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 first solenoid valve, a second solenoid valve, a third solenoid valve, a first electronic expansion valve, a second electronic expansion valve, a third large-caliber electronic expansion valve, a condenser, an internal condenser, an evaporator, an air-heating PTC, 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 first expansion kettle, and a second expansion kettle. The thermal management system for a pure electric vehicle has a refrigerant circuit and a refrigerant liquid circuit; the present application can form twenty-seven different refrigerant circulation circuits by controlling the solenoid valve and the expansion valve; six different refrigerant liquid circulation circuits can be formed by controlling the gear position of the nine-way valve; more than thirty working modes can be realized to meet various thermal management needs of the vehicle, improve the user's driving experience, and comprehensively recycle and utilize heat from multiple regions to improve system performance and reduce system energy consumption.

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 a suitable temperature to enhance the user's driving experience. They also need to keep the battery within a suitable temperature range, preventing prolonged exposure to low temperatures that could lead to power loss, nor to high temperatures that could cause thermal runaway accidents, which could affect the user's safety. They also need to keep power components such as the electric drive and electronic control within a suitable temperature range to avoid damage caused by prolonged high temperatures. Therefore, the thermal management system requires high performance to meet user needs. Existing thermal management systems consume a lot of energy for cooling and heating, with winter heating energy consumption reaching up to half of the vehicle's total energy consumption. Therefore, thermal management systems require lower energy consumption to minimize the range loss of pure electric vehicles. Existing automotive thermal management systems typically offer limited operating modes and cannot meet the differentiated needs of users under various operating conditions. They are unable to fully allocate excess heat between the environment, electric drive, battery, and passenger compartment, and system energy consumption needs to be further reduced.

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

[0004] In response to the shortcomings of the existing technology, the present invention proposes a new thermal management system for pure electric vehicles, which can form a cooling loop for the passenger compartment, a heating loop for the passenger compartment, a cooling loop for the battery, a heating loop for the battery and a cooling loop for the electric drive respectively. It can also realize cooling or heating of any one or any multiple of the passenger compartment, battery and electric drive, and can recycle and utilize waste heat in each area. The thermal management system has low energy consumption and can further reduce the endurance degradation of the electric vehicle.

[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 first solenoid valve, a second solenoid valve, a third solenoid valve, a first electronic expansion valve, a second electronic expansion valve, a third large-caliber electronic expansion valve, a condenser, an internal condenser, an evaporator, a gas-liquid separator, a water-cooled condenser, a chiller, and a nine-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 composed of the compressor outlet being connected to the first solenoid valve and the second solenoid valve respectively, the first solenoid valve being connected to the inner condenser inlet, the second solenoid valve being connected to the first heat exchange pipe of the water-cooled condenser, the inner condenser outlet being connected to the first heat exchange pipe of the water-cooled condenser and then being connected to the third large-caliber electronic expansion valve and the third solenoid valve respectively, and the third large-caliber electronic expansion valve being connected to the condenser inlet; the third electronic solenoid valve being connected to the condenser outlet is divided into two branches, one branch being connected to the third heat exchange pipe of the chiller through the first electronic expansion valve, and then being connected to the gas-liquid separator inlet through the third heat exchange pipe of the chiller, and the other branch being connected to the evaporator inlet through the second electronic expansion valve, and then being connected to the gas-liquid separator inlet through the evaporator outlet, and the gas-liquid separator outlet being connected to the compressor inlet to form a circuit;

[0008] The refrigerant circuit is connected by ports of a nine-way valve and a plurality of pipelines, and the ports inside the nine-way valve have multiple communication modes.

[0009] Furthermore, the refrigerant circuit of the pure electric vehicle thermal management system includes at least the following circuits:

[0010] In the first refrigerant circuit, the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. The refrigerant gas then returns to the compressor via the first solenoid valve, the internal condenser, the third solenoid valve, the second electronic expansion valve, the evaporator, and the gas-liquid separator, and is used for heating and dehumidifying the passenger compartment.

[0011] 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 the second solenoid valve, water-cooled condenser, third solenoid valve, second electronic expansion valve, evaporator, and gas-liquid separator in sequence to be used for battery heating and passenger compartment cooling.

[0012] The third refrigerant circuit, in which the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor, then returns to the compressor through the first solenoid valve, internal condenser, third large-caliber electronic expansion valve, condenser, second electronic expansion valve, evaporator, and gas-liquid separator, and is used for passenger compartment heating and dehumidification and to recover ambient heat;

[0013] The fourth refrigerant circuit: The refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. It then passes through the first solenoid valve, water-cooled condenser, third large-caliber electronic expansion valve, condenser, second electronic expansion valve, evaporator, and gas-liquid separator and returns to the compressor for battery heating, passenger compartment cooling, and ambient heat recovery.

[0014] In the fifth 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 first solenoid valve, internal condenser, third solenoid valve, first electronic expansion valve, chiller, and gas-liquid separator to be used for passenger compartment heating, battery cooling, and electric drive cooling.

[0015] In the sixth refrigerant circuit, the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. It then passes through the second solenoid valve, water-cooled condenser, third solenoid valve, first electronic expansion valve, chiller, and gas-liquid separator and returns to the compressor for battery heating, battery cooling, and electric drive cooling.

[0016] In the seventh refrigerant circuit, the refrigerant gas is compressed into high-temperature, high-pressure refrigerant gas after passing through the compressor. It then passes through the first solenoid valve, internal condenser, third large-caliber electronic expansion valve, condenser, first electronic expansion valve, chiller, and gas-liquid separator and returns to the compressor for passenger compartment heating, battery cooling, electric drive cooling, and ambient heat recovery.

[0017] In the eighth 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 second solenoid valve, water-cooled condenser, third large-caliber electronic expansion valve, condenser, first electronic expansion valve, chiller, and gas-liquid separator in sequence, and is used for battery heating, battery cooling, electric drive cooling and recovery of ambient heat.

[0018] Furthermore, the third largest-caliber electronic expansion valve has three modes: disconnect, fully open, and throttling;

[0019] 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;

[0020] 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;

[0021] 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.

[0022] Furthermore, the thermal management system of the pure electric vehicle further includes a first water pump, a second water pump, a third water pump, a radiator, an electric drive component and a water heating PTC;

[0023] The multiple pipelines connected to the ports of the nine-way valve include:

[0024] The first pipeline is a heating pipeline, the two ends of which 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 pipe of a water-cooled condenser, and a water heating PTC;

[0025] 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;

[0026] 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;

[0027] 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.

[0028] Furthermore, the fourth pipeline has two loops;

[0029] A third water pump and an electric drive assembly are sequentially provided on one circuit for electric drive heat dissipation; a third water pump, an electric drive assembly and a radiator are sequentially provided on the other circuit for electric drive heat recovery.

[0030] Furthermore, the multiple communication modes between the ports inside the nine-way valve include at least the following:

[0031] 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 pipeline is connected to the fourth cold pipeline passing through the radiator to form a loop, and the second liquid pipeline is connected to the third cold pipeline to form a loop, which is used for electric drive heat dissipation, battery waste heat recovery and battery pack cooling.

[0032] 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 pipeline is connected to the fourth cold pipeline that does not pass through the radiator to form a loop, and the second liquid pipeline is connected to the third cold pipeline to form a loop, which is used for electric drive waste heat recovery, battery waste heat recovery and battery pack cooling;

[0033] In the third 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, and the sixth and ninth ports are connected. The first pipeline forms a loop, and the second and third pipelines are connected to the fourth pipeline passing through the radiator to form a loop for electric drive waste heat recovery, battery waste heat recovery, battery pack cooling, and electric drive cooling.

[0034] In the fourth 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, and the sixth and eighth ports are connected. The first pipeline forms a loop, and the second and third pipelines are connected to the fourth pipeline that does not pass through the radiator to form a loop for natural heat dissipation of the battery pack and the electric drive.

[0035] In a fifth 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, and 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 passing through the radiator to form a loop, which is used for battery pack heating and natural heat dissipation of the electric drive.

[0036] The sixth connection method is that the first port and the third port of the nine-way valve are connected, the second port and the fourth port are connected, the fifth port and the seventh port are connected, and the sixth port and the eighth port are connected. The first pipeline and the second pipeline are connected to form a loop, and the third pipeline is connected to the fourth pipeline that does not pass through the radiator to form a loop, which is used for battery pack heating, electric drive waste heat recovery and electric drive cooling.

[0037] Furthermore, the thermal management system of the pure electric vehicle further comprises a first expansion water pot and a second expansion water pot; the first expansion water pot and the second expansion water pot both comprise a water supply port and an exhaust port;

[0038] 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 is connected to the radiator inlet and the water heating PTC outlet respectively; the water filling port of the second expansion kettle is connected to the first water pump inlet, and the exhaust port is connected to the battery pack outlet.

[0039] Furthermore, the thermal management system of the pure electric vehicle also includes an air-heating PTC; the air-heating PTC is installed in the air-conditioning box of the passenger compartment to assist in heating the air.

[0040] Furthermore, the pure electric vehicle thermal management system also includes a controller, which is respectively connected to the first solenoid valve, the second solenoid valve, the third 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.

[0041] Furthermore, the controller controls the on / off of the first solenoid valve, the second solenoid valve, the third 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 to achieve any of the following functions:

[0042] Passenger compartment cooling function, passenger compartment heating function, passenger compartment heat recovery function, passenger compartment heat dehumidification function, ambient waste heat recovery function, battery pack cooling function, battery pack heating function, battery pack natural heat dissipation, battery pack heat recovery function, electric drive natural cooling, electric drive heat dissipation, and electric drive waste heat recovery function;

[0043] The above functions have multiple combination modes.

[0044] The beneficial effects of the present invention are:

[0045] First, the refrigerant circuit of the present invention includes at least eight circuits, which can be combined to form 27 different refrigerant flow paths by controlling the solenoid valves and expansion valves in the refrigerant circuits; the refrigerant pipeline includes at least four pipelines, and the six connection modes of the pipelines can be switched by controlling the nine-way valve; it can meet the energy transfer requirements under different working modes, form different refrigerant circuit and refrigerant circuit combinations, and the system working modes can reach more than 30 types, meeting the different needs of various users and realizing refined heat management; the present invention can absorb and utilize waste heat from the environment, battery pack, electric drive components, and passenger compartment, avoiding heat waste, reducing system energy consumption, and improving system performance. The nine-way valve of the present invention can integrate components on the refrigerant circuit, reducing the cost of the thermal management system and the space requirement for the system in the front cabin of the electric vehicle, reducing energy loss with a shorter loop, improving the cooling and heating effects of the loop, and realizing heat transmission and reasonable distribution;

[0046] Second, the third large-caliber electronic expansion valve of the present invention combines the functions of a solenoid valve and an electronic expansion valve, which can simplify system complexity and reduce system costs. Rationally controlling the third large-caliber electronic expansion valve according to ambient temperature and thermal management requirements can achieve optimal recovery and utilization of ambient heat.

[0047] Third, the present invention connects the first expansion kettle and the second expansion kettle in parallel in three different coolant circuits, and replenishes water from the inlets of the first water pump, the second water pump, and the third water pump. This parallel connection can achieve rapid coolant replenishment in the system, which is beneficial to maintaining the pressure balance between the refrigerant liquid pipeline and the components connected to the refrigerant liquid pipeline. The amount of coolant circulating in the expansion kettle is small, which is beneficial to reducing heat loss in the system.

[0048] Fourth, the nine-way valve of the present invention can integrate components on the refrigerant circuit, reduce the cost of the thermal management system and the space required for the system to be arranged in the front cabin of an electric vehicle, reduce energy loss with a shorter loop, improve the cooling and heating effects of the loop, and realize the transmission and reasonable distribution of heat. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] 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;

[0050] 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;

[0051] 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;

[0052] Figure 4 1 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;

[0053] 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;

[0054] 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;

[0055] 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;

[0056] 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;

[0057] 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;

[0058] 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;

[0059] 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;

[0060] 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;

[0061] 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;

[0062] Figure 141 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;

[0063] 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;

[0064] 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;

[0065] 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;

[0066] 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;

[0067] 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;

[0068] 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

[0069] 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.

[0070] The present invention provides a pure electric vehicle thermal management system that can achieve thermal management of the electric vehicle passenger compartment, battery, and electric drive with fewer components, can realize multiple operating modes, achieve refined thermal management, improve system performance, and reduce system energy consumption.

[0071] Hereinafter, reference will be made to the attached Figures 1 to 20 Exemplary embodiments of the present invention are described in detail.

[0072] It should be noted that Figures 1 to 20In the figure, SOV1 is the first solenoid valve, SOV2 is the second solenoid valve, SOV3 is the third 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.

[0073] like Figure 1 As shown, a pure electric vehicle thermal management system of the present invention includes a compressor, a first solenoid valve, a second solenoid valve, a third solenoid valve, a first electronic expansion valve, a second electronic expansion valve, a third large-caliber electronic expansion valve, a condenser, an internal condenser, an evaporator, an air-heating PTC, 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 first expansion kettle and a second expansion kettle.

[0074] 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, and the second and fourth heat exchange pipes are used to pass refrigerant. The compressor outlet is connected to the first and second solenoid valves, respectively. The first solenoid valve is connected to the inner condenser inlet. The second solenoid valve is connected to the first heat exchange pipe port P14 of the water-cooled condenser. The inner condenser outlet is connected to the first heat exchange pipe port P15 of the water-cooled condenser, and then connected to the third large-caliber electronic expansion valve and the third solenoid valve. The third large-caliber electronic expansion valve is connected to the condenser inlet. After the third electronic 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 via the chiller's third heat exchange pipe port P11. The other branch connects to the evaporator inlet through the second electronic expansion valve, and then to the gas-liquid separator inlet via the evaporator outlet. The gas-liquid separator outlet is connected to the compressor inlet. This is the connection of the refrigerant circuit in the thermal management system.

[0075] The nine ports of the nine-way valve are connected to a total of 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, and the water heating PTC. 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 through the fourth pipeline and then connected to port P9 of the nine-way valve. The fourth pipeline is equipped with the third water pump, the electric drive component, 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 between the nine-way valve ports can be switched, forming different refrigerant circuits, realizing refined heat management, and meeting the energy transfer requirements of different operating modes.

[0076] In this embodiment, the electric drive assembly may include a power distribution unit (PDU), a charger (microcontroller unit, OBC), a DC / DC, a motor, a motor controller, etc.

[0077] 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 the water heater PTC outlet, 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.

[0078] The front-end cooling module integrates the radiator, condenser, and fan, and is installed at the front of the electric vehicle. The air conditioning box module integrates the blower, evaporator, internal condenser, and water heating PTC.

[0079] The following is an example of 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.

[0080] The first refrigerant circuit involves the refrigerant gas being compressed into high-temperature, high-pressure refrigerant gas after passing through the compressor. The refrigerant then passes through the first solenoid valve, internal condenser, third solenoid valve, second electronic expansion valve, evaporator, and gas-liquid separator, returning to the compressor. In the internal condenser, the high-temperature, high-pressure refrigerant gas exchanges heat with the air flowing through it, producing a subcooled, saturated refrigerant liquid. The air passing through the internal condenser is heated. 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. Passenger cabin air enters the air conditioning unit through the internal recirculation damper. The air is cooled as it passes through the evaporator, where it precipitates liquid water. It then passes through the internal condenser, where it is heated and finally blown into the passenger cabin, providing heating and dehumidification.

[0081] The second 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 via the second solenoid valve, water-cooled condenser, third solenoid valve, second electronic expansion valve, evaporator, 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 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, thereby cooling the passenger compartment.

[0082] 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 first solenoid valve, internal condenser, third large-caliber electronic expansion valve, condenser, second electronic expansion valve, evaporator, and gas-liquid separator. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat with the air flowing through the internal condenser in the internal condenser to produce refrigerant wet vapor, which in turn heats the air flowing through the internal condenser. When the third large-caliber electronic expansion valve is fully open, it can be regarded as a shut-off valve. The refrigerant wet vapor flowing out of the internal condenser passes through the third large-caliber electronic expansion valve and exchanges heat with the air flowing through the condenser in the condenser to produce a subcooled, saturated refrigerant liquid. Part of the heat in the refrigerant is dissipated 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 internal condenser expands through the throttled third-largest-diameter electronic expansion valve. In the condenser, it exchanges heat with the air flowing through the condenser, producing a subcooled, saturated refrigerant liquid. If the temperature of the subcooled, saturated refrigerant liquid is higher than the ambient temperature, some of the excess heat in the refrigerant is dissipated into the environment 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 the evaporator to produce a superheated, saturated refrigerant gas. The air passing through the evaporator is cooled. Passenger cabin air enters the air conditioning unit through the internal recirculation damper. Passing through the evaporator, the air is cooled, precipitating liquid water. It then passes through the internal condenser, where it is heated and ultimately blown into the passenger cabin, providing either heating or cooling dehumidification.

[0083] 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 first solenoid valve, water-cooled condenser, third large-caliber electronic expansion valve, condenser, second electronic expansion valve, evaporator, and gas-liquid separator in sequence. The high-temperature and 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. When the third large-caliber electronic expansion valve is fully open, it can be regarded as a shut-off valve. The wet refrigerant vapor 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 subcooled saturated refrigerant liquid. 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 heat in the refrigerant 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.

[0084] The fifth refrigerant circuit compresses the refrigerant gas into high-temperature, high-pressure refrigerant gas after passing through the compressor. The refrigerant then flows through the first solenoid valve, internal condenser, third solenoid valve, first electronic expansion valve, chiller, and gas-liquid separator, returning to the compressor. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat with the air flowing through the internal condenser in the internal condenser, resulting in a supercooled, saturated refrigerant liquid. The air flowing through the internal condenser is heated and blown into the passenger compartment to heat the passenger compartment. The low-temperature, low-pressure refrigerant wet vapor flows into the chiller's third heat exchange channel to exchange heat with the refrigerant liquid in the fourth heat exchange channel. After being cooled, the refrigerant liquid in the chiller's fourth heat exchange channel 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.

[0085] The sixth 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 via the second solenoid valve, water-cooled condenser, third 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.

[0086] The seventh refrigerant circuit compresses the refrigerant gas into high-temperature, high-pressure refrigerant gas after passing through the compressor. The refrigerant then passes through the first solenoid valve, the internal condenser, the third large-diameter electronic expansion valve, the condenser, the first electronic expansion valve, the chiller, and the gas-liquid separator, returning to the compressor. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat with the air flowing through the internal condenser in the internal condenser, resulting in wet refrigerant vapor. The heated air flowing through the internal condenser is then blown into the passenger compartment to heat the passenger compartment. When the third large-diameter electronic expansion valve is fully open, it acts as a shut-off valve. The wet refrigerant vapor flowing from the internal condenser passes through the third large-diameter electronic expansion valve and exchanges heat with the air flowing through the condenser in the condenser, resulting in a subcooled, saturated refrigerant liquid. Part of the heat in the refrigerant is dissipated 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 flowing from the internal 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 refrigerant liquid. If the temperature of the subcooled, saturated refrigerant liquid is higher than the ambient temperature, some of the excess heat in the refrigerant is dissipated into the environment 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.

[0087] The eighth 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 via the second solenoid valve, water-cooled condenser, third large-caliber electronic expansion valve, condenser, 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 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 refrigerant vapor flowing out of the water-cooled condenser passes through the third large-caliber electronic expansion valve and, in the condenser, exchanges heat with the air flowing through the condenser to obtain a subcooled, saturated refrigerant liquid. 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 refrigerant liquid. If the temperature of the subcooled, saturated refrigerant liquid 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.

[0088] By controlling the first solenoid valve, the second solenoid valve, the third solenoid valve, the first electronic expansion valve, the second electronic expansion valve and the third large-caliber electronic expansion valve in the coolant circuit, switching of different refrigerant circuits can be achieved, and functions such as passenger compartment cooling, passenger compartment heating, passenger compartment heat recovery, environmental waste heat recovery, battery pack cooling, battery pack heating, and electric drive waste heat recovery can be realized.

[0089] 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:

[0090] The first coolant line is driven by the second water pump, passing through the second water pump, the second heat exchange channel of the water-cooled condenser, and the water-heated PTC, ultimately reaching the nine-way valve port P2. 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, raising the refrigerant temperature. The water-heated PTC also heats the refrigerant, which can be used to heat the battery pack.

[0091] 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.

[0092] The third coolant pipeline, the coolant in this pipeline is not driven by a water pump and needs to be driven by the water pump of other pipelines. The coolant flows from the nine-way valve port P5 (or P6) in this pipeline, passes through the Chiller fourth heat exchange channel and returns to the nine-way valve port P6 (or P7). The coolant in the Chiller fourth heat exchange channel 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 battery packs and electric drive components.

[0093] 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.

[0094] 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:

[0095] In the first connection mode, the first port and the ninth 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 pipeline is connected to the fourth cold pipeline passing through the radiator to form a loop, and the second liquid pipeline is connected to the third cold pipeline to form a loop.

[0096] The second connection method is that 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 pipeline is connected to the fourth cold pipeline that does not pass through the radiator to form a loop, and the second liquid pipeline is connected to the third cold pipeline to form a loop.

[0097] In the third connection mode, the first port and the second port of the nine-way valve are connected, the third port and the seventh port are connected, the fourth port and the fifth port are connected, and the sixth port and the ninth port are connected. The first pipeline forms a loop, and the second pipeline, the third pipeline and the fourth pipeline passing through the radiator are connected to form a loop.

[0098] The fourth connection mode is that the first port and the second port of the nine-way valve are connected, the third port and the seventh port are connected, the fourth port and the fifth port are connected, and the sixth port and the eighth port are connected. The first pipeline forms 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.

[0099] The fifth connection method is that the first port and the third port of the nine-way valve are connected, the second port and the fourth port are connected, the fifth port and the seventh port are connected, and the sixth port and the ninth port are connected. The first pipeline and the second pipeline are connected to form a loop, and the third pipeline is connected to the fourth pipeline passing through the radiator to form a loop.

[0100] In the sixth connection mode, the first port and the third port of the nine-way valve are connected, the second port and the fourth port are connected, the fifth port and the seventh port are connected, and the sixth port and the eighth port are connected. The first pipeline and the second pipeline are connected to form a loop, and the third pipeline is connected to the fourth pipeline that does not pass through the radiator to form a loop.

[0101] Connecting the components in this manner can form a passenger compartment cooling circuit, a passenger compartment heating circuit, a battery cooling circuit, a battery heating circuit, and a cooling circuit for the electric drive assembly. By controlling these components, cooling or heating can be achieved for one or more of the passenger compartment, battery, and electric drive assembly regions.

[0102] 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.

[0103] The following will exemplarily introduce some modes that can be implemented by the thermal management system of the present invention.

[0104] like Figure 2 As shown, Figure 2A schematic diagram illustrates the connections of the thermal management system in a simultaneous passenger compartment and battery cooling mode. In this mode, the first solenoid valve is open, the second solenoid valve is closed, and the third solenoid valve is open. The first and second electronic expansion valves are throttled, and the third, large-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. In this case, the fourth refrigerant circuit and the eighth refrigerant circuit operate in parallel. The first coolant line connects to the fourth coolant line passing through the radiator to form a circuit, and the second coolant line connects to the third coolant line to form a circuit. The high-temperature and high-pressure refrigerant gas output by the compressor passes through the first heat exchange channel and the second heat exchange channel of the water-cooled condenser to exchange heat with a small amount of coolant, and then exchanges heat with the environment in the condenser to obtain supercooled refrigerant liquid. Part of it is throttled and expanded by the second electronic expansion valve to obtain a low-temperature and low-pressure refrigerant, and then flows through the evaporator to exchange heat with the air flowing through the evaporator to obtain superheated refrigerant gas. The air flowing through the evaporator is cooled and blown into the passenger compartment to achieve cooling of the passenger compartment; the other part is throttled and expanded by the first electronic expansion valve to form a low-temperature and low-pressure refrigerant, and flows through the third heat exchange channel of Chiller to exchange heat with the coolant in the fourth heat exchange channel to obtain superheated refrigerant gas. The coolant flows through the fourth heat exchange channel of Chiller to exchange heat to obtain low-temperature refrigerant liquid, and then flows through the first water pump to the battery pack to achieve cooling of the battery pack. The second water pump and the third water pump drive the low-temperature coolant to flow through the electric drive assembly and exchange heat with the electric drive assembly to obtain high-temperature coolant, which can cool the electric drive assembly. Finally, it flows through the radiator in the front-end cooling module and exchanges heat with the air flowing through the radiator to obtain low-temperature coolant.

[0105] like Figure 3 As shown, Figure 3A schematic diagram illustrates the connections of the thermal management system in passenger compartment cooling mode. In this mode, the first solenoid valve is open, the second solenoid valve is closed, and the third solenoid valve is open. The first electronic expansion valve is closed, the second electronic expansion valve is throttled, and the third large-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. In this situation, refrigerant circulates in the fourth refrigerant circuit. The first coolant line connects to the fourth coolant line passing through the radiator, forming a circuit, and 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 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 coolant flows through the radiator in the front-end cooling module, exchanging heat with the air flowing through it to produce low-temperature coolant.

[0106] 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 first solenoid valve is open, the second solenoid valve is closed, and the third solenoid valve is open. 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. In this case, refrigerant circulates in the eighth refrigerant circuit. The first coolant line connects to the fourth coolant line passing through the radiator, forming a circuit, and 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 a supercooled refrigerant liquid. After throttling expansion through the first electronic expansion valve, it forms a 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. 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 then to 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, which cools the components. Finally, it flows through the radiator in the front-end cooling module, exchanging heat with the air flowing through the radiator to produce low-temperature coolant.

[0107] 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 first, second, and third solenoid valves are disconnected; the first, second, and third electronic expansion valves are closed; the first and third water pumps are activated; the second water pump is shut down; and the nine-way valve port P1 is connected to the nine-way valve port P2, the nine-way valve port P3 is connected to the nine-way valve port P7, the nine-way valve port P4 is connected to the nine-way valve port P5, and the nine-way valve port P6 is connected to the nine-way valve port P9. In this state, the compressor and refrigerant circuit are inoperative, and the second coolant line forms a circuit. The second and third coolant lines are connected to the fourth coolant line that passes through the radiator to form a circuit. The first water pump and the third 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, it flows through the radiator in the front-end cooling module and exchanges heat with the air flowing through the radiator to obtain low-temperature coolant.

[0108] like Figure 6 As shown, Figure 6 This diagram illustrates the connections of the thermal management system in the electric drive's natural cooling mode. In this mode, the first, second, and third solenoid valves are disconnected; the first, second, and third electronic expansion valves are closed; the second and third large-diameter electronic expansion valves are closed; 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. In this scenario, the compressor and refrigerant are inoperative. The first coolant line 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 first water pump and the coolant circulate through the battery pack and chiller circuit, reducing local temperature imbalances within the battery. 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 assembly and exchange heat with the electric drive assembly to obtain high-temperature coolant, which can cool the electric drive assembly. Finally, it flows through the radiator in the front-end cooling module and exchanges heat with the air flowing through the radiator to obtain low-temperature coolant.

[0109] like Figure 7 As shown, Figure 7A schematic diagram illustrates the connections of the thermal management system in passenger compartment heating and battery cooling mode. In this mode, the first solenoid valve is closed, the second solenoid valve is open, and the third 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. In this situation, refrigerant circulates in the fifth refrigerant circuit. The first coolant line connects to the fourth coolant line passing through the radiator to form a circuit, and the second coolant line connects to the third coolant line to form a circuit. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the internal condenser and exchanges heat with the air flowing through it to produce a subcooled refrigerant liquid. The air passing through the internal condenser is heated and then blown into the passenger compartment, heating the cabin. If the heating capacity is insufficient, the PTC air heater can be activated to assist in heating the air. The subcooled refrigerant liquid undergoes throttling expansion by the first electronic expansion valve to produce 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 a superheated refrigerant gas. The coolant then flows through the fourth heat exchange channel of the chiller to produce a low-temperature refrigerant liquid. This refrigerant then flows through the first water pump and then to 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 a high-temperature coolant, cooling the components. Finally, the low-temperature coolant is produced by the radiator in the front-end cooling module, exchanging heat with the air flowing through the radiator to produce a low-temperature coolant liquid.

[0110] like Figure 8 As shown, Figure 8This diagram illustrates the connections of the thermal management system in passenger compartment cooling and battery heating mode. In this mode, the first solenoid valve is open, the second solenoid valve is closed, and the third 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. In this situation, refrigerant circulates in the second refrigerant circuit, with the first coolant line connected to the second coolant line to form a circuit, and the third coolant line, passing through the radiator's fourth coolant line, is connected 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 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, 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, exchanging heat with 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 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, it flows through the radiator in the front-end cooling module, exchanging heat with air flowing through it to produce low-temperature coolant.

[0111] 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 first and second solenoid valves are closed, and the third solenoid valve is open. 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. In this situation, refrigerant circulates in the seventh and eighth refrigerant circuits. The first coolant line 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. A portion of the high-temperature, high-pressure refrigerant gas output from the compressor passes through the internal condenser, where it exchanges heat with the air flowing through it to produce a subcooled refrigerant liquid. The heated air passing through the internal condenser is then blown into the passenger compartment, heating it. If the heating capacity is insufficient, the air-heating PTC system can be activated to provide auxiliary air heating. Another portion of 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, where it exchanges heat to produce 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-heating PTC system and the battery pack, heating the battery pack. If the heating capacity is insufficient, the water-heating PTC system can be activated to provide auxiliary cooling. The two subcooled refrigerant liquids merge and flow through a throttling third-largest-diameter electronic expansion valve, where they undergo throttling expansion to produce a low-temperature, low-pressure refrigerant wet vapor. This refrigerant wet vapor then flows through the condenser, exchanging heat with the even cooler air flowing through it, 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.

[0112] 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 first, second, and third solenoid valves are 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. In this situation, refrigerant circulates in the fifth and sixth refrigerant circuits. The first coolant line 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. A portion of the high-temperature, high-pressure refrigerant gas output from the compressor passes through the internal condenser and exchanges heat with the air flowing through it, producing a subcooled refrigerant liquid. The heated air passing through the internal condenser is then blown into the passenger compartment, heating it. If the heating capacity is insufficient, the air-heating PTC system activates to provide auxiliary air heating. Another portion of 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 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-heating PTC system and the battery pack, heating the battery pack. If the heating capacity is insufficient, the water-heating PTC system activates to provide auxiliary cooling. The two subcooled refrigerant liquids undergo throttling expansion through the first electronic expansion valve, producing a low-temperature, low-pressure refrigerant wet 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 waste heat from the electric drive.

[0113] like Figure 11 As shown, Figure 11This diagram illustrates the connections of the thermal management system in the first mode of battery-only heating. In this mode, the first solenoid valve is open, the second solenoid valve is closed, and the third solenoid valve is open. 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. In this case, refrigerant circulates in the eighth 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 from the compressor passes through the first and second heat exchange channels of the water-cooled condenser, exchanging heat with 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.

[0114] like Figure 12 As shown, Figure 12This diagram illustrates the connections of the thermal management system in the second mode of battery-only heating. In this mode, the first solenoid valve is open, the second solenoid valve is closed, and the third 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 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. In this situation, refrigerant circulates in the sixth 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 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 undergoes throttling expansion through the first electronic expansion valve, producing a low-temperature, low-pressure refrigerant wet 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 waste heat from the electric drive.

[0115] like Figure 13 As shown, Figure 13 The following diagram illustrates the connectivity of a thermal management system in a battery-only natural cooling mode. In this mode, the first, second, and third solenoid valves are disconnected; the first, second, and third electronic expansion valves are closed; the first and third water pumps are activated; the second water pump is shut down; and the nine-way valve port P1 is connected to the nine-way valve port P2, the nine-way valve port P3 is connected to the nine-way valve port P7, the nine-way valve port P4 is connected to the nine-way valve port P5, and the nine-way valve port P6 is connected to the nine-way valve port P8. In this case, the compressor and the refrigerant circuit are inoperative. The first coolant line forms a circuit, while the second and third coolant lines connect to the fourth coolant line, which does not pass through the radiator, to form a circuit. 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.

[0116] like Figure 14 As shown, Figure 14A schematic diagram illustrates the connectivity of the thermal management system in the fourth battery-only heating mode. In this fourth battery-only heating mode, the first solenoid valve is open, the second solenoid valve is closed, and the third 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 P9. In this situation, refrigerant circulates in the second and sixth refrigerant circuits. The first coolant line connects to the second coolant line, forming a loop. The third coolant line connects to the fourth coolant line, bypassing the radiator, forming a loop. 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 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.

[0117] 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 first solenoid valve is closed, the second and third solenoid valves are open, 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. In this situation, refrigerant circulates in the seventh 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 by the compressor flows through the internal condenser, where it exchanges heat with the air flowing through it to produce a subcooled refrigerant liquid. The air passing through the internal condenser is heated and then blown into the passenger compartment, providing heating. If the heating capacity is insufficient, the PTC air heater can be activated to assist in heating the air. The subcooled refrigerant liquid flows through the throttling third-largest-diameter electronic expansion valve, where it undergoes throttling expansion to produce a low-temperature, low-pressure refrigerant wet vapor. This vapor flows through the condenser, where it exchanges heat with the even colder air flowing through it, absorbing ambient heat and increasing the system's enthalpy. The refrigerant wet vapor then flows through the first electronic expansion valve, where it undergoes throttling expansion to produce a low-temperature, low-pressure refrigerant wet vapor. This vapor 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.

[0118] 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 first solenoid valve is closed, the second solenoid valve is open, and the third 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 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. In this situation, refrigerant circulates in the fifth refrigerant circuit, with the first coolant line connecting to the second coolant line to form a circuit, and the third coolant line connecting 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 internal condenser, exchanging heat with the air flowing through it to produce a subcooled refrigerant liquid. The heated air flowing through the internal condenser is then blown into the passenger compartment to heat the cabin. If the heating capacity is insufficient, the PTC air heater can be activated to assist in heating the air. 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 waste heat from the electric drive.

[0119] 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 first solenoid valve is closed, the second solenoid valve is open, and the third 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. In this scenario, refrigerant circulates in the first 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. High-temperature, high-pressure refrigerant gas output from the compressor flows through the internal condenser, exchanging heat with the air flowing through the internal condenser to produce subcooled refrigerant liquid, which heats the air flowing through the internal condenser. The subcooled refrigerant liquid undergoes throttling expansion through the second electronic expansion valve, producing low-temperature, low-pressure refrigerant. It then flows through the evaporator, exchanging heat with the air flowing through it to produce superheated refrigerant gas, which cools the air passing through the evaporator. Driven by the blower, the humid air in the passenger compartment enters the air conditioning unit through the internal recirculation damper. After passing through the evaporator, the humid air temperature drops, and some water is separated, resulting in drier, cooler air. The water is then discharged into the environment through the air conditioning drain pipe. The dry, cool air then flows through the internal condenser and the water-heating PTC, 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.

[0120] like Figure 18 As shown, Figure 18This diagram illustrates the connections of the thermal management system in passenger compartment cooling and dehumidification mode. In this mode, the first solenoid valve is closed, the second solenoid valve is open, and the third solenoid valve is open. The first electronic expansion valve is closed, the second electronic expansion valve is throttled, and the third large-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 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. In this state, refrigerant circulates in the fourth 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. High-temperature, high-pressure refrigerant gas output from the compressor flows through the internal condenser, exchanging heat with the air flowing through the internal condenser to produce wet refrigerant vapor, which heats the air flowing through the internal condenser. The wet refrigerant vapor flows through the unthrottled third-largest-diameter electronic expansion valve and then into the condenser, where it exchanges heat with the air flowing through the condenser to produce a subcooled refrigerant liquid. Some of the refrigerant heat is dissipated, and the subcooled refrigerant liquid undergoes throttling and 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 the evaporator to produce a superheated refrigerant gas, which cools the air passing through the evaporator. Driven by the blower, the humid air in the passenger compartment passes through the internal recirculation damper and enters the air conditioning unit. After passing through the evaporator, the humid air temperature drops, and some water is separated, resulting in drier, cooler air. The water is then discharged into the environment through the air conditioning drain pipe. The dry, cool air then flows through the internal condenser and the water-heating PTC, where it is heated to produce dry, hot air at a lower temperature than the passenger compartment. This air is then blown into the passenger compartment, cooling and dehumidifying the cabin.

[0121] like Figure 19 As shown, Figure 19This diagram illustrates the connections of the thermal management system in glass defrost mode. In this mode, the first solenoid valve is closed, the second solenoid valve is open, and the third 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. In this situation, refrigerant circulates in the fifth 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 by the compressor flows through the internal condenser, exchanging heat with the air flowing through it to produce a subcooled refrigerant liquid. The air passing through the internal condenser is heated and then blown toward the auto window through the defrost duct of the mode selector damper to defrost the window. If the heating capacity is insufficient, the PTC air heater can be activated to assist in heating the air. The subcooled refrigerant liquid is throttled and expanded by the first electronic expansion valve to produce a low-temperature, low-pressure refrigerant wet 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 the waste heat from the electric drive.

[0122] like Figure 20 As shown, Figure 20 This diagram illustrates the connections of the thermal management system in condenser defrost mode. In this mode, the first solenoid valve is open, the second solenoid valve is closed, and the third solenoid valve is open. 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 is activated, and the first and third water pumps are shut down. 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. In this situation, refrigerant circulates in the eighth 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, virtually no heat exchange occurs, and the refrigerant's state remains essentially unchanged. It then flows through the fully open third, large-caliber electronic expansion valve, without undergoing a throttling expansion reaction. The high-temperature, high-pressure refrigerant flows through the condenser, exchanging heat with the condenser shell, thereby eliminating any ice or snow condensed on the condenser. After throttling 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.

[0123] 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.

[0124] 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.

[0125] 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.

[0126] 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 first solenoid valve, a second solenoid valve, a third solenoid valve, a first electronic expansion valve, a second electronic expansion valve, a third large-caliber electronic expansion valve, a condenser, an internal condenser, an evaporator, a gas-liquid separator, a water-cooled condenser, a chiller, and a nine-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 composed of the compressor outlet being connected to the first solenoid valve and the second solenoid valve respectively, the first solenoid valve being connected to the inner condenser inlet, the second solenoid valve being connected to the first heat exchange pipe of the water-cooled condenser, the inner condenser outlet being connected to the first heat exchange pipe of the water-cooled condenser and then being connected to the third large-caliber electronic expansion valve and the third solenoid valve respectively, and the third large-caliber electronic expansion valve being connected to the condenser inlet; the third electronic solenoid valve being connected to the condenser outlet is divided into two branches, one branch being connected to the third heat exchange pipe of the chiller through the first electronic expansion valve, and then being connected to the gas-liquid separator inlet through the third heat exchange pipe of the chiller, and the other branch being connected to the evaporator inlet through the second electronic expansion valve, and then being connected to the gas-liquid separator inlet through the evaporator outlet, and the gas-liquid separator outlet being connected to the compressor inlet to form a circuit; The refrigerant circuit is connected by a port of a nine-way valve and a plurality of pipelines, and the ports inside the nine-way valve have multiple communication modes; The thermal management system of the pure electric vehicle also includes a first water pump, a second water pump, a third water pump, a radiator, an electric drive component and a water heating PTC; The multiple pipelines connected to the ports of the nine-way valve include: The first pipeline is a heating pipeline, the two ends of which 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 pipe of a water-cooled condenser, and a water heating PTC; 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 thermal management system of the pure electric vehicle further includes a first expansion water pot and a second expansion water pot; the first expansion water pot and the second expansion water pot both include a water filling port and an exhaust port; 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 is connected to the radiator inlet and the water heating PTC outlet respectively; the water filling port of the second expansion kettle is connected to the first water pump inlet, and the exhaust port is connected to the battery pack outlet.

2. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: 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. The refrigerant gas then returns to the compressor via the first solenoid valve, the internal condenser, the third solenoid valve, the second electronic expansion valve, the evaporator, and the gas-liquid separator, and is used for heating and dehumidifying 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 the second solenoid valve, water-cooled condenser, third solenoid valve, second electronic expansion valve, evaporator, and gas-liquid separator in sequence to be used for battery heating and passenger compartment cooling. The third refrigerant circuit, in which the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor, then returns to the compressor through the first solenoid valve, internal condenser, third large-caliber electronic expansion valve, condenser, second electronic expansion valve, evaporator, and gas-liquid separator, and is used for passenger compartment heating and dehumidification and to recover ambient heat; The fourth refrigerant circuit: The refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. It then passes through the first solenoid valve, water-cooled condenser, third large-caliber electronic expansion valve, condenser, second electronic expansion valve, evaporator, and gas-liquid separator and returns to the compressor for battery heating, passenger compartment cooling, and ambient heat recovery. In the fifth 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 first solenoid valve, internal condenser, third solenoid valve, first electronic expansion valve, chiller, and gas-liquid separator to be used for passenger compartment heating, battery cooling, and electric drive cooling. In the sixth refrigerant circuit, the refrigerant gas is compressed into high-temperature and high-pressure refrigerant gas after passing through the compressor. It then passes through the second solenoid valve, water-cooled condenser, third solenoid valve, first electronic expansion valve, chiller, and gas-liquid separator and returns to the compressor for battery heating, battery cooling, and electric drive cooling. In the seventh refrigerant circuit, the refrigerant gas is compressed into high-temperature, high-pressure refrigerant gas after passing through the compressor. It then passes through the first solenoid valve, internal condenser, third large-caliber electronic expansion valve, condenser, first electronic expansion valve, chiller, and gas-liquid separator and returns to the compressor for passenger compartment heating, battery cooling, electric drive cooling, and ambient heat recovery. In the eighth 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 second solenoid valve, water-cooled condenser, third large-caliber electronic expansion valve, condenser, first electronic expansion valve, chiller, and gas-liquid separator in sequence, and is used for battery heating, battery cooling, electric drive cooling and recovery of ambient heat.

3. 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.

4. 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 provided on one circuit for electric drive heat dissipation; a third water pump, an electric drive assembly and a radiator are sequentially provided on the other circuit for electric drive heat recovery.

5. 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 pipeline is connected to the fourth cold pipeline passing through the radiator to form a loop, and the second liquid pipeline is connected to the third cold pipeline to form a loop, which 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 pipeline is connected to the fourth cold pipeline that does not pass through the radiator to form a loop, and the second liquid pipeline is connected to the third cold pipeline to form a loop, which is used for electric drive waste heat recovery, battery waste heat recovery and battery pack cooling; In the third 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, and the sixth and ninth ports are connected. The first pipeline forms a loop, and the second and third pipelines are connected to the fourth pipeline passing through the radiator to form a loop for electric drive waste heat recovery, battery waste heat recovery, battery pack cooling, and electric drive cooling. In the fourth 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, and the sixth and eighth ports are connected. The first pipeline forms a loop, and the second and third pipelines are connected to the fourth pipeline that does not pass through the radiator to form a loop for natural heat dissipation of the battery pack and the electric drive. In a fifth 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, and 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 passing through the radiator to form a loop, which is used for battery pack heating and natural heat dissipation of the electric drive. The sixth connection method is that the first port and the third port of the nine-way valve are connected, the second port and the fourth port are connected, the fifth port and the seventh port are connected, and the sixth port and the eighth port are connected. The first pipeline and the second pipeline are connected to form a loop, and the third pipeline is connected to the fourth pipeline that does not pass through the radiator to form a loop, which is used for battery pack heating, electric drive waste heat recovery and electric drive cooling.

6. 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 also includes an air-heating PTC; the air-heating PTC is installed in the air-conditioning box of the passenger compartment to assist in heating the air.

7. 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 first solenoid valve, the second solenoid valve, the third 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.

8. The thermal management system of a pure electric vehicle according to claim 7, characterized in that: The controller controls the on / off of the first solenoid valve, the second solenoid valve, the third 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, and can achieve any of the following functions: Passenger compartment cooling function, passenger compartment heating function, passenger compartment heat recovery function, passenger compartment heat dehumidification function, ambient waste heat recovery function, battery pack cooling function, battery pack heating function, battery pack natural heat dissipation, battery pack heat recovery function, electric drive natural cooling, electric drive heat dissipation, and electric drive waste heat recovery function; The above functions have multiple combination modes.

Images