Electric vehicle thermal management methods, systems and vehicles

Abstract

This application provides a thermal management method, system, and vehicle for an electric vehicle. The system includes a front-end cooling module, an in-vehicle gas heat exchange assembly, a first refrigerant circulation loop, and a second refrigerant circulation loop. The front-end cooling module includes an external gas heat exchange assembly; the in-vehicle gas heat exchange assembly includes an in-vehicle condenser and an in-vehicle evaporator; the first refrigerant circulation loop includes a compressor, an external gas heat exchange assembly, a first electronic expansion valve, and a heat exchanger connected sequentially via a first refrigerant pipeline; the second refrigerant circulation loop includes a compressor, an external gas heat exchange assembly, a heat exchanger, a second electronic expansion valve, and an in-vehicle evaporator connected sequentially via a second refrigerant pipeline; the compressor includes an intake port and a makeup port, with the makeup port pressure higher than the intake port pressure; a valve group system connects the intake port to the external gas heat exchange assembly and the makeup port to the in-vehicle evaporator.

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 method, system, and vehicle. Background Technology

[0002] In this technology, the external condenser and the internal evaporator are connected in parallel, with the same low-pressure setting. When the ambient temperature is high, both the external condenser and the internal evaporator function normally. However, when the ambient temperature is below zero, the external condenser's temperature drops below zero, causing frost to form on the internal evaporator. This affects the evaporator's performance, such as reducing airflow and causing unpleasant odors, thus impacting the user experience. Summary of the Invention

[0003] This application provides an improved thermal management method, system, and vehicle for electric vehicles, which prevents frost buildup on the evaporator surface inside the vehicle, eliminates odors, and improves the user experience.

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

[0005] Front-end cooling module, including external air heat exchange components;

[0006] The in-vehicle gas heat exchange assembly is located in the air conditioning unit of the passenger compartment of the vehicle and includes an in-vehicle condenser and an in-vehicle evaporator.

[0007] The first refrigerant circulation loop includes a compressor, an external gas heat exchange assembly, a first electronic expansion valve, and a heat exchanger, which are connected in sequence through the first refrigerant pipeline.

[0008] The second refrigerant circulation loop includes the compressor, the external gas heat exchange assembly, the heat exchanger, the second electronic expansion valve, and the internal evaporator, which are connected in sequence through the second refrigerant pipeline;

[0009] The compressor includes an air intake port and an air supply port, and the air pressure at the air supply port is higher than the air pressure at the air intake port.

[0010] The air intake is connected to the external gas heat exchange assembly via a valve group system, and the air supply port is connected to the internal evaporator via the same valve group system.

[0011] Furthermore, the external gas heat exchange assembly includes: an external condenser, and the first refrigerant circulation loop includes the compressor, the external condenser, the first electronic expansion valve, and the heat exchanger, which are connected in sequence through the first refrigerant pipeline;

[0012] The second refrigerant circulation loop includes the compressor, the external condenser, the heat exchanger, the second electronic expansion valve, and the internal evaporator, which are connected in sequence through the second refrigerant pipeline.

[0013] Furthermore, the compressor includes a gas-injection enthalpy-increasing compressor, and the first refrigerant circulation loop includes the gas-injection enthalpy-increasing compressor, the external gas heat exchange assembly, the first electronic expansion valve, and the heat exchanger, which are connected in sequence through the first refrigerant pipeline;

[0014] The second refrigerant circulation loop includes the gas injection enthalpy-increasing compressor, the external gas heat exchange assembly, the second electronic expansion valve, and the internal evaporator, which are connected in sequence through the second refrigerant pipeline.

[0015] Furthermore, the heat exchanger includes a plate heat exchanger, and the first refrigerant circulation loop includes the compressor, the external gas heat exchange assembly, the first electronic expansion valve, and the plate heat exchanger, which are connected in sequence through the first refrigerant pipeline.

[0016] Furthermore, the electric vehicle thermal management system also includes a liquid receiver, which is connected to both the in-vehicle evaporator and the heat exchanger.

[0017] Furthermore, the valve assembly system includes a three-way solenoid valve, which includes a first valve port and a second valve port.

[0018] The external gas heat exchange component is connected to the external gas heat exchange component and the gas supply port through the second valve port of the three-way solenoid valve, and the internal evaporator is connected through the first valve port of the three-way solenoid valve, so that the external gas heat exchange component and the internal evaporator are connected.

[0019] Furthermore, the valve assembly system includes a three-way solenoid valve, which includes a first valve port and a third valve port.

[0020] The three-way solenoid valve is connected to the compressor's suction port via its third valve port, and to the vehicle's in-vehicle evaporator via its first valve port.

[0021] This application provides an electric vehicle, including the electric vehicle thermal management system described above.

[0022] 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, 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 four operating modes.

[0023] Furthermore, the operating mode includes a first operating mode, in which the passenger compartment and battery pack of the electric vehicle are cooled.

[0024] The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop and the refrigerant pipeline of the second refrigerant circulation loop, so as to cool the passenger compartment through the refrigerant pipeline of the first refrigerant circulation loop and the refrigerant pipeline of the second refrigerant circulation loop.

[0025] 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.

[0026] Furthermore, the operating mode includes a second operating mode, in which the passenger compartment of the electric vehicle is cooled and dehumidified.

[0027] Specifically, the controller controls the valve system to open the refrigerant pipeline of the second refrigerant circulation loop, so that the refrigerant in the compressor flows through the vehicle evaporator to dehumidify the passenger compartment; and the controller controls the valve system to connect the exhaust port of the compressor to the vehicle condenser, so that the refrigerant in the compressor flows through the vehicle condenser to heat the passenger compartment; and the temperature of the passenger compartment after cooling and dehumidification is lower than the temperature at the start of cooling and dehumidification.

[0028] Furthermore, the operating mode includes a third operating mode, in which the passenger compartment of the electric vehicle is heated and dehumidified.

[0029] The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop so that heat can be exchanged through the heat exchanger.

[0030] In addition, the controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop so that the refrigerant in the compressor flows through the vehicle evaporator to dehumidify the passenger compartment;

[0031] Furthermore, the controller controls the valve group system to connect the exhaust port of the compressor to the vehicle condenser, so that the refrigerant in the compressor flows through the vehicle condenser to heat the passenger compartment; and the temperature of the passenger compartment after heating and dehumidification is higher than the temperature at the start of cooling and dehumidification of the passenger compartment.

[0032] Furthermore, the operating mode includes a fourth operating mode, in which the passenger compartment of the electric vehicle is heated and dehumidified.

[0033] The controller controls the valve system to connect the compressor's exhaust port to the vehicle's condenser, allowing refrigerant from the compressor to flow through the condenser for passenger compartment heating; and...

[0034] The controller controls the valve group system to open the refrigerant pipeline of the second refrigerant circulation loop, allowing the refrigerant in the heat exchanger to flow through the vehicle interior evaporator and the vehicle exterior gas heat exchange assembly, respectively, so that the refrigerant in the vehicle exterior gas heat exchange assembly enters the compressor's suction port to dehumidify the passenger compartment; and...

[0035] The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop, so that the refrigerant in the vehicle condenser flows through the heat exchanger and into the air supply port of the compressor to dehumidify the passenger compartment, and the temperature of the passenger compartment after heating and dehumidification is higher than the temperature at the beginning of cooling and dehumidification of the passenger compartment.

[0036] Furthermore, the electric vehicle thermal management method further includes: in any of the four operating modes, the controller controls the valve group system to open the refrigerant pipeline of the second refrigerant circulation loop to cool the battery pack through the refrigerant pipeline of the second refrigerant circulation loop.

[0037] 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, and a second refrigerant circulation loop. Thus, a compressor is used, with its suction port connected to the external gas heat exchange component via a valve assembly system, and its make-up air port connected to the in-vehicle evaporator via the same valve assembly system. Since the pressure at the make-up air port is higher than the pressure at the suction port, and the in-vehicle evaporator is connected to the make-up air port, the pressure of the in-vehicle evaporator can be higher than that of the external gas heat exchange component. Therefore, during low-temperature heating and dehumidification, the in-vehicle evaporator in the passenger compartment is connected to the compressor's make-up air port, and dehumidification using the evaporator in the passenger compartment can meet the required evaporation pressure. Simultaneously, the surface of the in-vehicle evaporator will not frost, and there will be no odor, improving the user experience. Attached Figure Description

[0038] Figure 1 The diagram shown is a schematic diagram of an electric vehicle thermal management system provided in an embodiment of this application;

[0039] Figure 2 As shown Figure 1 The diagram shows the specific structure of the electric vehicle thermal management system.

[0040] Figure 3 As shown Figure 2 The diagram shows the operating principle of the passenger compartment cooling and battery pack cooling of the electric vehicle thermal management system.

[0041] Figure 4 As shown Figure 2 The diagram shows the principle of passenger compartment cooling and dehumidification and battery pack cooling in the thermal management system of an electric vehicle.

[0042] Figure 5 As shown Figure 2 The diagram shows a schematic of the passenger compartment heating and dehumidification and battery pack cooling of the electric vehicle thermal management system.

[0043] Figure 6 As shown Figure 2 The diagram shows another schematic of the passenger compartment heating and dehumidification and battery pack cooling of the electric vehicle thermal management system. Detailed Implementation

[0044] 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.

[0045] 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.

[0046] To address the technical problem that frost forms on the vehicle's evaporator when the ambient temperature is below zero, affecting the evaporator's performance and user experience, 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, and a second refrigerant circulation loop.

[0047] The front-end cooling module includes an external gas heat exchange component; an internal gas heat exchange component, located in the air conditioning unit of the vehicle's passenger compartment, includes an internal condenser and an internal evaporator; a first refrigerant circulation loop includes a compressor Cmp (Cmp), an external gas heat exchange component, a first electronic expansion valve, and a heat exchanger connected sequentially through a first refrigerant pipeline; a second refrigerant circulation loop includes a compressor Cmp, an external gas heat exchange component, a heat exchanger, a second electronic expansion valve, and an internal evaporator connected sequentially through a second refrigerant pipeline; the compressor Cmp includes an intake port and a makeup port, with the makeup port pressure being higher than the intake port pressure; the intake port is connected to the external gas heat exchange component through a valve group system, and the makeup port is connected to the internal evaporator through the valve group system.

[0048] In this embodiment, a compressor Cmp is used. The compressor Cmp's intake port is connected to the external gas heat exchange assembly via a valve system, and the compressor Cmp's make-up air port is connected to the in-vehicle evaporator via the same valve system. Because the pressure at the make-up air port is higher than the pressure at the intake port, and the in-vehicle evaporator is connected to the make-up air port, the pressure of the in-vehicle evaporator can be higher than that of the external gas heat exchange assembly. Thus, during low-temperature heating and dehumidification, the in-vehicle evaporator in the passenger compartment is connected to the compressor Cmp's make-up air port. Using the in-vehicle evaporator for dehumidification meets the required evaporation pressure, and simultaneously, the surface of the in-vehicle evaporator does not frost, eliminating odors and improving the user experience.

[0049] Figure 1 The diagram shown is a schematic diagram of an electric vehicle thermal management system provided in an embodiment of this application.

[0050] 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 20, a first refrigerant circulation loop (not shown in the figure) and a second refrigerant circulation loop (not shown in the figure).

[0051] See also Figure 1 As shown, the front-end cooling module 10 is located on the outside of the electric vehicle and includes an external gas heat exchange assembly 101 for gas heat exchange.

[0052] The front-end cooling module 10 may also include a heat dissipation device. Exemplarily, the heat dissipation device may be, but is not limited to, a fan. Heat exchange is achieved between the external air heat exchange assembly 101 and the fan.

[0053] Next, as Figure 1 As shown, the in-vehicle gas heat exchange assembly 20 is located in the air conditioning unit of the passenger compartment of the vehicle and includes an in-vehicle condenser and an in-vehicle evaporator EVAP.

[0054] The EVAP (Evaporator-Assisted Part) is located within the air conditioning system of the passenger compartment of an electric vehicle. The EVAP can include both an EVAP and an in-vehicle condenser (ICOND). Both the EVAP and ICOND are located within the air conditioning system of the passenger compartment of the electric vehicle.

[0055] 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. The in-vehicle condenser ICOND is connected to the exhaust port 41 of the compressor Cmp for heating. In this way, the air conditioning unit uses the evaporator EVAP for cooling and the in-vehicle condenser ICOND for heating, achieving heat exchange in the passenger compartment.

[0056] Continue, as Figure 1 As shown, the first refrigerant circulation loop includes a compressor Cmp, an external gas heat exchange assembly 101, a first electronic expansion valve EXV4, and an EXCHANGER heat exchanger 30, which are connected in sequence through a first refrigerant pipeline (not shown in the figure). The heat exchanger 30 is used to realize heat exchange between the refrigerant and the environment.

[0057] The compressor Cmp is connected to the external gas heat exchange assembly 101. After compression by the compressor Cmp, the gaseous refrigerant condenses and releases heat in the external gas heat exchange assembly 101, becoming liquid refrigerant. The coolant can be water, or a mixture of water, antifreeze, and additives. This process 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.

[0058] The second refrigerant circulation loop includes a compressor Cmp, an external gas heat exchange assembly 101, a heat exchanger 30, a second electronic expansion valve EXV1, and an in-vehicle evaporator EVAP, which are connected in sequence via a second refrigerant pipeline (not shown in the figure). The in-vehicle evaporator EVAP can be connected to the external gas heat exchange assembly 101 to achieve heat exchange.

[0059] The aforementioned compressor Cmp is connected to the vehicle's evaporator EVAP to compress gaseous refrigerant and output the compressed gaseous refrigerant. In this way, 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.

[0060] Next, as Figure 1 As shown, the compressor Cmp includes an intake port 42 and a make-up air port 43, with the air pressure at the make-up air port 43 being higher than that at the intake port 42. The intake port 42 is connected to the external gas heat exchange assembly 101 via a valve group system, and the make-up air port 43 is connected to the internal evaporator EVAP via the same valve group system.

[0061] The air pressure at the intake port 42 is different from that at the replenishment port 43, and the air pressure at the replenishment port 43 is also different from that at the intake port 42. The air pressure at the replenishment port 43 can be a medium pressure, resulting in a difference in pressure between the evaporator (EVAP) inside the vehicle and the condenser outside the vehicle.

[0062] The compressor Cmp described above may be, but is not limited to, an electric compressor. The compressor Cmp described above may also include, but is not limited to, the exhaust port 41 described above.

[0063] Continue as Figure 1 As shown, the electric vehicle thermal management system also includes an accumulator (ACCU) connected to the compressor Cmp, used for gas-liquid separation of the refrigerant output from the vehicle evaporator EVAP to obtain gaseous refrigerant. Furthermore, the accumulator ACCU can be connected between the vehicle evaporator EVAP and the compressor Cmp.

[0064] 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 heat exchanger 30. The refrigerant passing through the heat exchanger 30 can enter the evaporator EVAP.

[0065] 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 EXV4, second electronic expansion valve EXV1, third electronic expansion valve EXV3, and fourth electronic expansion valve EXV2.

[0066] The aforementioned first electronic expansion valve EXV4 is connected between the heat exchanger 30 and the external gas heat exchange assembly 101, and is used to regulate the flow rate of condensed refrigerant from the external gas heat exchange assembly 101 and / or the evaporator EVAP inside the vehicle into the heat exchanger 30. Thus, the heat exchanger 30 can be connected to the compressor Cmp, and the heat exchanger 30 can be selectively connected to the external gas heat exchange assembly 101 by opening the first electronic expansion valve EXV4. Furthermore, the heat exchanger 30 can be selectively disconnected from the external gas heat exchange assembly 101 by closing the first electronic expansion valve EXV4.

[0067] Then combine Figure 1 As shown, the aforementioned electric vehicle thermal management system may, but is not limited to, include a third refrigerant circulation loop and a battery pack thermal management system, including a compressor Cmp, an external gas heat exchange assembly 101, a heat exchanger 30, a fourth electronic expansion valve EXV2, and a coolant heat exchange assembly 80 connected sequentially via refrigerant piping. The battery pack thermal management system is connected to the coolant heat exchange assembly 80 via coolant piping 82, and exchanges heat with the third refrigerant circulation loop through the coolant heat exchange assembly 80. Thus, the electric drive thermal management system can exchange heat with the coolant heat exchange assembly 80, improving the energy efficiency of the electric drive thermal management system; and the battery pack thermal management system, through heat exchange with the coolant heat exchange assembly 80 and the third refrigerant circulation loop, further improves the energy efficiency of the battery pack thermal management system.

[0068] The coolant heat exchange assembly 80 includes a third refrigerant line 81 and a coolant line 82. The compressed gaseous refrigerant in the third refrigerant line 81 and the coolant in the coolant line 82 exchange heat. The coolant heat exchange assembly 80 can be used to condense the compressed gaseous refrigerant, utilizing the coolant and the compressed gaseous refrigerant for heat exchange. Of course, the coolant heat exchange assembly 80 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 coolant heat exchange assembly 80 in this application.

[0069] Next, the third refrigerant line 81 of the above-mentioned coolant heat exchange assembly 80 is connected to the compressor Cmp. The coolant in the coolant heat exchange assembly 80 absorbs the heat of the compressed gaseous refrigerant to obtain heated coolant and condensed refrigerant.

[0070] The aforementioned battery pack thermal management system may, but is not limited to, include a water pump (PMP) for pressurizing condensate, which can deliver the flow of condensate.

[0071] The aforementioned water pump may include, but is not limited to, the aforementioned water pump PMP1. The aforementioned water pump PMP1 is connected between the coolant heat exchange assembly 80 and the aforementioned battery pack, and can pressurize the coolant heated by the water condenser, thereby increasing the flow rate of the condensate.

[0072] The aforementioned battery pack thermal management system may include, but is not limited to, the battery pack 60. For ease of description, the corresponding coolant pipeline can be referred to as the battery pack coolant pipeline.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] Figure 2 As shown Figure 1 The diagram shows the specific structure of the electric vehicle thermal management system.

[0078] like Figure 2In the embodiment of the external gas heat exchange assembly 101 shown, the external gas heat exchange assembly 101 may include, but is not limited to, an external condenser (OUT Condenser, abbreviated as OCOND). The first refrigerant circulation loop includes a compressor Cmp, an external condenser, a first electronic expansion valve EXV4, and a heat exchanger 30 connected in sequence through a first refrigerant pipeline.

[0079] The second refrigerant circulation loop includes a compressor Cmp, an external condenser, a heat exchanger 30, a second electronic expansion valve EXV1, and an internal evaporator EVAP, which are connected in sequence through a second refrigerant pipeline.

[0080] In some other embodiments of the external gas heat exchange component 101, the external gas heat exchange component 101 may include, but is not limited to, an evaporator. Any heat exchange component that can achieve refrigerant heat exchange is within the protection scope of the embodiments of this application, and will not be listed one by one here.

[0081] In related technologies, electric vehicle thermal management systems use exhaust temperature protection during compressor operation to prevent the compressor's exhaust temperature from exceeding normal values, thus ensuring uninterrupted compressor operation. However, this compressor exhaust temperature protection can lead to insufficient cooling capacity at high temperatures or insufficient heating capacity at low temperatures.

[0082] The electric vehicle thermal management system provided in this application can solve the technical problem of insufficient cooling capacity at high temperatures or insufficient heating capacity at low temperatures by using the following compressor Cmp, which is described in detail below.

[0083] continue Figure 2 As shown, in some embodiments of the compressor Cmp, the compressor Cmp may include, but is not limited to, a gas-injecting enthalpy-increasing compressor, and the first refrigerant circulation loop includes the gas-injecting enthalpy-increasing compressor, the external gas heat exchange assembly 101, the first electronic expansion valve EXV4, and the heat exchanger 30, which are connected in sequence through the first refrigerant pipeline.

[0084] The aforementioned second refrigerant circulation loop includes the aforementioned gas injection enthalpy-increasing compressor, the aforementioned external gas heat exchange assembly 101, the aforementioned second electronic expansion valve, and the aforementioned in-vehicle evaporator EVAP, which are connected in sequence through the aforementioned second refrigerant pipeline.

[0085] In this embodiment, the compressor Cmp is a gas-injection enthalpy-increasing compressor. When using a gas-injection enthalpy-increasing compressor for high-temperature refrigeration, it increases the heat exchanger for subcooling the refrigerant, improves the subcooling degree of the liquid refrigerant, enhances the refrigeration and heating capacity, and reduces the attenuation of heating at low temperatures.

[0086] Of course, in other embodiments of the compressor Cmp, the compressor Cmp may include, but is not limited to, a scroll compressor. The first refrigerant circulation loop includes a scroll compressor, an external condenser, a first electronic expansion valve EXV4, and a heat exchanger 30 connected in sequence through a first refrigerant line. The second refrigerant circulation loop includes a scroll compressor, an external condenser, a second electronic expansion valve EXV1, and an internal evaporator EVAP connected in sequence through a second refrigerant line.

[0087] In this embodiment, the auxiliary gas inlet 43 of the scroll compressor is used to convert the gas into medium-pressure gas, which enters another cycle to improve the cooling capacity at high temperatures or the heating capacity at low temperatures.

[0088] continue Figure 2 In the illustrated embodiment, the heat exchanger 30 may include, but is not limited to, a plate heat exchanger 30. The first refrigerant circulation loop includes a compressor Cmp, an external gas heat exchange assembly 101, a first electronic expansion valve EXV4, and a plate heat exchanger 30, which are sequentially connected through a first refrigerant pipeline. Thus, the plate heat exchanger 30, as a cooler, has a small footprint, a high heat transfer coefficient, and its corrugated plates are inverted, forming a network of contacts and intersecting flow channels in the fluid passage, resulting in variable fluid direction and high cooling efficiency.

[0089] then Figure 2 In the illustrated embodiment, the electric vehicle thermal management system may, but is not limited to, include a receiver (RES), connected to the vehicle evaporator EVAP and heat exchanger 30. The receiver RES stores liquid refrigerant and regulates the amount of liquid refrigerant in various parts of the electric vehicle thermal management system to ensure its normal operation. The receiver RES also serves for gas-liquid separation and buffering of the liquid refrigerant. In this way, the receiver can separate refrigerant that cannot be completely vaporized into itself, preventing the compressor from drawing in liquid refrigerant and causing liquid slugging.

[0090] Continue to combine Figure 1 and Figure 2 As shown, the thermal management system for electric vehicles also includes a valve assembly system. The valve assembly system may include, but is not limited to, solenoid-operated valves (SOVs) and check valves (VLVs).

[0091] 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.

[0092] The aforementioned valves may include, but are not limited to, one or more of the first three-way water valve VLV1 and the second three-way water valve VLV2.

[0093] In some embodiments of the valve group system, the valve group system includes a three-way solenoid valve, which includes a first valve port 71 and a second valve port 72. The three-way solenoid valve may also be a second solenoid valve SOV2.

[0094] The external gas heat exchange assembly 101 and the air supply port 43 are connected through the second valve port 72 of the three-way solenoid valve, and the internal evaporator EVAP is connected through the first valve port 71 of the three-way solenoid valve, so that the external gas heat exchange assembly 101 and the internal evaporator EVAP are connected.

[0095] In other embodiments of the valve assembly system, the valve assembly system includes a three-way solenoid valve, which includes a first valve port 71 and a third valve port 73.

[0096] The three-way solenoid valve is connected to the suction port 42 of the compressor Cmp via the third valve port 73, and to the evaporator EVAP in the vehicle via the first valve port 71.

[0097] This application provides an electric vehicle including an electric vehicle thermal management system as described above.

[0098] This application provides an electric vehicle thermal management method, wherein the electric vehicle thermal management system is based on an electric vehicle thermal management system, and 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 four working modes.

[0099] The above-mentioned electric vehicle thermal management method may also include, but is not limited to, in any of the four operating modes, the controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop to cool the battery pack through the refrigerant line of the second refrigerant circulation loop.

[0100] Figure 3 As shown Figure 2 The diagram shows the operating principle of the passenger compartment cooling and battery pack cooling of the electric vehicle thermal management system.

[0101] like Figure 3 As shown, the above-mentioned working mode includes a first working mode, in which the passenger compartment and battery pack of the electric vehicle are cooled.

[0102] The controller controls the valve group system to open the refrigerant lines of the first refrigerant circulation loop and the second refrigerant circulation loop, so as to cool the passenger compartment through the refrigerant lines of the first and second refrigerant circulation loops.

[0103] 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.

[0104] Continue as Figure 3 As shown, in cooling mode, the condensed liquid refrigerant enters the evaporator EVAP of the air conditioner through the fourth electronic expansion valve EXV2 to achieve cooling of the passenger compartment.

[0105] In practical applications, combined with Figure 3 As shown, when the passenger compartment of an electric vehicle is cooled, the compressor Cmp starts, and the first solenoid valve SOV1 opens to the position where the external condenser OCOND is connected, allowing the refrigerant to condense and release heat in the external condenser OCOND. The second solenoid valve SOV2 opens to the position where the compressor Cmp suction port is connected, allowing the refrigerant to enter the compressor Cmp suction port. The third solenoid valve SOV3 closes. The condensed liquid refrigerant enters the passenger compartment air conditioning evaporator EVAP through the second electronic expansion valve EXV1 to cool the passenger compartment, and enters the water evaporator chiiller through the fourth electronic expansion valve EXV2 to cool the coolant in the water evaporator chiiller.

[0106] When cooling at normal temperature, the first electronic expansion valve EXV4 does not need to be opened (to avoid subcooling the refrigerant). The plate heat exchanger 30 acts as a passage, equivalent to a pipe, to supply the refrigerant from the external condenser OCOND to the internal evaporator EVAP.

[0107] During high-temperature cooling, the first electronic expansion valve EXV4 is opened to further subcool the liquid refrigerant at the outlet of the external condenser OCOND, thereby improving the cooling capacity. The subcooled liquid refrigerant enters from port 1 of the plate heat exchanger 30 and exits from port 2. The refrigerant that has passed through the first electronic expansion valve EXV4 enters from port 3 of the plate heat exchanger 30 and exits from port 4, entering the gas injection port 43 of the compressor Cmp.

[0108] Figure 4 As shown Figure 2 The diagram shows the principle of passenger compartment cooling and dehumidification and battery pack cooling in the thermal management system of an electric vehicle.

[0109] like Figure 4 As shown, the above working mode includes a second working mode, in which the passenger compartment of the electric vehicle is cooled and dehumidified.

[0110] Specifically, the controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop, so that the refrigerant in the compressor Cmp flows through the vehicle evaporator to dehumidify the passenger compartment; and the controller controls the valve group system to connect the exhaust port of the compressor Cmp to the vehicle condenser, so that the refrigerant in the compressor Cmp flows through the vehicle condenser to heat the passenger compartment; 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.

[0111] In practical applications, combined with Figure 4 As shown, when the passenger compartment air conditioning is in cooling and dehumidification mode, the first solenoid valve SOV1 is opened to the middle position, and the compressor Cmp exhaust simultaneously enters the external condenser OCOND and the internal condenser ICOND located in the passenger compartment. By adjusting the first solenoid valve SOV1, the amount of refrigerant entering the external condenser OCOND and the internal condenser ICOND is adjusted, thereby adjusting the heat dissipation of the external condenser OCOND and the internal condenser ICOND.

[0112] Figure 5 As shown Figure 2 The diagram shows a schematic of the passenger compartment heating and dehumidification and battery pack cooling of the electric vehicle thermal management system.

[0113] like Figure 5 As shown, the above working mode includes a third working mode, in which the passenger compartment of the electric vehicle is heated and dehumidified.

[0114] The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop so that heat can be exchanged through the heat exchanger 30.

[0115] In addition, the controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop so that the refrigerant in the compressor Cmp flows through the vehicle evaporator to dehumidify the passenger compartment;

[0116] In addition, the controller controls the valve group system to connect the exhaust port of the compressor Cmp to the vehicle condenser so that the refrigerant in the compressor Cmp flows through the vehicle condenser to heat the passenger compartment; and the temperature of the passenger compartment after heating and dehumidification is higher than the temperature at the start of cooling and dehumidification of the passenger compartment.

[0117] In practical applications, combined with Figure 5As shown, when the passenger compartment is heated to normal temperature or heated and dehumidified, the evaporation temperature of the evaporator EVAP inside the vehicle and the evaporation temperature of the condenser OCOND outside the vehicle can be the same. At this time, the second solenoid valve SOV2 is opened to the position where the suction port 42 of the compressor Cmp is activated. The refrigerant from the outlet of the evaporator EVAP inside the vehicle enters the suction port 42 of the compressor Cmp through the second solenoid valve SOV2. The exhaust from the compressor Cmp enters the condenser ICOND inside the vehicle through the first solenoid valve SOV1. After condensation in the condenser ICOND, it enters the evaporator EVAP inside the vehicle through the second electronic expansion valve EXV1, and then enters the condenser OCOND outside the vehicle through the third electronic expansion valve EXV3. At this time, the evaporation pressures of the evaporator EVAP inside the vehicle and the condenser OCOND outside the vehicle are the same.

[0118] Figure 6 As shown Figure 2 The diagram shows another schematic of the passenger compartment heating and dehumidification and battery pack cooling of the electric vehicle thermal management system.

[0119] like Figure 6 As shown, the operating mode includes a fourth operating mode, in which the passenger compartment of the electric vehicle is heated and dehumidified.

[0120] The controller controls the valve group system to connect the exhaust port of the compressor Cmp to the vehicle condenser, so that the refrigerant in the compressor Cmp flows through the vehicle condenser to heat the passenger compartment; and,

[0121] The controller controls the valve group system to open the refrigerant lines in the second refrigerant circulation loop, allowing the refrigerant within the heat exchanger 30 to flow through the vehicle interior evaporator and the external gas heat exchange assembly, respectively, so that the refrigerant from the external gas heat exchange assembly enters the suction port of the compressor Cmp to dehumidify the passenger compartment; and,

[0122] The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop, so that the refrigerant in the vehicle condenser flows through the heat exchanger 30 and into the air supply port of the compressor Cmp to dehumidify the passenger compartment. The temperature of the passenger compartment after heating and dehumidification is higher than the temperature at the start of cooling and dehumidification of the passenger compartment.

[0123] In practical applications, combined with Figure 6As shown, during low-temperature heating or dehumidification of the passenger compartment, the exhaust port 41 of the compressor Cmp enters the in-vehicle condenser ICOND through the first solenoid valve SOV1. The liquid condensed in the in-vehicle condenser ICOND passes through the heat exchanger 30 and then enters the in-vehicle evaporator EVAP through the second electronic expansion valve EXV1 and the external condenser OCOND through the third electronic expansion valve EXV3. The refrigerant evaporated in the external condenser OCOND enters the compressor Cmp suction port 42 through the third solenoid valve SOV3. The second solenoid valve SOV2 is opened to the position of connecting the compressor Cmp's air supply port 43. After the refrigerant in the in-vehicle evaporator EVAP evaporates, it enters the compressor Cmp's air supply port 43 through the second solenoid valve SOV2.

[0124] When the battery needs cooling, the subcooled refrigerant passes through the fourth electronic expansion valve EXV2 and enters the water evaporator CHILLER to cool the coolant in the water evaporator CHILLER.

[0125] When the first electronic expansion valve EXV4 is opened, liquid refrigerant enters the heat exchanger 30 through EXV4, subcooling the liquid refrigerant from the in-vehicle condenser OCOND. After evaporation, the refrigerant returns to the compressor Cmp's injection port 43 via port 4 of the heat exchanger 30. When the ambient temperature is very low, the amount of refrigerant evaporating in the external condenser OCOND is insufficient, resulting in less refrigerant circulating in the system and thus less heating capacity. The refrigerant evaporating from the in-vehicle evaporator EVAP and the heat exchanger 30 returns to the compressor Cmp's injection port 43, increasing the amount of refrigerant circulating in the system and improving heating capacity.

[0126] When heating at low temperatures, the temperature of the external condenser OCOND is very low. At this time, the evaporation pressure of the internal evaporator EVAP and the external condenser OCOND cannot be the same; otherwise, frost will form on the surface of the internal evaporator EVAP, which is unacceptable. Therefore, the outlet of the internal evaporator EVAP is connected to the compressor Cmp air inlet 43. Air inlet 43 is a medium-pressure section, which can meet the evaporation pressure required by the internal evaporator EVAP.

[0127] In the description of this application, it should be understood that the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0128] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

[0129] 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 limitation, 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 said element.

Claims

1. A thermal management system for electric vehicles, characterized in that, include: Front-end cooling module, including external air heat exchange components; The in-vehicle gas heat exchange assembly is located in the air conditioning unit of the passenger compartment of the vehicle and includes an in-vehicle condenser and an in-vehicle evaporator. The first refrigerant circulation loop includes a compressor, an external gas heat exchange assembly, a first electronic expansion valve, and a heat exchanger, which are connected in sequence through the first refrigerant pipeline. The second refrigerant circulation loop includes the compressor, the external gas heat exchange assembly, the heat exchanger, the second electronic expansion valve, and the internal evaporator, which are connected in sequence through the second refrigerant pipeline; The compressor includes an air intake port and an air supply port, and the air pressure at the air supply port is higher than the air pressure at the air intake port. The air intake is connected to the external gas heat exchange assembly via a valve group system, and the air supply port is connected to the internal evaporator via the same valve group system.

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 compressor, the external condenser, the first electronic expansion valve, and the heat exchanger connected in sequence through the first refrigerant pipeline; The second refrigerant circulation loop includes the compressor, the external condenser, the heat exchanger, the second electronic expansion valve, and the internal evaporator, which are connected in sequence through the second refrigerant pipeline.

3. The electric vehicle thermal management system as described in claim 1, characterized in that, The compressor includes a gas-injecting enthalpy-increasing compressor, and the first refrigerant circulation loop includes the gas-injecting enthalpy-increasing compressor, the external gas heat exchange assembly, the first electronic expansion valve, and the heat exchanger, which are connected in sequence through the first refrigerant pipeline; The second refrigerant circulation loop includes the gas injection enthalpy-increasing compressor, the external gas heat exchange assembly, the second electronic expansion valve, and the internal evaporator, which are connected in sequence through the second refrigerant pipeline.

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

5. The electric vehicle thermal management system as described in claim 1, characterized in that, The electric vehicle thermal management system also includes a liquid receiver, which is connected to the vehicle evaporator and the heat exchanger respectively.

6. The electric vehicle thermal management system according to any one of claims 1 to 5, characterized in that, The valve assembly system includes a three-way solenoid valve, which includes a first valve port and a second valve port. The external gas heat exchange component is connected to the external gas heat exchange component and the gas inlet via the second valve port of the three-way solenoid valve, and the internal evaporator is connected via the first valve port of the three-way solenoid valve, so that the external gas heat exchange component and the internal evaporator are in communication.

7. The electric vehicle thermal management system according to any one of claims 1 to 5, characterized in that, The valve assembly system includes a three-way solenoid valve, which includes a first valve port and a third valve port. The three-way solenoid valve is connected to the compressor's suction port via its third valve port, and to the vehicle's in-vehicle evaporator via its first valve port.

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 according to any one of claims 1 to 7, the electric vehicle thermal management system further includes a controller, the controller controlling 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 including at least four 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 and battery pack of the electric vehicle are cooled. The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop and the refrigerant pipeline of the second refrigerant circulation loop, so as to cool the passenger compartment through the refrigerant pipeline of the first refrigerant circulation loop and the refrigerant pipeline of the second 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.

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. Specifically, the controller controls the valve system to open the refrigerant pipeline of the second refrigerant circulation loop, so that the refrigerant in the compressor flows through the vehicle evaporator to dehumidify the passenger compartment; and the controller controls the valve system to connect the exhaust port of the compressor to the vehicle condenser, so that the refrigerant in the compressor flows through the vehicle condenser to heat the passenger compartment; and the temperature of the passenger compartment after cooling and dehumidification is lower than the temperature at the start of cooling and dehumidification.

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 dehumidified. The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop so that heat can be exchanged through the heat exchanger. In addition, the controller controls the valve group system to open the refrigerant line of the second refrigerant circulation loop so that the refrigerant in the compressor flows through the vehicle evaporator to dehumidify the passenger compartment; Furthermore, the controller controls the valve group system to connect the exhaust port of the compressor to the vehicle condenser, so that the refrigerant in the compressor flows through the vehicle condenser to heat the passenger compartment; and the temperature of the passenger compartment after heating and dehumidification is higher than the temperature at the start of cooling and dehumidification of the passenger compartment.

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. The controller controls the valve system to connect the compressor's exhaust port to the vehicle's condenser, allowing refrigerant from the compressor to flow through the condenser for passenger compartment heating; and... The controller controls the valve group system to open the refrigerant pipeline of the second refrigerant circulation loop, allowing the refrigerant in the heat exchanger to flow through the vehicle interior evaporator and the vehicle exterior gas heat exchange assembly, respectively, so that the refrigerant in the vehicle exterior gas heat exchange assembly enters the compressor's suction port to dehumidify the passenger compartment; and... The controller controls the valve group system to open the refrigerant pipeline of the first refrigerant circulation loop, so that the refrigerant in the vehicle condenser flows through the heat exchanger and into the air supply port of the compressor to dehumidify the passenger compartment, and the temperature of the passenger compartment after heating and dehumidification is higher than the temperature at the beginning of cooling and dehumidification of the passenger compartment.

14. The electric vehicle thermal management method according to any one of claims 9 to 13, characterized in that, The electric vehicle thermal management method further includes: in any of the four operating modes, the controller controls the valve group system to open the refrigerant pipeline of the second refrigerant circulation loop to cool the battery pack through the refrigerant pipeline of the second refrigerant circulation loop.

Images