A thermal management system for pure electric vehicles

Abstract

The present application belongs to the field of vehicle thermal management technology, and specifically relates to a thermal management system for a pure electric vehicle, including a compressor, a solenoid valve, a first electronic expansion valve, a second electronic expansion valve, a third large-caliber electronic expansion valve, a condenser, an evaporator, a gas-liquid separator, a water-cooled condenser, a chiller, a first water pump, a second water pump, a third water pump, a nine-way valve, a radiator, a water-heating PTC, a heater core, and a proportional three-way valve; the present application can realize more than 30 working modes, and can simultaneously meet the differentiated thermal management needs of various areas of electric vehicles; it can absorb ambient heat, recycle waste heat from battery packs, electric drive components, and passenger compartments for refined heat management, and the thermal management system has low energy consumption, which reduces the endurance attenuation of electric vehicles; the thermal management system has high performance, which can ensure that the battery, electric drive components, and passenger compartment remain in the optimal temperature range for a long time, thereby improving the user's driving comfort, reducing the possibility of thermal runaway, and ensuring the user's safety.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle thermal management, and in particular relates to a thermal management system for a pure electric vehicle. Background Art

[0002] Electric vehicles need to provide a passenger cabin with appropriate temperature and humidity to enhance the user's driving experience. They also need to keep the battery within an appropriate temperature range, preventing prolonged exposure to low temperatures that could lead to power loss, nor to high temperatures that could cause thermal runaway accidents and threaten the user's safety. They also need to keep power components such as the electric drive and electronic control within an appropriate temperature range to avoid damage caused by prolonged high temperatures. Existing electric vehicle thermal management systems typically employ a complex system architecture, using multiple three-way and four-way valves connected in series and parallel to switch circuits. This results in long pipe runs, high heat loss, and high costs. Thermal management systems are unable to fully utilize system and ambient heat, resulting in a high energy waste rate and further reduction in energy consumption. They also have limited achievable operating modes and are unable to meet the diverse thermal management needs of various areas of electric vehicles.

[0003] In view of this, further research is needed on the thermal management of electric vehicles at this stage. Summary of the Invention

[0004] This invention addresses the shortcomings of existing technologies and proposes a novel thermal management system for pure electric vehicles. By coupling the thermal management circuits for the battery, passenger compartment, and electric drive, this system can achieve thermal management of the passenger compartment, battery, and electric drive with fewer components. It can implement over 30 operating modes and achieve refined thermal management through reasonable control and adjustment, resulting in superior system performance. It can absorb waste heat from the battery, electric drive, passenger compartment, and ambient environment, resulting in low system energy consumption. A nine-way valve integrates multiple components, and the multi-way valve base channel partially replaces the connecting pipes, significantly reducing the number of pipes, system costs, and pipeline heat loss.

[0005] To achieve the above objectives, the technical solution adopted by the present invention provides a pure electric vehicle thermal management system, including a compressor, a solenoid valve, a first electronic expansion valve, a second electronic expansion valve, a third large-caliber electronic expansion valve, a condenser, an evaporator, a gas-liquid separator, a water-cooled condenser, a chiller, a first water pump, a second water pump, a third water pump, a nine-way valve, a radiator, a water-heating PTC, a heater core, and a proportional three-way valve; the water-cooled condenser includes a first heat exchange pipe and a second heat exchange pipe, and the chiller includes a third heat exchange pipe and a fourth heat exchange pipe;

[0006] The thermal management system of the pure electric vehicle includes a refrigerant circuit and a refrigerant liquid circuit;

[0007] The refrigerant circuit is connected by the outlet of the compressor to the first heat exchange pipe of the water-cooled condenser, the first heat exchange pipe of the water-cooled condenser is respectively connected to the third large-caliber electronic expansion valve and the solenoid valve, and the third large-caliber electronic expansion valve is connected to the condenser inlet; after the solenoid valve is connected to the condenser outlet, it is divided into two branches, one branch is connected to the third heat exchange pipe of the chiller through the first electronic expansion valve, and then connected to the gas-liquid separator inlet through the third heat exchange pipe of the chiller, and the other branch is connected to the evaporator inlet through the second electronic expansion valve, the evaporator outlet is connected to the gas-liquid separator inlet, and the gas-liquid separator outlet is connected to the compressor inlet;

[0008] The refrigerant circuit is connected by a port of a nine-way valve and multiple pipelines, wherein the first pipeline is a heating pipeline and a passenger compartment pipeline, and its two ends are respectively connected to the first port and the second port of the nine-way valve. The first pipeline is sequentially provided with a second water pump, a second heat exchange channel of a water-cooled condenser, a water heating PTC, a proportional three-way valve and a heater core. The end of the proportional three-way valve not connected to the water heating PTC and the heater core is connected to the outlet of the heater core and then connected to the second port of the nine-way valve;

[0009] There are multiple communication modes between the ports inside the nine-way valve.

[0010] Furthermore, the multiple pipelines connected to the ports of the nine-way valve also include:

[0011] The second pipeline is a battery pack pipeline, and its two ends are respectively connected to the third port and the fourth port of the nine-way valve. The battery pack and the first water pump are sequentially arranged on the second pipeline;

[0012] The third pipeline is a refrigeration pipeline, and its two ends are respectively connected to the fifth port and the sixth port of the nine-way valve. The fourth heat exchange pipeline of the Chiller is arranged in sequence on the third pipeline;

[0013] The fourth pipeline is the electric drive pipeline, which is respectively connected to the seventh port, eighth port and ninth port of the nine-way valve. The battery pack, the third water pump, the electric drive assembly and the radiator are sequentially arranged on the fourth pipeline, where the two ends of the radiator are respectively connected to the ninth port of the nine-way valve and the electric drive assembly.

[0014] Furthermore, the fourth pipeline has two loops;

[0015] A third water pump and an electric drive assembly are sequentially arranged on one circuit, and a third water pump, an electric drive assembly and a radiator are sequentially arranged on the other circuit.

[0016] Furthermore, the multiple communication modes between the ports inside the nine-way valve include at least the following:

[0017] In the first connection mode, the first port of the nine-way valve is connected to the ninth port, the second port is connected to the seventh port, the third port is connected to the sixth port, and the fourth port is connected to the fifth port. The first pipe is connected to the fourth pipe passing through the radiator to form a loop, and the second pipe is connected to the third pipe to form a loop. The first connection mode is used for electric drive heat dissipation, battery waste heat recovery, and battery pack cooling.

[0018] In the second connection mode, the first port and the eighth port of the nine-way valve are connected, the second port and the seventh port are connected, the third port and the sixth port are connected, and the fourth port and the fifth port are connected. The first pipe is connected to the fourth pipe that does not pass through the radiator to form a loop, and the second pipe is connected to the third pipe to form a loop. The second connection mode is used for electric drive waste heat recovery, battery waste heat recovery and battery pack cooling, and passenger compartment heating;

[0019] In a third connection mode, the first and third ports of the nine-way valve are connected, the second and fourth ports are connected, the fifth and seventh ports are connected, the sixth and ninth ports are connected, the first and second pipes are connected to form a loop, and the third pipe is connected to the fourth pipe that does not pass through the radiator to form a loop. The third connection mode is used for electric drive cooling, battery heating, battery waste heat recovery, passenger compartment heating, and passenger compartment cooling.

[0020] In a fourth connection mode, the first and third ports of the nine-way valve are connected, the second and fourth ports are connected, the fifth and seventh ports are connected, the sixth and eighth ports are connected, the first pipeline and the second pipeline are connected to form a loop, and the third pipeline and the fourth pipeline passing through the radiator are connected to form a loop. The fourth connection mode is used for electric drive heat recovery, electric drive cooling, battery heating, battery waste heat recovery, passenger compartment heating, and passenger compartment cooling;

[0021] In a fifth connection mode, the first and second ports of the nine-way valve are connected, the third and seventh ports are connected, the fourth and fifth ports are connected, the sixth and ninth ports are connected, and the first pipe is connected to form a loop. The second pipe, the third pipe, and the fourth pipe that does not pass through the radiator are connected to form a loop. The fifth connection mode is used for natural heat dissipation of the battery, natural heat dissipation of the electric drive, and heating of the passenger compartment.

[0022] In a sixth connection mode, the first and second ports of the nine-way valve are connected, the third and seventh ports are connected, the fourth and fifth ports are connected, the sixth and ninth ports are connected, and the first pipe is connected to form a loop. The second pipe, the third pipe, and the fourth pipe passing through the radiator are connected to form a loop. The sixth connection mode is used for battery heat recovery, electric drive heat recovery, battery cooling, electric drive cooling, and passenger compartment heating.

[0023] In a seventh connection mode, the first and second ports of the nine-way valve are connected, the third and sixth ports are connected, the fourth and fifth ports are connected, the seventh and ninth ports are connected, the first pipe is connected to form a loop, the second pipe is connected to form a loop, and the fourth pipe passing through the radiator is connected to form a loop. The seventh connection mode is used for natural heat dissipation of the battery, battery cooling, natural heat dissipation of the electric drive, and heating of the passenger compartment;

[0024] The eighth connection method is that the first port and the second port of the nine-way valve are connected, the third port and the sixth port are connected, the fourth port and the fifth port are connected, the seventh port and the eighth port are connected, the first pipeline is connected to form a loop, the second pipeline and the third pipeline are connected to form a loop, and the fourth pipeline that does not pass through the radiator is connected to form a loop. The eighth connection method is used for natural heat dissipation of the battery, battery cooling, and heating of the passenger compartment.

[0025] Furthermore, the refrigerant circuit of the pure electric vehicle thermal management system includes at least the following circuits:

[0026] In the first refrigerant circuit, the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. It then returns to the compressor through the water-cooled condenser, solenoid valve, second electronic expansion valve, evaporator, and gas-liquid separator. It is used for heating the battery pack, heating the passenger compartment, cooling the passenger compartment, dehumidifying the passenger compartment, and recovering waste heat from the passenger compartment.

[0027] In the second refrigerant circuit, the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. It then returns to the compressor through a water-cooled condenser, a third large-caliber electronic expansion valve, a condenser, a second electronic expansion valve, an evaporator, and a gas-liquid separator. It is used for heating the battery pack, heating the passenger compartment, cooling the passenger compartment, dehumidifying the passenger compartment, recovering waste heat from the passenger compartment, and recovering ambient heat.

[0028] The third refrigerant circuit: The refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. It then returns to the compressor through the water-cooled condenser, solenoid valve, first electronic expansion valve, chiller, and gas-liquid separator. It is used for battery pack heating, battery pack cooling, electric drive cooling, passenger compartment heating, passenger compartment waste heat recovery, battery waste heat recovery, and electric drive waste heat recovery.

[0029] In the fourth refrigerant circuit, the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor, and then returns to the compressor through the water-cooled condenser, the third largest-caliber electronic expansion valve, the condenser, the first electronic expansion valve, the chiller, and the gas-liquid separator. It is used for battery pack heating, battery pack cooling, electric drive cooling, passenger compartment heating, passenger compartment waste heat recovery, battery waste heat recovery, electric drive waste heat recovery, and ambient heat recovery.

[0030] Furthermore, the third largest-caliber electronic expansion valve has three modes: disconnect, fully open, and throttling;

[0031] When the third largest-caliber electronic expansion valve is disconnected, the refrigerant does not flow through the condenser and does not exchange heat with the condenser;

[0032] When the third largest-caliber electronic expansion valve is fully opened, the temperature of the refrigerant flowing through the condenser is higher than the ambient temperature refrigerant, and part of the heat in the refrigerant is dissipated through the air in the condenser;

[0033] When the third largest-caliber electronic expansion valve is throttled, the temperature of the refrigerant flowing through the condenser is lower than the ambient temperature, and the refrigerant absorbs ambient heat.

[0034] Furthermore, the thermal management system of the pure electric vehicle further includes a first expansion kettle and a second expansion kettle;

[0035] The water filling port of the first expansion kettle is connected to the second water pump inlet and the third water pump inlet respectively, and the exhaust port of the first expansion kettle is connected to the radiator inlet and the heater core inlet respectively; the water filling port of the second expansion kettle is connected to the first water pump inlet, and the exhaust port of the second expansion kettle is connected to the battery pack outlet.

[0036] Furthermore, the pure electric vehicle thermal management system also includes a controller, which is respectively connected to the proportional three-way valve, the solenoid valve, the first electronic expansion valve, the second electronic expansion valve, the third large-caliber electronic expansion valve, the first water pump, the second water pump and the third water pump.

[0037] Furthermore, by controlling the on / off of the proportional three-way valve, the solenoid valve, the first electronic expansion valve, the second electronic expansion valve, the third large-caliber electronic expansion valve, the first water pump, the second water pump, and the third water pump, the gear position of the nine-way valve can achieve any of the following functions:

[0038] Passenger compartment cooling function, passenger compartment heating function, passenger compartment dehumidification function, glass defrosting function, passenger compartment heat recovery function, ambient waste heat recovery function, battery pack cooling function, battery pack heating function, battery pack natural heat dissipation function, battery pack waste heat recovery function, electric drive cooling function, electric drive heat dissipation function, and electric drive waste heat recovery function;

[0039] The above functions have multiple combination modes.

[0040] The beneficial effects of the present invention are:

[0041] First, the thermal management circuits of the battery, passenger compartment, electric drive and electronic control areas of the present invention are mutually coupled, and the thermal management of the passenger compartment, battery and electric drive of electric vehicles can be achieved with fewer components. By controlling each component, any one or more of the passenger compartment, battery and electric drive components can be cooled or heated. The thermal management system can achieve more than 30 working modes and can simultaneously meet the differentiated thermal management needs of various areas of electric vehicles; it can absorb ambient heat, recycle waste heat from battery packs, electric drive components and passenger compartment for refined heat management. The thermal management system has low energy consumption, thereby greatly reducing the endurance attenuation of electric vehicles; the thermal management system has high performance, which can ensure that the battery, electric drive components and passenger compartment remain in the optimal temperature range for a long time, reduce the possibility of thermal runaway, improve the user's driving comfort, and ensure the user's safety;

[0042] Second, the proportional three-way valve port P18 of the present invention is connected to the water heater PTC outlet, the proportional three-way valve port P19 is connected to the heater core, and the proportional three-way valve port P20 is connected to the second port of the nine-way valve. By controlling the proportional three-way valve, the refrigerant flow through the heater core can be adjusted, which can accurately control the heat distribution between the passenger compartment and the battery pack, and also prevent the heater core from adding additional heat load to the passenger compartment and reducing the cooling performance of the passenger compartment.

[0043] Third, the refrigerant circuit of the present invention includes at least four circuits. By controlling the nine-way valve core, different connection modes between the nine-way valve ports can be switched to meet the energy transfer requirements in different working modes, forming different combinations of refrigerant liquid circuits and refrigerant circuits, and realizing refined heat management.

[0044] Fourth, the nine-way valve of the present invention can integrate components on the refrigerant circuit and use the multi-way valve base channel to partially replace the connecting pipes, thereby reducing the cost of the thermal management system and the space required for the system to be arranged in the front cabin of the electric vehicle, thereby reducing the system cost and pipeline heat loss. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 is a structural block diagram of a thermal management system for a pure electric vehicle according to an exemplary embodiment of the present invention;

[0046] Figure 2 is a schematic diagram of the communication relationship of the thermal management system in a mode where the passenger compartment and the battery are cooled simultaneously according to an exemplary embodiment of the present invention;

[0047] Figure 3 is a schematic diagram of the communication relationship of a thermal management system in a passenger compartment independent cooling mode according to an exemplary embodiment of the present invention;

[0048] Figure 41 is a schematic diagram of the communication relationship of the thermal management system in the battery independent cooling mode according to an exemplary embodiment of the present invention;

[0049] Figure 5 1 is a schematic diagram of the communication relationship of the thermal management system in a battery-only natural cooling mode according to an exemplary embodiment of the present invention;

[0050] Figure 6 1 is a schematic diagram of the connectivity of a thermal management system in a natural cooling mode of an electric drive according to an exemplary embodiment of the present invention;

[0051] Figure 7 is a schematic diagram of the connectivity of a thermal management system in a passenger compartment heating and battery cooling mode according to an exemplary embodiment of the present invention;

[0052] Figure 8 is a schematic diagram of the connectivity of a thermal management system in a passenger compartment cooling and battery heating mode according to an exemplary embodiment of the present invention;

[0053] Figure 9 is a schematic diagram of the communication relationship between the passenger compartment and the thermal management system in the first mode of battery heating according to an exemplary embodiment of the present invention;

[0054] Figure 10 is a schematic diagram of the communication relationship between the passenger compartment and the thermal management system in the second mode of battery heating according to an exemplary embodiment of the present invention;

[0055] Figure 11 1 is a schematic diagram of the communication relationship of the thermal management system in the first mode of battery independent heating according to an exemplary embodiment of the present invention;

[0056] Figure 12 is a schematic diagram of the communication relationship of the thermal management system in the second mode of battery independent heating according to an exemplary embodiment of the present invention;

[0057] Figure 13 1 is a schematic diagram of the communication relationship of the thermal management system in a battery-only natural cooling mode according to an exemplary embodiment of the present invention;

[0058] Figure 14 1 is a schematic diagram of the communication relationship of the thermal management system in the fourth mode of battery independent heating according to an exemplary embodiment of the present invention;

[0059] Figure 15 is a schematic diagram of the communication relationship between the passenger compartment and the thermal management system in the first mode of battery heating according to an exemplary embodiment of the present invention;

[0060] Figure 16 is a schematic diagram of the communication relationship of the thermal management system in the second mode of independent heating of the passenger compartment according to an exemplary embodiment of the present invention;

[0061] Figure 17 is a schematic diagram of the connectivity of a thermal management system in a passenger compartment heating and dehumidification mode according to an exemplary embodiment of the present invention;

[0062] Figure 18 is a schematic diagram of the connectivity of a thermal management system in a passenger compartment cooling and dehumidification mode according to an exemplary embodiment of the present invention;

[0063] Figure 19 1 is a schematic diagram of the communication relationship of a thermal management system in a glass defrosting mode according to an exemplary embodiment of the present invention;

[0064] Figure 20 FIG. 1 is a schematic diagram of the communication relationship of a thermal management system in a condenser defrosting mode according to an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0065] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0066] The present invention provides a thermal management system for pure electric vehicles. The thermal management circuits of the battery, passenger compartment, electric drive and electronic control regions are mutually coupled. Thermal management of the electric vehicle passenger compartment, battery and electric drive can be achieved using fewer components. Multiple operating modes can be realized, and refined thermal management can be achieved, thereby improving system performance and reducing system energy consumption.

[0067] Hereinafter, reference will be made to the attached Figures 1 to 20 Exemplary embodiments of the present invention are described in detail.

[0068] It should be noted that Figures 1 to 20 Among them, SOV is the solenoid valve, EXV1 is the first electronic expansion valve, EXV2 is the second electronic expansion valve, EXV3 is the third largest-caliber electronic expansion valve, Chiller is the battery cooler, water pump 1 is the first water pump, water pump 2 is the second water pump, water pump 3 is the third water pump, Tank-1 is the first expansion kettle, and Tank-2 is the second expansion kettle.

[0069] like Figure 1As shown, a pure electric vehicle thermal management system of the present invention includes a compressor, a solenoid valve, a first electronic expansion valve, a second electronic expansion valve, a third large-caliber electronic expansion valve, a condenser, an evaporator, a gas-liquid separator, a water-cooled condenser, a chiller, a first water pump, a second water pump, a third water pump, a nine-way valve, a radiator, a water heating PTC, a heater core, a proportional three-way valve, a first expansion kettle and a second expansion kettle.

[0070] The water-cooled condenser may include a first heat exchange pipe (ports P14 and P15) and a second heat exchange pipe (ports P16 and P17). The chiller may include a third heat exchange pipe (ports P10 and P11) and a fourth heat exchange pipe (ports P12 and P13). The first and third heat exchange pipes are used to pass refrigerant, while the second and fourth heat exchange pipes are used to pass refrigerant liquid. The compressor outlet is connected to the first heat exchange pipe port P14 of the water-cooled condenser. The first heat exchange pipe port P15 of the water-cooled condenser is connected to a third large-caliber electronic expansion valve and a solenoid valve, respectively. The third large-caliber electronic expansion valve is connected to the condenser inlet. After the solenoid valve is connected to the condenser outlet, it splits into two branches. One branch connects to the chiller's third heat exchange pipe port P10 through the first electronic expansion valve, and then to the gas-liquid separator inlet through the chiller's third heat exchange pipe port P11. The other branch connects to the evaporator inlet through the second electronic expansion valve, the evaporator outlet is connected to the gas-liquid separator inlet, and the gas-liquid separator outlet is connected to the compressor inlet. This is the connection of the refrigerant circuit in the thermal management system.

[0071] The nine ports of the nine-way valve are connected to four pipelines. Port P1 of the nine-way valve can be connected to port P2 of the nine-way valve via the first pipeline. The first pipeline is equipped with the second water pump, the second heat exchange pipe of the water-cooled condenser, the water heating PTC, the proportional three-way valve, and the heater core. Port P3 of the nine-way valve can be connected to port P4 of the nine-way valve via the second pipeline. The second pipeline is equipped with the first water pump and the battery pack. Port P5 of the nine-way valve can be connected to port P6 of the nine-way valve via the third pipeline. The third pipeline is equipped with the fourth heat exchange pipe of the chiller. Port P7 of the nine-way valve can be connected to port P8 of the nine-way valve via the fourth pipeline, or it can be connected to the radiator via the fourth pipeline and then to port P9 of the nine-way valve. The fourth pipeline is equipped with the third water pump, the electric drive assembly, and the radiator. This is the connection of the refrigerant circuit in the thermal management system. By controlling the nine-way valve core, different connection modes can be switched between the nine-way valve ports, forming different refrigerant circuits to meet the energy transfer requirements of different operating modes.

[0072] In this embodiment, the electric drive component may include a power distribution unit (PDU), a charger (micro-controller unit, OBC), a DCDC, a motor, a motor controller, etc.

[0073] The first expansion tank's fill port is connected to the second and third water pump inlets, respectively, while its exhaust port is connected to the radiator inlet and heater core inlet, respectively. The second expansion tank's fill port is connected to the first water pump inlet, while its exhaust port is connected to the battery pack (battery pack cooling plate) outlet. By connecting the first and second expansion tanks in parallel across three different coolant circuits and replenishing them from the inlets of the first, second, and third water pumps, the system can rapidly replenish coolant, helping to maintain pressure balance in the refrigerant lines and components connected to them.

[0074] The front-end cooling module is installed at the front of the electric vehicle and integrates the radiator, condenser, and fan in sequence. The air conditioning module is installed in the passenger compartment and integrates the blower, evaporator, and heater core in sequence.

[0075] It should be noted that, in an embodiment of the present invention, a controller may be further provided in the electric vehicle. The controller may realize different working modes by controlling various valves and water pumps. The controller may also obtain the temperature and pressure at each key position through sensors during the control process, and judge whether the current temperature and pressure meet the requirements based on the temperature and pressure at each key position. If not, real-time adjustment may be performed.

[0076] By controlling the solenoid valve, the first electronic expansion valve, the second electronic expansion valve and the third large-caliber electronic expansion valve in the coolant circuit, the switching of different refrigerant circuits can be realized, and the functions of passenger compartment cooling, passenger compartment heating, passenger compartment heat recovery, ambient waste heat recovery, battery pack cooling, battery pack heating, electric drive waste heat recovery, etc. can be realized. Figure 1 The illustrated thermal management system can form several refrigerant circuits. The refrigerant circuits share the same refrigerant, such as R134a or R134yf. The refrigerant liquid circuits share the same refrigerant, such as a mixture of water and ethanol.

[0077] The first refrigerant circuit compresses the refrigerant gas into high-temperature, high-pressure refrigerant gas after passing through the compressor. The refrigerant then returns to the compressor via a water-cooled condenser, a solenoid valve, a second electronic expansion valve, an evaporator, and a gas-liquid separator. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat with the refrigerant liquid in the first heat exchange channel of the water-cooled condenser and the second heat exchange channel. After the refrigerant liquid in the second heat exchange channel of the water-cooled condenser is heated, it can flow through the battery pack to heat the battery pack or through the radiator to dissipate heat. The low-temperature, low-pressure refrigerant flows into the evaporator, where it exchanges heat with the air flowing through the evaporator to produce superheated, saturated refrigerant gas. The air flowing through the evaporator is cooled and blown into the passenger compartment, cooling the passenger compartment.

[0078] The second refrigerant circuit, in which the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor, and then returns to the compressor through the water-cooled condenser, the third large-caliber electronic expansion valve, the condenser, the second electronic expansion valve, the evaporator, and the gas-liquid separator. The high-temperature and high-pressure refrigerant gas output by the compressor exchanges heat with the refrigerant liquid in the second heat exchange channel of the water-cooled condenser in the first heat exchange channel. After the refrigerant liquid in the second heat exchange channel of the water-cooled condenser is heated, it can flow through the battery pack to heat the battery pack, or it can flow through the radiator to dissipate heat. When the third large-caliber electronic expansion valve is fully open, it can be regarded as a shut-off valve. The wet steam of the refrigerant flowing out of the water-cooled condenser passes through the third large-caliber electronic expansion valve, and in the condenser, it exchanges heat with the air flowing through the condenser to obtain a supercooled saturated liquid of refrigerant. The excess heat in the refrigerant is partially dissipated into the environment through the air in the condenser. When the third-largest-diameter electronic expansion valve is throttled, it functions as an electronic expansion valve. The wet refrigerant vapor exiting the water-cooled condenser expands through the valve, exchanging heat with the air flowing through it in the condenser to produce a subcooled, saturated refrigerant liquid. If the temperature of the subcooled, saturated refrigerant liquid is higher than the ambient temperature, some of the refrigerant's heat is dissipated through the condenser air. Conversely, the refrigerant absorbs ambient heat. The low-temperature, low-pressure wet refrigerant vapor flows into the evaporator, exchanging heat with the air flowing through it to produce a superheated, saturated refrigerant gas. The air passing through the evaporator is cooled and blown into the passenger compartment, cooling the cabin.

[0079] The third refrigerant circuit, in which the refrigerant gas is compressed into high-temperature, high-pressure refrigerant gas after passing through the compressor, then returns to the compressor through the water-cooled condenser, solenoid valve, first electronic expansion valve, chiller, and gas-liquid separator. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat with the refrigerant liquid in the first heat exchange channel of the water-cooled condenser and the second heat exchange channel. After the refrigerant liquid in the second heat exchange channel of the water-cooled condenser is heated, it can flow through the battery pack to heat the battery pack, or it can flow through the radiator to dissipate heat. The low-temperature, low-pressure refrigerant wet vapor flows into the third heat exchange channel of the chiller and exchanges heat with the refrigerant liquid in the fourth heat exchange channel. After the refrigerant liquid in the fourth heat exchange channel of the chiller is cooled, it can flow through the battery pack to cool the battery pack, or it can flow through the electric drive assembly to cool the electric drive assembly, or it can absorb at least one of the waste heat from the battery and the electric drive assembly.

[0080] The fourth refrigerant circuit, in which the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor, and then returns to the compressor through the water-cooled condenser, the third large-caliber electronic expansion valve, the condenser, the first electronic expansion valve, the chiller, and the gas-liquid separator. The high-temperature and high-pressure refrigerant gas output by the compressor exchanges heat with the refrigerant liquid in the second heat exchange channel of the water-cooled condenser in the first heat exchange channel. After the refrigerant liquid in the second heat exchange channel of the water-cooled condenser is heated, it can flow through the battery pack to heat the battery pack, or it can flow through the radiator to dissipate heat. When the third large-caliber electronic expansion valve is fully open, it can be regarded as a shut-off valve. The wet steam of the refrigerant flowing out of the water-cooled condenser passes through the third large-caliber electronic expansion valve and exchanges heat with the air flowing through the condenser in the condenser to obtain a supercooled saturated liquid of refrigerant. The excess heat in the refrigerant is partially dissipated into the environment through the air in the condenser. When the third-largest-diameter electronic expansion valve is throttled, it functions as an electronic expansion valve. The wet refrigerant vapor exiting the water-cooled condenser expands through the third-largest-diameter electronic expansion valve, exchanging heat with the air flowing through the condenser in the condenser to produce a subcooled, saturated liquid refrigerant. If the temperature of the subcooled, saturated liquid refrigerant is higher than the ambient temperature, some of the heat in the refrigerant is dissipated through the condenser air. Conversely, the refrigerant can absorb heat from the environment. The low-temperature, low-pressure wet refrigerant vapor flows into the third heat exchange channel of the chiller, exchanging heat with the refrigerant liquid in the fourth heat exchange channel. After being cooled, the refrigerant liquid in the fourth heat exchange channel of the chiller can flow through the battery pack to cool it, or through the electric drive assembly to cool it, or absorb at least one of the waste heat from the battery and the electric drive assembly.

[0081] Each coolant pipeline can be connected through a nine-way valve. By switching the gear position of the nine-way valve and the on-off of the proportional three-way valve, the first water pump, the second water pump and the third water pump, different connection modes of the cooling pipeline can be achieved, forming a variety of coolant circuits, which can realize functions such as battery pack cooling, battery cooling, electric drive cooling, electric drive natural cooling, and electric drive heat recovery.

[0082] The following is an example of Figure 1 The following diagram illustrates various ways of connecting the ports inside a nine-way valve in a thermal management system:

[0083] In the first connection mode, the P1 port and the P9 port of the nine-way valve are connected, the P2 port and the P7 port are connected, the P3 port and the sixth port are connected, the P4 port and the P5 port are connected, the first pipeline and the fourth pipeline passing through the radiator are connected to form a loop, and the second pipeline and the third pipeline are connected to form a loop.

[0084] The second connection method is that the P1 port and P8 port of the nine-way valve are connected, the P2 port and P7 port are connected, the P3 port and P6 port are connected, and the P4 port and P5 port are connected. The first pipeline and the fourth pipeline that does not pass through the radiator are connected to form a loop, and the second pipeline and the third pipeline are connected to form a loop.

[0085] In the third connection mode, the P1 port and the P3 port of the nine-way valve are connected, the P2 port and the P4 port are connected, the P5 port and the P7 port are connected, the P6 port and the P8 port are connected, the first pipeline and the second pipeline are connected to form a loop, and the third pipeline and the fourth pipeline that does not pass through the radiator are connected to form a loop.

[0086] The fourth connection mode is that the P1 port and the P3 port of the nine-way valve are connected, the P2 port and the P4 port are connected, the P5 port and the P7 port are connected, the P6 port and the P9 port are connected, the first pipeline and the second pipeline are connected to form a loop, and the third pipeline and the fourth pipeline passing through the radiator are connected to form a loop.

[0087] The fifth connection method is that the P1 port and P2 port of the nine-way valve are connected, the P3 port and P7 port are connected, the P4 port and P5 port are connected, the P6 port and P8 port are connected, and the first pipeline is connected to form a loop, and the second pipeline, the third pipeline and the fourth pipeline that does not pass through the radiator are connected to form a loop.

[0088] In the sixth connection mode, the P1 port and the P2 port of the nine-way valve are connected, the P3 port and the P7 port are connected, the P4 port and the P5 port are connected, the P6 port and the P9 port are connected, and the first pipeline is connected to form a loop, and the second pipeline, the third pipeline and the fourth pipeline passing through the radiator are connected to form a loop.

[0089] The seventh connection method is that the P1 port and P2 port of the nine-way valve are connected, the P3 port and P6 port are connected, the P4 port and P5 port are connected, the P7 port and P9 port are connected, the first pipeline is connected to form a loop, the second pipeline and the third pipeline are connected to form a loop, and the fourth pipeline passing through the radiator is connected to form a loop.

[0090] The eighth connection method is that the P1 port and P2 port of the nine-way valve are connected, the P3 port and P6 port are connected, the P4 port and P5 port are connected, the P7 port and P8 port are connected, the first pipeline is connected to form a loop, the second pipeline and the third pipeline are connected to form a loop, and the fourth pipeline that does not pass through the radiator is connected to form a loop.

[0091] The following is an example of Figure 1 The following are some of the coolant lines that can be formed by the thermal management system:

[0092] The first coolant line, driven by the second water pump, flows from port P1 of the nine-way valve through the second water pump, the second heat exchange channel of the water-cooled condenser, the water heater PTC, and port P18 of the proportional three-way valve. Port P20 of the proportional three-way valve is connected to the inlet of the heater core. The outlet of the heater core is connected to port P19 of the proportional three-way valve, and then to port P2 of the nine-way valve. In this line, the refrigerant in the second heat exchange channel of the water-cooled condenser exchanges heat with the high-temperature, high-pressure refrigerant gas in the first heat exchange channel. This increases the refrigerant temperature, which is then heated by the water heater PTC and used to heat the battery pack and passenger compartment.

[0093] The second coolant pipeline, in which the coolant is driven by the first water pump, runs from the nine-way valve port P4, passes through the first water pump, the battery pack in sequence, and finally reaches the nine-way valve port P3.

[0094] The third coolant pipeline has no water pump to drive the coolant, and needs to rely on the water pump of other pipelines. The coolant flows from the nine-way valve port P5 (or P6) in this pipeline, passes through the fourth heat exchange channel of Chiller, and then returns to the nine-way valve port P6 (or P7). The coolant in the third heat exchange channel of Chiller can exchange heat with the low-temperature and low-pressure coolant in the first heat exchange channel. The coolant temperature drops and can be used for cooling and waste heat recovery of battery packs and electric drive components.

[0095] The fourth coolant pipeline, in which the coolant is driven by the third water pump, runs from the nine-way valve port P7, passes through the third water pump, the electric drive component in sequence, passes through the radiator to reach the nine-way valve port P9, or reaches the nine-way valve port P8 without passing through the radiator.

[0096] The following will exemplarily introduce some modes that can be implemented by the thermal management system of the present invention.

[0097] like Figure 2 As shown, Figure 2 This diagram illustrates the thermal management system's connectivity in a simultaneous passenger compartment and battery cooling mode. In this mode, the solenoid valve is disconnected; the first and second electronic expansion valves are throttled, and the third, larger-diameter electronic expansion valve is fully open. The first, second, and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P9, nine-way valve port P2 is connected to nine-way valve port P7, nine-way valve port P3 is connected to nine-way valve port P6, and nine-way valve port P4 is connected to nine-way valve port P5. Proportional three-way valve port P18 is connected to proportional three-way valve port P19. In this scenario, the second refrigerant circuit and the fourth refrigerant circuit operate in parallel. The first coolant line, which does not pass through the heater core, connects to the fourth coolant line, which passes through the radiator, forming a circuit. The second coolant line connects to the third coolant line, forming a circuit. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the first and second heat exchange channels of the water-cooled condenser, exchanging a small amount of heat with the coolant. It then exchanges heat with the ambient air in the condenser to produce supercooled refrigerant liquid. A portion of this gas is throttled and expanded by the second electronic expansion valve to produce low-temperature, low-pressure refrigerant. This gas then flows through the evaporator, exchanging heat with the air flowing through it to produce superheated refrigerant gas. The air passing through the evaporator is cooled and then blown into the passenger compartment, cooling the passenger compartment. Another portion of this gas is throttled and expanded by the first electronic expansion valve to produce low-temperature, low-pressure refrigerant. It then flows through the third heat exchange channel of the chiller, exchanging heat with the coolant in the fourth heat exchange channel to produce superheated refrigerant gas. This coolant then flows through the fourth heat exchange channel of the chiller to produce low-temperature refrigerant liquid. This coolant then flows through the first water pump and reaches the battery pack, cooling the battery pack. The second and third water pumps drive the low-temperature coolant through the electric drive components, exchanging heat with them to produce high-temperature coolant, cooling the components. Finally, the heat in the coolant is dissipated to the ambient air in the radiator of the front-end cooling module.

[0098] like Figure 3 As shown, Figure 3This diagram illustrates the connections of the thermal management system in passenger compartment cooling mode. In this mode, the solenoid valve is disconnected; the first electronic expansion valve is closed, the second electronic expansion valve is throttled, and the third, larger-diameter electronic expansion valve is fully open. The first, second, and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P9, nine-way valve port P2 is connected to nine-way valve port P7, nine-way valve port P3 is connected to nine-way valve port P6, and nine-way valve port P4 is connected to nine-way valve port P5. Proportional three-way valve port P18 is connected to proportional three-way valve port P19. In this situation, refrigerant circulates in the second refrigerant circuit. The first coolant line, which does not pass through the heater core, connects to the fourth coolant line, which passes through the radiator, forming a circuit. The second coolant line connects to the third coolant line, forming a circuit. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the first and second heat exchange channels of the water-cooled condenser, exchanging a small amount of heat with the coolant. It then exchanges heat with the ambient air in the condenser, producing a subcooled refrigerant liquid. After throttling and expansion by the second electronic expansion valve, it forms a low-temperature, low-pressure refrigerant. The refrigerant then flows through the evaporator, exchanging heat with the air flowing through it to produce superheated refrigerant gas. The air passing through the evaporator is cooled and then blown into the passenger compartment, cooling the passenger compartment. The first water pump circulates the coolant through the battery pack and chiller circuit, reducing local temperature imbalances within the battery pack. When the local battery temperatures are relatively uniform, the first water pump can be shut down. The second and third water pumps drive the low-temperature coolant through the electric drive components, exchanging heat with them to produce high-temperature coolant, cooling the components. Finally, the heat in the coolant is dissipated to the ambient air through the radiator of the front-end cooling module.

[0099] like Figure 4 As shown, Figure 4This diagram illustrates the connections of the thermal management system in battery-only cooling mode. In this mode, the solenoid valve is disconnected; the first electronic expansion valve is throttled, the second electronic expansion valve is closed, and the third, larger-diameter electronic expansion valve is fully open. The first, second, and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P9, nine-way valve port P2 is connected to nine-way valve port P7, nine-way valve port P3 is connected to nine-way valve port P6, and nine-way valve port P4 is connected to nine-way valve port P5. Proportional three-way valve port P18 is connected to proportional three-way valve port P19. In this situation, refrigerant circulates in the fourth refrigerant circuit. The first coolant line, which does not pass through the heater core, connects to the fourth coolant line, which passes through the radiator, forming a circuit. The second coolant line connects to the third coolant line, forming a circuit. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the first and second heat exchange channels of the water-cooled condenser, exchanging a small amount of heat with the coolant. It then exchanges heat with the ambient air in the condenser to produce supercooled refrigerant liquid. After throttling expansion through the first electronic expansion valve, it forms a low-temperature, low-pressure refrigerant. This refrigerant then flows through the third heat exchange channel of the chiller, exchanging heat with the coolant in the fourth heat exchange channel to produce superheated refrigerant gas. The coolant then flows through the fourth heat exchange channel of the chiller to produce low-temperature refrigerant liquid. This refrigerant then flows through the first water pump and reaches the battery pack, cooling it. The second and third water pumps drive the low-temperature coolant through the electric drive components, exchanging heat with them to produce high-temperature coolant, cooling the components. Finally, the heat in the coolant is dissipated to the ambient air through the radiator of the front-end cooling module.

[0100] like Figure 5 As shown, Figure 5 This diagram illustrates the connectivity of the thermal management system in battery-only natural cooling mode. In this mode, the solenoid valve is disconnected; the first electronic expansion valve is closed, the second electronic expansion valve is closed, and the third large-diameter electronic expansion valve is closed. The first and third water pumps are activated; the second water pump is shut off. Nine-way valve port P1 is connected to nine-way valve port P2, nine-way valve port P3 is connected to nine-way valve port P7, nine-way valve port P4 is connected to nine-way valve port P5, and nine-way valve port P6 is connected to nine-way valve port P9. Proportional three-way valve port P18 can be connected to either proportional three-way valve port P19 or proportional three-way valve port P20. In this state, the compressor and refrigerant circuit are inoperative, and the second and third coolant lines are connected to the fourth coolant line that passes through the radiator. The first water pump and the second water pump drive the low-temperature coolant to flow through the battery pack and exchange heat with the battery pack, which can cool the battery pack. Then it flows through the electric drive component and exchanges heat with the electric drive component to obtain high-temperature coolant, which can cool the electric drive component. Finally, the heat in the coolant is dissipated to the environment in the radiator of the front-end cooling module.

[0101] like Figure 6 As shown, Figure 6 This diagram illustrates the connections of the thermal management system in electric drive-only natural cooling mode. In this mode, the solenoid valve is disconnected; the first, second, and third electronic expansion valves are closed; the first water pump is shut down, while the second and third water pumps are activated; nine-way valve port P1 is connected to nine-way valve port P9, nine-way valve port P2 is connected to nine-way valve port P7, nine-way valve port P3 is connected to nine-way valve port P6, and nine-way valve port P4 is connected to nine-way valve port P5; and proportional three-way valve port P18 is connected to proportional three-way valve port P19. In this scenario, the compressor and refrigerant circuit are inoperative. The first coolant line, which does not pass through the heater core, connects to the fourth coolant line that passes through the radiator, forming a circuit; the second coolant line connects to the third coolant line, forming a circuit. The first water pump and the drive coolant circulate through the battery pack and chiller circuit, reducing local temperature imbalances in the battery cells. When the local battery temperatures are relatively uniform, the first water pump can be shut down. The second water pump and the third water pump drive the low-temperature coolant to flow through the electric drive components and exchange heat with the electric drive components to obtain high-temperature coolant, which can cool the electric drive components. Finally, the heat in the coolant is dissipated to the environment in the radiator of the front-end cooling module.

[0102] like Figure 7 As shown, Figure 7This diagram illustrates the connections of the thermal management system in passenger compartment heating and battery cooling mode. In this mode, the solenoid valve is closed; the first electronic expansion valve is throttled, the second electronic expansion valve is closed, and the third large-diameter electronic expansion valve is closed. The first, second, and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P9, nine-way valve port P2 is connected to nine-way valve port P7, nine-way valve port P3 is connected to nine-way valve port P6, and nine-way valve port P4 is connected to nine-way valve port P5. Proportional three-way valve port P18 is connected to proportional three-way valve port P20. In this situation, refrigerant circulates in the third refrigerant circuit. The first coolant line passing through the heater core connects to the fourth coolant line passing through the radiator, forming a circuit. The second coolant line connects to the third coolant line, forming a circuit. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the first and second heat exchange channels of the water-cooled condenser to exchange heat with supercooled refrigerant liquid. Driven by the second water pump, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated and then flows through the water-heated PTC. It then exchanges heat with the air flowing through the heater core. The heated air flowing through the heater core is then blown into the passenger compartment to heat the passenger compartment. When the heating capacity cannot meet demand, the water-heated PTC can be activated to assist in heating the coolant. The supercooled refrigerant liquid undergoes throttling expansion through the first electronic expansion valve to obtain a low-temperature, low-pressure refrigerant. It then flows through the third heat exchange channel of the chiller to exchange heat with the coolant in the fourth heat exchange channel to obtain superheated refrigerant gas. The coolant then flows through the fourth heat exchange channel of the chiller to obtain a low-temperature refrigerant liquid. The coolant then flows through the first water pump and flows to the battery pack to cool the battery pack. The second water pump and the third water pump drive the low-temperature coolant to flow through the electric drive components and exchange heat with the electric drive components to obtain high-temperature coolant, which can cool the electric drive components. Finally, the heat in the coolant is dissipated to the environment in the radiator of the front-end cooling module.

[0103] like Figure 8 As shown, Figure 8A schematic diagram illustrates the connections of the thermal management system in passenger compartment cooling and battery heating mode. In this mode, the solenoid valve is closed; the first electronic expansion valve is closed, the second electronic expansion valve is throttled, and the third large-diameter electronic expansion valve is closed. The first, second, and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P3, nine-way valve port P2 is connected to nine-way valve port P4, nine-way valve port P5 is connected to nine-way valve port P7, and nine-way valve port P6 is connected to nine-way valve port P9. Proportional three-way valve port P18 is connected to proportional three-way valve port P19. In this situation, refrigerant circulates in the first refrigerant circuit. The first coolant line, which does not pass through the heater core, connects to the second coolant line to form a circuit, and the third coolant line connects to the fourth coolant line of the radiator to form a circuit. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the first and second heat exchange channels of the water-cooled condenser, where it exchanges heat with a subcooled refrigerant liquid. Driven by the second water pump, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated. It then flows through the water-heated PTC and the battery pack, heating the battery pack. If the heating capacity is insufficient, the water-heated PTC can be activated for auxiliary heating. The subcooled refrigerant liquid undergoes throttling expansion by the second electronic expansion valve, producing a low-temperature, low-pressure refrigerant. It then flows through the evaporator, where it exchanges heat with the air flowing through it to produce superheated refrigerant gas. The air flowing through the evaporator is cooled and then blown into the passenger compartment, cooling the passenger compartment. The second and third water pumps drive the low-temperature coolant through the electric drive components, exchanging heat with them to produce high-temperature coolant, cooling the components. Finally, the heat in the coolant is dissipated to the ambient air in the radiator of the front-end cooling module.

[0104] like Figure 9 As shown, Figure 9This diagram illustrates the thermal management system's connectivity in the first passenger compartment and battery heating mode. In this mode, the solenoid valve is disconnected; the first electronic expansion valve is throttled, the second electronic expansion valve is closed, and the third, larger-diameter electronic expansion valve is throttled. The first, second, and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P3, nine-way valve port P2 is connected to nine-way valve port P4, nine-way valve port P5 is connected to nine-way valve port P7, and nine-way valve port P6 is connected to nine-way valve port P8. Proportional three-way valve port P18 is connected to proportional three-way valve ports P19 and P20. In this situation, refrigerant circulates in the fourth refrigerant circuit, with the first coolant line connected to the second coolant line and the third coolant line connected to the fourth coolant line, which does not pass through the radiator. The high-temperature, high-pressure refrigerant gas output from the compressor flows through the first and second heat exchange channels of the water-cooled condenser, exchanging heat with subcooled refrigerant liquid. Driven by the first and second water pumps, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated and then flows through the water-heating PTC. After being diverted by the three-way proportional valve, some of the coolant flows through the heater core and then to the battery, while some flows directly through the battery. This heats both the battery pack and the passenger compartment. The proportional three-way valve controls the flow rates of the two coolant streams, thereby controlling the heating capacity distribution between the battery pack and the passenger compartment. If the heating capacity is insufficient for both the battery and passenger compartment, the water-heating PTC can be activated to provide auxiliary heating for the coolant. The subcooled refrigerant liquid then flows through the throttling third, large-diameter electronic expansion valve, where it undergoes throttling expansion, resulting in low-temperature, low-pressure wet refrigerant vapor. This vapor then flows through the condenser, exchanging heat with even cooler air flowing through the condenser, absorbing ambient heat and increasing the system's enthalpy. The refrigerant wet steam flows through the first electronic expansion valve for throttling and expansion to obtain low-temperature and low-pressure refrigerant wet steam, and then flows through the third heat exchange channel of Chiller and the coolant heated by the electric drive component in the fourth heat exchange channel to exchange heat and absorb the waste heat of the electric drive.

[0105] like Figure 10 As shown, Figure 10This diagram illustrates the thermal management system's connectivity in the second passenger compartment and battery heating mode. In this mode, the solenoid valve is closed; the first electronic expansion valve is throttled, the second electronic expansion valve is closed, and the third, larger-diameter electronic expansion valve is closed. The first, second, and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P3, nine-way valve port P2 is connected to nine-way valve port P4, nine-way valve port P5 is connected to nine-way valve port P7, and nine-way valve port P6 is connected to nine-way valve port P8. Proportional three-way valve port P18 is connected to proportional three-way valve ports P19 and P20. In this situation, refrigerant circulates in the third refrigerant circuit, with the first coolant line connecting to the second coolant line to form a loop, and the third coolant line connecting to the fourth coolant line, which does not pass through the radiator, to form a loop. The high-temperature, high-pressure refrigerant gas output from the compressor flows through the first and second heat exchange channels of the water-cooled condenser, exchanging heat with subcooled refrigerant liquid. Driven by the first and second water pumps, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated and then flows through the water-heating PTC. After being diverted by the proportional three-way valve, some of the coolant flows through the heater core and then to the battery, while some flows directly through the battery. This provides heating for both the battery pack and the passenger compartment. The proportional three-way valve controls the flow of the two coolant streams, thereby controlling the heating capacity distribution between the battery pack and the passenger compartment. If the heating capacity is insufficient for both the battery and passenger compartment, the water-heating PTC is activated to provide auxiliary cooling. The subcooled refrigerant liquid is throttled and expanded by the first electronic expansion valve, resulting in low-temperature, low-pressure wet refrigerant vapor. This vapor then flows through the first heat exchange channel of the chiller and the second heat exchange channel, where it exchanges heat with the coolant heated by the electric drive assembly, absorbing waste heat from the electric drive.

[0106] like Figure 11 As shown, Figure 11This diagram illustrates the connections of the thermal management system in the first battery-only heating mode. In this mode, the solenoid valve is disconnected; the first electronic expansion valve is throttled, the second electronic expansion valve is closed, and the third, larger-diameter electronic expansion valve is throttled. The first, second, and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P3, nine-way valve port P2 is connected to nine-way valve port P4, nine-way valve port P5 is connected to nine-way valve port P7, and nine-way valve port P6 is connected to nine-way valve port P8. Proportional three-way valve port P18 is connected to proportional three-way valve port P19. In this situation, refrigerant circulates in the fourth refrigerant circuit. The first coolant line, which does not pass through the heater core, connects to the second coolant line to form a circuit, and the third coolant line connects to the fourth coolant line, which does not pass through the radiator, to form a circuit. The high-temperature, high-pressure refrigerant gas output from the compressor passes through the first and second heat exchange channels of the water-cooled condenser, exchanging heat to a subcooled refrigerant liquid. Driven by the second water pump, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated. It then flows through the water-heated PTC and the battery pack, heating the battery pack. If the heating capacity is insufficient to meet the battery's needs, the water-heated PTC can be activated to provide auxiliary cooling. The subcooled refrigerant liquid then flows through the throttling third, large-diameter electronic expansion valve, where it undergoes throttling expansion, producing a low-temperature, low-pressure wet refrigerant vapor. This vapor then flows through the condenser, exchanging heat with even colder air flowing through the condenser, absorbing ambient heat and increasing the system's enthalpy. The wet refrigerant vapor then flows through the first electronic expansion valve, where it undergoes throttling expansion, producing a low-temperature, low-pressure wet refrigerant vapor. It then flows through the third heat exchange channel of the chiller, where it exchanges heat with the coolant heated by the electric drive assembly in the fourth heat exchange channel, absorbing waste heat from the electric drive.

[0107] like Figure 12 As shown, Figure 12This diagram illustrates the connections of the thermal management system in the second mode, where battery heating is the only option. In this mode, the solenoid valve is closed; the first electronic expansion valve is throttled, the second electronic expansion valve is closed, and the third, larger-diameter electronic expansion valve is closed. The first, second, and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P3, nine-way valve port P2 is connected to nine-way valve port P4, nine-way valve port P5 is connected to nine-way valve port P7, and nine-way valve port P6 is connected to nine-way valve port P8. Proportional three-way valve port P18 is connected to proportional three-way valve port P19. In this situation, refrigerant circulates in the third refrigerant circuit. The first coolant line, which does not pass through the heater core, connects to the second coolant line to form a circuit, and the third coolant line connects to the fourth coolant line, which does not pass through the radiator, to form a circuit. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the first and second heat exchange channels of the water-cooled condenser, exchanging heat with a subcooled refrigerant liquid. Driven by the second water pump, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated. It then flows through the water-heated PTC and battery pack to heat the battery pack. When the heating capacity cannot meet the battery's needs, the water-heated PTC can be activated to assist in heating the coolant. The subcooled refrigerant liquid flows through the first electronic expansion valve, where it is throttled and expanded to produce low-temperature, low-pressure refrigerant wet vapor. It then flows through the third heat exchange channel of the Chiller and exchanges heat with the coolant heated by the electric drive assembly in the fourth heat exchange channel, absorbing waste heat from the electric drive.

[0108] like Figure 13 As shown, Figure 13 This diagram illustrates the connectivity of the thermal management system in battery-only natural cooling mode. In this mode, the solenoid valve is disconnected; the first electronic expansion valve is closed, the second electronic expansion valve is closed, and the third large-caliber electronic expansion valve is closed. The first and third water pumps are activated; the second water pump is shut off; nine-way valve port P1 is connected to nine-way valve port P2, nine-way valve port P3 is connected to nine-way valve port P7, nine-way valve port P4 is connected to nine-way valve port P5, and nine-way valve port P6 is connected to nine-way valve port P8. Proportional three-way valve port P18 can be connected to proportional three-way valve port P19 or proportional three-way valve port P20. In this scenario, the compressor and refrigerant circuit are inoperative, and the second and third coolant lines are connected to the fourth coolant line, which does not pass through the radiator. The first and second water pumps drive low-temperature coolant through the electric drive assembly, exchanging heat with the electric drive assembly to generate high-temperature coolant, which then flows through the battery pack for heat exchange, thereby heating the battery pack.

[0109] like Figure 14 As shown, Figure 14A schematic diagram illustrates the connections of the thermal management system in the fourth mode of battery-only heating. In this mode, the solenoid valve is closed; the first and second electronic expansion valves are throttled; and the third, large-diameter electronic expansion valve is closed. The first, second, and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P3, nine-way valve port P2 is connected to nine-way valve port P4, nine-way valve port P5 is connected to nine-way valve port P7, and nine-way valve port P6 is connected to nine-way valve port P8. Proportional three-way valve port P18 can be connected to proportional three-way valve port P19. In this situation, refrigerant circulates in the first and third refrigerant circuits. The first coolant line, which does not pass through the heater core, connects to the second coolant line to form a circuit, and the third coolant line connects to the fourth coolant line, which does not pass through the radiator, to form a circuit. The high-temperature, high-pressure refrigerant gas output from the compressor passes through the first and second heat exchange channels of the water-cooled condenser to exchange heat into a subcooled refrigerant liquid. Driven by a second water pump, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated. It then flows through the water-heated PTC and the battery pack, heating the battery pack. If the heating capacity is insufficient to meet the battery's needs, the water-heated PTC can be activated to provide auxiliary cooling. A portion of the subcooled refrigerant liquid undergoes throttling expansion through the first electronic expansion valve, producing a low-temperature, low-pressure wet refrigerant vapor. This vapor then flows through the third heat exchange channel of the chiller, exchanging heat with the coolant heated by the electric drive assembly in the fourth heat exchange channel, absorbing excess heat from the electric drive. Another portion of the subcooled refrigerant liquid undergoes throttling expansion through the second electronic expansion valve, producing a low-temperature, low-pressure refrigerant. This vapor then flows through the evaporator, exchanging heat with air flowing from the passenger compartment through the evaporator, which has a higher temperature than the refrigerant in the evaporator, to produce superheated refrigerant gas, which absorbs excess heat from the passenger compartment.

[0110] like Figure 15 As shown, Figure 15This diagram illustrates the thermal management system's connectivity in the first passenger compartment and battery heating mode. In this mode, the third solenoid valve is disconnected; the first electronic expansion valve is throttled, the second electronic expansion valve is closed, and the third, larger-diameter electronic expansion valve is throttled. The first water pump is shut off, while the second and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P8, nine-way valve port P2 is connected to nine-way valve port P7, nine-way valve port P3 is connected to nine-way valve port P6, and nine-way valve port P4 is connected to nine-way valve port P5. Proportional three-way valve port P18 can be connected to proportional three-way valve port P20. In this situation, refrigerant circulates in the fourth refrigerant circuit. The first coolant line, which passes through the heater core, connects to the fourth coolant line, which does not pass through the radiator, forming a circuit. The second coolant line connects to the third coolant line, forming a circuit. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the first and second heat exchange channels of the water-cooled condenser, exchanging heat to a subcooled refrigerant liquid. Driven by the second and third water pumps, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated and then flows through the water-heated PTC. It then flows through the heater core and exchanges heat with the air flowing through it to produce low-temperature coolant. The low-temperature coolant flows through the electric drive assembly, absorbing waste heat from the electric drive. The air flowing through the heater core is heated and then blown into the passenger compartment to heat the passenger compartment. If the heating capacity cannot meet the passenger compartment's needs, the water-heated PTC can be activated to assist in heating the coolant. The subcooled refrigerant liquid flows through the throttling third-largest-caliber electronic expansion valve, where it is throttled and expanded to produce superheated refrigerant. This flows through the condenser, exchanging heat with the even lower-temperature cold air flowing through it, absorbing ambient heat.

[0111] like Figure 16 As shown, Figure 16This diagram illustrates the connections of the thermal management system in the second passenger compartment heating mode. In this mode, the solenoid valve is disconnected; the first, second, and third electronic expansion valves are closed; the first water pump is shut down, while the second and third water pumps are activated; nine-way valve port P1 is connected to nine-way valve port P8, nine-way valve port P2 is connected to nine-way valve port P7, nine-way valve port P3 is connected to nine-way valve port P6, and nine-way valve port P4 is connected to nine-way valve port P5; and proportional three-way valve port P18 can be connected to proportional three-way valve port P20. In this state, the compressor is inoperative, and refrigerant is not circulating. The first coolant line passing through the heater core connects to the fourth coolant line, which does not pass through the radiator, forming a loop; and the second coolant line connects to the third coolant line, forming a loop. Driven by the second water pump and the third water pump, the low-temperature coolant flows through the electric drive assembly to absorb the waste heat of the electric drive to obtain high-temperature coolant. The high-temperature coolant flows through the water heating PTC and then flows through the heater core. In the heater core, it exchanges heat with the air flowing through the heater core to obtain low-temperature coolant. The air flowing through the heater core is heated and then blown into the passenger compartment to achieve heating of the passenger compartment. When the heating amount cannot meet the needs of the passenger compartment, the water heating PTC can be turned on to assist in heating the coolant.

[0112] like Figure 17 As shown, Figure 17This diagram illustrates the connections of the thermal management system in passenger compartment heating and dehumidification mode. In this mode, the solenoid valve is closed; the first electronic expansion valve is closed, the second electronic expansion valve is throttled, and the third large-diameter electronic expansion valve is closed. The first water pump is shut off, while the second and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P8, nine-way valve port P2 is connected to nine-way valve port P7, nine-way valve port P3 is connected to nine-way valve port P6, and nine-way valve port P4 is connected to nine-way valve port P5. Proportional three-way valve port P18 can be connected to proportional three-way valve port P20. In this situation, refrigerant circulates in the first refrigerant circuit. The first coolant line, which passes through the heater core, connects to the fourth coolant line, which does not pass through the radiator, forming a circuit. The second coolant line connects to the third coolant line, forming a circuit. The high-temperature, high-pressure refrigerant gas output from the compressor passes through the first and second heat exchange channels of the water-cooled condenser, exchanging heat to a subcooled refrigerant liquid. Driven by the second and third water pumps, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated. It then flows through the water-heated PTC (Positive Temperature Coefficient) heater, heating the air passing through the heater core. The subcooled refrigerant liquid undergoes throttling expansion by the second electronic expansion valve, producing a low-temperature, low-pressure refrigerant. It then flows through the evaporator, exchanging heat with the air passing through the evaporator to produce superheated refrigerant gas, which cools the air passing through the evaporator. Driven by the blower, the humid air from the passenger compartment enters the air conditioning unit through the recirculation damper. After passing through the evaporator, the humid air cools, partially desorbing the water to produce dry, cool air, which is then discharged into the environment through the air conditioning drain pipe. The dry, cool air then flows through the heater core, where it is heated to produce dry, hot air with a higher temperature than the passenger compartment. This air is then blown into the passenger compartment, providing heating and dehumidification.

[0113] like Figure 18 As shown, Figure 18This diagram illustrates the thermal management system's connectivity in passenger compartment cooling and dehumidification mode. In this mode, the solenoid valve is disconnected; the first electronic expansion valve is closed, the second electronic expansion valve is throttled, and the third, larger-diameter electronic expansion valve is fully open. The first water pump is shut down; the second and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P2, nine-way valve port P3 is connected to nine-way valve port P6, nine-way valve port P4 is connected to nine-way valve port P5, and nine-way valve port P7 is connected to nine-way valve port P9. Proportional three-way valve port P18 can be connected to proportional three-way valve port P20. In this situation, refrigerant circulates in the second refrigerant circuit, with the first coolant line passing through the heater core forming the circuit, and the third coolant line connecting to the fourth coolant line, which does not pass through the radiator, forming the circuit. The high-temperature, high-pressure refrigerant gas output from the compressor passes through the first and second heat exchange channels of the water-cooled condenser, exchanging heat to wet refrigerant vapor. Driven by the second and third water pumps, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated and then flows through the water-heated PTC. As it flows through the heater core, it heats the air passing through it. The wet refrigerant vapor then flows through the unthrottling third, large-diameter electronic expansion valve and into the condenser, where it exchanges heat with the air flowing through the condenser to produce subcooled refrigerant liquid. Some of the refrigerant heat is dissipated, and the throttling expansion of the second electronic expansion valve produces low-temperature, low-pressure refrigerant. This refrigerant then flows through the evaporator, exchanging heat with the air flowing through the evaporator to produce superheated refrigerant gas, which cools the air passing through the evaporator. Driven by the blower, the humid air from the passenger compartment enters the air conditioning unit through the recirculation damper. After passing through the evaporator, the humid air cools, and some of the water is separated, resulting in drier, cooler air. The water is then discharged into the ambient air through the air conditioning drain pipe. The dry cold air flows through the heater core and is heated to obtain dry hot air with a temperature lower than that of the passenger compartment. Finally, it is blown into the passenger compartment to achieve cooling and dehumidification of the passenger compartment.

[0114] like Figure 19 As shown, Figure 19This diagram illustrates the thermal management system's connectivity in glass defrost mode. In this mode, the first electronic expansion valve is throttled, the second electronic expansion valve is closed, and the third, larger-diameter electronic expansion valve is throttled. The first water pump is shut off, while the second and third water pumps are activated. Nine-way valve port P1 is connected to nine-way valve port P8, nine-way valve port P2 is connected to nine-way valve port P7, nine-way valve port P3 is connected to nine-way valve port P6, and nine-way valve port P4 is connected to nine-way valve port P5. Proportional three-way valve port P18 can be connected to proportional three-way valve port P20. In this situation, refrigerant circulates in the fourth refrigerant circuit. The first coolant line, which passes through the heater core, connects to the fourth coolant line, which does not pass through the radiator, forming a circuit. The second coolant line connects to the third coolant line, forming a circuit. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the first and second heat exchange channels of the water-cooled condenser, exchanging heat to a subcooled refrigerant liquid. Driven by the second and third water pumps, the coolant flows through the second heat exchange channel of the water-cooled condenser, where it is heated and then flows through the water-heated PTC. It then flows through the heater core, exchanging heat with the air flowing through it to produce low-temperature coolant. This low-temperature coolant then flows through the electric drive assembly, absorbing waste heat from the electric drive. The heated air flowing through the heater core is then blown toward the passenger compartment window to defrost it. If the heating capacity is insufficient to meet the passenger compartment's needs, the water-heated PTC can be activated to assist in heating the coolant. The subcooled refrigerant liquid then flows through the throttling third, large-caliber electronic expansion valve, where it undergoes throttling expansion to produce superheated refrigerant. This then flows through the condenser, exchanging heat with the even lower-temperature cold air flowing through it, absorbing ambient heat.

[0115] like Figure 20 As shown, Figure 20The following diagram illustrates the connections of the thermal management system in external exchange (condenser) defrost mode. In this mode, the solenoid valve is disconnected; the first electronic expansion valve is throttled, the second electronic expansion valve is closed, and the third, larger-diameter electronic expansion valve is fully open. The second water pump, the first water pump, is shut down, and the third water pump is activated. Nine-way valve port P1 is connected to nine-way valve port P3, nine-way valve port P2 is connected to nine-way valve port P4, nine-way valve port P5 is connected to nine-way valve port P7, and nine-way valve port P6 is connected to nine-way valve port P8. Proportional three-way valve port P18 can be connected to proportional three-way valve port P19 and also to proportional three-way valve port P20. In this case, refrigerant circulates in the fourth refrigerant circuit, with the first coolant line connected to the second coolant line to form a circuit, and the third coolant line connected to the fourth coolant line, which does not pass through the radiator, to form a circuit. The high-temperature, high-pressure refrigerant gas output by the compressor flows through the first heat exchange channel of the water-cooled condenser. Since the coolant in the second heat exchange channel is idle, heat exchange essentially does not occur, and the refrigerant remains essentially unchanged. It then flows through the fully open third, large-caliber electronic expansion valve, preventing any throttling and expansion reaction. The high-temperature, high-pressure refrigerant flows through the condenser, exchanging heat with the condenser shell and eliminating any ice or snow condensed on the condenser. After throttling and expansion through the first electronic expansion valve, the refrigerant produces low-temperature, low-pressure wet refrigerant vapor. It then flows through the third heat exchange channel of the chiller, exchanging heat with the coolant heated by the electric drive assembly in the fourth heat exchange channel, absorbing waste heat from the electric drive.

[0116] The degree of condenser frost can be determined by the difference between the ambient temperature and the condenser temperature, as well as the duration of the difference, which can be used as a condition for entering or exiting the condenser defrost mode.

[0117] This thermal management system can realize multiple working modes to meet the diverse needs of electric vehicle thermal management; it can absorb ambient heat, recycle heat from the battery pack, electric drive components, and passenger compartment to perform fine heat management. The thermal management system has low energy consumption, thereby greatly reducing the endurance degradation of electric vehicles; the thermal management system has high performance, which can ensure that the battery, electric drive components, and passenger compartment remain in the optimal temperature range for a long time, reduce the possibility of thermal runaway, improve the user's driving comfort, and ensure the user's safety.

[0118] The above examples illustrate several modes that can be implemented by the thermal management system. In embodiments of the present invention, the thermal management system can also implement other modes beyond those described above, such as passenger compartment heating and dehumidification, battery cooling, and motor-only heating. The same mode can actually be implemented through various circuits and is not limited to the aforementioned modes, so this invention will not further elaborate on these modes.

[0119] The above is only an embodiment of the present invention, and common sense such as the specific structure and characteristics of the scheme are not described in detail here. For those skilled in the art, it is obvious that the present invention is not limited to the details of the above exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic characteristics of the present invention. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes that fall within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any figure mark in the claims should not be regarded as limiting the claim involved.

Claims

1. A thermal management system for a pure electric vehicle, characterized in that: It includes a compressor, a solenoid valve, a first electronic expansion valve, a second electronic expansion valve, a third large-caliber electronic expansion valve, a condenser, an evaporator, a gas-liquid separator, a water-cooled condenser, a chiller, a first water pump, a second water pump, a third water pump, a nine-way valve, a radiator, a water heating PTC, a heater core, and a proportional three-way valve. The water-cooled condenser includes a first heat exchange pipe and a second heat exchange pipe, and the chiller includes a third heat exchange pipe and a fourth heat exchange pipe. The thermal management system of the pure electric vehicle includes a refrigerant circuit and a refrigerant liquid circuit; The refrigerant circuit is connected by the outlet of the compressor to the first heat exchange pipe of the water-cooled condenser, the first heat exchange pipe of the water-cooled condenser is respectively connected to the third large-caliber electronic expansion valve and the solenoid valve, and the third large-caliber electronic expansion valve is connected to the condenser inlet; after the solenoid valve is connected to the condenser outlet, it is divided into two branches, one branch is connected to the third heat exchange pipe of the chiller through the first electronic expansion valve, and then connected to the gas-liquid separator inlet through the third heat exchange pipe of the chiller, and the other branch is connected to the evaporator inlet through the second electronic expansion valve, the evaporator outlet is connected to the gas-liquid separator inlet, and the gas-liquid separator outlet is connected to the compressor inlet; The refrigerant circuit is connected by a port of a nine-way valve and multiple pipelines, wherein the first pipeline is a heating pipeline and a passenger compartment pipeline, and its two ends are respectively connected to the first port and the second port of the nine-way valve. The first pipeline is sequentially provided with a second water pump, a second heat exchange channel of a water-cooled condenser, a water heating PTC, a proportional three-way valve and a heater core. The end of the proportional three-way valve not connected to the water heating PTC and the heater core is connected to the outlet of the heater core and then connected to the second port of the nine-way valve; There are multiple communication modes between the internal ports of the nine-way valve; The multiple pipelines connected to the ports of the nine-way valve also include: The second pipeline is a battery pack pipeline, and its two ends are respectively connected to the third port and the fourth port of the nine-way valve. The battery pack and the first water pump are sequentially arranged on the second pipeline; The third pipeline is a refrigeration pipeline, and its two ends are respectively connected to the fifth port and the sixth port of the nine-way valve. The fourth heat exchange pipeline of the Chiller is arranged in sequence on the third pipeline; The fourth pipeline is the electric drive pipeline, which is connected to the seventh port, eighth port, and ninth port of the nine-way valve respectively. The battery pack, the third water pump, the electric drive assembly, and the radiator are sequentially arranged on the fourth pipeline, where the two ends of the radiator are respectively connected to the ninth port of the nine-way valve and the electric drive assembly; The refrigerant circuit of the pure electric vehicle thermal management system includes at least the following circuits: In the first refrigerant circuit, the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. It then returns to the compressor through the water-cooled condenser, solenoid valve, second electronic expansion valve, evaporator, and gas-liquid separator. It is used for heating the battery pack, heating the passenger compartment, cooling the passenger compartment, dehumidifying the passenger compartment, and recovering waste heat from the passenger compartment. In the second refrigerant circuit, the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. It then returns to the compressor through a water-cooled condenser, a third large-caliber electronic expansion valve, a condenser, a second electronic expansion valve, an evaporator, and a gas-liquid separator. It is used for heating the battery pack, heating the passenger compartment, cooling the passenger compartment, dehumidifying the passenger compartment, recovering waste heat from the passenger compartment, and recovering ambient heat. The third refrigerant circuit: The refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. It then returns to the compressor through the water-cooled condenser, solenoid valve, first electronic expansion valve, chiller, and gas-liquid separator. It is used for battery pack heating, battery pack cooling, electric drive cooling, passenger compartment heating, passenger compartment waste heat recovery, battery waste heat recovery, and electric drive waste heat recovery. In the fourth refrigerant circuit, the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor, and then returns to the compressor through the water-cooled condenser, the third largest-caliber electronic expansion valve, the condenser, the first electronic expansion valve, the chiller, and the gas-liquid separator. It is used for battery pack heating, battery pack cooling, electric drive cooling, passenger compartment heating, passenger compartment waste heat recovery, battery waste heat recovery, electric drive waste heat recovery, and ambient heat recovery.

2. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The fourth pipeline has two loops; A third water pump and an electric drive assembly are sequentially arranged on one circuit, and a third water pump, an electric drive assembly and a radiator are sequentially arranged on the other circuit.

3. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The multiple communication modes between the ports inside the nine-way valve include at least the following: In the first connection mode, the first port of the nine-way valve is connected to the ninth port, the second port is connected to the seventh port, the third port is connected to the sixth port, and the fourth port is connected to the fifth port. The first pipe is connected to the fourth pipe passing through the radiator to form a loop, and the second pipe is connected to the third pipe to form a loop. The first connection mode is used for electric drive heat dissipation, battery waste heat recovery, and battery pack cooling. In the second connection mode, the first port and the eighth port of the nine-way valve are connected, the second port and the seventh port are connected, the third port and the sixth port are connected, and the fourth port and the fifth port are connected. The first pipe is connected to the fourth pipe that does not pass through the radiator to form a loop, and the second pipe is connected to the third pipe to form a loop. The second connection mode is used for electric drive waste heat recovery, battery waste heat recovery and battery pack cooling, and passenger compartment heating; In a third connection mode, the first and third ports of the nine-way valve are connected, the second and fourth ports are connected, the fifth and seventh ports are connected, the sixth and ninth ports are connected, the first and second pipes are connected to form a loop, and the third pipe is connected to the fourth pipe that does not pass through the radiator to form a loop. The third connection mode is used for electric drive cooling, battery heating, battery waste heat recovery, passenger compartment heating, and passenger compartment cooling. In a fourth connection mode, the first and third ports of the nine-way valve are connected, the second and fourth ports are connected, the fifth and seventh ports are connected, the sixth and eighth ports are connected, the first pipeline and the second pipeline are connected to form a loop, and the third pipeline and the fourth pipeline passing through the radiator are connected to form a loop. The fourth connection mode is used for electric drive heat recovery, electric drive cooling, battery heating, battery waste heat recovery, passenger compartment heating, and passenger compartment cooling; In a fifth connection mode, the first and second ports of the nine-way valve are connected, the third and seventh ports are connected, the fourth and fifth ports are connected, the sixth and ninth ports are connected, and the first pipe is connected to form a loop. The second pipe, the third pipe, and the fourth pipe that does not pass through the radiator are connected to form a loop. The fifth connection mode is used for natural heat dissipation of the battery, natural heat dissipation of the electric drive, and heating of the passenger compartment. In a sixth connection mode, the first and second ports of the nine-way valve are connected, the third and seventh ports are connected, the fourth and fifth ports are connected, the sixth and ninth ports are connected, and the first pipe is connected to form a loop. The second pipe, the third pipe, and the fourth pipe passing through the radiator are connected to form a loop. The sixth connection mode is used for battery heat recovery, electric drive heat recovery, battery cooling, electric drive cooling, and passenger compartment heating. In a seventh connection mode, the first and second ports of the nine-way valve are connected, the third and sixth ports are connected, the fourth and fifth ports are connected, the seventh and ninth ports are connected, the first pipe is connected to form a loop, the second pipe is connected to form a loop, and the fourth pipe passing through the radiator is connected to form a loop. The seventh connection mode is used for natural heat dissipation of the battery, battery cooling, natural heat dissipation of the electric drive, and heating of the passenger compartment; The eighth connection method is that the first port and the second port of the nine-way valve are connected, the third port and the sixth port are connected, the fourth port and the fifth port are connected, the seventh port and the eighth port are connected, the first pipeline is connected to form a loop, the second pipeline and the third pipeline are connected to form a loop, and the fourth pipeline that does not pass through the radiator is connected to form a loop. The eighth connection method is used for natural heat dissipation of the battery, battery cooling, and heating of the passenger compartment.

4. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The third largest-caliber electronic expansion valve has three modes: disconnection, full opening, and throttling; When the third largest-caliber electronic expansion valve is disconnected, the refrigerant does not flow through the condenser and does not exchange heat with the condenser; When the third largest-caliber electronic expansion valve is fully opened, the temperature of the refrigerant flowing through the condenser is higher than the ambient temperature refrigerant, and part of the heat in the refrigerant is dissipated through the air in the condenser; When the third largest-caliber electronic expansion valve is throttled, the temperature of the refrigerant flowing through the condenser is lower than the ambient temperature, and the refrigerant absorbs ambient heat.

5. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The thermal management system of the pure electric vehicle further includes a first expansion kettle and a second expansion kettle; The water filling port of the first expansion kettle is connected to the second water pump inlet and the third water pump inlet respectively, and the exhaust port of the first expansion kettle is connected to the radiator inlet and the heater core inlet respectively; the water filling port of the second expansion kettle is connected to the first water pump inlet, and the exhaust port of the second expansion kettle is connected to the battery pack outlet.

6. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The pure electric vehicle thermal management system also includes a controller, which is respectively connected to the proportional three-way valve, the solenoid valve, the first electronic expansion valve, the second electronic expansion valve, the third large-caliber electronic expansion valve, the first water pump, the second water pump and the third water pump.

7. The thermal management system of a pure electric vehicle according to claim 6, characterized in that: By controlling the on / off of the proportional three-way valve, solenoid valve, first electronic expansion valve, second electronic expansion valve, third largest-caliber electronic expansion valve, first water pump, second water pump, and third water pump, the gear position of the nine-way valve can achieve any of the following functions: Passenger compartment cooling function, passenger compartment heating function, passenger compartment dehumidification function, glass defrosting function, passenger compartment heat recovery function, ambient waste heat recovery function, battery pack cooling function, battery pack heating function, battery pack natural heat dissipation function, battery pack waste heat recovery function, electric drive cooling function, electric drive heat dissipation function, and electric drive waste heat recovery function; The above functions have multiple combination modes.

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