Electric vehicle minimal thermal management system, control method thereof and electric vehicle

Abstract

This application provides a simplified thermal management system for electric vehicles, its control method, and an electric vehicle. The simplified thermal management system includes: a refrigerant circuit with an electric compressor, a water-cooled condenser, a liquid receiver, a first throttling device, a second throttling device, a battery cooler, and an in-vehicle evaporator; a passenger compartment circuit with an in-vehicle heater core, a first electronic water pump, a water heater, and a high-temperature heat exchanger; an electric drive and control circuit with a second electronic water pump, a low-temperature heat exchanger, and an electric drive and control assembly; a battery circuit with a third electronic water pump and a battery assembly; and a control piping system with a three-way valve and a ten-way valve. The three-way valve and the ten-way valve couple the refrigerant circuit, the passenger compartment circuit, the electric drive and control circuit, and the battery circuit to form the simplified thermal management system for electric vehicles, providing corresponding thermal management modes when the ten-way valve is in different operating states.

Description

Technical Field

[0001] This application relates to the field of thermal management of electric vehicles, and more particularly to a simplified thermal management system for electric vehicles, its control method, and an electric vehicle. Background Technology

[0002] With the development of electric vehicles and the improvement of people's living standards, the requirements for thermal management of electric vehicles are becoming increasingly stringent. The thermal management of pure electric vehicles is far more complex than that of traditional gasoline vehicles, encompassing the passenger compartment, battery pack, electric drive and control assembly, and high-power electrical components. Electric vehicle thermal management needs to comprehensively consider the impact on the vehicle's range, as well as the different seasonal thermal management requirements under conditions such as high temperatures in summer, dehumidification in spring and autumn, and low temperatures in winter. This places increasingly higher demands on the coupling of electric drive and control, battery, and ambient heat. Furthermore, because many thermal management circuits or systems in existing technologies are located in the space-constrained front compartment of the vehicle, the routing of thermal management components and pipelines is complex, their placement is unsightly, after-sales maintenance is difficult, and the overall user experience is negatively affected.

[0003] Therefore, there is an urgent need in the existing technology for a simplified thermal management system and its control method that can both ensure thermal management requirements and energy efficiency, and reduce the number of thermal management components and pipelines in the front compartment, as well as for electric vehicles. Summary of the Invention

[0004] To address the problems of difficult front compartment layout, complex and unsightly pipeline routing, and difficult after-sales maintenance in existing technologies, this application proposes a simplified thermal management system for electric vehicles, its control method, and an electric vehicle. This system can ensure the vehicle's range, meet thermal management requirements, and reduce the number of thermal management components and pipelines in the front compartment, thus improving the layout and aesthetics of the front compartment.

[0005] In a first aspect, this application provides a simplified thermal management system for electric vehicles, comprising:

[0006] The refrigerant circuit includes an electric compressor, a water-cooled condenser, a liquid receiver, a first throttling device, a second throttling device, a battery cooler, and an in-vehicle evaporator.

[0007] The passenger compartment circuit is equipped with an in-vehicle heating core, a first electronic water pump, a water heater, and a high-temperature heat exchanger.

[0008] The electric drive and control circuit is equipped with a second electronic water pump, a low-temperature heat exchanger, and an electric drive and control assembly.

[0009] The battery circuit includes a third electronic water pump and a battery assembly.

[0010] The control piping system is equipped with three-way valves and ten-way valves;

[0011] The three-way valve and the ten-way valve couple the refrigerant circuit, the passenger compartment circuit, the electric drive and control circuit, and the battery circuit to form the electric vehicle simplified thermal management system to provide corresponding thermal management modes when the ten-way valve is in different operating states.

[0012] In one embodiment of the present invention, the three-way valve has a first port, a second port, and a third port;

[0013] The first port of the three-way valve is connected to the vehicle interior heater core, the second port of the three-way valve is connected to the water heater, and the third port of the three-way valve is connected to the high-temperature heat exchanger and the ten-way valve.

[0014] In one embodiment of the present invention, the ten-way valve has a first port, a second port, a third port, a fourth port, a fifth port, a sixth port, a seventh port, an eighth port, a ninth port, and a tenth port.

[0015] The first port of the ten-way valve is connected to the battery cooler; the second port of the ten-way valve is connected to the battery cooler; the third port of the ten-way valve is connected to the junction of the inlet of the first electronic water pump and the outlet of the vehicle interior heater core; the fourth port of the ten-way valve is connected to the junction of the third port of the three-way valve and the inlet of the high-temperature heat exchanger; the fifth port of the ten-way valve is connected to the high-temperature heat exchanger; the sixth port of the ten-way valve is connected to the second electronic water pump; the seventh port of the ten-way valve is connected to the junction of the outlet of the electric drive and control assembly and the inlet of the low-temperature heat exchanger; the eighth port of the ten-way valve is connected to the low-temperature heat exchanger; the ninth port of the ten-way valve is connected to the third electronic water pump; and the tenth port of the ten-way valve is connected to the battery assembly.

[0016] In one embodiment of the present invention, when the ten-way valve is in working state a, it provides a corresponding first simplified thermal management mode;

[0017] The loop representation of the first simplified thermal management mode includes:

[0018] The refrigerant gas flowing out of the electric compressor is divided into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle interior evaporator, while the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle interior evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor.

[0019] The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the high-temperature heat exchanger, the fifth port of the ten-way valve, the third port of the ten-way valve, and the first electronic water pump.

[0020] The coolant flowing out of the battery cooler flows back to the battery cooler through the first port of the ten-way valve, the ninth port of the ten-way valve, the third electronic water pump, the battery assembly, the ten-way valve, the ten-way valve, and the second port of the ten-way valve.

[0021] The coolant flowing out of the electric drive and control assembly flows back to the electric drive and control assembly via the low-temperature heat exchanger, the 8th port of the 10-way valve, the 6th port of the 10-way valve, and the second electronic water pump.

[0022] In one embodiment of the present invention, when the temperature of the cells in the battery pack is lower than the cooling threshold, the second throttling device is closed; the refrigerant gas flowing out of the electric compressor flows back to the electric compressor through the water-cooled condenser, the liquid storage tank, the first throttling device, and the vehicle evaporator.

[0023] In one embodiment of the present invention, the loop representation of the first simplified thermal management mode further includes:

[0024] The refrigerant gas flowing out of the electric compressor flows back to the electric compressor via the water-cooled condenser, the liquid storage tank, the first throttling device, and the vehicle evaporator;

[0025] The coolant flowing out of the water-cooled condenser is divided into two paths after passing through the water heater. One path flows out through the second port of the three-way valve, the first port of the three-way valve, the high-temperature heat exchanger, the fifth port of the ten-way valve, and the third port of the ten-way valve. The other path flows through the vehicle's heater core and merges with the coolant flowing out through the third port of the ten-way valve, then flows back to the water-cooled condenser via the first electronic water pump.

[0026] The coolant flowing out of the electric drive and control assembly flows back to the electric drive and control assembly via the low-temperature heat exchanger, the 8th port of the 10-way valve, the 6th port of the 10-way valve, and the second electronic water pump.

[0027] In one embodiment of the present invention, the air outlet temperature of the vehicle interior heater core is controlled by the opening degree of the three-way valve; when the air outlet temperature is within a first demand range, more coolant in the three-way valve is controlled to flow through the high-temperature heat exchanger for heat dissipation; when the air outlet temperature is within a second demand range, more coolant in the three-way valve is controlled to flow through the vehicle interior heater core for heat dissipation.

[0028] In one embodiment of the present invention, if the battery has a cooling requirement, the refrigerant gas flowing out of the electric compressor is divided into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle evaporator, and the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor.

[0029] In one embodiment of the present invention, when the ten-way valve is in working state b, it provides a corresponding second minimalist thermal management mode;

[0030] The loop representation of the second minimalist thermal management mode includes:

[0031] The refrigerant gas flowing out of the electric compressor is divided into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle interior evaporator, while the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle interior evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor.

[0032] The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the third port of the three-way valve, the high-temperature heat exchanger, the fifth port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the low-temperature heat exchanger, the eighth port of the ten-way valve, the third port of the ten-way valve, and the first electronic water pump.

[0033] The coolant flowing out of the battery cooler flows back to the battery cooler through the first port of the ten-way valve, the ninth port of the ten-way valve, the third electronic water pump, the battery assembly, the ten-way valve, the ten-way valve, and the second port of the ten-way valve.

[0034] In one embodiment of the present invention, when the temperature of the cells in the battery pack is lower than the cooling threshold, the second throttling device is closed; the refrigerant gas flowing out of the electric compressor flows back to the electric compressor through the water-cooled condenser, the liquid storage tank, the first throttling device, and the vehicle evaporator.

[0035] In one embodiment of the present invention, when the ten-way valve is in working state c, it provides a corresponding third-level simplified thermal management mode;

[0036] The refrigerant gas flowing out of the electric compressor flows back to the electric compressor via the water-cooled condenser, the liquid storage tank, the first throttling device, and the vehicle evaporator;

[0037] The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the in-vehicle heater core, and the first electronic water pump.

[0038] The coolant flowing out of the battery cooler flows back to the battery cooler via the first port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the low-temperature heat exchanger, the eighth port of the ten-way valve, the ninth port of the ten-way valve, the third electronic water pump, the battery assembly, the tenth port of the ten-way valve, and the second port of the ten-way valve.

[0039] In one embodiment of the present invention, when the ten-way valve is in working state d, it provides a corresponding fourth-level simplified thermal management mode;

[0040] The loop representation of the fourth minimalist thermal management mode includes:

[0041] The refrigerant gas flowing out of the electric compressor is divided into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle interior evaporator, while the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle interior evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor.

[0042] The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the in-vehicle heater core, and the first electronic water pump.

[0043] The coolant flowing out of the battery cooler flows back to the battery cooler via the first port of the ten-way valve, the fourth port of the ten-way valve, the high-temperature heat exchanger, the fifth port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, and the second port of the ten-way valve.

[0044] The coolant flowing out of the battery assembly flows back to the battery assembly via the 10th port of the 10-way valve, the 9th port of the 10-way valve, and the third electronic water pump.

[0045] In one embodiment of the present invention, the loop representation of the fourth simplified thermal management mode further includes:

[0046] The refrigerant gas flowing out of the electric compressor flows back to the electric compressor via the water-cooled condenser, the liquid storage tank, the second throttling device, and the battery cooler;

[0047] The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the in-vehicle heater core, and the first electronic water pump.

[0048] The coolant flowing out of the battery cooler flows back to the battery cooler via the first port of the ten-way valve, the fourth port of the ten-way valve, the high-temperature heat exchanger, the fifth port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, and the second port of the ten-way valve.

[0049] The coolant flowing out of the battery assembly flows back to the battery assembly via the 10th port of the 10-way valve, the 9th port of the 10-way valve, and the third electronic water pump.

[0050] In one embodiment of the present invention, when the ten-way valve is in working state e, it provides a corresponding fifth-level simplified thermal management mode;

[0051] The loop representation of the fifth minimalist thermal management mode includes:

[0052] The refrigerant gas flowing out of the electric compressor is divided into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle interior evaporator, while the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle interior evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor.

[0053] The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the in-vehicle heater core, and the first electronic water pump.

[0054] The coolant flowing out of the battery cooler flows back to the battery cooler via the first port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, and the second port of the ten-way valve.

[0055] The coolant flowing out of the battery assembly flows back to the battery assembly via the 10th port of the 10-way valve, the 9th port of the 10-way valve, and the third electronic water pump.

[0056] In one embodiment of the present invention, the loop representation of the fifth simplified thermal management mode further includes:

[0057] The refrigerant gas flowing out of the electric compressor flows back to the electric compressor via the water-cooled condenser, the liquid storage tank, the second throttling device, and the battery cooler;

[0058] The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the in-vehicle heater core, and the first electronic water pump.

[0059] The coolant flowing out of the battery cooler flows back to the battery cooler via the first port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, and the second port of the ten-way valve.

[0060] The coolant flowing out of the battery assembly flows back to the battery assembly via the 10th port of the 10-way valve, the 9th port of the 10-way valve, and the third electronic water pump.

[0061] In one embodiment of the present invention, when the ten-way valve is in working state f, it provides a corresponding sixth-level simplified thermal management mode;

[0062] The loop representation of the sixth minimalist thermal management mode includes:

[0063] The refrigerant gas flowing out of the electric compressor flows back to the electric compressor via the water-cooled condenser, the liquid storage tank, the second throttling device, and the battery cooler;

[0064] The coolant flowing out of the water-cooled condenser is divided into two paths after passing through the water heater. One path flows out through the second and third ports of the three-way valve, the fourth and ninth ports of the ten-way valve, the third electronic water pump, the battery assembly, the tenth port of the ten-way valve, and the third port of the ten-way valve. The other path flows out through the second and first ports of the three-way valve and the interior heater core. The coolant flowing out through the third port of the ten-way valve and the coolant flowing out through the interior heater core merge and flow back to the water-cooled condenser via the first electronic water pump.

[0065] The coolant flowing out of the battery cooler flows back to the battery cooler via the first port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, and the second port of the ten-way valve.

[0066] In addition to the coolant flowing out of the battery assembly through the third port of the ten-way valve and the coolant flowing out of the vehicle heater core, the coolant flowing out of the battery assembly also flows back to the battery assembly through the fourth port of the ten-way valve, the ninth port of the ten-way valve, and the third electronic water pump.

[0067] In one embodiment of the present invention, the simplified thermal management system may further include a one-way water valve, the inlet of which is connected to the third port of the ten-way valve, and the outlet of which is connected to the fourth port of the ten-way valve. The one-way water valve is used to realize one-way flow between the third port and the fourth port of the ten-way valve.

[0068] In one embodiment of the present invention, the loop representation of the sixth minimalist thermal management mode further includes:

[0069] The refrigerant gas flowing out of the electric compressor flows back to the electric compressor via the water-cooled condenser, the liquid storage tank, the second throttling device, and the battery cooler;

[0070] The coolant flowing out of the water-cooled condenser is divided into two paths after passing through the water heater. One path flows out through the second and third ports of the three-way valve, the fourth and ninth ports of the ten-way valve, the third electronic water pump, the battery assembly, the tenth port of the ten-way valve, and the third port of the ten-way valve. The other path flows out through the second and first ports of the three-way valve and the interior heater core. The coolant flowing out through the third port of the ten-way valve and the coolant flowing out through the interior heater core merge and flow back to the water-cooled condenser via the first electronic water pump.

[0071] In addition to the coolant flowing out of the battery assembly through the third port of the ten-way valve and the coolant flowing out of the vehicle heater core, the coolant flowing out of the battery assembly also flows back to the battery assembly through the one-way water valve, the fourth port of the ten-way valve, the ninth port of the ten-way valve, and the third electronic water pump.

[0072] In one embodiment of the present invention, when the ten-way valve is in working state g, it provides a corresponding seventh simplified thermal management mode;

[0073] The loop representation of the seventh minimalist thermal management mode includes:

[0074] The refrigerant gas flowing out of the electric compressor flows back to the electric compressor via the water-cooled condenser, the liquid storage tank, the second throttling device, and the battery cooler;

[0075] The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the in-vehicle heater core, and the first electronic water pump.

[0076] The coolant flowing out of the battery cooler flows back to the battery cooler via the first port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, the ninth port of the ten-way valve, the third electronic water pump, the battery assembly, the tenth port of the ten-way valve, and the second port of the ten-way valve.

[0077] In one embodiment of the present invention, a temperature and pressure sensor is provided at one or more of the following locations, including:

[0078] A first temperature and pressure sensor is located between the electric compressor and the battery cooler;

[0079] The second temperature and pressure sensor is located between the electric compressor and the water-cooled condenser.

[0080] In a second aspect, this application provides a control method for a simplified thermal management system for an electric vehicle. The simplified thermal management system includes a refrigerant circuit and is equipped with an electric compressor, a water-cooled condenser, a liquid receiver, a first throttling device, a second throttling device, a battery cooler, and an in-vehicle evaporator.

[0081] The passenger compartment circuit is equipped with an in-vehicle heating core, a first electronic water pump, a water heater, and a high-temperature heat exchanger.

[0082] The electric drive and control circuit is equipped with a second electronic water pump, a low-temperature heat exchanger, and an electric drive and control assembly.

[0083] The battery circuit includes a third electronic water pump and a battery assembly.

[0084] The control piping system is equipped with three-way valves and ten-way valves;

[0085] The control method couples the refrigerant circuit, the passenger compartment circuit, the electric drive and control circuit, and the battery circuit based on the three-way valve and the ten-way valve, so that the electric vehicle simplified thermal management system provides corresponding thermal management modes when the ten-way valve is in different working states.

[0086] A third aspect of this application provides an electric vehicle, comprising:

[0087] Passenger cabin;

[0088] The powertrain system; and a simplified thermal management system for electric vehicles, the simplified thermal management system comprising:

[0089] The refrigerant circuit includes an electric compressor, a water-cooled condenser, a liquid receiver, a first throttling device, a second throttling device, a battery cooler, and an in-vehicle evaporator.

[0090] The passenger compartment circuit is equipped with an in-vehicle heating core, a first electronic water pump, a water heater, and a high-temperature heat exchanger.

[0091] The electric drive and control circuit is equipped with a second electronic water pump, a low-temperature heat exchanger, and an electric drive and control assembly.

[0092] The battery circuit includes a third electronic water pump and a battery assembly.

[0093] The control piping system is equipped with three-way valves and ten-way valves;

[0094] The three-way valve and the ten-way valve couple the refrigerant circuit, the passenger compartment circuit, the electric drive and control circuit, and the battery circuit to form the electric vehicle simplified thermal management system to provide corresponding thermal management modes when the ten-way valve is in different operating states.

[0095] Compared with the prior art, this application has at least the following technical effects:

[0096] By coupling and utilizing different heat sources such as ambient heat, electric drive and control heat, and ambient heat, the system's energy efficiency can be maximized.

[0097] It enables functions such as extended battery life in winter, heating in winter, cooling in summer, dehumidification and cooling in spring and autumn, dehumidification and heating in spring and autumn, and waste heat recovery from electric drive and electronic control batteries.

[0098] The thermal management system is divided into different modes based on ambient temperature, battery temperature, and electric drive and control temperature, enabling rapid mode switching. The cooling circuit mode is switched through a ten-way valve to realize battery thermal management, electric drive and control thermal management, and passenger cabin thermal management. The integration of the ten-way valve also reduces the number of thermal management components and pipelines in the front cabin, which is more conducive to the layout and aesthetics of the front cabin. Attached Figure Description

[0099] Figure 1 This invention provides an overall schematic diagram of a simplified thermal management system for an electric vehicle according to one embodiment of the present application.

[0100] Figure 2 This paper shows an overall schematic diagram of the refrigerant circuit in one embodiment of the present application;

[0101] Figure 3 This paper shows an overall schematic diagram of the passenger cabin circuit in one embodiment of the present application;

[0102] Figure 4 This paper shows an overall schematic diagram of the electric drive and control circuit in one embodiment of the present application;

[0103] Figure 5 This paper shows an overall schematic diagram of the battery circuit in one embodiment of the present application;

[0104] Figure 6A schematic diagram of the interface of a three-way valve in one embodiment of this application is shown;

[0105] Figure 7 A schematic diagram of the interface of a ten-way valve in one embodiment of this application is shown;

[0106] Figure 8 A schematic diagram of the working state of a ten-way valve in one embodiment of this application is shown;

[0107] Figure 9 The circuit diagram of a first minimalist thermal management mode in one embodiment of this application is shown;

[0108] Figure 10 The circuit diagram of yet another first minimalist thermal management mode in one embodiment of this application is shown;

[0109] Figure 11 The circuit diagram of yet another first minimalist thermal management mode in one embodiment of this application is shown;

[0110] Figure 12 The circuit diagram of the second minimalist thermal management mode in one embodiment of this application is shown;

[0111] Figure 13 The circuit diagram of the third minimalist thermal management mode in one embodiment of this application is shown;

[0112] Figure 14 The circuit diagram of the fourth minimalist thermal management mode in one embodiment of this application is shown;

[0113] Figure 15 The circuit diagram of yet another fourth minimalist thermal management mode in one embodiment of this application is shown;

[0114] Figure 16 The circuit diagram of the fifth simplified thermal management mode in one embodiment of this application is shown;

[0115] Figure 17 The circuit diagram of yet another fifth minimalist thermal management mode in one embodiment of this application is shown;

[0116] Figure 18 The circuit diagram of the sixth simplified thermal management mode in one embodiment of this application is shown;

[0117] Figure 19 The circuit diagram of yet another sixth minimalist thermal management mode in one embodiment of this application is shown;

[0118] Figure 20 The circuit diagram of the seventh minimalist thermal management mode in one embodiment of this application is shown.

[0119] Figure label:

[0120] 1. Electric compressor; 2. Water-cooled condenser; 3. Liquid receiver and dryer; 4. First throttling device; 5. Second throttling device;

[0121] 6. Battery cooler; 7. Air conditioning unit assembly; 8. Vehicle interior evaporator; 9. Vehicle interior heater core; 10. First temperature and pressure sensor.

[0122] Second temperature and pressure sensor 11, ten-way valve 12, first electronic water pump 13, water heater 14, three-way valve 15;

[0123] High-temperature heat exchanger 16, second electronic water pump 17, low-temperature heat exchanger 18, third electronic water pump 19, battery assembly 20;

[0124] One-way water valve 21, electric drive and control assembly 22. Detailed Implementation

[0125] The technical solutions in the embodiments of the present invention will be further described clearly and completely below with reference to the accompanying drawings and examples. Obviously, the described embodiments are used to explain the technical solutions of the present invention and are not intended to exhaustively describe all possible implementations of the present invention.

[0126] Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the invention, and should not be construed as limiting the invention.

[0127] Please see Figure 1 In a first aspect, this application provides a simplified thermal management system for electric vehicles, including a refrigerant circuit, a passenger compartment circuit, an electric drive and control circuit, and a battery circuit.

[0128] Please see Figure 2 The refrigerant circuit includes an electric compressor 1, a water-cooled condenser 2, a liquid receiver, a first throttling device 4, a second throttling device 5, a battery cooler 6, and an in-vehicle evaporator 8.

[0129] Specifically, the electric compressor 1 can discharge refrigerant gas in a high-temperature and high-pressure state, which is then cooled by heat exchange with the coolant side of the water-cooled condenser 2 and becomes liquid refrigerant.

[0130] The water-cooled condenser 2, also known as a water-cooled condenser, plays a role in heat exchange. It can remove heat from the high-temperature and high-pressure refrigerant gas discharged from the electric compressor 1, thereby raising the water temperature and causing the refrigerant to change from a gas to a liquid.

[0131] In this application, the liquid receiver can specifically be a liquid receiver drying tank 3, which can be used to regulate the refrigerant circulation rate, and can also store refrigerant, filter out impurities in the refrigerant, and absorb moisture in the refrigerant. Specifically, the liquid receiver drying tank 3 can also be used to receive the refrigerant discharged from the water-cooled condenser 2, so it can be located at the downstream end of the water-cooled condenser 2.

[0132] The first throttling device 4 and the second throttling device 5 are connected in parallel. Their basic principle is to force the high-pressure liquid refrigerant through a small flow cross-section, generating a suitable local resistance loss, causing a sudden drop in refrigerant pressure. Simultaneously, a portion of the liquid refrigerant vaporizes, absorbing latent heat, resulting in a low-pressure, low-temperature refrigerant after throttling. Specifically, the first throttling device 4 is used to create a differential pressure in the pipeline before the refrigerant flows through the vehicle's evaporator 8. This includes: throttling and reducing the pressure of the high-pressure liquid refrigerant flowing from the water-cooled condenser 2 to the evaporation pressure; and adjusting the amount of liquid refrigerant entering the vehicle's evaporator 8. The second throttling device 5 is used to create a differential pressure in the pipeline before the refrigerant flows through the battery cooler 6.

[0133] The battery cooler 6 includes a coolant inlet and outlet and a refrigerant inlet and outlet. Its main function is to introduce refrigerant from the refrigerant circuit and maintain the normal operating temperature range of the power battery in the electric vehicle through heat dissipation.

[0134] The vehicle interior evaporator 8 is used to evaporate low-temperature, low-pressure refrigerant to absorb heat from the air inside the vehicle, thereby achieving the purpose of cooling the vehicle interior.

[0135] Please see Figure 3 The passenger compartment circuit is equipped with an in-vehicle heating core 9, a first electronic water pump 13, a water heater 14, and a high-temperature heat exchanger 16.

[0136] Specifically, the automotive heater core 9 is an important component of the automotive heating system. Its working principle involves a blower drawing cold air into the heater core, heating it, and then delivering it into the vehicle through the vents, thus heating the air inside the vehicle and meeting the heating requirements of the passenger compartment. Furthermore, the interior heater core 9 and the interior evaporator 8 are housed within the air conditioning assembly 7. In one application scenario, such as during spring and autumn when ambient temperature and humidity are high and dehumidification of the passenger compartment is required, the interior evaporator 8 can cool and dehumidify the air and exchange heat with the high-temperature coolant inside the interior heater core 9 to meet the comfort requirements of the passenger compartment.

[0137] The first electronic water pump 13 enables the passenger compartment circuit to have a stable flow of coolant and plays a role in stabilizing and controlling the passenger compartment temperature.

[0138] The water heater 14 can be selectively turned on to heat the passenger cabin according to the user's heating needs. When the water heater 14 is not turned on, it only indicates the normal passage of coolant.

[0139] The high-temperature heat exchanger 16 allows the coolant to absorb ambient heat and transfer it to the passenger compartment.

[0140] Please see Figure 4 The electric drive and control circuit includes a second electronic water pump 17, a low-temperature heat exchanger 18, and an electric drive and control assembly 22.

[0141] The second electronic water pump 17 enables the electric drive and control circuit to have a stable flow of coolant and plays a role in stabilizing the temperature of the electric drive and control assembly 22.

[0142] The cryogenic heat exchanger 18 is used to exchange heat between the high-temperature coolant from the electric drive and control assembly 22 and the ambient air to obtain a cryogenic coolant.

[0143] The electric drive and control assembly 22 is an assembly of REDS (rear motor), CCU (electronic control unit), IPD (intelligent driving controller), and FEDS (front motor). REDS, CCU, and IPD are connected in series and then in parallel with FEDS. The electric drive and control assembly 22 can also be understood as a collection of electric drive and control electrical components. The specific configuration of the electric drive and control assembly 22 varies depending on the vehicle.

[0144] Please see Figure 5 The battery circuit is equipped with a third electronic water pump 19, a battery assembly 20 and a battery cooler 6, wherein the battery assembly 20 includes an ESS.

[0145] The third electronic water pump 19 enables the battery circuit to have a stable and flowable coolant flow rate and plays a role in stabilizing and controlling the temperature of the cells inside the battery assembly 20.

[0146] The battery pack 20 includes the power battery and the cells within the power battery, and is an important component supporting the range of electric vehicles.

[0147] The control piping system is equipped with a three-way valve 15 and a ten-way valve 12. The control piping system serves as a pipeline for carrying refrigerant and coolant to maintain the flow of refrigerant and coolant within the pipeline.

[0148] like Figure 6 As shown, the three-way valve 15 has a first interface, a second interface, and a third interface; the three-way valve 15 can specifically be a three-way proportional valve, a three-way proportional water valve, or a three-way regulating valve, which can control the flow direction of coolant according to the requirements of thermal management mode, or can divert coolant.

[0149] The first port of the three-way valve 15 is connected to the vehicle interior heater core 9, the second port of the three-way valve 15 is connected to the water heater 14, and the third port of the three-way valve 15 is connected to the high-temperature heat exchanger 16 and the ten-way valve 12.

[0150] like Figure 7 As shown, the ten-way valve 12 has a first port, a second port, a third port, a fourth port, a fifth port, a sixth port, a seventh port, an eighth port, a ninth port, and a tenth port;

[0151] The first port of the ten-way valve 12 is connected to the battery cooler 6; the second port of the ten-way valve 12 is connected to the battery cooler 6; the third port of the ten-way valve 12 is connected to the junction of the inlet of the first electronic water pump 13 and the outlet of the vehicle interior heater core 9; the fourth port of the ten-way valve 12 is connected to the junction of the third port of the three-way valve 15 and the inlet of the high-temperature heat exchanger 16; the fifth port of the ten-way valve 12 is connected to the high-temperature heat exchanger 16; the sixth port of the ten-way valve 12 is connected to the second electronic water pump 17; the seventh port of the ten-way valve 12 is connected to the junction of the outlet of the electric drive and control assembly 22 and the inlet of the low-temperature heat exchanger 18; the eighth port of the ten-way valve 12 is connected to the low-temperature heat exchanger 18; the ninth port of the ten-way valve 12 is connected to the third electronic water pump 19; and the tenth port of the ten-way valve 12 is connected to the battery assembly 20.

[0152] In one embodiment of this application, a temperature and pressure sensor is provided at one or more of the following locations:

[0153] The first temperature and pressure sensor 10 is located between the electric compressor 1 and the battery cooler 6, and is used to detect the temperature of the refrigerant flowing back to the electric compressor 1.

[0154] The second temperature and pressure sensor 11 is located between the electric compressor 1 and the water-cooled condenser 2, and is used to detect the temperature of the refrigerant flowing out of the electric compressor 1.

[0155] That is, the first temperature and pressure sensor 10 and the second temperature and pressure sensor 11 are used to obtain the temperature and pressure of the refrigerant in order to stably control the refrigerant circuit to support the heating or cooling of the passenger compartment, the battery assembly 20 and / or the electric drive and control assembly 22.

[0156] In this application, based on the working state of the ten-way valve 12, the simplified thermal management circuit of the electric vehicle to be protected by this application is divided into several thermal management modes, as detailed in the table below. Figure 8 As shown:

[0157] Thermal management mode 10-way valve working status circuit function use 10-way valve 12-port connection relationship First Management Model a Battery cooling, electric drive and electronic control cooling Summer extreme heat cooling & aggressive driving, spring and autumn cooling 10-2，9-1，6-8，5-3 Second Management Model b Battery cooling, electric drive and electronic control cooling Summer cooling and regular driving 10-2，9-1，8-3，6-5 Third Management Model c Passive cooling of electric drive, electronic control, and battery Spring and Autumn Heating 8-9, 10-2, 6-1 Fourth Management Model d air source heat pump Spring and Autumn Heating and Winter Heating 10-9, 2-7，1-4，5-6 Fifth Management Model e Electric drive and electronic control waste heat recovery heat pump Winter heating 10-9, 2-7, 6-1 Sixth Management Model f Battery heating motor waste heat recovery Battery & Passenger Cabin Heating 10-3, 3-4，4-9, 6-1, 2-7 Seventh Management Model g Combined with waste heat recovery or electric drive heating battery for electric drive and control Spring and Autumn Heating and Winter Heating 10-2, 9-7, 6-1 .

[0158] It should be noted that in one application scenario of this application, extremely high temperatures in summer can be defined as above 40℃, summer temperatures can be defined as 25℃-40℃, spring and autumn temperatures can be defined as 5℃-25℃, and winter temperatures can be defined as below 5℃. This also applies to aggressive driving situations such as rapid acceleration and deceleration, and normal driving situations such as relatively stable driving speeds. The determination of rapid acceleration, rapid deceleration, and stable driving speed can be based on the threshold range of vehicle acceleration; this is only provided as an example and is not intended to impose further limitations.

[0159] In one embodiment of this application, the ten-way valve 12 provides a corresponding first minimalist thermal management mode when it is in working state a;

[0160] like Figure 9 As shown, the loop representation of the first simplified thermal management mode includes:

[0161] The high-temperature, high-pressure refrigerant gas flowing out of the electric compressor 1 enters the water-cooled condenser 2 and exchanges heat with the coolant side of the water-cooled condenser 2. After the heat exchange and cooling, the high-temperature, high-pressure refrigerant gas becomes liquid refrigerant.

[0162] The liquid refrigerant continues to flow into the liquid storage and drying tank 3 and then splits into two streams:

[0163] The refrigerant passes through the first throttling device 4 and becomes a low-temperature, low-pressure two-phase refrigerant, which then enters the vehicle evaporator 8 to achieve cooling of the passenger compartment.

[0164] The refrigerant passes through the second throttling device 5 and becomes a low-temperature, low-pressure two-phase refrigerant, which then enters the battery cooler 6 to exchange heat with the coolant and cool the battery.

[0165] The refrigerant flowing out of the vehicle evaporator 8 and the refrigerant flowing out of the battery cooler 6 merge and flow back to the electric compressor 1, starting a new cycle;

[0166] The high-temperature coolant flowing from the water-cooled condenser 2, which exchanges heat with the refrigerant, flows through the water heater 14, the second port of the three-way valve 15, and the first port of the three-way valve 15 into the high-temperature heat exchanger 16. In the high-temperature heat exchanger 16, it exchanges heat with the ambient air to obtain cooled coolant. The cooled coolant then flows back to the water-cooled condenser 2 through the fifth port of the ten-way valve 12, the third port of the ten-way valve 12, and the first electronic water pump 13, where it continues to exchange heat with the high-temperature refrigerant, starting a new cycle.

[0167] The coolant flowing out of the battery cooler 6 is the cooled coolant obtained through heat exchange with the refrigerant side. This cooled coolant cools the battery via the first and ninth ports of the ten-way valve 12, the third electronic water pump 19, and the battery assembly 20. The coolant flowing out of the battery returns to the battery cooler 6 via the tenth and second ports of the ten-way valve 12, where it continues to exchange heat with the low-temperature refrigerant, starting a new cycle.

[0168] The high-temperature coolant flowing out of the electric drive and control assembly 22 exchanges heat with the ambient air through the low-temperature heat exchanger 18 before flowing out as low-temperature coolant, thus cooling the electric drive and control system. The low-temperature coolant then flows back to the electric drive and control assembly 22 through the 8th port and the 6th port of the 10-way valve 12, and the second electronic water pump 17, starting a new cycle.

[0169] Here, the first minimalist thermal management mode can achieve cooling of the passenger compartment, battery, and electric drive and control systems under extremely high summer temperatures and during intense summer driving.

[0170] In one embodiment of this application, when the temperature of the cells in the battery assembly 20 is lower than the cooling threshold, the second throttling device 5 is turned off; the refrigerant gas flowing out of the electric compressor 1 flows back to the electric compressor 1 through the water-cooled condenser 2, the liquid storage dryer 3, the first throttling device 4, and the vehicle evaporator 8.

[0171] Here, setting a cooling threshold can effectively differentiate the degree of battery cooling. When the cell temperature is below the cooling threshold, the refrigerant circuit does not need to intervene, which can reduce energy loss and save energy. This application does not limit the specific value of the cooling threshold; it can be selected according to the actual vehicle usage area and battery type. For example, the cooling threshold can be set to 38 degrees Celsius. When the battery temperature is below 38 degrees Celsius, the second throttling device 5 is closed, and battery cooling is achieved solely through the low-temperature heat exchanger 18.

[0172] In one embodiment of this application, as Figure 10 As shown, the loop representation of the first simplified thermal management mode also includes:

[0173] The high-temperature, high-pressure refrigerant gas flowing out of the electric compressor 1 enters the water-cooled condenser 2 and exchanges heat with the coolant side of the water-cooled condenser 2. After the heat exchange and cooling, the high-temperature, high-pressure refrigerant gas becomes liquid refrigerant.

[0174] After the liquid refrigerant continues to flow into the liquid storage and drying tank 3, it is throttled by the first throttling device 4 and becomes a low-temperature, low-pressure two-phase refrigerant before entering the vehicle evaporator 8. It exchanges heat with the high-temperature and high-humidity gas introduced by the vehicle's blower. The high-humidity air is cooled and condensed into small water droplets and discharged. The gas, cooled and dehumidified by the vehicle evaporator 8, exchanges heat again with the high-temperature coolant inside the vehicle's heater core 9 to reheat it and meet comfort requirements.

[0175] The refrigerant flowing out of the vehicle evaporator 8 and the refrigerant flowing out of the battery cooler 6 merge and flow back to the electric compressor 1, starting a new cycle;

[0176] The refrigerant passes through the second throttling device 5 and becomes a low-temperature, low-pressure two-phase refrigerant, which then enters the battery cooler 6 to exchange heat with the coolant and transfer the heat to the high-pressure side, thereby cooling the battery.

[0177] The refrigerant flowing out of the vehicle evaporator 8 and the refrigerant flowing out of the battery cooler 6 merge and flow back to the electric compressor 1, starting a new cycle;

[0178] The high-temperature coolant flowing from the water-cooled condenser 2, which exchanges heat with the refrigerant, is divided into two paths after passing through the water heater 14. One path flows through the second and first ports of the three-way valve 15, and exchanges heat with the ambient air in the high-temperature heat exchanger 16, then flows out after cooling. The cooled coolant flows out through the fifth and third ports of the ten-way valve 12. The other path flows through the vehicle interior heater core 9, exchanges heat with the low-temperature air cooled by the vehicle interior evaporator 8, and then flows out, merging with the coolant flowing out through the third port of the ten-way valve 12. It then flows back to the water-cooled condenser 2 via the first electronic water pump 13 to continue exchanging heat with the high-temperature refrigerant and begin a new cycle.

[0179] The coolant flowing out of the electric drive and control assembly 22 flows back to the electric drive and control assembly 22 via the cryogenic heat exchanger 18, the 8th port of the 10-way valve 12, the 6th port of the 10-way valve 12, and the second electronic water pump 17. The high-temperature coolant flowing out of the electric drive and control assembly 22 exchanges heat with the ambient air via the cryogenic heat exchanger 18 before flowing out as low-temperature coolant, thus cooling the electric drive and control assembly. The low-temperature coolant flows back to the electric drive and control assembly 22 via the 8th port of the 10-way valve 12, the 6th port of the 10-way valve 12, and the second electronic water pump 17, starting a new cycle.

[0180] Here, the first minimalist thermal management mode can also meet the dehumidification and cooling needs of the passenger cabin when the ambient temperature and humidity are relatively high in spring and autumn, and can also achieve cooling of the battery and electric drive and control systems.

[0181] In one embodiment of this application, the outlet air temperature of the in-vehicle heater core 9 is controlled by the opening degree of the three-way valve 15. When the in-vehicle outlet air temperature is within a first required range, more coolant in the three-way valve 15 is controlled to flow through the high-temperature heat exchanger for heat dissipation. When the in-vehicle outlet air temperature is within a second required range, more coolant in the three-way valve 15 is controlled to flow through the in-vehicle heater core 9 for heat dissipation. It should be noted that the division between the first and second required ranges of the in-vehicle outlet air temperature can be based on actual in-vehicle air dissipation requirements, and no specific temperature limit is imposed here. In one application scenario, the demand for air outlet temperature represented by the first demand range is weaker than the demand for air outlet temperature represented by the second demand range. The first demand range can be understood as follows: when the air outlet temperature requirement inside the vehicle is not high, for example, when the air outlet temperature inside the vehicle needs to be lower than 15°C, more coolant in the three-way valve 15 can be controlled to flow through the high-temperature heat exchanger for heat dissipation; however, when the air outlet temperature requirement inside the vehicle is higher than 15°C, more coolant in the three-way valve is controlled to flow through the vehicle interior heater core for heat dissipation.

[0182] In this way, different air outlet temperatures inside the vehicle can be achieved by adjusting the opening of the three-way valve 15 on the basis of the ten-way valve 12, which can fully meet the user's requirements for passenger cabin temperature.

[0183] In one embodiment of this application, if the battery requires cooling, the refrigerant gas flowing out of the electric compressor 1 is divided into two paths after passing through the water-cooled condenser 2 and the liquid storage drying tank 3. One path passes through the first throttling device 4 and flows out through the vehicle interior evaporator 8, while the other path passes through the second throttling device 5 and flows out through the battery cooler 6. The refrigerant flowing out through the vehicle interior evaporator 8 and the refrigerant flowing out through the battery cooler 6 merge and flow back to the electric compressor 1.

[0184] like Figure 11 As shown, if the battery has a cooling requirement, the second throttling device 5 and its related circuits in the refrigerant circuit can be reintegrated into the first minimal thermal management circuit to increase the active cooling of the battery.

[0185] In one embodiment of this application, the ten-way valve 12 provides a corresponding second minimalist thermal management mode when it is in working state b;

[0186] like Figure 12 As shown, the loop representation of the second minimalist thermal management mode includes:

[0187] The high-temperature, high-pressure refrigerant gas flowing out of the electric compressor 1 enters the water-cooled condenser 2 and exchanges heat with the coolant side of the water-cooled condenser 2. After the heat exchange and cooling, the high-temperature, high-pressure refrigerant gas becomes liquid refrigerant.

[0188] The liquid refrigerant continues to flow into the liquid storage and drying tank 3 and then splits into two streams:

[0189] The refrigerant passes through the first throttling device 4 and becomes a low-temperature, low-pressure two-phase refrigerant, which then enters the vehicle evaporator 8 to achieve cooling of the passenger compartment.

[0190] The refrigerant passes through the second throttling device 5 and becomes a low-temperature, low-pressure two-phase refrigerant, which then enters the battery cooler 6 to exchange heat with the coolant and cool the battery.

[0191] The refrigerant flowing out of the vehicle evaporator 8 and the refrigerant flowing out of the battery cooler 6 merge and flow back to the electric compressor 1, starting a new cycle;

[0192] The high-temperature coolant flowing from the water-cooled condenser 2, which exchanges heat with the refrigerant, flows through the water heater 14, the second port of the three-way valve 15, and the third port of the three-way valve 15 into the high-temperature heat exchanger 16. After undergoing one heat exchange and cooling process with the ambient air in the high-temperature heat exchanger, the coolant flows out through the fifth port of the ten-way valve 12, and the sixth port of the ten-way valve 12, through the second electronic water pump 17 into the electric drive and control assembly 22, where it cools the electric drive and control system. The coolant flowing out from the electric drive and control system enters the low-temperature heat exchanger 18, exchanges heat with the ambient air, and then flows out through the eighth port of the ten-way valve 12, the third port of the ten-way valve 12, and the first electronic water pump 13 back to the water-cooled condenser 2, where it continues to exchange heat with the high-temperature refrigerant, starting a new cycle.

[0193] The coolant flowing out of the battery cooler 6 is the cooled coolant obtained by heat exchange with the refrigerant side. The cooled coolant enters the battery assembly 20 through the first port of the ten-way valve 12, the ninth port of the ten-way valve 12, and the third electronic water pump 19 to cool the battery. The coolant coming out of the battery flows back to the battery cooler 6 through the ten-way valve 12, the second port of the ten-way valve 12, and continues to exchange heat with the low-temperature refrigerant, starting a new cycle.

[0194] Please continue to refer to this. Figure 8 When the ten-way valve 12 is in working state b, the 7th port of the ten-way valve 12 and the 4th port of the ten-way valve 12 can be replaced by a multi-way valve such as an eight-way valve that can realize a loop function in one application scenario, and it still belongs to the content to be protected by this application.

[0195] Here, the second simplified thermal management mode enables cooling of the passenger compartment, battery, and electric drive and control systems under high summer temperatures or normal summer driving conditions. Compared to the first simplified thermal management mode, this mode reduces air conditioning energy consumption and improves the cooling speed of the passenger compartment. In an exceptional case, when the coolant temperature at the outlet of the second electronic water pump 17 is higher than the inlet coolant temperature threshold of the electric drive and control systems, the ten-way valve 12 switches from operating state b to operating state a to meet the cooling requirements of the electric drive and control systems.

[0196] In one embodiment of this application, referring to the first minimalist thermal management mode, when the temperature of the cells in the battery pack 20 is lower than the cooling threshold, the second throttling device 5 is turned off; the refrigerant gas flowing out of the electric compressor 1 flows back to the electric compressor 1 through the water-cooled condenser 2, the liquid storage tank, the first throttling device 4, and the vehicle evaporator 8.

[0197] Setting a cooling threshold can effectively differentiate the degree of battery cooling. When the cell temperature is below the cooling threshold, the refrigerant circuit does not need to intervene, which can reduce energy loss and reduce air conditioning energy consumption.

[0198] In one embodiment of this application, as Figure 13 As shown, when the ten-way valve 12 is in working state c, it provides the corresponding third-level simplified thermal management mode;

[0199] The high-temperature, high-pressure refrigerant gas flowing out of the electric compressor 1 enters the water-cooled condenser 2 and exchanges heat with the coolant side of the water-cooled condenser 2. After being cooled by the heat exchange, the high-temperature, high-pressure refrigerant gas becomes liquid refrigerant. The liquid refrigerant continues to flow into the liquid receiver-drier 3, and after being throttled by the first throttling device 4, it becomes a low-temperature, low-pressure two-phase refrigerant and enters the vehicle interior evaporator 8. The low-temperature, low-pressure refrigerant flowing out of the vehicle interior evaporator 8 enters the electric compressor 1, starting a new cycle.

[0200] The high-temperature coolant flowing out of the water-cooled condenser 2 and exchanging heat with the refrigerant side flows through the water heater 14, through the second port of the three-way valve 15, the first port of the three-way valve 15, the in-vehicle heater core 9, and the first electronic water pump 13 back to the water-cooled condenser 2.

[0201] The coolant flowing out of the battery cooler 6 flows back to the battery cooler 6 through the first port of the ten-way valve 12, the sixth port of the ten-way valve 12, the second electronic water pump 17, the electric drive and control assembly 22, the low-temperature heat exchanger 18, the eighth port of the ten-way valve 12, the ninth port of the ten-way valve 12, the third electronic water pump 19, the battery assembly 20, the ten-way valve 12, the ten-way valve 12, and the second port of the ten-way valve 12, thus completing the passive cooling of the battery.

[0202] Here, the battery assembly 20 and the electric drive and control assembly 22 are cooled by the low-temperature heat exchanger 18 through the third minimalist thermal management mode, which can achieve passive cooling of the battery and electric drive and control in spring and autumn environments.

[0203] In one embodiment of this application, the ten-way valve 12 provides a corresponding fourth simplified thermal management mode when it is in working state d;

[0204] like Figure 14 As shown, the loop representation of the fourth minimalist thermal management mode includes:

[0205] The high-temperature, high-pressure refrigerant gas flowing out of the electric compressor 1 enters the water-cooled condenser 2 and exchanges heat with the coolant side of the water-cooled condenser 2. After the heat exchange and cooling, the high-temperature, high-pressure refrigerant gas becomes liquid refrigerant.

[0206] The liquid refrigerant continues to flow into the liquid storage and drying tank 3 and then splits into two streams:

[0207] The refrigerant passes through the first throttling device 4 and becomes a low-temperature, low-pressure two-phase refrigerant, which then enters the vehicle evaporator 8. It exchanges heat with the low-temperature, high-humidity gas introduced by the vehicle's blower. The high-humidity air is cooled and condensed into small water droplets and discharged. The gas, which has been cooled and dehumidified by the vehicle evaporator 8, exchanges heat again with the high-temperature coolant inside the vehicle's heater core 9 to reheat it and meet comfort requirements.

[0208] The refrigerant passes through the second throttling device 5 and becomes a low-temperature, low-pressure two-phase refrigerant, which then enters the battery cooler 6 to exchange heat with the coolant and transfer the heat to the high-pressure side, thus realizing an air source heat pump.

[0209] The refrigerant flowing out of the vehicle evaporator 8 and the refrigerant flowing out of the battery cooler 6 merge and flow back to the electric compressor 1, starting a new cycle;

[0210] The high-temperature coolant flowing out of the water-cooled condenser 2 and exchanging heat with the refrigerant flows through the water heater 14, through the second port of the three-way valve 15, and through the first port of the three-way valve 15 into the vehicle interior heater core 9. After exchanging heat with the low-temperature air cooled by the vehicle interior evaporator 8, it flows out and flows back to the water-cooled condenser 2 through the first electronic water pump 13, where it continues to exchange heat with the high-temperature refrigerant and begins a new cycle.

[0211] The coolant flowing out of the battery cooler 6 is the cooled coolant obtained by heat exchange with the refrigerant side. The cooled coolant enters the high-temperature heat exchanger 16 through the first port and the fourth port of the ten-way valve 12 to exchange heat with the ambient air and absorb heat from the air. The cooled coolant then flows through the fifth port and the sixth port of the ten-way valve 12, through the second electronic water pump 17, into the electric drive and control assembly 22, and then flows back to the battery cooler 6 through the seventh port and the second port of the ten-way valve 12, where it continues to exchange heat with the low-temperature refrigerant and begins a new cycle.

[0212] The coolant flowing out of the battery assembly 20 returns to the battery assembly 20 via the 10th port and the 9th port of the 10-way valve 12, and the third electronic water pump 19. It should be noted that this method creates a self-circulating temperature equalization mode among the battery assembly 20, the third electronic water pump 19, and the 10-way valve 12 in the battery circuit, ensuring stable and normal operation of the battery cells and reducing vehicle energy consumption.

[0213] Here, through the fourth minimalist thermal management mode, when the ambient temperature is low and the ambient humidity is high in spring and autumn, the coolant can absorb ambient heat through the high-temperature heat exchanger 16 to heat the passenger compartment, and the refrigerant circuit can dehumidify the passenger compartment. In addition, it can also achieve battery self-circulation temperature equalization and electric drive and electronic control cooling effects. In one application scenario, when the battery has passive heat dissipation requirements, the ten-way valve 12 can switch from operating state d to operating state c, and the battery assembly 20 and the electric drive and electronic control assembly 22 can be cooled through the low-temperature heat exchanger 18.

[0214] In one embodiment of this application, as Figure 15 As shown, the loop representation of the fourth simplified thermal management mode also includes:

[0215] The high-temperature, high-pressure refrigerant gas flowing from the electric compressor 1 enters the water-cooled condenser 2 and exchanges heat with the coolant side of the water-cooled condenser 2. After being cooled by the heat exchange, the high-temperature, high-pressure refrigerant gas becomes a liquid refrigerant. The liquid refrigerant continues to flow into the liquid storage and drying tank 3, and then is throttled by the second throttling device 5 to become a low-temperature, low-pressure two-phase refrigerant. It then enters the battery cooler 6, exchanges heat with the coolant to transfer the heat to the high-pressure side, and then enters the electric compressor 1 to start a new cycle.

[0216] The high-temperature coolant flowing out of the water-cooled condenser 2 and exchanging heat with the refrigerant flows through the water heater 14, through the second port of the three-way valve 15, through the first port of the three-way valve 15, into the vehicle interior heater core 9 to heat the low-temperature air and send it into the passenger compartment, and then flows back to the water-cooled condenser 2 through the first electronic water pump 13, and continues to exchange heat with the high-temperature refrigerant to start a new cycle.

[0217] The coolant flowing out of the battery cooler 6 is the cooled coolant obtained by heat exchange with the refrigerant side. The cooled coolant enters the high-temperature heat exchanger 16 through the first port and the fourth port of the ten-way valve 12 to exchange heat with the ambient air and absorb heat from the air. The cooled coolant then flows through the fifth port and the sixth port of the ten-way valve 12, through the second electronic water pump 17, into the electric drive and control assembly 22, and then flows back to the battery cooler 6 through the seventh port and the second port of the ten-way valve 12, where it continues to exchange heat with the low-temperature refrigerant and begins a new cycle.

[0218] The coolant flowing out of the battery assembly 20 returns to the battery assembly 20 via the 10th port and the 9th port of the 10-way valve 12, and the third electronic water pump 19. It should be noted that this method creates a self-circulating temperature equalization mode among the battery assembly 20, the third electronic water pump 19, and the 10-way valve 12 in the battery circuit, ensuring stable and normal operation of the battery cells and reducing vehicle energy consumption.

[0219] Here, through the fourth minimalist thermal management mode, when the ambient temperature is low and the ambient humidity is high in spring and autumn, the coolant can absorb ambient heat through the high-temperature heat exchanger 16 to heat the passenger cabin, and dehumidify the passenger cabin through the refrigerant circuit. In addition, it can also achieve battery self-circulation temperature equalization and electric drive and electronic control cooling effects.

[0220] Here, the fourth minimalist thermal management mode can also meet the heating needs of the passenger cabin when the ambient temperature is low in winter.

[0221] In one embodiment of this application, the ten-way valve 12 provides a corresponding fifth-level simplified thermal management mode when it is in working state e.

[0222] like Figure 16 As shown, the loop representation of the fifth simplified thermal management mode includes:

[0223] The high-temperature, high-pressure refrigerant gas flowing out of the electric compressor 1 enters the water-cooled condenser 2 and exchanges heat with the coolant side of the water-cooled condenser 2. After the heat exchange and cooling, the high-temperature, high-pressure refrigerant gas becomes liquid refrigerant.

[0224] The liquid refrigerant continues to flow into the liquid storage and drying tank 3 and then splits into two streams:

[0225] The refrigerant passes through the first throttling device 4 and becomes a low-temperature, low-pressure two-phase refrigerant before entering the vehicle evaporator 8. It exchanges heat with the low-temperature, high-humidity gas introduced by the vehicle's blower. The high-humidity air is cooled and condensed into small water droplets and discharged. The gas, cooled and dehumidified by the vehicle evaporator 8, exchanges heat again with the high-temperature coolant inside the vehicle's heater core 9 to reheat it and meet comfort requirements.

[0226] The refrigerant passes through the second throttling device 5 and becomes a low-temperature, low-pressure two-phase refrigerant, which then enters the battery cooler 6 to exchange heat with the coolant and transfer the heat to the high-pressure side, thus realizing the recovery of waste heat from electric drive and electronic control.

[0227] The refrigerant flowing out of the vehicle evaporator 8 and the refrigerant flowing out of the battery cooler 6 merge and flow back to the electric compressor 1, starting a new cycle;

[0228] The high-temperature coolant flowing out of the water-cooled condenser 2 and exchanging heat with the refrigerant flows through the water heater 14, through the second port of the three-way valve 15, and through the first port of the three-way valve 15 into the vehicle interior heater core 9. After exchanging heat with the low-temperature air cooled by the vehicle interior evaporator 8, it flows out and flows back to the water-cooled condenser 2 through the first electronic water pump 13, where it continues to exchange heat with the high-temperature refrigerant and begins a new cycle.

[0229] The coolant flowing out of the battery cooler 6 flows back to the battery cooler 6 through the first port of the ten-way valve 12, the sixth port of the ten-way valve 12, the second electronic water pump 17, the electric drive and control assembly 22, the seventh port of the ten-way valve 12, and the second port of the ten-way valve 12.

[0230] The coolant flowing out of the battery assembly 20 returns to the battery assembly 20 via the 10th port and the 9th port of the 10-way valve 12, and the third electronic water pump 19. It should be noted that this method creates a self-circulating temperature equalization mode among the battery assembly 20, the third electronic water pump 19, and the 10-way valve 12 in the battery circuit, ensuring stable and normal operation of the battery cells and reducing vehicle energy consumption.

[0231] Here, through the fifth minimalist thermal management mode, when the ambient temperature is low and the ambient humidity is high in spring and autumn, the coolant can absorb the waste heat of the electric drive, electronic control and electronic devices through the battery cooler 6 to heat the passenger cabin, and dehumidify the passenger cabin through the refrigerant circuit. In addition, the battery can also achieve self-circulation temperature equalization.

[0232] In one application scenario, when the coolant temperature at the outlet of the second electronic water pump 17 is lower than the ambient temperature plus a threshold, the ten-way valve 12 can switch from operating state e to operating state d to achieve air source heat pump mode. The threshold can be adjusted according to actual thermal management needs and is not subject to excessive restrictions here.

[0233] In one embodiment of this application, as Figure 17 As shown, the loop representation of the fifth simplified thermal management mode also includes:

[0234] The high-temperature, high-pressure refrigerant gas flowing from the electric compressor 1 enters the water-cooled condenser 2 and exchanges heat with the coolant side of the water-cooled condenser 2. After being cooled by the heat exchange, the high-temperature, high-pressure refrigerant gas becomes a liquid refrigerant. The liquid refrigerant continues to flow into the liquid storage and drying tank 3, and then is throttled by the second throttling device 5 to become a low-temperature, low-pressure two-phase refrigerant. It then enters the battery cooler 6, exchanges heat with the coolant to transfer the heat to the high-pressure side, and then enters the electric compressor 1 to start a new cycle.

[0235] The high-temperature coolant flowing out of the water-cooled condenser 2 and exchanging heat with the refrigerant flows through the water heater 14, through the second port of the three-way valve 15, and through the first port of the three-way valve 15 into the vehicle interior heater core 9 to heat the low-temperature air. The coolant after heat exchange and cooling flows out and flows back to the water-cooled condenser 2 through the first electronic water pump 13, and continues to exchange heat with the high-temperature refrigerant to start a new cycle.

[0236] The coolant flowing out of the battery cooler 6 flows back to the battery cooler 6 through the first port of the ten-way valve 12, the sixth port of the ten-way valve 12, the second electronic water pump 17, the electric drive and control assembly 22, the seventh port of the ten-way valve 12, and the second port of the ten-way valve 12.

[0237] The coolant flowing out of the battery assembly 20 returns to the battery assembly 20 via the 10th port and the 9th port of the 10-way valve 12, and the third electronic water pump 19. It should be noted that this method creates a self-circulating temperature equalization mode among the battery assembly 20, the third electronic water pump 19, and the 10-way valve 12 in the battery circuit, ensuring stable and normal operation of the battery cells and reducing vehicle energy consumption.

[0238] Here, the fifth minimalist thermal management mode can meet the heating needs of the passenger cabin in winter. The coolant absorbs the waste heat from the electric drive, electronic control and electronic devices through the battery cooler 6 and heats the passenger cabin. In addition, the battery can also achieve self-circulation and temperature equalization.

[0239] In one application scenario, when the coolant temperature at the outlet of the second electronic water pump 17 is lower than the ambient temperature plus a threshold, the ten-way valve 12 can switch from operating state e to operating state d to achieve air source heat pump mode. The threshold can be adjusted according to actual thermal management needs and is not subject to excessive restrictions here.

[0240] If the blower outlet air temperature is insufficient, the water heater 14 can be turned on for supplemental heating. The threshold value can be adjusted according to actual thermal management needs, and no further restrictions are imposed here.

[0241] In one embodiment of this application, the ten-way valve 12 provides a corresponding sixth simplified thermal management mode when it is in working state f;

[0242] like Figure 18 As shown, the loop representation of the sixth simplified thermal management mode includes:

[0243] The high-temperature, high-pressure refrigerant gas flowing from the electric compressor 1 enters the water-cooled condenser 2 and exchanges heat with the coolant side of the water-cooled condenser 2. After being cooled by the heat exchange, the high-temperature, high-pressure refrigerant gas becomes a liquid refrigerant. The liquid refrigerant continues to flow into the liquid storage and drying tank 3, and then is throttled by the second throttling device 5 to become a low-temperature, low-pressure two-phase refrigerant. It then enters the battery cooler 6, exchanges heat with the coolant to transfer the heat to the high-pressure side, and then enters the electric compressor 1 to start a new cycle.

[0244] The coolant flowing out of the water-cooled condenser 2 is divided into two paths after passing through the water heater 14. One path flows out through the second and third ports of the three-way valve 15, the fourth and ninth ports of the ten-way valve 12, the third electronic water pump 19, the battery assembly 20, the tenth and third ports of the ten-way valve 12; the other path flows out through the second and first ports of the three-way valve 15 and the interior heater core 9. The coolant flowing out through the third port of the ten-way valve 12 and the coolant flowing out through the interior heater core 9 merge and flow back to the water-cooled condenser 2 via the first electronic water pump 13.

[0245] In addition to merging the coolant flowing out of the battery assembly 20 through the third port of the ten-way valve 12 and the coolant flowing out of the vehicle heater core 9, the coolant flowing out of the battery assembly 20 also flows back to the battery assembly 20 through the fourth port of the ten-way valve 12, the ninth port of the ten-way valve 12, and the third electronic water pump 19, so that the battery circuit forms a small circulation for temperature regulation.

[0246] The cooled liquid that flows out of the battery cooler 6 and exchanges heat with the refrigerant side passes through the first port of the ten-way valve 12, the sixth port of the ten-way valve 12, and then enters the electric drive and control assembly 22 via the second electronic water pump 17 to absorb residual heat. After that, it passes through the seventh port of the ten-way valve 12, the second port of the ten-way valve 12, and then enters the battery cooler 6 to exchange heat with the low-temperature refrigerant, starting a new cycle.

[0247] In the sixth simplified thermal management mode, the water heater 14 is activated, which can be used in scenarios where both the battery and passenger compartment require heating, and can also achieve waste heat recovery from the electric drive and electronic control system. In some application scenarios, such as when the ambient temperature is extremely low, the electric compressor 1 is turned off, and the in-vehicle heater core 9 is heated by the water heater 14. The coolant forms a heating cycle through the water-cooled condenser 2, the water heater 14, the second port of the three-way valve 15, the first port of the three-way valve 15, and the first electronic water pump 13 to heat the passenger compartment. At this time, the ten-way water valve can operate in the following states: e: electric drive and electronic control heat storage, battery self-circulation; f: battery heating simultaneously, electric drive and electronic control heat storage; g: electric drive and electronic control battery heating.

[0248] In one embodiment of this application, the simplified thermal management system may further include a one-way water valve 21, the inlet of which is connected to the third port of the ten-way valve 12, and the outlet of which is connected to the fourth port of the ten-way valve 12. The one-way water valve 21 is used to realize one-way flow between the third port and the fourth port of the ten-way valve 12.

[0249] like Figure 19 As shown, the loop representation of the sixth simplified thermal management mode also includes:

[0250] The refrigerant gas flowing out of the electric compressor 1 flows back to the electric compressor 1 through the water-cooled condenser 2, the liquid storage tank, the second throttling device 5, and the battery cooler 6;

[0251] The coolant flowing out of the water-cooled condenser 2 is divided into two paths after passing through the water heater 14. One path flows out through the second and third ports of the three-way valve 15, the fourth and ninth ports of the ten-way valve 12, the third electronic water pump 19, the battery assembly 20, the tenth and third ports of the ten-way valve 12; the other path flows out through the second and first ports of the three-way valve 15 and the interior heater core 9. The coolant flowing out through the third port of the ten-way valve 12 and the coolant flowing out through the interior heater core 9 merge and flow back to the water-cooled condenser 2 via the first electronic water pump 13.

[0252] In addition to the coolant flowing out of the battery assembly 20 through the third port of the ten-way valve 12 and the coolant flowing out of the vehicle heater core 9, the coolant flowing out of the battery assembly 20 also flows back to the battery assembly 20 through the one-way water valve 21, the fourth port of the ten-way valve 12, the ninth port of the ten-way valve 12, and the third electronic water pump 19.

[0253] This method can be used in the sixth simplified thermal management mode where the ten-way valve 12 cannot achieve the mixing mode, that is, when the third and fourth ports of the ten-way valve 12 are connected. Figure 18 Based on this, add a one-way water valve 21 and two three-way water interfaces to achieve the same function.

[0254] In one embodiment of this application, the ten-way valve 12 provides a corresponding seventh simplified thermal management mode when it is in working state g.

[0255] like Figure 20 As shown, the loop representation of the seventh simplified thermal management mode includes:

[0256] The refrigerant gas flowing out of the electric compressor 1 flows back to the electric compressor 1 through the water-cooled condenser 2, the liquid storage tank, the second throttling device 5, and the battery cooler 6;

[0257] The coolant flowing out of the water-cooled condenser 2 flows back to the water-cooled condenser 2 via the water heater 14, the second port of the three-way valve 15, the first port of the three-way valve 15, the in-vehicle heater core 9, and the first electronic water pump 13.

[0258] The coolant flowing out of the battery cooler 6 flows back to the battery cooler 6 via the first port of the ten-way valve 12, the sixth port of the ten-way valve 12, the second electronic water pump 17, the electric drive and control assembly 22, the seventh port of the ten-way valve 12, the ninth port of the ten-way valve 12, the third electronic water pump 19, the battery assembly 20, the tenth port of the ten-way valve 12, and the second port of the ten-way valve 12.

[0259] Here, the seventh minimalist thermal management mode can be used for passenger cabin heating in spring and autumn and winter heating, and can also be used for electrically driven and electrically controlled heating batteries.

[0260] A third aspect of this application provides a control method for a simplified thermal management system for an electric vehicle. The simplified thermal management system includes a refrigerant circuit and is equipped with an electric compressor 1, a water-cooled condenser 2, a liquid storage tank, a first throttling device 4, a second throttling device 5, a battery cooler 6, and an in-vehicle evaporator 8.

[0261] The passenger compartment circuit is equipped with an in-vehicle heating core 9, a first electronic water pump 13, a water heater 14, and a high-temperature heat exchanger 16.

[0262] The electric drive and control circuit includes a second electronic water pump 17, a low-temperature heat exchanger 18, and an electric drive and control assembly 22.

[0263] The battery circuit includes a third electronic water pump 19 and a battery assembly 20.

[0264] The control piping system is equipped with a three-way valve 15 and a ten-way valve 12;

[0265] The control method couples the refrigerant circuit, the passenger compartment circuit, the electric drive and control circuit, and the battery circuit based on the three-way valve 15 and the ten-way valve 12, so that the electric vehicle simplified thermal management system provides corresponding thermal management modes when the ten-way valve 12 is in different working states.

[0266] This control method allows for the coupling and utilization of the refrigerant circuit, the passenger compartment circuit, the electric drive and control circuit, and the battery circuit, maximizing system energy efficiency. It can also enhance the driving range in low-temperature winter environments. By integrating the functions of valves such as the ten-way valve, the number of thermal management components and pipelines in the car can be reduced, which is more conducive to the layout and aesthetics of the car, especially the front compartment.

[0267] This application proposes an electric vehicle, comprising:

[0268] Passenger cabin;

[0269] The powertrain system; and a simplified thermal management system for electric vehicles, the simplified thermal management system comprising:

[0270] The refrigerant circuit includes an electric compressor 1, a water-cooled condenser 2, a liquid receiver tank, a first throttling device 4, a second throttling device 5, a battery cooler 6, and an in-vehicle evaporator 8.

[0271] The passenger compartment circuit is equipped with an in-vehicle heating core 9, a first electronic water pump 13, a water heater 14, and a high-temperature heat exchanger 16.

[0272] The electric drive and control circuit includes a second electronic water pump 17, a low-temperature heat exchanger 18, and an electric drive and control assembly 22.

[0273] The battery circuit includes a third electronic water pump 19 and a battery assembly 20.

[0274] The control piping system is equipped with a three-way valve 15 and a ten-way valve 12;

[0275] The three-way valve 15 and the ten-way valve 12 couple the refrigerant circuit, the passenger compartment circuit, the electric drive and control circuit, and the battery circuit to form the electric vehicle simplified thermal management system to provide corresponding thermal management modes when the ten-way valve 12 is in different working states.

[0276] This application can provide a simplified thermal management model for electric vehicles, which is beneficial for improving the range of electric vehicles in winter, cooling the passenger compartment in summer, dehumidifying in spring and autumn, and utilizing ambient temperature, battery temperature, and electric drive and control temperature. It can also realize functions such as electric drive and control waste heat recovery, electric drive and control battery combined waste heat recovery, and electric drive and control battery heating.

[0277] This document has generally described the systems and methods in detail to aid in understanding the invention. Furthermore, various specific details have been set forth to provide a general understanding of embodiments of the invention. However, those skilled in the art will recognize that embodiments of the invention can be practiced without one or more specific details, or using other means, systems, accessories, methods, components, materials, parts, etc. In other instances, well-known structures, materials, and / or operations have not been specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention.

[0278] Therefore, although the invention has been described herein with reference to specific embodiments thereof, freedom of modification, various changes and substitutions are also within the scope of the foregoing disclosure, and it should be understood that in some cases, certain features of the invention may be adopted without departing from the scope and spirit of the invention and without corresponding use of other features. Thus, many modifications can be made to adapt a particular environment or material to the essential scope and spirit of the invention. The invention is not intended to be limited to the specific terminology used in the claims and / or the specific embodiments disclosed as the best mode contemplated for carrying out the invention, but the invention will include any and all embodiments and equivalents falling within the scope of the appended claims.

Claims

1. A simplified thermal management system for electric vehicles, characterized in that, include: The refrigerant circuit includes an electric compressor, a water-cooled condenser, a liquid receiver, a first throttling device, a second throttling device, a battery cooler, and an in-vehicle evaporator. The passenger compartment circuit is equipped with an in-vehicle heating core, a first electronic water pump, a water heater, and a high-temperature heat exchanger. The electric drive and control circuit is equipped with a second electronic water pump, a low-temperature heat exchanger, and an electric drive and control assembly. The battery circuit includes a third electronic water pump and a battery assembly. The control piping system includes a three-way valve and a ten-way valve. The first port of the three-way valve is connected to the vehicle's interior heater core; the second port is connected to the water heater; and the third port is connected to the high-temperature heat exchanger and the ten-way valve. The first port of the ten-way valve is connected to the battery cooler; the second port is also connected to the battery cooler; and the third port is connected to the junction of the inlet of the first electronic water pump and the outlet of the vehicle's interior heater core. The fourth port of the ten-way valve... The 3rd port of the three-way valve is connected to the junction of the inlet of the high-temperature heat exchanger; the 5th port of the ten-way valve is connected to the high-temperature heat exchanger; the 6th port of the ten-way valve is connected to the second electronic water pump; the 7th port of the ten-way valve is connected to the junction of the outlet of the electric drive and control assembly and the inlet of the low-temperature heat exchanger; the 8th port of the ten-way valve is connected to the low-temperature heat exchanger; the 9th port of the ten-way valve is connected to the third electronic water pump; and the 10th port of the ten-way valve is connected to the battery assembly. The three-way valve and the ten-way valve couple the refrigerant circuit, the passenger compartment circuit, the electric drive and control circuit, and the battery circuit to form the simplified thermal management system for electric vehicles, providing corresponding thermal management modes when the ten-way valve is in different operating states; wherein: When the ten-way valve is in working state b, it provides a corresponding second simplified thermal management mode; the loop representation of the second simplified thermal management mode includes: The refrigerant gas flowing from the electric compressor is divided into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle evaporator, while the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor. The coolant flowing from the water-cooled condenser flows through the water heater, the second port of the three-way valve, the third port of the three-way valve, the high-temperature heat exchanger, the fifth port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the low-temperature heat exchanger, the eighth port of the ten-way valve, the third port of the ten-way valve, and the first electronic water pump back to the water-cooled condenser. The coolant flowing from the battery cooler flows through the first port of the ten-way valve, the ninth port of the ten-way valve, the third electronic water pump, the battery assembly, the ten-way valve, the ten-way valve, and the second port of the ten-way valve back to the battery cooler. When the ten-way valve is in working state d, it provides a corresponding fourth-pole simplified thermal management mode; the loop representation of the fourth-pole simplified thermal management mode includes: The refrigerant gas flowing from the electric compressor is split into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle interior evaporator, while the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle interior evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor. The coolant flowing from the water-cooled condenser passes through the water heater, the second port of the three-way valve, the first port of the three-way valve, the vehicle interior heater core, and the first electric compressor. The coolant flowing from the battery cooler returns to the water-cooled condenser via the first port of the ten-way valve, the fourth port of the ten-way valve, the high-temperature heat exchanger, the fifth port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, and the second port of the ten-way valve; the coolant flowing from the battery assembly returns to the battery assembly via the tenth port of the ten-way valve, the ninth port of the ten-way valve, and the third electronic water pump.

2. The simplified thermal management system for electric vehicles according to claim 1, characterized in that, include: When the ten-way valve is in working state a, it provides the corresponding first minimalist thermal management mode; The loop representation of the first simplified thermal management mode includes: The refrigerant gas flowing out of the electric compressor is divided into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle interior evaporator, while the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle interior evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor. The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the high-temperature heat exchanger, the fifth port of the ten-way valve, the third port of the ten-way valve, and the first electronic water pump. The coolant flowing out of the battery cooler flows back to the battery cooler through the first port of the ten-way valve, the ninth port of the ten-way valve, the third electronic water pump, the battery assembly, the ten-way valve, the ten-way valve, and the second port of the ten-way valve. The coolant flowing out of the electric drive and control assembly flows back to the electric drive and control assembly via the low-temperature heat exchanger, the 8th port of the 10-way valve, the 6th port of the 10-way valve, and the second electronic water pump.

3. The simplified thermal management system for electric vehicles according to claim 1, characterized in that, include: When the ten-way valve is in working state c, it provides the corresponding third-level simplified thermal management mode; The refrigerant gas flowing out of the electric compressor flows back to the electric compressor via the water-cooled condenser, the liquid storage tank, the first throttling device, and the vehicle evaporator; The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the in-vehicle heater core, and the first electronic water pump. The coolant flowing out of the battery cooler flows back to the battery cooler via the first port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the low-temperature heat exchanger, the eighth port of the ten-way valve, the ninth port of the ten-way valve, the third electronic water pump, the battery assembly, the tenth port of the ten-way valve, and the second port of the ten-way valve.

4. The simplified thermal management system for electric vehicles according to claim 1, characterized in that, include: When the ten-way valve is in working state e, it provides the corresponding fifth simplified thermal management mode; The loop representation of the fifth minimalist thermal management mode includes: The refrigerant gas flowing out of the electric compressor is divided into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle interior evaporator, while the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle interior evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor. The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the in-vehicle heater core, and the first electronic water pump. The coolant flowing out of the battery cooler flows back to the battery cooler via the first port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, and the second port of the ten-way valve. The coolant flowing out of the battery assembly flows back to the battery assembly via the 10th port of the 10-way valve, the 9th port of the 10-way valve, and the third electronic water pump.

5. The simplified thermal management system for electric vehicles according to claim 1, characterized in that, include: When the ten-way valve is in working state f, it provides the corresponding sixth simplified thermal management mode; The loop representation of the sixth minimalist thermal management mode includes: The refrigerant gas flowing out of the electric compressor flows back to the electric compressor via the water-cooled condenser, the liquid storage tank, the second throttling device, and the battery cooler; The coolant flowing out of the water-cooled condenser is divided into two paths after passing through the water heater. One path flows out through the second and third ports of the three-way valve, the fourth and ninth ports of the ten-way valve, the third electronic water pump, the battery assembly, the tenth port of the ten-way valve, and the third port of the ten-way valve. The other path flows out through the second and first ports of the three-way valve and the interior heater core. The coolant flowing out through the third port of the ten-way valve and the coolant flowing out through the interior heater core merge and flow back to the water-cooled condenser via the first electronic water pump. The coolant flowing out of the battery cooler flows back to the battery cooler through the first port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, and the second port of the ten-way valve. In addition to the coolant flowing out of the battery assembly through the third port of the ten-way valve and the coolant flowing out of the vehicle heater core, the coolant flowing out of the battery assembly also flows back to the battery assembly through the fourth port of the ten-way valve, the ninth port of the ten-way valve, and the third electronic water pump.

6. The simplified thermal management system for electric vehicles according to claim 1, characterized in that, include: When the ten-way valve is in working state g, it provides the corresponding seventh simplified thermal management mode; The loop representation of the seventh minimalist thermal management mode includes: The refrigerant gas flowing out of the electric compressor flows back to the electric compressor via the water-cooled condenser, the liquid storage tank, the second throttling device, and the battery cooler; The coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the water heater, the second port of the three-way valve, the first port of the three-way valve, the in-vehicle heater core, and the first electronic water pump. The coolant flowing out of the battery cooler flows back to the battery cooler via the first port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, the ninth port of the ten-way valve, the third electronic water pump, the battery assembly, the tenth port of the ten-way valve, and the second port of the ten-way valve.

7. The simplified thermal management system for electric vehicles according to claim 1, characterized in that, Temperature and pressure sensors are installed in one or more of the following locations, including: A first temperature and pressure sensor is located between the electric compressor and the battery cooler; The second temperature and pressure sensor is located between the electric compressor and the water-cooled condenser.

8. A control method for a simplified thermal management system for electric vehicles, characterized in that, The simplified thermal management system includes a refrigerant circuit and is equipped with an electric compressor, a water-cooled condenser, a liquid receiver, a first throttling device, a second throttling device, a battery cooler, and an in-vehicle evaporator. The passenger compartment circuit is equipped with an in-vehicle heating core, a first electronic water pump, a water heater, and a high-temperature heat exchanger. The electric drive and control circuit is equipped with a second electronic water pump, a low-temperature heat exchanger, and an electric drive and control assembly. The battery circuit includes a third electronic water pump and a battery assembly. The control piping system includes a three-way valve and a ten-way valve. The first port of the three-way valve is connected to the vehicle's interior heater core; the second port is connected to the water heater; and the third port is connected to the high-temperature heat exchanger and the ten-way valve. The first port of the ten-way valve is connected to the battery cooler; the second port is also connected to the battery cooler; and the third port is connected to the junction of the inlet of the first electronic water pump and the outlet of the vehicle's interior heater core. The fourth port of the ten-way valve... The 3rd port of the three-way valve is connected to the junction of the inlet of the high-temperature heat exchanger; the 5th port of the ten-way valve is connected to the high-temperature heat exchanger; the 6th port of the ten-way valve is connected to the second electronic water pump; the 7th port of the ten-way valve is connected to the junction of the outlet of the electric drive and control assembly and the inlet of the low-temperature heat exchanger; the 8th port of the ten-way valve is connected to the low-temperature heat exchanger; the 9th port of the ten-way valve is connected to the third electronic water pump; and the 10th port of the ten-way valve is connected to the battery assembly. The control method couples the refrigerant circuit, the passenger compartment circuit, the electric drive and control circuit, and the battery circuit based on the three-way valve and the ten-way valve, enabling the simplified electric vehicle thermal management system to provide corresponding thermal management modes when the ten-way valve is in different operating states; wherein: When the ten-way valve is in working state b, it provides a corresponding second simplified thermal management mode; the loop representation of the second simplified thermal management mode includes: The refrigerant gas flowing from the electric compressor is divided into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle evaporator, while the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor. The coolant flowing from the water-cooled condenser flows through the water heater, the second port of the three-way valve, the third port of the three-way valve, the high-temperature heat exchanger, the fifth port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the low-temperature heat exchanger, the eighth port of the ten-way valve, the third port of the ten-way valve, and the first electronic water pump back to the water-cooled condenser. The coolant flowing from the battery cooler flows through the first port of the ten-way valve, the ninth port of the ten-way valve, the third electronic water pump, the battery assembly, the ten-way valve, the ten-way valve, and the second port of the ten-way valve back to the battery cooler. When the ten-way valve is in working state d, it provides a corresponding fourth-pole simplified thermal management mode; the loop representation of the fourth-pole simplified thermal management mode includes: The refrigerant gas flowing from the electric compressor is split into two paths after passing through the water-cooled condenser and the liquid storage tank. One path passes through the first throttling device and flows out of the vehicle interior evaporator, while the other path passes through the second throttling device and flows out of the battery cooler. The refrigerant flowing out of the vehicle interior evaporator and the refrigerant flowing out of the battery cooler merge and flow back to the electric compressor. The coolant flowing from the water-cooled condenser passes through the water heater, the second port of the three-way valve, the first port of the three-way valve, the vehicle interior heater core, and the first electric compressor. The coolant flowing from the battery cooler returns to the water-cooled condenser via the first port of the ten-way valve, the fourth port of the ten-way valve, the high-temperature heat exchanger, the fifth port of the ten-way valve, the sixth port of the ten-way valve, the second electronic water pump, the electric drive and control assembly, the seventh port of the ten-way valve, and the second port of the ten-way valve; the coolant flowing from the battery assembly returns to the battery assembly via the tenth port of the ten-way valve, the ninth port of the ten-way valve, and the third electronic water pump.

9. An electric vehicle, characterized in that, include: Passenger cabin; Power system; And the simplified thermal management system for electric vehicles according to claim 1, the simplified thermal management system comprising: The refrigerant circuit includes an electric compressor, a water-cooled condenser, a liquid receiver, a first throttling device, a second throttling device, a battery cooler, and an in-vehicle evaporator. The passenger compartment circuit is equipped with an in-vehicle heating core, a first electronic water pump, a water heater, and a high-temperature heat exchanger. The electric drive and control circuit is equipped with a second electronic water pump, a low-temperature heat exchanger, and an electric drive and control assembly. The battery circuit includes a third electronic water pump and a battery assembly. The control piping system is equipped with three-way valves and ten-way valves; The three-way valve and the ten-way valve couple the refrigerant circuit, the passenger compartment circuit, the electric drive and control circuit, and the battery circuit to form the electric vehicle simplified thermal management system to provide corresponding thermal management modes when the ten-way valve is in different operating states.

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