A general-purpose comprehensive thermal management system for a large-temperature-zone electric vehicle

Abstract

The present application relates to a kind of general large temperature zone electric vehicle whole car's comprehensive heat management system, belong to electric vehicle whole car heat management technical field.It includes cooling liquid circuit and refrigerant circuit;Cooling liquid in cooling liquid circuit is oil or antifreeze, including ten-way valve, condenser and second heat exchanger;Working medium in refrigerant circuit is refrigerant, including cabin evaporative condenser, cabin evaporative condenser and compressor.Six kinds of working modes: passive cooling mode, active cooling mode, fast charging active cooling mode, preheating mode, waste heat recovery mode and cold start heating mode;The present application realizes the decoupling of cooling liquid circuit and refrigerant circuit, according to the whole car cold and hot demand, freely and flexibly transfer and distribute heat between cooling liquid circuit and refrigerant circuit.Use waste heat recovery and self-increment enthalpy system to improve heat pump performance to replace PTC heating, improve energy utilization rate.Ten-way valve is used to switch working mode flexibly, improve electric vehicle working condition, guarantee passenger comfort.

Description

Technical Field

[0001] The present invention belongs to the technical field of thermal management of electric vehicles and can be used for comprehensive thermal management of electric vehicles, thereby achieving low-energy temperature management of various vehicle components and passengers at different positions in the cabin under different external environments. Background Art

[0002] At present, the cabin temperature control of foreign electric vehicle thermal management systems is generally similar to that of traditional fuel vehicle air conditioners, which uses the evaporator (refrigerant low-pressure heat exchanger) in the air conditioning box for active cooling, and an independent internal condenser (refrigerant high-pressure heat exchanger) or high-pressure PTC (Positive Temperature Coefficient) for winter heating when heating at low temperatures.

[0003] In recent years, with changes in my country's automotive industry development plans, new energy vehicles have experienced rapid growth. However, electric vehicles' thermal management systems consume significant energy, significantly reducing their range in low-temperature environments. Utilizing energy resources and reducing thermal management energy consumption in electric vehicles is a key technology for alleviating range anxiety and contributing to energy conservation and emissions reduction. Furthermore, electric vehicle thermal management technology is crucial for ensuring safety and ensuring a comfortable driving experience.

[0004] For luxury cars with varying cabin temperature requirements, the internal condenser can be partitioned to achieve independent temperature control for each zone. However, if more than two zones are required, the internal condenser structure becomes overly complex, making refrigerant system control more difficult. This necessitates the addition of independently controllable multi-zone PTC heating within the air conditioning unit for independent temperature control.

[0005] Battery temperature control and motor cooling are generally carried out through an independent coolant circuit. During natural cooling, the battery and motor are cooled together through an external radiator. During active cooling, the battery is cooled by a chiller and the motor is cooled by an external radiator.

[0006] Unlike fuel-powered vehicles, electric vehicles cannot utilize engine waste heat to heat the cabin during winter. Their heating needs are directly or indirectly supplied by the battery. Therefore, significantly reducing electric vehicles' winter heating power consumption is a key technology for saving energy and improving their winter range. Traditional electric vehicles primarily utilize PTC systems in the air conditioning unit, PTC systems in the coolant, motor and battery waste heat recovery, and heat pumps to meet their winter battery and cabin heating needs.

[0007] Existing thermal management systems for electric vehicles, both domestically and internationally, have shortcomings. Temperature control in different cabin zones requires lowering each zone to the same minimum temperature, then using PTC to heat the areas with higher temperature requirements to achieve the desired comfort level. This initial cooling followed by heating increases the system's energy consumption.

[0008] Implementing heat pump functionality through zoned heating within the internal condenser can improve the COP for low-temperature heating. However, this requires additional refrigerant branch control, which complicates the system and increases costs. Furthermore, when there are more than three temperature zones, zoned PTC heating is implemented within the air conditioner. However, PTC heating has a low COP but high energy consumption.

[0009] Traditional electric vehicle heat pumps are limited by the operating temperature of phase-change refrigerants, especially in extreme temperatures below -20°C. When an electric vehicle is initially started, the ambient temperature is below operating temperature, preventing it from receiving sufficient heat from the outside air. Furthermore, the heat recovered from the battery and motor is insufficient to maintain stable reverse Carnot cycle operation. Cabin heating can only be achieved by adding high-pressure PTC heating on the air side or on the water side to the air conditioning unit. This heat is transferred from the coolant to the refrigerant, which then heats the cabin through the internal condenser. Some electric vehicles also incorporate high-pressure PTC heating at both the air conditioning unit and the battery inlet for both cabin and battery heating. High-pressure PTC heating has low heat conversion efficiency, high control difficulty, high cost, high weight, and high-voltage insulation requirements. Poor design and manufacturing can lead to the risk of electrical leakage, compromising functional safety. High-pressure PTC heating in the cabin air conditioning unit is particularly important, posing a direct safety risk to passengers. Summary of the Invention

[0010] In order to reduce the energy consumption of electric vehicles in summer temperature zone temperature regulation and reduce the high energy consumption of winter heating, the heat pump system fully utilizes the waste heat of batteries and motors to increase the efficiency (COP) to above 2, which is much higher than the efficiency (COP) of PTC heating (0.96). The present invention provides a universal integrated thermal management system for electric vehicles with a large temperature range.

[0011] A general-purpose integrated thermal management system for a large-temperature-range electric vehicle includes a coolant circuit and a refrigerant circuit;

[0012] The coolant in the coolant circuit is engine oil or antifreeze, and the coolant circuit includes a ten-way valve 9, a condenser 3 and a second heat exchanger 5;

[0013] The A port of the ten-way valve 9 is connected to the R port on the cooling water side of the condenser 3, and the S port on the cooling water side of the condenser 3 is connected to the B port of the ten-way valve 9;

[0014] The C port of the ten-way valve 9 is connected in series with the radiator 1 and the coolant storage tank 2 in sequence, and the D port of the ten-way valve 9 is divided into a first branch and a second branch. The first branch is connected to the coolant storage tank 2, and the second branch is connected to the U port of the first heat exchanger 4 through the first water pump 10 connected in series. The V port of the first heat exchanger 4 is connected to the E port of the ten-way valve 9;

[0015] The F port of the ten-way valve 9 is connected to the coolant Z port of the second heat exchanger 5. The coolant Y port of the second heat exchanger 5 is divided into a third branch and a fourth branch. The third branch is connected to the G port of the ten-way valve 9. The fourth branch is connected to the H port of the ten-way valve 9 through the second water pump 6 and the battery radiator 7 in series.

[0016] The motor radiator 8 is connected in series between the I port and the J port of the ten-way valve 9;

[0017] The working medium in the refrigerant circuit is a refrigerant, and the refrigerant circuit includes an outboard subcooling condenser 11, an inboard evaporative condenser 15, and a compressor 13;

[0018] One side port of the off-board subcooling condenser 11 is divided into a fifth branch and a sixth branch. The fifth branch is connected in series with the third stop valve 12; the sixth branch is connected in series with the first stop valve 28 to the first port of the four-way pipe. The other side port of the off-board subcooling condenser 11 is connected in series with the second expansion valve 29, and the second expansion valve 29 is connected in parallel with the first check valve 30.

[0019] The second port of the four-way pipe is connected to the P port on the refrigerant side of the condenser 3 in the coolant circuit, and the Q port on the refrigerant side of the condenser 3 in the coolant circuit is connected in series with the compressor 13 and the gas-liquid separator 14; the third port of the four-way pipe is connected to the V port of the evaporative condenser 15 in the cabin through the second stop valve 22 connected in series; the fourth port of the four-way pipe is connected to the refrigerant W port of the second heat exchanger 5 in the coolant circuit through the fifth stop valve 27, the liquid storage tank 25, the third one-way valve 26 and the first expansion valve 18 connected in series, and the third expansion valve 17 is connected in series between the refrigerant W port of the second heat exchanger 5 and the Q port on the refrigerant side of the condenser 3;

[0020] Two one-way valves with the same direction are connected in parallel on the branch line between the liquid storage tank 25 and the third one-way valve 26. The directions of the two one-way valves are opposite to those of the third one-way valve 26. The two one-way valves are the fifth one-way valve 23 and the fourth one-way valve 24.

[0021] The fifth one-way valve 23 and the fourth one-way valve 24 are connected to the U port of the evaporative condenser 15 in the cabin through the thermal expansion valve 21 in series;

[0022] The V-port of the cabin evaporative condenser 15 is connected in series with a fourth stop valve 16;

[0023] The refrigerant X port of the second heat exchanger 5 is connected to the third stop valve 12, the gas-liquid separator 14 and the fourth stop valve 16 respectively;

[0024] The thermal expansion valve 21 is connected in parallel with a second one-way valve 20 , and the direction of the second one-way valve 20 is opposite to that of the fourth one-way valve 24 ;

[0025] A second fan 19 is provided outside the cabin evaporative condenser 15;

[0026] The integrated thermal management system has six working modes:

[0027] In the passive cooling mode of the vehicle, ventilation and temperature control in the cabin of the electric vehicle battery and motor are realized under the passive cooling conditions of low-load charging of the battery, or active cooling and temperature control in the cabin are realized;

[0028] In active cooling mode, the cabin is actively cooled and controlled under the active cooling conditions of electric vehicle batteries and motors.

[0029] In the fast-charging active cooling mode, the cabin ventilation and temperature control or active cooling and temperature control of the cabin are achieved under the conditions of rapid charging of electric vehicle batteries and active cooling of batteries and motors;

[0030] In the preheating mode, the battery and motor of the electric vehicle are preheated or passively cooled, or the cabin is preheated under the passive cooling conditions of low-load charging of the battery, or the cabin is heated and temperature-controlled by passive waste heat recovery;

[0031] In the waste heat recovery mode, the system can realize active waste heat recovery of electric vehicle batteries or low-temperature fast charging of electric vehicle batteries, maximum heating, defrosting and demisting in the cabin under active waste heat recovery conditions, or active waste heat recovery heating and temperature adjustment in the cabin, or dehumidification, heating and temperature adjustment, or active waste heat recovery heat pump maximum heating, defrosting and demisting, or active waste heat recovery heat pump heating and temperature adjustment, or active waste heat recovery air replenishment enthalpy increase maximum heating, defrosting and demisting, or active waste heat recovery air replenishment enthalpy increase heating and temperature adjustment;

[0032] In the cold start heating working mode, the maximum heating, defrosting, and demisting in the cabin under the cold start heating conditions of the electric vehicle motor are achieved, or heat pump heating and temperature adjustment, or air supply enthalpy increase maximum heating, defrosting, and demisting, or air supply enthalpy increase heating and temperature zone temperature adjustment.

[0033] The technical solutions are further defined as follows:

[0034] The condenser 3 is a water-cooled condenser.

[0035] The second heat exchanger 5 is a cold water heat exchanger.

[0036] The first heat exchanger 4 , the outboard subcooling condenser 11 and the inboard evaporative condenser 15 are all fin heat exchangers.

[0037] The radiator 1 is provided with a fan.

[0038] The compressor 13 is a refrigeration compressor.

[0039] The beneficial technical effects of the present invention are embodied in the following aspects:

[0040] 1. Electric vehicle cooling and heating management achieves decoupling of the refrigerant and coolant circuits through a heat island (condenser 3) and a cold island (second heat exchanger 5). This allows for flexible heat transfer and distribution between the refrigerant and coolant circuits based on the vehicle's cooling and heating requirements. Furthermore, the coolant circuit facilitates modular and standardized design. The same coolant control module is compatible with different refrigerant types, without being restricted to a specific refrigerant circuit.

[0041] 2. The present invention adopts a heat pump mode to replace the traditional electric vehicle coolant loop PTC or air-side PTC for battery heating and passenger compartment heating. The heat pump mode is more energy-efficient in low-temperature environments, and in ultra-low-temperature environments, air replenishment and enthalpy increase replace expensive PTC, reducing system costs.

[0042] 3. The invented ten-way valve 9 and its mode realize the free switching of different thermal management requirements of the whole vehicle.

[0043] 4. The cabin evaporator of this invention simultaneously functions as a cabin condenser in heating mode, reducing component count and simplifying system complexity, including the complexity of the air conditioning unit. Heating the evaporator while operating as a condenser sterilizes the evaporator at high temperatures, avoiding the odor problem associated with bacterial growth in the moist, condensed water environment of traditional fuel or electric vehicle evaporators, thereby improving cabin air quality.

[0044] 5. The present invention's design of connecting the condenser 3 in series with either the off-board evaporative condenser 11 or the on-board evaporative condenser 15 avoids relying solely on the off-board evaporative condenser 11 or solely on the radiator 1 for heat dissipation. This maximizes the heat dissipation capabilities of the off-board evaporative condenser 11 and radiator 1. While maintaining the same heat dissipation capacity, the heat dissipation area and size of the off-board evaporative condenser 11 and radiator 1 can be minimized, providing greater design flexibility.

[0045] 6. The present application uses the first heat exchanger 4 to replace the cabin condenser or PTC partition temperature control, avoiding the complex design structure of the cabin evaporative condenser 15, and the stable control problem of the refrigerant system caused by the temperature change of the cabin evaporative condenser 15; At the same time, it also avoids the expensive high-pressure PTC assembly, and reduces the safety risk brought by the high-pressure components in the cabin. When partition temperature control in summer, the first heat exchanger 4 temperature control uses the waste heat dissipated into the air, avoiding internal cooling or high-pressure PTC heating, and reducing energy consumption. BRIEF DESCRIPTION OF DRAWINGS

[0046] Figure 1 The schematic diagram of the comprehensive thermal management system of the present application.

[0047] Figure 2 The schematic diagram of the cooling liquid circuit.

[0048] Figure 3 The schematic diagram of the refrigerant circuit.

[0049] Figure 4 Passive cooling mode I diagram.

[0050] Figure 5 Passive cooling mode II diagram.

[0051] Figure 6 Active cooling mode I diagram.

[0052] Figure 7 Fast charging active cooling mode I diagram.

[0053] Figure 8 Fast charging active cooling mode II diagram.

[0054] Figure 9 Preheating mode I diagram.

[0055] Figure 10 Preheating mode II diagram.

[0056] Figure 11 Preheating mode III diagram.

[0057] Figure 12 Waste heat recovery mode I diagram.

[0058] Figure 13 Waste heat recovery mode II diagram.

[0059] Figure 14 Waste heat recovery mode III diagram.

[0060] Figure 15 Waste heat recovery mode IV diagram.

[0061] Figure 16 Waste heat recovery mode V diagram.

[0062] Figure 17 Figure VI is the waste heat recovery mode.

[0063] Figure 18 Figure VII shows the waste heat recovery mode.

[0064] Figure 19 This is the cold start heating working mode I diagram.

[0065] Figure 20 This is the cold start heating working mode II diagram.

[0066] Figure 21 Figure Ⅲ is the cold start heating working mode.

[0067] Figure 22 Figure Ⅳ is the cold start heating working mode.

[0068] Serial numbers in the above figure: radiator 1, coolant storage tank 2, condenser 3, first heat exchanger 4, second heat exchanger 5, second water pump 6, battery radiator 7, motor radiator 8, ten-way valve 9, first water pump 10, outboard evaporative condenser 11, third stop valve 12, compressor 13, gas-liquid separator 14, inboard evaporative condenser 15, fourth stop valve 16, third expansion valve 17, first expansion valve 18, fan 19, second one-way valve 20, thermal expansion valve 21, second stop valve 22, fifth one-way valve 23, fourth one-way valve 24, liquid storage tank 25, third one-way valve 26, fifth stop valve 27, first stop valve 28, second expansion valve 29, first one-way valve 30, port A, port B, port C, port D, port E, port F, port G, port H, port I, port J, refrigerant W port, coolant X port, refrigerant Y port, coolant Z port. DETAILED DESCRIPTION

[0069] The present invention will be further described below with reference to the accompanying drawings through embodiments.

[0070] Example 1

[0071] See also Figure 1 A general-purpose integrated thermal management system for a large-temperature-range electric vehicle includes a coolant circuit and a refrigerant circuit.

[0072] See also Figure 2 The coolant circuit includes a ten-way valve 9, a condenser 3 and a second heat exchanger 5; the condenser 3 is a water-cooled condenser, the second heat exchanger 5 is a cold water heat exchanger, and the coolant in the coolant circuit is antifreeze.

[0073] The A port of the ten-way valve 9 is communicated with the R port on the cooling water side of the condenser 3 , and the S port on the cooling water side of the condenser 3 is communicated with the B port of the ten-way valve 9 .

[0074] The C port of the ten-way valve 9 is connected in series with the radiator 1 and the coolant storage tank 2 in sequence, and the D port of the ten-way valve 9 is divided into a first branch and a second branch. The first branch is connected to the coolant storage tank 2, and the second branch is connected to the U port of the first heat exchanger 4 through the first water pump 10 in series. The V port of the first heat exchanger 4 is connected to the E port of the ten-way valve 9; the first heat exchanger 4 is a fin heat exchanger.

[0075] The F port of the ten-way valve 9 is connected to the coolant Z port of the second heat exchanger 5. The coolant Y port of the second heat exchanger 5 is divided into a third branch and a fourth branch. The third branch is connected to the G port of the ten-way valve 9. The fourth branch is connected to the H port of the ten-way valve 9 through the second water pump 6 and the battery radiator 7 in series.

[0076] The motor radiator 8 is connected in series between the I port and the J port of the ten-way valve 9 .

[0077] See also Figure 3 The refrigerant circuit includes an off-board evaporative condenser 11, an on-board evaporative condenser 15, and a compressor 13. The working fluid in the refrigerant circuit is refrigerant. Both the off-board subcooled condenser 11 and the on-board evaporative condenser 15 are finned heat exchangers. Compressor 13 is a refrigeration compressor. The working fluid in the refrigerant circuit is refrigerant.

[0078] One side port of the extra-cabin subcooling condenser 11 is divided into a fifth branch and a sixth branch. The fifth branch is connected in series with the third stop valve 12. The sixth branch is connected in series with the first stop valve 28 and then to the first port of the four-way pipe. The other side port of the extra-cabin subcooling condenser 11 is connected in series with the second expansion valve 29. The second expansion valve 29 is connected in parallel with the first check valve 30.

[0079] The second port of the four-way pipe is connected to the P port on the refrigerant side of the condenser 3 in the coolant circuit, and the Q port on the refrigerant side of the condenser 3 in the coolant circuit is connected in series with the compressor 13 and the gas-liquid separator 14; the third port of the four-way pipe is connected to the V port of the evaporative condenser 15 in the cabin through the second stop valve 22 in series; the fourth port of the four-way pipe is connected to the refrigerant W port of the second heat exchanger 5 in the coolant circuit through the fifth stop valve 27, the liquid storage tank 25, the third one-way valve 26 and the first expansion valve 18 in series, and the third expansion valve 17 is connected in series between the refrigerant W port of the second heat exchanger 5 and the Q port on the refrigerant side of the condenser 3.

[0080] Two one-way valves with the same direction are connected in parallel on the branch between the liquid storage tank 25 and the third one-way valve 26 . The directions of the two one-way valves are opposite to those of the third one-way valve 26 . The two one-way valves are the fifth one-way valve 23 and the fourth one-way valve 24 .

[0081] The fifth and fourth check valves 23 and 24 are connected to the U-port of the cabin evaporative condenser 15 via the series-connected thermal expansion valve 21. The V-port of the cabin evaporative condenser 15 is connected in series to the fourth shut-off valve 16. A second fan 19 is installed outside the cabin evaporative condenser 15.

[0082] The refrigerant X port of the second heat exchanger 5 is connected to the third stop valve 12, the gas-liquid separator 14 and the fourth stop valve 16 respectively.

[0083] The second one-way valve 20 is connected in parallel to the thermal expansion valve 21 , and the direction of the second one-way valve 20 is opposite to that of the fourth one-way valve 24 .

[0084] The integrated thermal management system of the present invention has six working modes. The working conditions of each working mode are described in detail as follows:

[0085] See also Figure 4 and Figure 5 , passive cooling mode, electric vehicle batteries and motors are passively cooled, electric vehicle batteries are charged at low load and in passive cooling mode.

[0086] Coolant circuit working conditions description:

[0087] The thermal load of the vehicle fluctuates with the seasons. When the ambient temperature is relatively low and the thermal load of the vehicle is not high, the heat released by the radiator 1 in the coolant circuit can meet the cooling requirements of the battery and motor. Figure 4 The ten-way valve 9 in the coolant circuit is connected in such a way that port J is connected to port C, port E is connected to port F, and port H is connected to port G. The second water pump 6, battery radiator 7, motor radiator 8, radiator 1, first water pump 10, first heat exchanger 4, and second heat exchanger 5 are connected in series. The first water pump 10 and second water pump 6 provide power for the coolant circuit. Heat is dissipated through radiator 1, achieving passive cooling of the battery heat exchanger 7, motor radiator 8, and other components of the vehicle.

[0088] Due to different passenger habits, there are requirements for ventilation or active cooling in the cabin. The working conditions of the refrigerant circuit are as follows:

[0089] See also Figure 4 In passive cooling mode I, during ventilation, the refrigerant circuit does not need to operate, and the cabin only needs to be ventilated through fan 19.

[0090] See also Figure 5In passive cooling mode II, during active cooling, the refrigerant is compressed by compressor 13 and flows into condenser 3. The first stop valve 28 and fourth stop valve 16 are open, while the second stop valve 22, third stop valve 12, and fifth stop valve 27 are closed. After passing through condenser 3, the refrigerant flows into the evaporative condenser 11 outside the cabin, releasing excess heat to the air. The refrigerant then passes through the first one-way valve 30, across the closed second expansion valve 29, and through the thermal expansion valve 21 into the evaporative condenser 15 inside the cabin, where it evaporates and absorbs heat, actively cooling the cabin. The refrigerant then passes through the gas-liquid separator 14 and returns to compressor 13. At this point, the first expansion valve 18 is closed, and the water chiller 5 ceases operation. Due to the coolant circuit's mode control, the ten-way valve 9 shields condenser 3 from the coolant circuit, preventing heat transfer between the coolant circuit and the refrigerant circuit through condenser 3.

[0091] In active cooling mode, active cooling of electric vehicle batteries and motors is achieved; active cooling and temperature control in the cabin are achieved.

[0092] See also Figure 6 , Active cooling mode Ⅰ, coolant circuit working conditions:

[0093] The vehicle is exposed to high temperatures, and passive cooling via the external radiator 1 is no longer sufficient to meet the battery cooling requirements. Active cooling of the battery is required. The ten-way valve 9 of the coolant circuit is switched to active cooling mode. The valve ports of the ten-way valve 9 are connected in the following order: port J connects to port C, port E connects to port G, and port H connects to port F. The coolant circuit formed by ports J connects to ports C, and ports E connects to ports G cools the motor heat exchanger 8, with the first water pump 10 providing coolant circulation power. The circulation circuit formed by ports H connects to ports F actively cools the battery heat exchanger 7, with the second water pump 6 providing antifreeze circulation power.

[0094] See also Figure 6 , Active cooling mode Ⅰ, refrigerant circuit working conditions:

[0095] The cabin temperature has also exceeded the passenger comfort level, necessitating active cabin cooling. The refrigerant in the refrigerant circuit is compressed by compressor 13 and flows into water-cooled condenser 3. The first and fourth stop valves 28 and 16 are opened, while the second, third, and fifth stop valves 22, 12, and 27 are closed. After passing through condenser 3, the refrigerant flows into the evaporative condenser 11 outside the cabin, releasing excess heat into the air. The refrigerant then passes through first one-way valve 30, across the closed second expansion valve 29, and through thermostatic expansion valve 21 into the evaporative condenser 15 inside the cabin, where it evaporates and absorbs heat, actively cooling the cabin before flowing to the fourth stop valve 16. Simultaneously, the first expansion valve 18 opens, while the third expansion valve 17 closes. The refrigerant then flows through the first expansion valve 18 into the second heat exchanger 5, where it evaporates and absorbs heat, actively cooling the battery heat exchanger 7. The refrigerant then flows out of port X of the second heat exchanger 5, flows through the gas-liquid separator 14, and returns to the compressor 13 to enter the next cycle. Due to the mode control of the coolant circuit, the ten-way valve 9 shields the condenser 3 from the coolant circuit, preventing the coolant circuit from transferring heat to the refrigerant circuit through the condenser 3.

[0096] In the fast charging active cooling mode, the electric vehicle battery can be quickly charged and the battery and motor can be actively cooled; ventilation and temperature control in the cabin or active cooling and temperature control in the cabin can be achieved.

[0097] Coolant circuit working conditions description:

[0098] At this time, the environment outside the vehicle is high temperature, and passive cooling through the external radiator 1 cannot meet the cooling requirements required for fast charging. The battery heat exchanger 7 needs to be actively cooled. The motor heat exchanger 8 is not working at this time and there is no cooling demand.

[0099] See also Figure 7 , fast charging active cooling mode I, switch the ten-way valve 9 mode of the coolant circuit to the fast charging active cooling mode, the valve port connection sequence is J port connected to A port, B port connected to C port, E port connected to G port, H port connected to F port, among which J port is connected to A port, B port is connected to C port, E port is connected to G port to form a coolant circuit, and the first water pump 10 provides coolant circulation power, the circulation loop formed by H port and F port is for active cooling of the battery heat exchanger 7, and the second water pump 6 provides coolant circulation power.

[0100] The cabin may require ventilation or active cooling due to different passenger habits. The working conditions of the refrigerant circuit are as follows:

[0101] See also Figure 7 When in fast charging active cooling mode I ventilation, the refrigerant circuit does not need to operate, and the cabin only needs to be ventilated through fan 19.

[0102] See also Figure 8 In fast-charge active cooling mode II, during active cooling, the refrigerant in the refrigerant circuit is compressed by compressor 13 and flows into condenser 3. The first stop valve 28 and fourth stop valve 16 are opened, while the second stop valve 22, third stop valve 12, and fifth stop valve 27 are closed. The refrigerant passes through condenser 3 and flows into the evaporative condenser 11 outside the cabin, releasing excess heat to the air. The refrigerant then passes through the first check valve 30, across the closed second expansion valve 29, and through the thermostatic expansion valve 21 into the evaporative condenser 15 inside the cabin, where it evaporates and absorbs heat, actively cooling the cabin before flowing to the fourth stop valve 16. Simultaneously, the first expansion valve 18 is opened and the third expansion valve 17 is closed. The refrigerant then flows through the first expansion valve 18 into the second heat exchanger 5, where it evaporates and absorbs heat, actively cooling the battery heat exchanger 7. The refrigerant then flows out of port X of the second heat exchanger 5, where it joins the refrigerant from the fourth stop valve 16, flows through the gas-liquid separator 14, and returns to the compressor 13 to begin the next cycle.

[0103] The ten-way valve 9 of the coolant circuit is controlled by mode, connecting the condenser 3 in series to the coolant circuit. Heat is transferred between the condenser 3 (heat island) and the refrigerant circuit, and part of the heat is released into the air through the radiator 1, reducing the heat dissipation load of the off-board evaporative condenser 11 and improving the system's efficiency (COP).

[0104] In the preheating mode, the electric vehicle battery and motor are preheated or passively cooled or the battery and motor are passively cooled during low-load charging; the cabin is preheated or the cabin is passively heated and temperature-controlled by waste heat recovery.

[0105] See also Figure 9 In preheating mode I, when the ambient temperature outside the vehicle is low and the vehicle computer needs to be preheated in advance, or the vehicle computer heat load is not high, the first heat exchanger 4 in the coolant circuit releases heat to meet the cooling requirements of the battery heat exchanger 7 and the motor heat exchanger 8. The ten-way valve 9 of the coolant circuit is switched to the preheating, vehicle computer passive cooling, and low-load charging passive cooling modes. The valve ports of the ten-way valve 9 of the coolant circuit are connected in the order of port J to port A, port B to port D, port E to port F, and port H to port I. The second water pump 6, battery heat exchanger 7, motor heat exchanger 8, water-cooled condenser 3, first water pump 10, first heat exchanger 4, and second heat exchanger 5 are connected in series. The first water pump 10 and the second water pump 6 provide power for the coolant circuit.

[0106] The vehicle computer can be preheated by the motor heat exchanger 8, heat pump preheating, or air replenishment enthalpy increase preheating suitable for ultra-low temperature environments.

[0107] The battery heat exchanger 7 and the motor heat exchanger 8 are connected in series, so that the motor heat exchanger 8 can directly preheat the battery heat exchanger 7 .

[0108] See also Figure 11 The heat pump preheats the refrigerant circuit as in preheating mode III. The refrigerant is compressed by compressor 13 and flows into condenser 3, releasing heat to the coolant circuit and preheating battery heat exchanger 7. At this point, the second shut-off valve 22 is open, while the first shut-off valve 28, third shut-off valve 12, fourth shut-off valve 16, and fifth shut-off valve 27 are closed. The refrigerant passes through condenser 3 and flows into the cabin evaporative condenser 15, releasing heat to the cabin and heating the cabin air. It then passes through the second check valve 20, fifth check valve 23, liquid storage tank 25, and third check valve 26, flowing into the second expansion valve 29 and then into the exterior evaporative condenser 11, where it evaporates and absorbs heat from the ambient air. The refrigerant then passes through the gas-liquid separator 14 and returns to compressor 13, entering the next cycle. At this point, the first expansion valve 18 and third expansion valve 17 are closed.

[0109] See also Figure 10 The refrigerant circuit for preheating with added heat and increased enthalpy is in preheating mode II. The refrigerant is compressed by compressor 13 and flows through condenser 3, releasing heat to the antifreeze fluid to preheat the battery heat exchanger 7. At this point, the second shut-off valve 22 is open, while the first shut-off valve 28, third shut-off valve 12, fourth shut-off valve 16, and fifth shut-off valve 27 are closed. The refrigerant passes through condenser 3 and flows into the cabin evaporative condenser 15, releasing heat to the cabin and heating the cabin air. It then flows through the second check valve 20, fifth check valve 23, liquid storage tank 25, and third check valve 26, and flows into the first expansion valve 18. A reheating branch, controlled by the third expansion valve 17, is designed between the compressor 13 and the second heat exchanger 5. At extremely low temperatures, the third expansion valve 17 directly adds heat to the refrigerant exiting the first expansion valve 18, maintaining the work of the compressor 13. The refrigerant, having increased enthalpy, then flows back to the compressor 13. This allows the cabin to be preheated simultaneously with the vehicle's engine.

[0110] In addition, when the cabin cooling load is not high, the heat is released to the cabin through the first heat exchanger 4 through the passive waste heat recovery of the battery heat exchanger 7, the motor heat exchanger 8 or low-load charging to meet the heating needs of the passengers, which is also a winter energy-saving mode.

[0111] See also Figure 9 In preheating mode I, the refrigerant circuit stops operating. By switching the mode of the ten-way valve 9, the radiator 1 is shielded to prevent heat from being released outside the cabin, thus achieving energy saving.

[0112] In the waste heat recovery mode I, the active waste heat recovery of the electric vehicle battery or the low-temperature fast charging and active waste heat recovery of the electric vehicle battery, the maximum heating, defrosting and defogging in the cabin, or the active waste heat recovery heating, temperature adjustment or dehumidification in the cabin, the maximum heating, defrosting and defogging of the active waste heat recovery heat pump, or the active waste heat recovery heating and temperature adjustment of the active waste heat recovery heat pump, or the maximum heating, defrosting and defogging of the active waste heat recovery air supply and enthalpy increase, or the active waste heat recovery heating and temperature adjustment of the active waste heat recovery air supply and enthalpy increase are realized.

[0113] Referring to Figures 12-18 , the outside environment temperature is low, but the battery heat exchanger 7 and the motor heat exchanger 8 have met the waste heat recovery temperature. The ten-way valve 9 of the cooling liquid circuit is switched to the active waste heat recovery and low-temperature fast charging active waste heat recovery mode; the valve port communication sequence of the ten-way valve 9 of the cooling liquid circuit is that the B port is communicated with the D port, the E port is communicated with the A port, the H port is communicated with the G port, and the J port is communicated with the F port. The condenser 3, the first water pump 10 and the first heat exchanger 4 formed by the communication of the B port with the D port and the communication of the E port with the A port constitute a heating small cycle, which reduces the total amount of circulating cooling liquid, so that the cooling liquid flowing into the first heat exchanger 4 can be quickly heated and warmed up. The motor heat exchanger 8, the second heat exchanger 5, the second water pump 6 and the battery heat exchanger 7 constitute an independent small cycle, which recovers the waste heat of the battery heat exchanger 7 and the motor heat exchanger 8.

[0114] According to the different cold loads of the cabin, there are the following cabin heating modes.

[0115] Referring to Figure 12 , the cabin cold load is small, and the cabin active waste heat recovery maximum heating, defrosting and defogging mode is adopted. The refrigerant circuit is in the waste heat recovery mode II. At this time, the second stop valve 22 is opened, and the first stop valve 28, the third stop valve 12, the fourth stop valve 16 and the fifth stop valve 27 are closed. The refrigerant is compressed by the compressor 13, flows into the condenser 3, passes through the second stop valve 22, flows into the cabin evaporative condenser 15 to release heat to the cabin, heats the cabin air, realizes the maximum heating, defrosting and defogging function of the cabin, then flows into the first expansion valve 18 through the second one-way valve 20, the fifth one-way valve 23, the liquid accumulator 25 and the third one-way valve 26, and enters the second heat exchanger 5 to evaporate and absorb heat, actively recovers waste heat from the antifreeze liquid, and then flows back to the compressor 13 through the gas-liquid separator 14.

[0116] Referring to Figure 13When the cabin cooling load is low, the cabin actively recovers waste heat for heating and temperature zone adjustment, and the refrigerant circuit is in waste heat recovery mode. At this time, the fifth shut-off valve 27 is open, and the first shut-off valve 28, second shut-off valve 22, third shut-off valve 12, and fourth shut-off valve 16 are closed. The refrigerant is compressed by the compressor 13 and flows into the condenser 3, heating the coolant in the heating sub-circuit. This heat is then transferred through the first heat exchanger 4 to achieve cabin heating and temperature zone adjustment. The refrigerant then passes through the fifth shut-off valve 27, the liquid storage tank 25, the third one-way valve 26, and the first expansion valve 18, entering the second heat exchanger 5 for evaporation and heat absorption, actively recovering waste heat from the antifreeze. The refrigerant then passes through the gas-liquid separator 14 and returns to the compressor 13.

[0117] See also Figure 14 , with simultaneous heating and dehumidification requirements, cabin dehumidification, heating, and zone temperature control modes, and the refrigerant circuit in waste heat recovery mode IV. At this point, the fourth and fifth stop valves 16 and 27 are open, while the first, second, and third stop valves 28 and 22 are closed. Refrigerant is compressed by the compressor 13 and flows into the condenser 3, heating the coolant in the heating sub-circuit. It then passes through the first heat exchanger 4 to heat the cooled and dehumidified air, achieving cabin heating and zone temperature control. It then flows through the fifth stop valve 27, the liquid storage tank 25, and the third one-way valve 26, into the first expansion valve 28, and into the second heat exchanger 5 for evaporation and heat absorption, actively recovering waste heat from the antifreeze. Simultaneously, it passes through the fourth one-way valve 24 and flows into the shutoff thermal expansion valve 21, entering the cabin evaporative condenser 15 for cooling and dehumidification. It then enters the gas-liquid separator 14 and returns to the compressor 13.

[0118] See also Figure 15 When the cabin cooling load is high but still able to absorb heat from the environment, the cabin uses active waste heat recovery, maximum heat pump heating, defrosting, and defogging modes, and the refrigerant circuit is in waste heat recovery mode IV. At this time, the second stop valve 22 and the third stop valve 12 are open, while the first stop valve 28, the fourth stop valve 16, and the fifth stop valve 27 are closed. The refrigerant is compressed by the compressor 13 and flows into the condenser 3. After passing through the second stop valve 22, it flows into the cabin condenser 15, releasing heat to the cabin and heating the cabin air, achieving maximum cabin heating, defrosting, and defogging functions. The refrigerant then flows through the second check valve 20, the fifth check valve 23, the liquid storage tank 25, and the third check valve 26, into the first expansion valve 18, enters the second heat exchanger 5, evaporates, and absorbs heat, actively recovering waste heat from the antifreeze fluid. Simultaneously, it passes through the second expansion valve 29 and enters the off-cabin evaporative condenser 11, where it evaporates and absorbs heat. It then passes through the gas-liquid separator 14 and returns to the compressor 13.

[0119] See also Figure 16When the cabin cooling load is high but still able to absorb heat from the environment, the cabin uses active waste heat recovery, heat pump heating, and zone temperature control modes, with the refrigerant circuit in waste heat recovery mode V. At this point, the third shut-off valve 12 and the fifth shut-off valve 27 are open, while the first shut-off valve 28, the second shut-off valve 22, and the fourth shut-off valve 16 are closed. The refrigerant is compressed by the compressor 13 and flows into the condenser 3, heating the coolant in the heating sub-circuit. This heat is then transferred through the first heat exchanger 4 to achieve cabin heating and zone temperature control. The refrigerant then flows through the fifth shut-off valve 27, the liquid storage tank 25, and the third one-way valve 26 before flowing into the first expansion valve 18 and into the second heat exchanger 5, where it evaporates and absorbs heat, actively recovering waste heat from the antifreeze. The refrigerant then flows into the second expansion valve 29 and enters the off-board evaporative condenser 11, absorbing heat through evaporation. The refrigerant then passes through the gas-liquid separator 14 and returns to the compressor 13.

[0120] The adjustment of different temperatures in the various temperature zones of the cabin is achieved by controlling the temperature damper to achieve different heat distribution of the first heat exchanger 4 in each temperature zone.

[0121] See also Figure 17 When the cabin cooling load is extremely high and the heat pump is unable to absorb heat from the environment, the cabin uses active waste heat recovery and air enthalpy increase mode for maximum heating, defrosting, and defogging. The refrigerant circuit is in waste heat recovery mode VI. At this time, the second stop valve 22 is open, while the first stop valve 28, third stop valve 12, fourth stop valve 16, and fifth stop valve 27 are closed. The refrigerant is compressed by the compressor 13 and flows into the condenser 3. After passing through the second stop valve 22, it flows into the cabin condenser 15, releasing heat to the cabin and heating the cabin air, achieving maximum cabin heating, defrosting, and defogging functions. The refrigerant then passes through the second check valve 20, fifth check valve 23, liquid storage tank 25, and third check valve 26, flows into the first expansion valve 18, and enters the second heat exchanger 5. A charge air enthalpy increase branch, controlled by the third expansion valve 17, is designed from the compressor 13 outlet to the second heat exchanger 5 inlet. The third expansion valve 17 is used to directly replenish the coolant flowing out of the first expansion valve 18 with air and increase its enthalpy, thereby maintaining the work of the compressor 13. The refrigerant with increased enthalpy passes through the gas-liquid separator 14 and flows back to the compressor 13.

[0122] See also Figure 18When the cabin cooling load is extremely high and the heat pump is unable to absorb heat from the environment, the cabin uses active waste heat recovery, air injection and enthalpy increase heating, and temperature zone adjustment modes, with the refrigerant circuit in waste heat recovery mode VII. At this time, the fifth shut-off valve 27 is open, while the first shut-off valve 28, second shut-off valve 22, and third shut-off valve 12 are closed. The refrigerant is compressed by the compressor 13 and flows into the condenser 3, heating the coolant in the heating circuit. This heat is then transferred through the first heat exchanger 4 to achieve cabin heating and temperature zone adjustment. The refrigerant then passes through the fifth shut-off valve 27, the liquid storage tank 25, and the third check valve 26, flowing into the first expansion valve 18 and into the second heat exchanger 5. A flow-in and enthalpy increase branch, controlled by the third expansion valve 17, is designed between the outlet of the compressor 13 and the inlet of the second heat exchanger 5. The third expansion valve 17 directly adds air and enthalpy to the coolant exiting the first expansion valve 18, maintaining the compressor 13's work. The enthalpy-increased refrigerant then flows through the gas-liquid separator 14 and returns to the compressor 13.

[0123] See also Figures 19-22 The cold start heating working mode is the cold start heating working mode of the electric vehicle, with maximum heating, defrosting, and demisting in the cabin, or heat pump heating and temperature adjustment, or air supply enthalpy increase maximum heating, defrosting, and demisting, or air supply enthalpy increase heating and temperature zone temperature adjustment.

[0124] See also Figure 19 The ambient temperature outside the vehicle is low, and the vehicle's engine temperature cannot meet the waste heat recovery temperature of the motor heat exchanger 8 and battery heat exchanger 7. The coolant circuit's ten-way valve 9 is switched to cold start heating mode. The valve ports of the coolant circuit's ten-way valve 9 are connected in the following order: port B connects to port D, port E connects to port A, port H connects to port I, and port J connects to port G. The connections between ports B and D, and E and A, form a small heating loop of the second heat exchanger 5, the first water pump 10, and the first heat exchanger 4. This reduces the total amount of circulating antifreeze and allows the antifreeze flowing into the first heat exchanger 4 to heat up quickly. The motor heat exchanger 8, electronic water pump 2, and battery heat exchanger 7 form an independent small loop, enabling the motor heat exchanger 8 to heat the battery heat exchanger 7.

[0125] Since it is a cold start, the cold start heating working mode has the same functions as the waste heat recovery mode except that the refrigerant circuit does not have waste heat recovery. For details, see Waste Heat Recovery Mode.

[0126] There are several cabin heating methods according to the different cabin cooling loads:

[0127] When the cabin cooling load is large but it can still absorb heat from the environment, the cabin uses the heat pump maximum heating, defrosting, and defogging mode, and the refrigerant circuit is in cold start heating mode I. The principle is the same as Figure 11 The refrigerant circuit principle in the preheating mode III shown is the same and will not be described in detail.

[0128] See also Figure 20When the cabin cooling load is high but still able to absorb heat from the ambient air, the cabin operates in heat pump heating and zone temperature control mode, with the refrigerant circuit in cold start heating mode II. At this point, the fifth shut-off valve 27 and the third shut-off valve 12 are open, while the first shut-off valve 28 and the second shut-off valve 22 are closed. The refrigerant is compressed by the compressor 13 and flows into the condenser 3, releasing heat into the antifreeze fluid. It then passes through the fifth shut-off valve 27, the liquid storage tank 25, and the third check valve 26, flowing into the second expansion valve 29 and into the radiator 1, where it evaporates and absorbs heat from the ambient air. It then passes through the gas-liquid separator 14 and flows back to the compressor 13. At this point, the first expansion valve 18 is closed.

[0129] See also Figure 21 When the cabin cooling load is extremely large and the heat pump cannot absorb heat from the environment, the cabin uses the maximum heating, defrosting and defogging mode with air replenishment and enthalpy increase, and the refrigerant circuit is in the cold start heating mode III. Its principle is the same as Figure 17 The refrigerant circuit principle in the waste heat recovery mode shown is the same and will not be described in detail.

[0130] See also Figure 22 When the cabin cooling load is extremely large and the heat pump cannot absorb heat from the environment, the cabin uses the air-supply enthalpy-increasing heating and temperature zone temperature adjustment mode, and the refrigerant circuit is in the cold start heating working mode. Its principle is the same as Figure 18 The refrigerant circuit principle in the waste heat recovery mode VII shown is the same and will not be described in detail.

[0131] Example 2

[0132] The integrated thermal management system of this embodiment 2 has the same structure and the same working principle as that of embodiment 1.

[0133] The difference is that the coolant in the coolant circuit is engine oil, and the working fluid in the refrigerant circuit is refrigerant.

Claims

1. A general-purpose integrated thermal management system for electric vehicles with a wide temperature range, characterized by: Including coolant circuit and refrigerant circuit; The coolant in the coolant circuit is engine oil or antifreeze, and the coolant circuit includes a ten-way valve (9), a condenser (3) and a second heat exchanger (5); The A port of the ten-way valve (9) is connected to the R port on the cooling water side of the condenser (3), and the S port on the cooling water side of the condenser (3) is connected to the B port of the ten-way valve (9); The C port of the ten-way valve (9) is connected in series with the radiator (1) and the coolant storage tank (2), and the D port of the ten-way valve (9) is divided into a first branch and a second branch. The first branch is connected to the coolant storage tank (2), and the second branch is connected to the U port of the first heat exchanger (4) through the first water pump (10) connected in series. The V port of the first heat exchanger (4) is connected to the E port of the ten-way valve (9); The F port of the ten-way valve (9) is connected to the coolant Z port of the second heat exchanger (5), and the coolant Y port of the second heat exchanger (5) is divided into a third branch and a fourth branch, the third branch is connected to the G port of the ten-way valve (9), and the fourth branch is connected to the H port of the ten-way valve (9) through the second water pump (6) and the battery radiator (7) in series; A motor radiator (8) is connected in series between the I port and the J port of the ten-way valve (9); The working medium in the refrigerant circuit is a refrigerant, and the refrigerant circuit includes an off-cabin subcooling condenser (11), an on-cabin evaporative condenser (15), and a compressor (13); One side port of the outboard subcooling condenser (11) is divided into a fifth branch and a sixth branch, the fifth branch is connected in series with the third stop valve (12); the sixth branch is connected in series with the first stop valve (28) to the first port of the four-way pipe; the other side port of the outboard subcooling condenser (11) is connected in series with the second expansion valve (29), and the second expansion valve (29) is connected in parallel with the first check valve (30); The second port of the four-way pipe is connected to the P port on the refrigerant side of the condenser (3) in the coolant circuit, and the Q port on the refrigerant side of the condenser (3) in the coolant circuit is connected in series with the compressor (13) and the gas-liquid separator (14); the third port of the four-way pipe is connected to the V port of the evaporative condenser (15) in the cabin through the second stop valve (22) connected in series; the fourth port of the four-way pipe is connected to the refrigerant W port of the second heat exchanger (5) in the coolant circuit through the fifth stop valve (27), the liquid storage tank (25), the third one-way valve (26) and the first expansion valve (18) connected in series, and the third expansion valve (17) is connected in series between the refrigerant W port of the second heat exchanger (5) and the Q port on the refrigerant side of the condenser (3); Two one-way valves with the same direction are connected in parallel on the branch line between the liquid storage tank (25) and the third one-way valve (26). The directions of the two one-way valves are opposite to the direction of the third one-way valve (26). The two one-way valves are the fifth one-way valve (23) and the fourth one-way valve (24). The fifth one-way valve (23) and the fourth one-way valve (24) are connected to the U port of the cabin evaporative condenser (15) via the series-connected thermal expansion valve (21); the V port of the cabin evaporative condenser (15) is connected in series with the fourth stop valve (16); The refrigerant X port of the second heat exchanger (5) is connected to the third stop valve (12), the gas-liquid separator (14) and the fourth stop valve (16). The thermal expansion valve (21) is connected in parallel to a second one-way valve (20), and the direction of the second one-way valve (20) is opposite to that of the fourth one-way valve (24); A second fan (19) is provided outside the cabin evaporative condenser (15); The integrated thermal management system has six working modes: In the passive cooling mode of the vehicle, ventilation and temperature control in the cabin of the electric vehicle battery and motor are realized under the passive cooling conditions of low-load charging of the battery, or active cooling and temperature control in the cabin are realized; In active cooling mode, the cabin is actively cooled and controlled under the active cooling conditions of electric vehicle batteries and motors. In the fast-charging active cooling mode, the cabin ventilation and temperature control or active cooling and temperature control of the cabin are achieved under the conditions of rapid charging of electric vehicle batteries and active cooling of batteries and motors; In the preheating mode, the battery and motor of the electric vehicle are preheated or passively cooled, or the cabin is preheated under the passive cooling conditions of low-load charging of the battery, or the cabin is heated and temperature-controlled by passive waste heat recovery; In the waste heat recovery mode, the system can realize active waste heat recovery of electric vehicle batteries or low-temperature fast charging of electric vehicle batteries, maximum heating, defrosting and demisting in the cabin under active waste heat recovery conditions, or active waste heat recovery heating and temperature adjustment in the cabin, or dehumidification, heating and temperature adjustment, or active waste heat recovery heat pump maximum heating, defrosting and demisting, or active waste heat recovery heat pump heating and temperature adjustment, or active waste heat recovery air replenishment enthalpy increase maximum heating, defrosting and demisting, or active waste heat recovery air replenishment enthalpy increase heating and temperature adjustment; In the cold start heating working mode, the maximum heating, defrosting, and demisting in the cabin under the cold start heating conditions of the electric vehicle motor are achieved, or heat pump heating and temperature adjustment, or air supply enthalpy increase maximum heating, defrosting, and demisting, or air supply enthalpy increase heating and temperature zone temperature adjustment.

2. The integrated thermal management system for a universal electric vehicle with a wide temperature range according to claim 1, characterized in that: The condenser (3) is a water-cooled condenser.

3. The integrated thermal management system for a universal electric vehicle with a wide temperature range according to claim 1, characterized in that: The second heat exchanger (5) is a water-cooled heat exchanger.

4. The integrated thermal management system for a universal electric vehicle with a wide temperature range according to claim 1, characterized in that: The first heat exchanger (4), the outboard subcooling condenser (11), and the inboard evaporative condenser (15) are all finned heat exchangers.

5. The universal integrated thermal management system for a wide temperature range electric vehicle according to claim 1, characterized in that: The radiator (1) is provided with a fan.

6. The universal integrated thermal management system for a wide temperature range electric vehicle according to claim 1, characterized in that: The compressor (13) is a refrigeration compressor.

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