component.

13. The electric vehicle thermal management method as described in claim 9, characterized in that, The operating mode includes a fourth operating mode, in which the passenger compartment of the electric vehicle is heated and dehumidified; wherein, the controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop and controls the coolant pipeline of the first coolant heat exchange component to open, so that the passenger compartment is dehumidified through the refrigerant pipeline of the first refrigerant circulation loop, and the passenger compartment is heated by the coolant in the first coolant heat exchange component flowing through the heater core, and the temperature of the passenger compartment after heating and dehumidification is higher than the temperature at the beginning of the passenger compartment heating and dehumidification.

14. The electric vehicle thermal management method as described in claim 9, characterized in that, The operating mode includes a fifth operating mode, in which the battery pack thermal management system is connected to the electric drive thermal management system through the valve group system and the coolant pipeline. The controller controls the valve group system to connect the coolant pipelines of the battery pack thermal management system and the electric drive thermal management system, and heats the battery pack through the heat generated by the motor.

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