Electric vehicle thermal management system, method and electric vehicle

Abstract

The application provides an electric vehicle thermal management system, method and electric vehicle. The electric vehicle thermal management system comprises a front-end cooling module of a vehicle external gas heat exchange assembly and a liquid heat dissipation assembly, a heating core and a liquid cooling device respectively arranged in an air conditioner of a passenger cabin of the electric vehicle, a first refrigerant circulation loop, a first cooling liquid heat exchange assembly and a second refrigerant circulation loop. The first refrigerant circulation loop comprises an electric compressor, the first cooling liquid heat exchange assembly, a first electronic expansion valve, the vehicle external gas heat exchange assembly and a second cooling liquid heat exchange assembly connected in sequence through a first refrigerant pipeline; the first cooling liquid heat exchange assembly is connected to the heating core through a first cooling liquid pipeline; the second refrigerant circulation loop comprises the electric compressor, the first cooling liquid heat exchange assembly, a second electronic expansion valve and the second cooling liquid heat exchange assembly connected in sequence through a second refrigerant pipeline; and the second cooling liquid heat exchange assembly is connected to the liquid cooling device through a second cooling liquid pipeline.

Description

Technical Field

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

[0002] Currently, the thermal management system of electric vehicles needs to control the temperature of the motor, battery and passenger compartment separately.

[0003] Air conditioners in related technologies use evaporators or condensers for cooling or heating, and these air conditioners have refrigerant noise issues. Summary of the Invention

[0004] This application provides a thermal management system, method, and electric vehicle for electric vehicles, in which there is no refrigerant noise in the passenger compartment.

[0005] This application provides a thermal management system for an electric vehicle, including:

[0006] Front-end cooling module, including external gas heat exchange components and liquid heat dissipation components;

[0007] 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 a liquid cooling device.

[0008] The first refrigerant circulation loop includes an electric compressor, a first coolant heat exchange assembly, a first electronic expansion valve, the external gas heat exchange assembly, and a second coolant heat exchange assembly, which are connected in sequence through a first refrigerant pipeline.

[0009] The first coolant heat exchange assembly is connected to the heater core through the first coolant pipeline. When the coolant flows through the first coolant heat exchange assembly, it is heated, and the heat of the coolant is transferred to the heater core to heat the passenger compartment.

[0010] 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;

[0011] The second coolant heat exchange assembly is connected to the liquid cooling device through a second coolant pipeline. When the coolant flows through the second coolant heat exchange assembly, it is cooled, and the heat of the coolant is transferred to the liquid cooling device to cool the crew cabin.

[0012] Furthermore, the external gas heat exchange assembly includes an external condenser, and the first refrigerant circulation loop includes the electric compressor, the first coolant heat exchange assembly, the first electronic expansion valve, the external condenser, and the second coolant heat exchange assembly, which are connected in sequence through a first refrigerant pipeline.

[0013] Furthermore, the electric vehicle thermal management system also includes a first water pump, which is connected to the second coolant pipeline;

[0014] The first water pump is connected between the second coolant heat exchange assembly and the liquid cooling device, and the first water pump pumps the coolant through the liquid cooling device.

[0015] Furthermore, the liquid cooling device includes a water cooler connected to the second coolant pipeline;

[0016] The water cooler is connected between the second coolant heat exchange assembly and the first water pump. The coolant in the second coolant heat exchange assembly is cooled when it flows through the assembly, and the heat from the coolant is transferred to the water cooler to cool the passenger compartment.

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

[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 battery pack thermal management system is connected to the second coolant heat exchange component via a second coolant pipeline, and the battery pack thermal management system exchanges heat with the second refrigerant circulation loop via the second coolant heat exchange component.

[0020] Furthermore, a high-pressure liquid heater is also connected between the first coolant heat exchange component and the heater core.

[0021] 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.

[0022] 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.

[0023] Furthermore, the electric vehicle thermal management system also includes a second water pump, which is connected to the first coolant pipeline;

[0024] The second water pump is connected between the high-pressure liquid heater and the first coolant heat exchange assembly, and the second water pump pumps the coolant through the heater core.

[0025] This application also provides an electric vehicle, including the electric vehicle thermal management system described above.

[0026] This application also 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.

[0027] 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.

[0028] The controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop and the coolant line of the second coolant heat exchange assembly, so as to use the liquid cooling device to cool the passenger compartment through the coolant line of the second coolant heat exchange assembly.

[0029] 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...

[0030] The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop and enable the electric drive thermal management system to exchange heat through the liquid heat dissipation components.

[0031] 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.

[0032] The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop so that the coolant in the first coolant heat exchange assembly flows through the heater core to supplement the heat in the passenger compartment.

[0033] The controller controls the valve group system to open the refrigerant pipeline of the second refrigerant circulation loop so that the liquid cooling device can be used to dehumidify the passenger compartment through the coolant pipeline of the second coolant heat exchange assembly, and the temperature of the passenger compartment after cooling and dehumidification is lower than the temperature at the start of cooling and dehumidification of the passenger compartment.

[0034] 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,

[0035] The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop and enable the electric thermal management system to exchange heat through the liquid heat dissipation component.

[0036] Furthermore, 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.

[0037] The controller controls the valve group system to open the coolant piping 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...

[0038] 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.

[0039] 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 system to open the refrigerant pipeline of the first refrigerant circulation loop, allowing the coolant in the first coolant heat exchange assembly to flow through the heater core to supplement the passenger compartment with heat. The controller also controls the valve system to open the refrigerant pipeline of the second refrigerant circulation loop, allowing the coolant pipeline of the second coolant heat exchange assembly to use a liquid cooling device to dehumidify the passenger compartment. 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.

[0040] 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.

[0041] 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, a first refrigerant circulation loop, a first coolant heat exchange component, and a second refrigerant circulation loop. The front-end cooling module includes an external gas heat exchange component and a liquid cooling component; the internal gas heat exchange component is located in the air conditioning system of the passenger compartment of the electric vehicle and includes a heater core and a liquid cooling device; the first refrigerant circulation loop includes an electric compressor, a first coolant heat exchange component, a first electronic expansion valve, the external gas heat exchange component, and a second coolant heat exchange component connected in sequence through a first refrigerant pipeline; the first coolant heat exchange component is connected to the heater core through a first coolant pipeline, and the coolant is heated when flowing through the first coolant heat exchange component, and the heat of the coolant is transferred to the heater core to heat the passenger compartment; the second refrigerant circulation loop includes an electric compressor (Compressor, abbreviated as Cmp), a first coolant heat exchange component, a second electronic expansion valve, and a second coolant heat exchange component connected in sequence through a second refrigerant pipeline; the second coolant heat exchange component is connected to the liquid cooling device through a second coolant pipeline, and the coolant is cooled when flowing through the second coolant heat exchange component, and the heat of the coolant is transferred to the liquid cooling device to cool the passenger compartment.

[0042] In this embodiment, the second coolant heat exchange assembly is connected to the liquid cooling device via a second coolant pipeline. The liquid cooling device uses liquid cooling via the second coolant pipeline, eliminating the need for refrigerant cooling and thus eliminating refrigerant noise in the passenger compartment. Furthermore, the first coolant heat exchange assembly is connected to the heater core via a first coolant pipeline. Through heat exchange between the cooling water and refrigerant in the first coolant heat exchange assembly, heated coolant is output and enters the heater core in the air conditioning system of the electric vehicle's passenger compartment to heat the passenger compartment. This eliminates refrigerant noise in the passenger compartment, improving the user experience. Attached Figure Description

[0043] Figure 1 The diagram shown is a schematic diagram of an electric vehicle thermal management system provided in an embodiment of this application;

[0044] Figure 2 As shown Figure 1 The diagram shows the specific structure of the electric vehicle thermal management system.

[0045] Figure 3 As shown Figure 2 The diagram shows the operating principle of the passenger compartment cooling, battery cooling, and motor heat dissipation of the electric vehicle thermal management system.

[0046] Figure 4 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.

[0047] Figure 5 As shown Figure 2 The diagram shows the principle of passenger compartment heating and dehumidification and absorption of waste heat from the motor in the thermal management system of an electric vehicle.

[0048] Figure 6 As shown Figure 2 The diagram shows the operating principle of the electric vehicle thermal management system, including passenger compartment cooling and dehumidification, battery cooling, and motor heat dissipation.

[0049] 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.

[0050] Figure 8 As shown Figure 2 The diagram shows the principle of passenger compartment heating and dehumidification and battery cooling in the thermal management system of an electric vehicle. Detailed Implementation

[0051] 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 this application. Rather, they are merely examples of apparatuses consistent with some aspects of this application as detailed in the appended claims.

[0052] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. Unless otherwise defined, the technical or scientific terms used in this application should be understood in their ordinary sense by one of ordinary skill in the art to which this application pertains. The words “a” or “one” and similar terms used in this specification and claims do not indicate a limitation of quantity, but rather indicate the presence of at least one. “A plurality” includes two, equivalent to at least two. The words “comprising” or “including” and similar terms mean that the element or object preceding “comprising” or “including” covers the element or object listed following “comprising” or “including” and its equivalents, and does not exclude other elements or objects. The words “connected” or “linked” and similar terms are not limited to physical or mechanical connections and can include electrical connections, whether direct or indirect. The singular forms “a,” “the,” and “the” used in this specification and appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0053] To address the aforementioned technical problem of refrigerant noise in air conditioners, this application provides an electric vehicle thermal management system, including a front-end cooling module, an in-vehicle gas heat exchange component, a first refrigerant circulation loop, a first coolant heat exchange component, and a second refrigerant circulation loop.

[0054] The front-end cooling module includes an external gas heat exchange component and a liquid cooling component; the internal gas heat exchange component is located in the air conditioning system of the passenger compartment of the electric vehicle and includes a heater core and a liquid cooling device; the first refrigerant circulation loop includes an electric compressor, a first coolant heat exchange component, a first electronic expansion valve, the external gas heat exchange component, and a second coolant heat exchange component connected in sequence through a first refrigerant pipeline; the first coolant heat exchange component is connected to the heater core through a first coolant pipeline, and the coolant is heated when flowing through the first coolant heat exchange component, and the heat of the coolant is transferred to the heater core to heat the passenger compartment; the second refrigerant circulation loop includes an electric compressor (Compressor, abbreviated as Cmp), a first coolant heat exchange component, a second electronic expansion valve, and a second coolant heat exchange component connected in sequence through a second refrigerant pipeline; the second coolant heat exchange component is connected to the liquid cooling device through a second coolant pipeline, and the coolant is cooled when flowing through the second coolant heat exchange component, and the heat of the coolant is transferred to the liquid cooling device to cool the passenger compartment.

[0055] In this embodiment, the second coolant heat exchange component is connected to the liquid cooling device via a second coolant pipeline. The liquid cooling device uses liquid cooling via the second coolant pipeline, eliminating the need for refrigerant cooling and thus eliminating refrigerant noise in the passenger compartment. Furthermore, the first coolant heat exchange component is connected to the heater core via a first coolant pipeline. Through heat exchange between the cooling water and refrigerant in the first coolant heat exchange component, heated coolant is output and enters the heater core in the air conditioning system of the electric vehicle's passenger compartment to heat the passenger compartment. This eliminates refrigerant noise in the passenger compartment, improving the user experience.

[0056] Figure 1 The diagram shown is a schematic diagram of an electric vehicle thermal management system provided in an embodiment of this application.

[0057] 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, a first refrigerant circulation loop, a first coolant heat exchange component, and a second refrigerant circulation loop.

[0058] See also Figure 1 As shown, 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 realizing heat dissipation for multiple devices.

[0059] The in-vehicle air heat exchange assembly 200 is located within the air conditioning system of the passenger compartment of the electric vehicle, and the in-vehicle air heat exchange assembly 200 may include a liquid cooling device and a heater core (HTR). The liquid cooling device and the heater core (HTR) are respectively located within the air conditioning system of the passenger compartment of the electric vehicle.

[0060] The liquid cooling device 201 in the aforementioned in-vehicle gas heat exchange assembly 200 can be connected to the second coolant heat exchange assembly 800 to achieve liquid heat exchange. The liquid cooling device 201 may include a water cooling device or a water-mixed cooling device. The electric vehicle thermal management system may also include a heat dissipation device. For example, the heat dissipation device may be, but is not limited to, a fan. The liquid cooling device 201 and the fan exchange heat to achieve heat exchange.

[0061] Furthermore, the aforementioned heater core HTR in the in-vehicle air heat exchange assembly 200 is connected to the first coolant heat exchange assembly 500 for heating. Thus, the air conditioning system uses a liquid cooling device for cooling and the heater core HTR for heating, and the in-vehicle air heat exchange assembly 200 does not use a condenser or evaporator, reducing the operating costs of condensers and evaporators. Simultaneously, the absence of refrigerant noise allows for both cooling and heating of the passenger compartment, improving the user experience.

[0062] Continue as Figure 1 As shown, the first refrigerant circulation loop includes an electric compressor 400, a first coolant heat exchange assembly 500, a first electronic expansion valve EXV1, an external gas heat exchange assembly 101, and a second coolant heat exchange assembly 800, which are connected in sequence through a first refrigerant pipeline.

[0063] The first coolant heat exchange component 500 is connected to the heater core HTR through the first coolant pipeline. When the coolant flows through the first coolant heat exchange component 500, it is heated, and the heat of the coolant is transferred to the heater core HTR to heat the passenger compartment.

[0064] The aforementioned first coolant heat exchange assembly 500 can be connected to the external gas heat exchange assembly 101 via a first refrigerant pipeline to achieve heat exchange. The electric compressor 400 is connected to the first coolant heat exchange assembly 500 and is used to compress the gaseous refrigerant, outputting the compressed gaseous refrigerant. Thus, the refrigerant is used for refrigeration; it is easier for the refrigerant to absorb heat and turn into a gas, and easier for it to release heat and turn into a liquid.

[0065] The aforementioned first coolant heat exchange assembly 500 is connected to the electric compressor 400 and the heater core HTR via a first coolant pipeline, enabling heat exchange between the compressed gaseous refrigerant and the cooling water in the first coolant heat exchange assembly 500. Specifically, the compressed gaseous refrigerant condenses and releases heat in the first coolant heat exchange assembly 500, and the heated coolant is output into the heater core HTR. The coolant can be water, or a mixture of water and antifreeze additives. This utilizes the heat from the refrigerant as a heat source, improving energy efficiency, and reduces noise through heat exchange with the cooling water in the first coolant heat exchange assembly 500.

[0066] Then as Figure 1 As shown, the second refrigerant circulation loop includes the electric compressor 400, the first coolant heat exchange assembly 500, the second electronic expansion valve EXV2, and the second coolant heat exchange assembly 800, which are connected in sequence through the second refrigerant pipeline.

[0067] The second coolant heat exchange assembly 800 is connected to the liquid cooling device through the second coolant pipeline. When the coolant flows through the second coolant heat exchange assembly, it is cooled, and the heat of the coolant is transferred to the liquid cooling device to cool the crew cabin.

[0068] The aforementioned second coolant heat exchange assembly 800 is connected to the liquid cooling device 201. The coolant in the second coolant heat exchange assembly 800 enters the liquid cooling device 201 through the second coolant pipeline, where it is cooled to achieve heat exchange between the liquid refrigerant and the cooling water in the second coolant heat exchange assembly 800. This method of outputting coolant from the second coolant heat exchange assembly 800 to the liquid cooling device 201 through the second coolant pipeline further facilitates the entry of the coolant into the liquid cooling device 201, where it is cooled, thus achieving liquid cooling and eliminating refrigerant noise within the air conditioner.

[0069] The aforementioned electric compressor 400 is connected to the second coolant heat exchange assembly 800 and is used to compress gaseous refrigerant, outputting compressed gaseous refrigerant. Thus, when the refrigerant is used for refrigeration, it is easier for the refrigerant to absorb heat and turn into a gas, and easier for it to release heat and turn into a liquid.

[0070] Continue as Figure 1 As shown, the electric vehicle thermal management system also includes an accumulator (ACCU). This ACCU is connected to the electric compressor 400 and is used to separate the refrigerant output from the liquid cooling device 201, outputting gaseous refrigerant. Furthermore, it can be connected between the second coolant heat exchange assembly 800 and the electric compressor 400, or it can be connected between the front-end cooling module and the electric compressor 400.

[0071] The electric compressor 400 includes an inlet 401 and an outlet 402. The inlet 401 is connected to the gas-liquid separator ACCU and is used to allow the gaseous refrigerant to enter. The outlet 402 of the electric compressor 400 is connected to the gas inlet 5011 of the first coolant heat exchange assembly 500 and is used to output the compressed gaseous refrigerant.

[0072] The first coolant heat exchange assembly 500 includes a second gas line 501 and a second liquid line 502. The second gas line 501 includes a gas inlet 5011 for receiving compressed gaseous refrigerant and a gas outlet 5012 opposite to the gas inlet 5011. The gas inlet 5011 of the second gas line 501 is connected to the outlet 402 of the electric compressor 400 for receiving the compressed gaseous refrigerant. The gas outlet 5012 of the second gas line 501 is used to discharge condensed refrigerant. The second liquid line 502 includes a second liquid inlet 5021 and a second liquid outlet 5022 opposite to the second liquid inlet 5021.

[0073] Of course, the first coolant heat exchange component 500 can be a water condenser or a water evaporator. As long as the structure can achieve the condensation of the compressed gaseous refrigerant, it falls within the protection scope of the first coolant heat exchange component 500 in this application embodiment.

[0074] 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 a first electronic expansion valve EXV1 and a second electronic expansion valve EXV2.

[0075] 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 condensed refrigerant from the first coolant heat exchange assembly 500 into the external air heat exchange assembly 101. 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.

[0076] One end of the second coolant heat exchange assembly 800 is connected to the gas-liquid separator ACCU, and the other end of the second coolant heat exchange assembly 800 can be optionally connected to the external gas heat exchange assembly 101. The coolant output from the second coolant heat exchange assembly 800 enters the liquid cooling device. The other end of the second coolant heat exchange assembly 800 can be optionally connected to the first coolant heat exchange assembly 500, and the heated coolant output from the first coolant heat exchange assembly 500 enters the second coolant heat exchange assembly 800.

[0077] 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.

[0078] 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.

[0079] Continue as Figure 1 As shown, the external air heat exchange assembly 101 may include an external condenser (OCOND). The aforementioned liquid cooling assembly 102 includes a radiator (RAD) for liquid cooling. The first refrigerant circulation loop includes an electric compressor 400, a first coolant heat exchange assembly 500, a first electronic expansion valve EXV1, the external condenser OCOND, the external air heat exchange assembly 101, and a second coolant heat exchange assembly 800, which are connected sequentially through a first refrigerant pipeline. For example, the radiator RAD is a low-temperature water radiator.

[0080] The aforementioned electric vehicle thermal management system may also include a heat dissipation device. For example, the heat dissipation device may be, but is not limited to, a fan. Heat exchange is achieved through heat exchange between the external condenser (OCOND) and the fan.

[0081] continue Figure 1 and Figure 2 As shown, the first coolant heat exchange assembly 500 is connected between 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, outputting heated coolant and cooled refrigerant. The cooled refrigerant condenses and releases heat in the external gas heat exchange assembly 101, outputting liquid refrigerant. Thus, the coolant in the first coolant heat exchange assembly 500 absorbs the heat from the compressed gaseous refrigerant, outputting heated coolant and condensed refrigerant, thereby transferring heat from the compressed gaseous refrigerant to the coolant. Furthermore, the cooled refrigerant condenses and releases heat in the external gas heat exchange assembly 101, outputting liquid refrigerant, thus achieving the same effect of condensed refrigerant condensing and releasing heat in the external gas heat exchange assembly 101.

[0082] The second coolant heat exchange assembly 800 is connected to both the electric compressor 400 and the external gas heat exchange assembly 101. Liquid refrigerant enters the second coolant heat exchange assembly 800 from the external gas heat exchange assembly 101. The liquid refrigerant evaporates and absorbs heat in the second coolant heat exchange assembly 800, outputting coolant and refrigerant, and then outputting coolant to the liquid cooling device 201. Thus, the liquid refrigerant evaporates and absorbs heat in the second coolant heat exchange assembly 800, outputting coolant and liquid refrigerant, thereby achieving heat exchange between the liquid refrigerant and the cooling water in the second coolant heat exchange assembly 800.

[0083] Figure 2 As shown Figure 1 The diagram shows the specific structure of the electric vehicle thermal management system.

[0084] like Figure 1 and Figure 2 As shown, continue as Figure 2 As shown, the electric vehicle thermal management system also includes a first water pump PMP1, which is connected to the second coolant pipeline. The first water pump PMP1 is connected between the second coolant heat exchange assembly 800 and the liquid cooling device 201, and pumps the coolant through the liquid cooling device 201. This increases the coolant flow rate, enhances the water circulation effect, and improves the heating effect.

[0085] Continue to combine Figure 1 and Figure 2 As shown, the liquid cooling device 201 can be a refrigerant (RFG). The refrigerant RFG is connected to the second coolant pipeline; the refrigerant RFG is connected between the second coolant heat exchange assembly 800 and the first water pump PMP1. The coolant in the second coolant heat exchange assembly 800 is cooled as it flows through the assembly, and the heat from the coolant is transferred to the refrigerant RFG for cabin cooling. Thus, the refrigerant RFG uses liquid to achieve cabin cooling. The liquid in the refrigerant RFG exchanges heat with the air, causing water vapor in the air to condense on the refrigerant RFG. The refrigerant RFG and the heater core HTR are respectively located within the air conditioning unit.

[0086] The second coolant heat exchange assembly 800 includes a first gas line 801 and a first liquid line 802. The first gas line 801 is connected to the electric compressor 400. The first gas line 801 of the second coolant heat exchange assembly 800 is connected to the external gas heat exchange assembly 101. Liquid refrigerant enters from the external gas heat exchange assembly 101 into the first gas line 801 of the second coolant heat exchange assembly 800. The liquid refrigerant evaporates and absorbs heat in the second coolant heat exchange assembly 800, outputting coolant and refrigerant, and outputting coolant to the water cooler RFG. The first liquid line 802 of the second coolant heat exchange assembly 800 is connected to the water cooler RFG.

[0087] Of course, the second coolant heat exchange component 800 can be a water condenser or a water evaporator. As long as the structure can achieve the condensation of the compressed gaseous refrigerant, it falls within the protection scope of the second coolant heat exchange component 800 in this application embodiment.

[0088] continue Figure 2 As shown, the first gas pipeline 801 of the second coolant heat exchange assembly 800 includes a first gas inlet 8011 and a first gas outlet 8012 disposed opposite to the first gas inlet 8011. The first gas outlet 8012 is connected to the gas-liquid separator ACCU. The first gas outlet 8012 can be connected to the water condenser OCOND, and the first gas outlet 8012 can be connected to the external condenser OCOND.

[0089] The first liquid pipeline 802 of the second coolant heat exchange assembly 800 includes a first liquid inlet 8021 and a first liquid outlet 8022 disposed opposite to the first liquid inlet 8021.

[0090] In this embodiment, the air conditioner uses a water cooler (RFG) for cooling and a heater core (HTR) for heating. Furthermore, the air conditioner does not use a condenser or evaporator, thus reducing the cost of using condensers and evaporators.

[0091] Figure 3 As shown Figure 2 The diagram shows the operating principle of the electric vehicle thermal management system, including passenger compartment cooling, battery cooling, and motor cooling.

[0092] Combination Figures 1 to 3 As shown, the electric vehicle thermal management system also includes a solenoid-operated valve (SOV), a check valve (VLV), and a pump (PMP) for pressurizing the condensate, which can transport the flow of condensate.

[0093] 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, the third solenoid valve SOV3, and the fourth solenoid valve SOV0.

[0094] The aforementioned valves may include, but are not limited to, one or more of the following: a first three-way liquid valve VLV1, a second three-way liquid valve VLV2, a third three-way liquid valve VLV3, and a fourth three-way liquid valve VLV0. For example, the first three-way liquid valve VLV1 may be, but is not limited to, a first three-way water valve, and the second three-way liquid valve VLV2 may be, but is not limited to, a second three-way water valve. For example, one or more of the following...

[0095] The aforementioned pumps may include, but are not limited to, a first water pump PMP1, a fifth water pump PMP2, a third water pump PMP3, a fourth water pump PMP4, and a second water pump PMP5. The fourth water pump PMP4 is connected to the liquid cooling assembly via a first three-way liquid valve VLV1 and a second three-way liquid valve VLV2. The fourth water pump PMP4 can pressurize the coolant in the electric drive thermal management system, increasing the flow rate of the condensate.

[0096] The aforementioned electric vehicle thermal management system also includes a battery pack thermal management system, an electric drive thermal management system, and a valve assembly system. The electric drive thermal management system is connected to the first coolant pipeline via the valve assembly system, and exchanges heat with the liquid cooling component 102. The battery pack thermal management system is connected to the second coolant heat exchange component 800 via the second coolant pipeline, and exchanges heat with the second refrigerant circulation loop via the second coolant heat exchange component 800.

[0097] 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 301. 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 301. Thus, the waste heat of the motor 901 can be used to heat the battery pack 301. The aforementioned battery pack 301 may be, but is not limited to, a high-voltage battery pack.

[0098] continue Figure 1 and Figure 2 As shown, the motor coolant line 900 is connected to the first liquid line 802 of the second coolant heat exchange assembly 800. The coolant that exchanges heat with the motor 901 enters the second coolant heat exchange assembly 800 and absorbs the heat of the coolant that exchanges heat with the motor 901 through the second coolant heat exchange assembly 800.

[0099] In this embodiment, coolant flows through the second coolant heat exchange assembly 800, the liquid cooling device 201, the heater core HTR, and the motor coolant pipeline 900. The coolant has a large heat capacity, resulting in slow temperature changes and stable temperature control. Furthermore, the refrigerant system of the second coolant heat exchange assembly 800 can absorb the waste heat from the coolant exchanged by the motor 901, thereby increasing the heating capacity. Additionally, the waste heat from the motor 901 can also be used to heat the battery pack 301; please refer to the following for details.

[0100] In some applications, the heat from the refrigerant alone, used as a heat source to heat the heater core (HTR), is insufficient to meet high heat demands. In such cases, a high-pressure liquid heater (HVCH) can be used for heating. Therefore, in one embodiment, 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 requires 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 requires 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). Thus, when the required heat is higher than the heat of the coolant in the first coolant heat exchange assembly 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. Furthermore, the high-pressure liquid heater HVCH serves as an external heat source to meet heating requirements.

[0101] Furthermore, the controller sends an activation command to activate the high-pressure liquid heater HVCH. Corresponding to the high-pressure liquid heater HVCH, there is a control terminal (not shown in the figure) for receiving the activation command to activate 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), responds to the activation command, heats the coolant to the required temperature, and outputs coolant to the heater core HTR to meet the required temperature. The required temperature is higher than the temperature of the coolant in the second coolant heat exchange component 800.

[0102] In another embodiment, the in-vehicle heating device further includes a second water pump PMP5, which is connected to the first coolant line and between the high-pressure liquid heater HVCH and the first coolant heat exchange assembly 500. The second water pump PMP5 pumps coolant through the heater core HTR. Heated coolant flows into the second water pump PMP5, and heated coolant is pumped into the high-pressure liquid heater HVCH to enter the heater core HTR for heating. Thus, the second pump PMP5 can accelerate heating, thereby improving heating efficiency.

[0103] Figure 4 As shown Figure 2 The diagram shows the principle of passenger compartment heating and absorption of waste heat from motor 901 in the electric vehicle thermal management system. Figure 5 As shown Figure 2 The diagram shows the principle of the electric vehicle thermal management system for heating and dehumidifying the passenger compartment and absorbing waste heat from motor 901.

[0104] like Figure 5 As shown, during heating and dehumidification, 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 outlet water temperature of the evaporator chiller. The target outlet water temperature of the evaporator chiller is the target temperature of the RFG in the air conditioner.

[0105] continue Figure 1 and Figure 2 As shown, the motor coolant pipeline 900 includes a first three-way valve VLV1 and a second three-way valve VLV2. The first three-way valve VLV1 includes an inlet, a first outlet 701, and a second outlet. The second three-way valve VLV2 includes an inlet, a first outlet 704, and a second outlet.

[0106] The motor 901 is connected between the first three-way liquid valve VLV1 and the second three-way liquid valve VLV2. The first outlet 701 of the first three-way liquid valve VLV1 is connected to one end of the liquid cooling component 102, and the first outlet 704 of the second three-way liquid valve VLV2 is connected to the other end of the liquid cooling component 102. The coolant of the liquid cooling component 102 enters the motor 901 to dissipate heat from the motor 901.

[0107] In this embodiment, the coolant in the liquid heat dissipation component 102 dissipates heat with low noise. Furthermore, the coolant flows through the second coolant heat exchange component 800, the liquid heat dissipation component 102, the liquid cooling device 201, the heater core HTR, and the motor coolant pipeline 900. The coolant has a large heat capacity, resulting in slow temperature changes and stable control.

[0108] continue Figure 3 As shown, when the crew compartment and battery pack 301 are being cooled, and the motor 901 needs to dissipate heat, the fourth water pump PMP4 operates, adjusting the direction of the first three-way liquid valve VLV1 and the second three-way liquid valve VLV2 to allow coolant to enter the low-temperature radiator.

[0109] Figure 6 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 301 cooling, and motor 901 heat dissipation. Figure 7 As shown Figure 2 The diagram shows the schematic of the electric vehicle thermal management system where the motor 901 heats the battery pack 301.

[0110] Continue as Figure 1 , Figure 2 and Figure 7As shown, the battery coolant line 300 is connected between the second outlet of the first three-way valve VLV1 and the second outlet of the second three-way valve VLV2. The coolant from the motor coolant line 900 enters the battery coolant line 300 to heat the battery pack 301.

[0111] In this embodiment, the coolant in the battery coolant pipeline 300 is used to heat the battery pack 301, resulting in low noise. Furthermore, the waste heat energy of the motor 901 is fully utilized, reducing energy consumption.

[0112] This application provides an electric vehicle thermal management system including any of the above-mentioned features.

[0113] This application provides an electric vehicle thermal management method, wherein, based on the electric vehicle thermal management system as described above, 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, and the working mode includes at least five working modes.

[0114] 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.

[0115] Continue as Figure 3 As shown, the working modes include 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.

[0116] The controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop and the coolant line of the second coolant heat exchange assembly, so as to use the liquid cooling device to cool the crew compartment through the coolant line of the second coolant heat exchange assembly.

[0117] 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,

[0118] The controller controls the valve group system to open the refrigerant lines of the first refrigerant circulation loop and enable the electric-driven thermal management system to exchange heat through the liquid cooling components.

[0119] In practical applications, combined with Figure 3As shown, in cooling mode, the electric compressor 400 starts, the first solenoid valve SOV1 and the first electronic expansion valve EXV1 open, and the second solenoid valve SOV2 and the third solenoid valve SOV3 close. The refrigerant condenses and releases heat in the external condenser OCOND. The condensed liquid refrigerant enters the water evaporator chiiller through the second electronic expansion valve EXV2, thereby cooling the coolant in the water evaporator chiiller.

[0120] Continue as Figure 3 As shown, in single-passenger-cabin cooling mode, single-battery-pack cooling mode, or dual-cooling mode for both passenger compartment and battery pack 301, the target water temperature at the outlet of the water evaporator is the target water temperature of the passenger compartment. In single-battery-pack cooling mode, the target water temperature at the outlet of the water evaporator is the target temperature at the inlet of battery pack 301.

[0121] Specifically, in single-passenger-cabin cooling mode, the first water pump PMP1 operates, pumping coolant into the air conditioning water cooler RFG. In single-battery-pack cooling mode, the fifth water pump PMP2 operates, pumping coolant into the battery pack 301. In dual-cooling mode for both the passenger cabin and battery pack 301, the first water pump PMP1 operates, pumping coolant into the air conditioning water cooler RFG, while the fifth water pump PMP2 and the third water pump PMP3 operate simultaneously. The speeds of the fifth water pump PMP2 and the third water pump PMP3 are controlled respectively to meet the flow rate and water temperature requirements of the battery pack 301.

[0122] continue Figure 4 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.

[0123] The controller controls the valve group system to open the coolant lines of the first coolant heat exchange assembly, allowing coolant to flow through the first coolant heat exchange assembly and the heater core to heat the passenger compartment; and...

[0124] 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.

[0125] In practical applications, combined with Figure 4As shown, when heating is required in the passenger compartment, the first solenoid valve SOV1 is closed, the second solenoid valve SOV2 is open, and the third solenoid valve SOV3 is open. The compressed gaseous refrigerant completely condenses and releases heat in the water condenser OCOND. The heated coolant is then carried to the warm air core HTR of the passenger compartment air conditioner by the second water pump PMP5. If the temperature does not meet the user's heating requirements, supplemental heating can be achieved through the high-pressure liquid heater HVCH. Adjusting the opening of the first electronic expansion valve EXV1 allows the external condenser OCOND to absorb heat from the environment. Simultaneously, adjusting the second electronic expansion valve EXV2 allows heat to be absorbed from the water evaporator chiiller.

[0126] If the reheating conditions of motor 901 are met, open the fourth solenoid valve SOV0, and at the same time start the fifth water pump PMP2. Adjust the direction of the second three-way liquid valve VLV2 so that the coolant flows into the water evaporator, thereby absorbing the heat of motor 901.

[0127] Continue as Figure 6 As shown, the working mode includes a second working mode, in which the passenger compartment of the electric vehicle is cooled and dehumidified, the battery pack is cooled, and the motor is cooled.

[0128] The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop, and controls the valve group system to allow the coolant in the first coolant heat exchange assembly to flow through the heater core to supplement the heat to the passenger compartment.

[0129] The controller controls the valve group system to open the refrigerant pipeline of the second refrigerant circulation loop, so as to use the liquid cooling device to dehumidify the passenger compartment through the coolant pipeline of the second coolant heat exchange assembly, and the temperature of the passenger compartment after cooling and dehumidification is lower than the temperature at the beginning of cooling and dehumidification of the passenger compartment.

[0130] 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,

[0131] The controller controls the valve group system to open the refrigerant lines of the first refrigerant circulation loop and enable the electric-driven thermal management system to exchange heat through the liquid cooling components.

[0132] In practical applications, combined with Figure 6 As shown, when the passenger cabin air conditioning is in cooling and dehumidification mode, the air conditioning outlet needs to be reheated. The second water pump PMP5 operates to introduce the coolant in the water condenser OCOND into the heater core as needed to achieve the reheating function.

[0133] Continue as Figure 7As shown, the operating mode includes the 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.

[0134] In practical applications, combined with Figure 7 As shown, the third water pump PMP3 and the fourth water pump PMP4 are turned on at the same time, and the first three-way liquid valve VLV1 and the second three-way liquid valve VLV2 are adjusted to make the coolant circulate between the motor 901 and the battery pack 301, so as to realize the heating of the battery pack 301 by the waste heat of the motor 901.

[0135] Figure 8 As shown Figure 2 The diagram shows the principle of passenger compartment heating and dehumidification and battery pack 301 cooling in the electric vehicle thermal management system.

[0136] Continue as Figure 8 As shown, 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, allowing the coolant in the first coolant heat exchange assembly to flow through the heater core for supplemental heating of the passenger compartment. The controller also controls the valve group system to open the refrigerant pipeline of the second refrigerant circulation loop, allowing the coolant pipeline of the second coolant heat exchange assembly to use a liquid cooling device to dehumidify the passenger compartment, and allowing the coolant in the first coolant heat exchange assembly to flow through the heater core for supplemental heating of the passenger compartment. Furthermore, 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.

[0137] In practical applications, combined with Figure 8 As shown, during the heating and dehumidification process, the battery coolant line 300 is connected to the first liquid line 802 of the second coolant heat exchange assembly 800. At the same time, the first water pump PMP1, the fifth water pump PMP2, and the third water pump PMP3 are turned on, and the third three-way liquid valve VLV3 is adjusted. The coolant in the first liquid line 802 of the second coolant heat exchange assembly 800 is used to cool the battery pack 301 of the battery coolant line 300.

[0138] 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.

[0139] 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, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Without further limitations, an element qualified by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus 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 assembly is located in the air conditioning unit of the passenger compartment of the electric vehicle and includes a heating core and a liquid cooling device. The first refrigerant circulation loop includes an electric compressor, a first coolant heat exchange assembly, a first electronic expansion valve, the external gas heat exchange assembly, and a second coolant heat exchange assembly, which are connected in sequence through a first refrigerant pipeline. The first coolant heat exchange assembly is connected to the heater core through the first coolant pipeline. When the coolant flows through the first coolant heat exchange assembly, it is heated, and the heat of the coolant is transferred to the heater core to heat the passenger compartment. 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 second coolant heat exchange assembly is connected to the liquid cooling device through a second coolant pipeline. When the coolant flows through the second coolant heat exchange assembly, it is cooled, and the heat of the coolant is transferred to the liquid cooling device to cool the crew cabin.

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 first coolant heat exchange assembly, the first electronic expansion valve, the external condenser, and the second coolant heat exchange assembly, which are connected in sequence through a first refrigerant pipeline.

3. The electric vehicle thermal management system as described in claim 1, characterized in that, The electric vehicle thermal management system further includes a first water pump, which is connected to the second coolant pipeline; The first water pump is connected between the second coolant heat exchange assembly and the liquid cooling device, and the first water pump pumps the coolant through the liquid cooling device.

4. The electric vehicle thermal management system as described in claim 3, characterized in that, The liquid cooling device includes a water cooler, which is connected to the second coolant pipeline; The water cooler is connected between the second coolant heat exchange assembly and the first water pump. The coolant in the second coolant heat exchange assembly is cooled when it flows through the assembly, and the heat from the coolant is transferred to the water cooler to cool the passenger compartment.

5. The electric vehicle thermal management system as described in claim 1 or 3, characterized in that, The electric vehicle thermal management system also includes a battery pack thermal management system, an electric drive thermal management system, and a valve group system; 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 battery pack thermal management system is connected to the second coolant heat exchange component via a second coolant pipeline, and the battery pack thermal management system exchanges heat with the second refrigerant circulation loop via the second coolant heat exchange component.

6. The electric vehicle thermal management system as described in claim 1, characterized in that, A high-pressure liquid heater is also connected between the first coolant heat exchange component and the heater core. 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 further includes a second water pump, which is connected to the first coolant pipeline; The second water pump is connected between the high-pressure liquid heater and the first coolant heat exchange assembly, and the second water pump pumps the coolant through the heater core.

8. An electric vehicle, characterized in that, Including the 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 5, 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, wherein the operating mode includes at least five operating modes.

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 second refrigerant circulation loop and the coolant line of the second coolant heat exchange assembly, so as to use the liquid cooling device to cool the passenger compartment through the coolant line of the second coolant heat exchange assembly. 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 refrigerant pipeline of the first refrigerant circulation loop and enable the electric drive thermal management system to exchange heat through the liquid heat dissipation components.

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 group system to open the refrigerant pipeline of the first refrigerant circulation loop so that the coolant in the first coolant heat exchange assembly flows through the heater core to supplement the heat in the passenger compartment. The controller controls the valve group system to open the refrigerant pipeline of the second refrigerant circulation loop so that the liquid cooling device can be used to dehumidify the passenger compartment through the coolant pipeline of the second coolant heat exchange assembly, and the temperature of the passenger compartment after cooling and dehumidification is lower than the temperature at the start of cooling and dehumidification of the passenger compartment. 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 refrigerant pipeline of the first refrigerant circulation loop 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 the waste heat of the motor is utilized. The controller controls the valve group system to open the coolant piping 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, so that the coolant in the first coolant heat exchange component flows through the heater core to supplement the heating of the passenger compartment, and the controller controls the valve group system to open the refrigerant pipeline of the second refrigerant circulation loop, so that the passenger compartment is dehumidified by liquid cooling device through the coolant pipeline of the second 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 heating and dehumidification of the passenger compartment.

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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