Electric vehicle thermal management system and control method thereof

Abstract

This application proposes a thermal management system and control method for an electric vehicle. The thermal management system includes a refrigerant circuit, a coolant circuit, and a control piping system. The refrigerant circuit includes a compressor, a water-cooled condenser, an external heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator. The coolant circuit includes an electric drive circuit, a battery circuit, and a heater circuit. The electric drive circuit includes an electric drive assembly, a low-temperature radiator, and a first water pump. The battery circuit includes a battery, a second water pump, and a third one-way valve. The heater circuit includes a water-cooled condenser, a passenger compartment heater core, and a third water pump. The control piping system includes multiple three-way valves and multiple circuit coupling points to control the refrigerant circuit. The heater circuit, the battery circuit, and the electric drive circuit form different circuit modes to correspond to the thermal management needs of the passenger compartment, the battery, and the electric drive assembly.

Description

Technical Field

[0001] This application belongs to the field of electric vehicle thermal management, and in particular relates to an electric vehicle thermal management system and its control method. Background Technology

[0002] With the rapid development of the global economy, the demand for resources is becoming increasingly tight. Countries are formulating effective measures to achieve the goal of "carbon neutrality". In the automotive industry, vigorously developing new energy vehicles has also become one of the important means to save energy and achieve "carbon neutrality".

[0003] Based on this, new energy pure electric vehicles are increasingly emphasizing vehicle thermal management technology. Comprehensive vehicle thermal management keeps the motor and battery within their optimal operating temperature range and at higher efficiency. Combined with heat pump air conditioning technology, the coupling of battery and motor power lines can further improve the vehicle's range. However, to improve energy management of the three core components (battery, motor, and electronic control system) and reduce ineffective heat loss, highly complex thermal management systems have been developed. This results in more components, making front compartment layout difficult and the routing of air conditioning and cooling pipes complex, leading to the following drawbacks: Drawback 1: Increased cost of electric vehicle thermal management systems; Drawback 2: Increased pipe length in the thermal management system leads to greater flow resistance and heat loss, reducing overall vehicle system performance; reduced NVH comfort, increased system power consumption, and thus reduced vehicle range; Drawback 3: Increased number of pipe interfaces, increasing the risk of refrigerant leakage; Drawback 4: Complex pipe routing makes the front compartment unsightly and makes after-sales maintenance difficult.

[0004] Therefore, there is an urgent need for a thermal management circuit for electric vehicles that is low in cost, simple in piping, low in energy consumption, safe, occupies little space, and ensures the vehicle's range. Summary of the Invention

[0005] To address the problems of complex refrigerant circuits, high energy consumption, and high costs in existing technologies, this application proposes an electric vehicle thermal management system and its control method. This system can achieve optimal energy consumption in various environments at the lowest possible cost, while ensuring good driving range for the entire vehicle.

[0006] In a first aspect, this application provides a thermal management system for an electric vehicle, comprising: a refrigerant circuit, a coolant circuit, and a control piping system;

[0007] The refrigerant circuit includes a compressor, a water-cooled condenser, an external heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator; the water-cooled condenser and the external heat exchanger are connected in parallel, and the evaporator and the battery cooler are connected in parallel.

[0008] The coolant circuit includes an electric drive circuit, a battery circuit, and a heater circuit; the electric drive circuit is equipped with an electric drive assembly, a low-temperature radiator, and a first water pump; the battery circuit is equipped with a battery, a second water pump, and a third check valve; the heater circuit is equipped with a water-cooled condenser, a passenger cabin heater core, and a third water pump.

[0009] The control piping system is equipped with multiple three-way valves and multiple circuit coupling points. The multiple three-way valves and multiple circuit coupling points control the refrigerant circuit, the heating circuit, the battery circuit and the electric drive circuit to form different circuit modes to form the electric vehicle thermal management system to meet the thermal management needs of the passenger compartment, battery and electric drive assembly.

[0010] In one embodiment of this application, the plurality of three-way valves includes a first three-way valve and a second three-way valve;

[0011] The first three-way valve includes an A port, a B port, and a C port; the second three-way valve includes an A port, a B port, and a C port.

[0012] The A port of the first three-way valve is connected to the passenger compartment heating core, the B port of the first three-way valve is connected to the water-cooled condenser, and the C port of the first three-way valve is connected to the junction of the second water pump, the C port of the second three-way valve, and the battery cooler.

[0013] The A port of the second three-way valve is connected to the low-temperature radiator, the B port of the second three-way valve is connected to the first water pump, and the C port of the second three-way valve is connected to the junction of the second water pump, the C port of the first three-way valve, and the battery cooler.

[0014] In one embodiment of this application, the plurality of loop coupling points include a first loop coupling point, a second loop coupling point, a third loop coupling point, and a fourth loop coupling point;

[0015] The heating circuit is provided with a first circuit coupling point and a first three-way valve. The first circuit coupling point and the first three-way valve are used to couple or decouple the heating circuit from one or more circuits, such as the refrigerant circuit, the battery circuit, and the electric drive circuit.

[0016] The battery circuit is provided with a second circuit coupling point and a fourth circuit coupling point. The second circuit coupling point and the fourth circuit coupling point are used to couple or decouple the battery circuit from one or more circuits in the refrigerant circuit, and / or the heating circuit, and / or the electric drive circuit.

[0017] The electric drive circuit is provided with a third circuit coupling point and a second three-way valve. The third circuit coupling point and the second three-way valve are used to couple or decouple the electric drive circuit from one or more of the following circuits: the refrigerant circuit, the heating circuit, and the battery circuit.

[0018] In one embodiment of this application, the coolant circuit has a first coolant circuit mode;

[0019] In the first coolant circuit mode, the high-temperature coolant flowing out of the battery returns to the battery via the third one-way valve, the battery cooler, and the second water pump.

[0020] In one embodiment of this application, the coolant circuit has a second coolant circuit mode;

[0021] In the second coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser is divided into two paths after passing through the B port of the first three-way valve, the C port of the first three-way valve, the second water pump, the battery, and the third check valve. One path returns to the second water pump via the battery cooler; the other path returns to the water-cooled condenser via the third water pump.

[0022] In one embodiment of this application, the coolant circuit has a third coolant circuit mode;

[0023] In the third coolant circuit mode, the high-temperature coolant flowing out of the electric drive assembly is divided into two paths after passing through the battery cooler. One path flows back to the battery cooler via the second water pump, the battery, and the third one-way valve; the other path flows back to the electric drive assembly via the C port of the second three-way valve, the B port of the second three-way valve, and the first water pump.

[0024] In one embodiment of this application, the coolant circuit has a fourth coolant circuit mode;

[0025] In the fourth coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser flows back to the water-cooled condenser via the B port of the second three-way valve, the A port of the second three-way valve, the passenger cabin heater core, and the third water pump.

[0026] In one embodiment of this application, the coolant circuit has a fifth coolant circuit mode;

[0027] The fifth coolant circuit mode includes the fourth coolant circuit mode, and the high-temperature coolant flowing out of the electric drive assembly flows back to the electric drive assembly via the battery cooler, the C port of the second three-way valve, the B port of the second three-way valve, and the first water pump.

[0028] In one embodiment of this application, the coolant circuit has a sixth coolant circuit mode;

[0029] In the sixth coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser is divided into two paths: one path flows back to the water-cooled condenser via the B port of the second three-way valve, the A port of the second three-way valve, the passenger compartment heater core, and the third water pump; the other path flows back to the second water pump via the B port of the second three-way valve, the C port of the second three-way valve, the second water pump, the battery, the third check valve, and the battery cooler.

[0030] In one embodiment of this application, the coolant circuit has a seventh coolant circuit mode;

[0031] In the seventh coolant circuit mode, the high-temperature coolant flowing out of the electric drive assembly flows back to the electric drive assembly via the low-temperature radiator, the A port of the second three-way valve, the B port of the second three-way valve, and the first water pump.

[0032] In one embodiment of this application, the refrigerant circuit is further provided with a first refrigerant switching valve, a second refrigerant switching valve, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, and a fourth electronic expansion valve.

[0033] The refrigerant gas discharged from the compressor is divided into two paths: one path flows out of the water-cooled condenser through the second electronic expansion valve; the other path is further divided into two paths through the fourth electronic expansion valve: one path flows out of the vehicle exterior heat exchanger through the third electronic expansion valve, and the other path flows out through the first electronic expansion valve.

[0034] The refrigerant flowing out of the water-cooled condenser and the refrigerant flowing out of the third electronic expansion valve are combined and then divided into two streams: one stream flows out of the evaporator through the first electronic expansion valve; the other stream flows out of the battery cooler through the second electronic expansion valve.

[0035] The refrigerant flowing out of the evaporator, the refrigerant flowing out of the battery cooler, and the refrigerant flowing out of the first electronic expansion valve converge and flow back to the compressor via the gas-liquid separator.

[0036] In one embodiment of this application, the refrigerant circuit further includes a first one-way valve, a second one-way valve, and a filter screen;

[0037] The refrigerant gas is divided into two paths by the fourth electronic expansion valve. One path passes through the external heat exchanger and is then divided into two paths again. One path flows out through the first one-way valve and the filter, while the other path still flows out through the third electronic expansion valve. The refrigerant flowing out through the filter merges with the refrigerant flowing out through the third electronic expansion valve.

[0038] In one embodiment of this application, the refrigerant circuit has a first refrigerant circuit mode;

[0039] In the first refrigerant circuit mode, the first refrigerant switching valve and the second refrigerant switching valve are closed. The high-temperature refrigerant flowing out of the compressor flows back to the compressor via the fourth electronic expansion valve, the external heat exchanger, the first one-way valve, the filter, the first electronic expansion valve, the evaporator, the second one-way valve, and the gas-liquid separator.

[0040] In one embodiment of this application, the refrigerant circuit has a second refrigerant circuit mode;

[0041] In the second refrigerant circuit mode, the first refrigerant switching valve and the second refrigerant switching valve are closed. The high-temperature refrigerant flowing out of the compressor flows back to the compressor via the fourth electronic expansion valve, the external heat exchanger, the first one-way valve, the filter, the second electronic expansion valve, the battery cooler, the second one-way valve, and the gas-liquid separator.

[0042] In one embodiment of this application, the refrigerant circuit has a third refrigerant circuit mode;

[0043] In the third refrigerant circuit mode, the first refrigerant switching valve and the second refrigerant switching valve are closed. The high-temperature refrigerant flowing out of the compressor is divided into two paths via the fourth electronic expansion valve, the external heat exchanger, the first one-way valve, and the filter screen. One path flows back to the compressor via the first electronic expansion valve, the evaporator, the second one-way valve, and the gas-liquid separator; the other path flows back to the compressor via the second electronic expansion valve, the battery cooler, the second one-way valve, and the gas-liquid separator.

[0044] In one embodiment of this application, the refrigerant circuit has a fourth refrigerant circuit mode;

[0045] In the fourth refrigerant circuit mode, the first refrigerant switch valve is closed, and the second refrigerant switch valve is open. The high-temperature refrigerant flowing out of the compressor is divided into two paths: one path flows back to the compressor through the water-cooled condenser, the filter, the first electronic expansion valve, the evaporator, the second check valve, and the gas-liquid separator; the other path flows back to the compressor through the fourth electronic expansion valve, the external heat exchanger, the first check valve, the filter, the first electronic expansion valve, the evaporator, the second check valve, and the gas-liquid separator.

[0046] In one embodiment of this application, the refrigerant circuit has a fifth refrigerant circuit mode;

[0047] In the fifth refrigerant circuit mode, the first refrigerant switching valve and the second refrigerant switching valve are opened, and the high-temperature refrigerant flowing out of the compressor is divided into two paths. One path flows back to the compressor through the water-cooled condenser, the filter screen, the first electronic expansion valve, the evaporator, the second check valve, and the gas-liquid separator.

[0048] One path, after passing through the fourth electronic expansion valve, splits into two paths. One path flows back to the compressor through the external heat exchanger, the third electronic expansion valve, the first electronic expansion valve, the evaporator, the second check valve, and the gas-liquid separator. The other path flows between the second check valve and the gas-liquid separator, and then back to the compressor via the gas-liquid separator.

[0049] In one embodiment of this application, the refrigerant circuit has a sixth refrigerant circuit mode;

[0050] In the sixth refrigerant circuit mode, the first refrigerant switching valve and the second refrigerant switching valve are opened, and the high-temperature refrigerant flowing out of the compressor flows back to the compressor through the water-cooled condenser, the filter screen, the third electronic expansion valve, the external heat exchanger, and the gas-liquid separator.

[0051] In one embodiment of this application, the refrigerant circuit has a seventh refrigerant circuit mode;

[0052] In the seventh refrigerant circuit mode, the first refrigerant switch valve is closed, the second refrigerant switch valve is open, and the high-temperature refrigerant flowing out of the compressor flows back to the compressor through the water-cooled condenser, the filter screen, the second electronic expansion valve, the battery cooler, the second check valve, and the gas-liquid separator.

[0053] In one embodiment of this application, the refrigerant circuit has an eighth refrigerant circuit mode;

[0054] In the eighth refrigerant circuit mode, the first refrigerant switch valve and the second refrigerant switch valve are opened, and the high-temperature refrigerant flowing out of the compressor is divided into two paths. One path flows back to the compressor through the water-cooled condenser, the filter screen, the second electronic expansion valve, the battery cooler, the second check valve, and the gas-liquid separator; the other path flows between the second check valve and the gas-liquid separator, and then flows back to the compressor through the gas-liquid separator.

[0055] In one embodiment of this application, the first three-way valve, the second three-way valve, and the fourth circuit coupling point can be combined into a six-way valve;

[0056] The six-way valve and the first circuit coupling point, the second circuit coupling point, and the third circuit coupling point together couple the electric drive circuit with one or more of the refrigerant circuit, the heating circuit, and / or the battery circuit.

[0057] The A port of the six-way valve is connected to the second water pump, the B port of the six-way valve is connected to the passenger cabin heating core, the C port of the six-way valve is connected to the water-cooled condenser, the D port of the six-way valve is connected to the low-temperature radiator, the E port of the six-way valve is connected to the first water pump, and the F port of the six-way valve is connected to the battery cooler.

[0058] In one embodiment of this application, the refrigerant circuit mode in the refrigerant circuit can be combined with one or more coolant circuit modes in the coolant circuit to meet the thermal management requirements of the electric vehicle thermal management system for the passenger compartment, battery, and electric drive.

[0059] In one embodiment of this application, a temperature sensor and a temperature-pressure sensor are provided at one or more of the following locations, including:

[0060] A first temperature sensor is located at the outlet end of the compressor;

[0061] The second temperature sensor is located at the inlet end of the external heat exchanger.

[0062] The third temperature sensor is located at the outlet end of the third water pump;

[0063] The fourth temperature sensor is located at the coolant inlet of the battery cooler.

[0064] The fifth temperature sensor is located at the outlet end of the first water pump;

[0065] The first temperature and pressure sensor is located at the refrigerant side outlet of the water-cooled condenser.

[0066] The second temperature and pressure sensor is located at the inlet end of the gas-liquid separator.

[0067] In a second aspect, this application provides a control method for an electric vehicle thermal management system based on the first aspect of this application, wherein the electric vehicle thermal management system includes: a refrigerant circuit, a coolant circuit, and a control piping system;

[0068] The refrigerant circuit includes a compressor, a water-cooled condenser, an external heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator; the water-cooled condenser and the external heat exchanger are connected in parallel, and the evaporator and the battery cooler are connected in parallel.

[0069] The coolant circuit includes an electric drive circuit, a battery circuit, and a heater circuit; the electric drive circuit is equipped with an electric drive assembly, a first water pump, and a low-temperature radiator; the battery circuit is equipped with a battery, a second water pump, and a third check valve; the heater circuit is equipped with a water-cooled condenser, a passenger cabin heater core, and a third water pump.

[0070] The control piping system is equipped with multiple three-way valves and multiple loop coupling points;

[0071] The control method includes controlling the refrigerant circuit, the heating circuit, the battery circuit, and the electric drive circuit based on the multiple three-way valves and multiple circuit coupling points to form different circuit modes to create the electric vehicle thermal management system to meet the thermal management needs of the passenger compartment, battery, and electric drive assembly.

[0072] A third aspect of this application provides an electric vehicle, including an electric vehicle thermal management system, the electric vehicle thermal management system having a refrigerant circuit, a coolant circuit, and a control piping system;

[0073] The refrigerant circuit includes a compressor, a water-cooled condenser, an external heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator; the water-cooled condenser and the external heat exchanger are connected in parallel, and the evaporator and the battery cooler are connected in parallel.

[0074] The coolant circuit includes an electric drive circuit, a battery circuit, and a heater circuit; the electric drive circuit is equipped with an electric drive assembly, a first water pump, and a low-temperature radiator; the battery circuit is equipped with a battery, a second water pump, and a third check valve; the heater circuit is equipped with a water-cooled condenser, a passenger cabin heater core, and a third water pump.

[0075] The control piping system is equipped with multiple three-way valves and multiple circuit coupling points. The multiple three-way valves and multiple circuit coupling points combine different circuit modes of the refrigerant circuit, the heating circuit, the battery circuit and the electric drive circuit to form the electric vehicle thermal management system to meet the thermal management needs of the corresponding passenger compartment, battery and electric drive assembly.

[0076] This application has at least the following beneficial effects:

[0077] This application reduces the complexity of the refrigerant circuit and coolant circuit. Without sacrificing energy efficiency in high and low temperature environments, it improves the commutation flow mode of the external heat exchanger by connecting the water-cooled condenser and the external heat exchanger in parallel. Even in extremely low temperatures where electric heating technology and PTC are not available, the compressor heating cycle can be used to heat the battery and passenger compartment.

[0078] This application achieves simplified coupling and decoupling of the coolant system by setting a three-way valve and a circuit coupling point. The two three-way valves can combine and match different operating conditions of the heating circuit, battery circuit, and electric drive circuit, and combine with the refrigerant circuit to achieve the optimal energy consumption scheme under the optimal cost.

[0079] In this application, different refrigerant circuits can be selected and adapted according to the ambient temperature, and the refrigerant circuit and coolant circuit can be coupled and decoupled to the greatest extent, with a high degree of freedom in combination. Attached Figure Description

[0080] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0081] Figure 1 This paper shows an overall schematic diagram of an electric vehicle thermal management system according to an embodiment of the present application;

[0082] Figure 2 A schematic diagram of the structure of a three-way valve in one embodiment of this application is shown;

[0083] Figure 3 This paper shows an overall schematic diagram of the coolant circuit in one embodiment of the present application;

[0084] Figure 4 A schematic diagram of the first coolant circuit in one embodiment of this application is shown;

[0085] Figure 5 A schematic diagram of the second coolant circuit in one embodiment of this application is shown;

[0086] Figure 6 A schematic diagram of the third coolant circuit in one embodiment of this application is shown;

[0087] Figure 7 A schematic diagram of the fourth coolant circuit in one embodiment of this application is shown;

[0088] Figure 8 A schematic diagram of the fifth coolant circuit in one embodiment of this application is shown;

[0089] Figure 9 A schematic diagram of the sixth coolant circuit in one embodiment of this application is shown;

[0090] Figure 10 A schematic diagram of the seventh coolant circuit in one embodiment of this application is shown;

[0091] Figure 11A schematic diagram of a first refrigerant circuit is shown in one embodiment of this application;

[0092] Figure 12 A schematic diagram of a second refrigerant circuit is shown in one embodiment of this application;

[0093] Figure 13 A schematic diagram of the third refrigerant circuit in one embodiment of this application is shown;

[0094] Figure 14 A schematic diagram of the fourth refrigerant circuit in one embodiment of this application is shown;

[0095] Figure 15 A schematic diagram of the fifth refrigerant circuit in one embodiment of this application is shown;

[0096] Figure 16 A schematic diagram of the sixth refrigerant circuit in one embodiment of this application is shown;

[0097] Figure 17 A schematic diagram of the seventh refrigerant circuit in one embodiment of this application is shown;

[0098] Figure 18 A schematic diagram of the eighth refrigerant circuit in one embodiment of this application is shown;

[0099] Figure 19 This invention provides an overall schematic diagram of another electric vehicle thermal management system according to an embodiment of the present application.

[0100] Figure 20 A schematic diagram of another electric vehicle thermal management system according to an embodiment of this application is shown.

[0101] 1-Compressor, 2-Water-cooled condenser, 3-External heat exchanger, 4-Evaporator, 5-Battery cooler, 6-Gas-liquid separator, 7-First refrigerant switch valve, 8-Second refrigerant switch valve, 9-First electronic expansion valve, 10-Second electronic expansion valve, 11-Third electronic expansion valve, 12-Fourth electronic expansion valve, 13-First check valve, 14-Second check valve, 15-Filter screen, 16-Electric drive assembly, 17-Low temperature radiator, 18-First water pump, 19-Battery, 20-Second water pump, 21-Third check valve, 22-Passenger compartment heater core, 23-Third water pump, 24-First three-way valve, 25-Second three-way valve, 26-First circuit coupling point, 27-Second circuit coupling point, 28-Third circuit coupling point, 29-Fourth circuit coupling point, 30-Six-way valve. Detailed Implementation

[0102] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0103] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the illustrations only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0104] Current technological advancements in vehicle thermal management systems have evolved from simple distributed three-electric system thermal management to integrated three-electric system thermal management, resulting in various systems that couple the heat between the three electrical systems. To fully utilize the vehicle's electrical energy, most thermal management systems employ multi-way valves to couple the heat between the three electrical systems via coolant, while simultaneously maximizing the energy efficiency of the refrigerant circuit. This leads to a large number of refrigerant circuit valves, a complex coolant circuit, and higher costs.

[0105] Currently, there are two main cost reduction solutions. The first is a simplified refrigerant circuit with eight or more valves in the coolant circuit, sacrificing high-temperature cooling efficiency and air-source heat pump efficiency, while retaining the PTC (electric heater) for extremely low-temperature heating. The second is a complex refrigerant circuit, retaining the refrigerant-side OHX (external heat exchanger), sacrificing the coupling of the three-electric-thermal management system and low-temperature heating efficiency.

[0106] like Figure 1 As shown, the first aspect of this application proposes a thermal management system for an electric vehicle, including a refrigerant circuit, a coolant circuit, and a control piping system.

[0107] The refrigerant circuit includes a compressor 1, a water-cooled condenser 2, an external heat exchanger 3, a passenger compartment evaporator 4, a battery cooler 5, and a gas-liquid separator 6; the water-cooled condenser 2 and the external heat exchanger 3 are connected in parallel, and the passenger compartment evaporator 4 and the battery cooler 5 are connected in parallel.

[0108] Specifically, the refrigerant circuit is further provided with a first refrigerant switching valve 7, a second refrigerant switching valve 8, a first electronic expansion valve 9, a second electronic expansion valve 10, a third electronic expansion valve 11, and a fourth electronic expansion valve 12.

[0109] In one application scenario, the refrigerant gas discharged from the compressor 1 is divided into two paths: one path flows out of the water-cooled condenser 2 through the second electronic expansion valve 10; the other path is further divided into two paths through the fourth electronic expansion valve 12: one path flows out of the vehicle exterior heat exchanger 3 through the third electronic expansion valve 11, and the other path flows out of the first electronic expansion valve 9.

[0110] The refrigerant flowing out of the water-cooled condenser 2 and the refrigerant flowing out of the third electronic expansion valve 11 are then divided into two streams: one stream flows out of the passenger cabin evaporator 4 through the first electronic expansion valve 9; the other stream flows out of the battery cooler 5 through the second electronic expansion valve 10.

[0111] The refrigerant flowing from the passenger cabin evaporator 4, the refrigerant flowing from the battery cooler 5, and the refrigerant flowing from the first electronic expansion valve 9 converge and flow back to the compressor 1 via the gas-liquid separator 6.

[0112] Furthermore, the refrigerant circuit also includes a first one-way valve 13, a second one-way valve 14, and a filter screen 15.

[0113] In one application scenario, the refrigerant gas is split into two paths by the fourth electronic expansion valve 12. One path passes through the external heat exchanger 3 and is then split again, with one path flowing out through the first one-way valve 13 and filter 15, and the other flowing out through the third electronic expansion valve 11. The refrigerant flowing out through filter 15 merges with the refrigerant flowing out through the third electronic expansion valve 11. The filter 15 has a dehumidifying function, removing moisture from the refrigerant flowing through it. It should be noted that the above application scenario only illustrates the connection of the refrigerant flow pipes in the refrigerant circuit and the flow pattern of the refrigerant; it does not represent the actual existence of this application scenario in a real thermal management system.

[0114] like Figure 3 As shown, the coolant circuit includes an electric drive circuit, a battery circuit, and a heater circuit; the electric drive circuit is equipped with an electric drive assembly 16, a low-temperature radiator 17, and a first water pump 18; the battery circuit is equipped with a battery 19, a battery cooler 5, a second water pump 20, and a third one-way valve 21; the heater circuit is equipped with a water-cooled condenser 2, a passenger compartment heater core 22, and a third water pump 23.

[0115] Specifically, the electric drive assembly is a combination of EDS (Electric Drive System), CCU (Electrical Control Unit), and IPD (Integrated Device Controller); the refrigerant circuit and the coolant circuit are distinguished by the type of fluid flowing through them. Both the water-cooled condenser 2 and the battery cooler 5 have a coolant side and a refrigerant side; the refrigerant side of the water-cooled condenser 2 is for refrigerant flow, and the coolant side is for coolant flow; the refrigerant side of the battery cooler 5 is for refrigerant flow, and the coolant side is for coolant flow. Heat exchange is possible between the refrigerant side and the coolant side of the water-cooled condenser 2, and between the refrigerant side and the coolant side of the battery cooler 5.

[0116] The control piping system is equipped with multiple three-way valves and multiple circuit coupling points. The multiple three-way valves and multiple circuit coupling points combine different circuit modes of the refrigerant circuit, the heating circuit, the battery circuit and the electric drive circuit to form the electric vehicle thermal management system to meet the thermal management needs of the corresponding passenger compartment, battery 19 and electric drive assembly 16.

[0117] Specifically, the plurality of three-way valves include a first three-way valve 24 and a second three-way valve 25; specifically, the first three-way valve 24 includes an A port, a B port and a C port, and the second three-way valve 25 includes an A port, a B port and a C port. Figure 2 The interface representation of the three-way valve is shown.

[0118] The A port of the first three-way valve 24 is connected to the passenger compartment heating core 22, the B port of the first three-way valve 24 is connected to the water-cooled condenser 2, and the C port of the first three-way valve 24 is connected to the junction of the second water pump 20, the C port of the second three-way valve 25, and the battery cooler 5.

[0119] The A port of the second three-way valve 25 is connected to the low-temperature radiator 17, the B port of the second three-way valve 25 is connected to the first water pump 18, and the C port of the second three-way valve 25 is connected to the junction of the second water pump 20, the C port of the first three-way valve 24, and the battery cooler 5.

[0120] The plurality of loop coupling points include a first loop coupling point 26 (referred to as node1), a second loop coupling point 27 (referred to as node2), a third loop coupling point 28 (referred to as node3), and a fourth loop coupling point 29 (referred to as node4).

[0121] The heating circuit is provided with node1 and a first three-way valve 24. The node1 and the first three-way valve 24 are used to couple or decouple the heating circuit from one or more of the refrigerant circuit, the battery circuit, and / or the electric drive circuit.

[0122] The battery circuit includes node2 and node4, which are used to couple or decouple the battery circuit from one or more of the following circuits: the refrigerant circuit, the heating circuit, and the electric drive circuit.

[0123] In the electric drive circuit, a node3 and a second three-way valve 25 are provided. The node3 and the second three-way valve 25 are used to couple or decouple the electric drive circuit from one or more of the refrigerant circuit, the heating circuit, and / or the battery circuit.

[0124] This method allows for maximum coupling and decoupling within the coolant circuit and between the coolant and refrigerant circuits, resulting in greater freedom in combining different circuit components.

[0125] like Figure 19 and Figure 20 As shown, in one embodiment of this application, the first three-way valve 24, the second three-way valve 25 and the fourth circuit coupling point 29 can be combined into a six-way valve 30;

[0126] The six-way valve 30 and the first circuit coupling point 26, the second circuit coupling point 27, and the third circuit coupling point 28 together couple the electric drive circuit with one or more of the refrigerant circuit, the heating circuit, and / or the battery circuit.

[0127] The A port of the six-way valve 30 is connected to the second water pump 20, the B port of the six-way valve 30 is connected to the passenger cabin heating core 22, the C port of the six-way valve 30 is connected to the water-cooled condenser 2, the D port of the six-way valve 30 is connected to the low-temperature radiator 17, the E port of the six-way valve 30 is connected to the first water pump 18, and the F port of the six-way valve 30 is connected to the battery cooler 5.

[0128] This method allows for coordination of the number and specifications of valve bodies, reducing the number of three-way valves required. It should be noted that node1, node2, and node3 cannot be combined into a single six-way valve 30. A pipeline must exist between node1, node2, and node3 to prevent water mixing when different circuits are flowing, which could lead to poor performance of the thermal management system.

[0129] Temperature sensors and temperature-pressure sensors are installed at one or more of the following locations, including:

[0130] The first temperature sensor is located at the outlet end of the compressor 1;

[0131] The second temperature sensor is located at the inlet end of the external heat exchanger 3;

[0132] The third temperature sensor is located at the outlet end of the third water pump 23;

[0133] The fourth temperature sensor is located at the coolant inlet of the battery cooler 5;

[0134] The fifth temperature sensor is located at the outlet end of the first water pump 18;

[0135] The first temperature and pressure sensor is located at the refrigerant side outlet of the water-cooled condenser 2.

[0136] The second temperature and pressure sensor is located at the inlet end of the gas-liquid separator 6.

[0137] Here, by setting multiple temperature sensors and temperature and pressure sensors, the loop switching methods of the refrigerant circuit and coolant circuit can be expanded, and the thermal management system can be precisely adjusted according to the detected refrigerant temperature and refrigerant pressure values.

[0138] In one embodiment of this application, as Figure 4 As shown, the coolant circuit has a first coolant circuit mode;

[0139] In the first coolant circuit mode, the high-temperature coolant flowing out of the battery 19 is cooled down by the third one-way valve 21 and the battery cooler 5, and then returned to the battery by the second water pump 20.

[0140] Here, the battery 19 can be cooled by the battery cooler 5 through the first coolant circuit mode.

[0141] In one embodiment of this application, as Figure 5 As shown, the coolant circuit has a second coolant circuit mode;

[0142] In the second coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser 2 passes through the B port and C port of the first three-way valve 24, and the second water pump 20, and after heating the battery 19, it is split into two paths after passing through the third one-way valve 21. One path returns to the second water pump 20 via the battery cooler 5; the other path returns to the water-cooled condenser 2 via the third water pump 23. This splitting of the flow into two paths allows for water mixing at node 4 when the water-cooled condenser 2 is simultaneously heating the battery 19 and the passenger compartment, thus lowering the battery inlet water temperature and preventing it from exceeding 45°C.

[0143] Here, through the second coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser 2 can provide heat to the battery 19, realizing the coupling of the battery circuit and the heating circuit.

[0144] In one embodiment of this application, as Figure 6 As shown, the coolant circuit has a third coolant circuit mode;

[0145] In the third coolant circuit mode, the high-temperature coolant flowing out of the electric drive assembly 16 is divided into two paths after passing through the battery cooler 5. One path flows back to the battery cooler 5 through the second water pump 20, the battery 19, and the third one-way valve 21; the other path flows back to the electric drive assembly 16 through the C port of the second three-way valve 25, the B port of the second three-way valve 25, and the first water pump 18.

[0146] Here, through the third coolant circuit mode, the high-temperature coolant flowing out of the electric drive assembly 16 can provide heat to the battery 19, thereby achieving the coupling of the battery circuit and the electric drive circuit.

[0147] In one embodiment of this application, as Figure 7 As shown, the coolant circuit has a fourth coolant circuit mode;

[0148] In the fourth coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser 2 flows back to the water-cooled condenser 2 via the B port of the second three-way valve 25, the A port of the second three-way valve 25, the passenger cabin heater core 22, and the third water pump 23.

[0149] Here, through the fourth coolant circuit mode, the passenger cabin can be heated by an air source heat pump, thus achieving coupling between the refrigerant circuit and the passenger cabin circuit.

[0150] In one embodiment of this application, as Figure 8 As shown, the coolant circuit has a fifth coolant circuit mode;

[0151] The fifth coolant circuit mode includes a coupling pipeline of the fourth coolant circuit mode, that is, the high-temperature coolant flowing out of the water-cooled condenser 2 flows back to the water-cooled condenser 2 through the B port of the second three-way valve 25, the A port of the second three-way valve 25, the passenger compartment heater core 22, and the third water pump 23.

[0152] The high-temperature coolant flowing out of the electric drive assembly 16 flows back to the electric drive assembly 16 via the battery cooler 5, the C port of the second three-way valve 25, the B port of the second three-way valve 25, and the first water pump 18.

[0153] Here, through the fifth coolant circuit mode, the waste heat of the refrigerant circuit can be recovered by the electric drive circuit, realizing the coupling of the refrigerant circuit, the heater circuit and the motor circuit.

[0154] In one embodiment of this application, as Figure 9 As shown, the coolant circuit has a sixth coolant circuit mode.

[0155] In the sixth coolant circuit mode, the high-temperature coolant flowing out of the water-cooled condenser 2 is divided into two paths. One path flows back to the water-cooled condenser 2 through the B port of the second three-way valve 25, the A port of the second three-way valve 25, the passenger compartment heater core 22, and the third water pump 23. The other path flows through the B port of the second three-way valve 25, the C port of the second three-way valve 25, the second water pump 20, the battery 19, and the third one-way valve 21, and then continues to be divided into two paths. One path returns directly to node1, and the other path flows back to the second water pump through the battery cooler 5.

[0156] Here, through the sixth coolant circuit mode, the battery 19 and passenger compartment can be heated by the refrigerant circuit, thus achieving the coupling of the battery circuit, the heating circuit and the refrigerant circuit.

[0157] In one embodiment of this application, as Figure 10 As shown, the coolant circuit has a seventh coolant circuit mode.

[0158] In the seventh coolant circuit mode, the high-temperature coolant flowing out of the electric drive assembly 16 flows back to the electric drive assembly 16 via the low-temperature radiator 17, the A port of the second three-way valve 25, the B port of the second three-way valve 25, and the first water pump 18.

[0159] Here, the electric drive can be cooled by the low-temperature radiator 17 through the seventh coolant circuit mode.

[0160] It should be noted that, for Figure 4-10In the coolant circuit diagram, the dashed lines representing the circuit sections do not necessarily indicate that there is no flow; they simply mean that the circuit is not within the scope of this circuit pattern. The various coolant circuit patterns can be combined. For example, in the seventh coolant circuit pattern, the electric drive cooling circuit and the battery cooling circuit in the first coolant circuit are combined. In the description of the electric drive cooling circuit, the battery cooling circuit is shown as a dashed line. However, depending on the control requirements, the battery cooling circuit may also be working when the electric drive cooling circuit is flowing. Figures 11-18 The diagram shown is a refrigerant circuit diagram. The colors of the components in the diagram do not represent any special meaning.

[0161] In one embodiment of this application, as Figure 11 As shown, the refrigerant circuit has a first refrigerant circuit mode;

[0162] In the first refrigerant circuit mode, the first refrigerant switching valve 7 and the second refrigerant switching valve 8 are closed. The high-temperature refrigerant flowing out of the compressor 1 flows back to the compressor 1 through the fourth electronic expansion valve 12, the external heat exchanger 3, the first one-way valve 13, the filter screen 15, the first electronic expansion valve 9, the passenger compartment cooling evaporator 4, the second one-way valve 14, and the gas-liquid separator 6.

[0163] In one embodiment of this application, as Figure 12 As shown, the refrigerant circuit has a second refrigerant circuit mode.

[0164] In the second refrigerant circuit mode, the first refrigerant switching valve 7 and the second refrigerant switching valve 8 are closed. The high-temperature refrigerant flowing out of the compressor 1 flows back to the compressor 1 through the fourth electronic expansion valve 12, the external heat exchanger 3, the first one-way valve 13, the filter screen 15, the second electronic expansion valve 10, the battery cooler 5, the second one-way valve 14, and the gas-liquid separator 6.

[0165] In one embodiment of this application, as Figure 13 As shown, the refrigerant circuit has a third refrigerant circuit mode.

[0166] In the third refrigerant circuit mode, the first refrigerant switching valve 7 and the second refrigerant switching valve 8 are closed. The high-temperature refrigerant flowing out of the compressor 1 is divided into two paths via the fourth electronic expansion valve 12, the external heat exchanger 3, the first one-way valve 13, and the filter screen 15. One path flows back to the compressor 1 via the first electronic expansion valve 9, the passenger compartment cooling evaporator 4, the second one-way valve 14, and the gas-liquid separator 6; the other path flows back to the compressor 1 via the second electronic expansion valve 10, the battery cooler 5, the second one-way valve 14, and the gas-liquid separator 6.

[0167] Here, the first refrigerant circuit mode, the second refrigerant circuit mode, and the third refrigerant circuit mode constitute the refrigerant circuits for the passenger compartment and battery cooling cycle. The first refrigerant circuit mode can cool the passenger compartment; the second refrigerant circuit mode can cool the battery 19; and the third refrigerant circuit mode can cool both the passenger compartment and the battery 19.

[0168] In one embodiment of this application, as Figure 14 As shown, the refrigerant circuit has a fourth refrigerant circuit mode.

[0169] In the fourth refrigerant circuit mode, the first refrigerant switch valve 7 is closed, and the second refrigerant switch valve 8 is open. The high-temperature refrigerant flowing out of the compressor 1 is divided into two paths: one path flows back to the compressor 1 through the water-cooled condenser 2, the filter screen 15, the first electronic expansion valve 9, the passenger compartment evaporator 4, the second one-way valve 14, and the gas-liquid separator 6; the other path flows back to the compressor 1 through the fourth electronic expansion valve 12, the external heat exchanger 3, the first one-way valve 13, the filter screen 15, the first electronic expansion valve 9, the passenger compartment evaporator 4, the second one-way valve 14, and the gas-liquid separator 6.

[0170] In one embodiment of this application, as Figure 15 As shown, the refrigerant circuit has a fifth refrigerant circuit mode.

[0171] In the fifth refrigerant circuit mode, the first refrigerant switching valve 7 and the second refrigerant switching valve 8 are open. The high-temperature refrigerant flowing out of the compressor 1 is divided into two paths. One path passes through the water-cooled condenser 2 and the filter screen 15, and then splits into two paths. The flow rates of the two refrigerant paths are regulated by the opening of the first electronic expansion valve 9 and the third electronic expansion valve 11. Specifically, after being split into two paths after the filter screen 15, one path flows through the first electronic expansion valve 9, the passenger compartment evaporator 4, and the second one-way valve 14; the other path flows through the third electronic expansion valve 11, the external heat exchanger 3, and the first refrigerant switching valve 7. The refrigerant flowing out through the second one-way valve 14 and the refrigerant flowing out through the first refrigerant switching valve 7 merge before the gas-liquid separator 6, achieving a system where all refrigerant or coolant releases heat through the water-cooled condenser, but absorbs heat in two separate paths: the (passenger compartment evaporator) 4 absorbs heat in the passenger compartment, and the external heat exchanger absorbs heat from the environment. Ultimately, this results in the heat source of the water-cooled condenser 2 in the passenger compartment being greater than the cold source of the passenger compartment in the evaporator 4 (EVAP), thus enabling the passenger compartment to be heated and dehumidified, distinguishing it from the fourth refrigerant circuit.

[0172] Here, the fourth and fifth refrigerant circuit modes are passenger compartment dehumidification refrigerant circuits. In both modes, the evaporator 4 (EVAP) and the water-cooled condenser 2 operate. Air first passes through the evaporator 4 to cool and condense water, then passes through the heated passenger compartment warm air core 22 in the water-cooled condenser 2 to dry the air, achieving dehumidification. In the fourth refrigerant circuit mode, the external heat exchanger 3 acts as a condenser in this circuit, releasing heat to the outside. The temperature regulation of the passenger compartment depends on the combined capacity of the water-cooled condenser 2 and the evaporator 4. Since the water-cooled condenser 2 releases heat to the outside, the combined capacity of the water-cooled condenser 2 and the evaporator 4 will absorb heat from the passenger compartment. In the fifth refrigerant circuit mode, the external heat exchanger 3 acts as an evaporator in this circuit, absorbing heat from the environment. The combined capacity of the water-cooled condenser 2 and the evaporator 4 will release heat to the passenger compartment.

[0173] In one embodiment of this application, as Figure 16 As shown, the refrigerant circuit has a sixth refrigerant circuit mode;

[0174] In the sixth refrigerant circuit mode, the first refrigerant switch valve 7 and the second refrigerant switch valve 8 are opened, and the high-temperature refrigerant flowing out of the compressor 1 flows back to the compressor 1 through the water-cooled condenser 2, the filter screen 15, the third electronic expansion valve 11, the external heat exchanger 3, the first refrigerant switch valve 7, and the gas-liquid separator 6.

[0175] In one embodiment of this application, as Figure 17 As shown, the refrigerant circuit has a seventh refrigerant circuit mode;

[0176] In the seventh refrigerant circuit mode, the first refrigerant switch valve 7 is closed, the second refrigerant switch valve 8 is open, and the high-temperature refrigerant flowing out of the compressor 1 flows back to the compressor 1 through the water-cooled condenser 2, the filter screen 15, the second electronic expansion valve 10, the battery cooler 5, the second one-way valve 14, and the gas-liquid separator 6.

[0177] In one embodiment of this application, as Figure 18 As shown, the refrigerant circuit has an eighth refrigerant circuit mode.

[0178] In the eighth refrigerant circuit mode, the first refrigerant switching valve 7 and the second refrigerant switching valve 8 are opened, and the high-temperature refrigerant flowing out of the compressor 1 is divided into two paths. One path flows back to the compressor 1 through the water-cooled condenser 2, the filter screen 15, the second electronic expansion valve 10, the battery cooler 5, the second one-way valve 14, and the gas-liquid separator 6. The other path flows between the second one-way valve 14 and the gas-liquid separator 6, and then flows back to the compressor 1 through the gas-liquid separator 6.

[0179] Here, the sixth, seventh, and eighth refrigerant circuit modes are the refrigerant circuits for the passenger cabin and battery heating cycle. The sixth refrigerant circuit mode allows for air-source heating; the seventh refrigerant circuit mode allows for waste heat recovery and water-source heating; and the eighth refrigerant circuit mode allows for heat generation by the compressor 1 without a heat source.

[0180] In one embodiment of this application, the refrigerant circuit mode in the refrigerant circuit can be combined with one or more coolant circuit modes in the coolant circuit to meet the thermal management requirements of the electric vehicle thermal management system for the passenger compartment, battery 19 and electric drive.

[0181] In a second aspect, this application provides a control method for an electric vehicle thermal management system based on the first aspect of this application. The electric vehicle thermal management system includes: a refrigerant circuit, a coolant circuit, and a control piping system.

[0182] The refrigerant circuit includes a compressor 1, a water-cooled condenser 2, an external heat exchanger 3, a passenger compartment evaporator 4, a battery cooler 5, and a gas-liquid separator 6; the water-cooled condenser 2 and the external heat exchanger 3 are connected in parallel, and the passenger compartment evaporator 4 and the battery cooler 5 are connected in parallel.

[0183] The coolant circuit includes an electric drive circuit, a battery circuit, and a heater circuit; the electric drive circuit is equipped with an electric drive assembly 16, a first water pump 18, and a low-temperature radiator 17; the battery circuit is equipped with a battery 19, a second water pump 20, and a third one-way valve 21; the heater circuit is equipped with a water-cooled condenser 2, a passenger cabin heater core 22, and a third water pump 23.

[0184] The control piping system is equipped with multiple three-way valves and multiple loop coupling points.

[0185] The control method includes controlling the refrigerant circuit, the heating circuit, the battery circuit, and the electric drive circuit based on the multiple three-way valves and multiple circuit coupling points to form different circuit modes to form the electric vehicle thermal management system to meet the thermal management needs of the passenger compartment, battery 19, and electric drive assembly 16.

[0186] This application reduces the complexity of the refrigerant circuit and coolant circuit. Without sacrificing energy efficiency in high and low temperature environments, by connecting the water-cooled condenser 2 and the external heat exchanger 3 in parallel, the reverse flow mode of the external heat exchanger 3 is improved. Even in extremely low temperatures where electric heating technology and PTC are not available, the compressor 1 can perform a heating cycle to heat the battery 19 and the passenger compartment.

[0187] This application achieves simplified coupling and decoupling of the coolant system by setting a three-way valve and a circuit coupling point. The two three-way valves can combine and match different operating conditions of the heating circuit, battery circuit, and electric drive circuit, and combine with the refrigerant circuit to achieve the optimal energy consumption scheme under the optimal cost.

[0188] In this application, different refrigerant circuits can be selected and adapted according to the ambient temperature, and the refrigerant circuit and coolant circuit can be coupled and decoupled to the greatest extent, with a high degree of freedom in combination.

[0189] A third aspect of this application provides an electric vehicle, characterized in that it includes an electric vehicle thermal management system, the electric vehicle thermal management system having a refrigerant circuit, a coolant circuit, and a control piping system.

[0190] The refrigerant circuit includes a compressor 1, a water-cooled condenser 2, an external heat exchanger 3, a passenger compartment evaporator 4, a battery cooler 5, and a gas-liquid separator 6; the water-cooled condenser 2 and the external heat exchanger 3 are connected in parallel, and the passenger compartment evaporator 4 and the battery cooler 5 are connected in parallel.

[0191] The coolant circuit includes an electric drive circuit, a battery circuit, and a heater circuit; the electric drive circuit is equipped with an electric drive assembly 16, a first water pump 18, and a low-temperature radiator 17; the battery circuit is equipped with a battery 19, a second water pump 20, and a third one-way valve 21; the heater circuit is equipped with a water-cooled condenser 2, a passenger cabin heater core 22, and a third water pump 23.

[0192] The control system is equipped with multiple three-way valves and multiple circuit coupling points. The multiple three-way valves and multiple circuit coupling points control the refrigerant circuit, the heating circuit, the battery circuit and the electric drive circuit to form different circuit modes to form the electric vehicle thermal management system to meet the thermal management needs of the passenger compartment, battery 19 and electric drive assembly 16.

[0193] This application reduces the complexity of the refrigerant circuit and coolant circuit. Without sacrificing energy efficiency in high and low temperature environments, by connecting the water-cooled condenser 2 and the external heat exchanger 3 in parallel, the reverse flow mode of the external heat exchanger 3 is improved. Even in extremely low temperatures where electric heating technology and PTC are not available, the compressor 1 can perform a heating cycle to heat the battery 19 and the passenger compartment.

[0194] This application achieves simplified coupling and decoupling of the coolant system by setting a three-way valve and a circuit coupling point. The two three-way valves can combine and match different operating conditions of the heating circuit, battery circuit, and electric drive circuit, and combine with the refrigerant circuit to achieve the optimal energy consumption scheme under the optimal cost.

[0195] In this application, different refrigerant circuits can be selected and adapted according to the ambient temperature, and the refrigerant circuit and coolant circuit can be coupled and decoupled to the greatest extent, with a high degree of freedom in combination.

[0196] 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.

[0197] 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 thermal management system for electric vehicles, characterized in that, include: Refrigerant circuit, coolant circuit and control piping system; The refrigerant circuit includes a compressor, a water-cooled condenser, an external heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator; the water-cooled condenser and the external heat exchanger are connected in parallel, and the evaporator and the battery cooler are connected in parallel. The coolant circuit includes an electric drive circuit, a battery circuit, and a heater circuit; the electric drive circuit is equipped with an electric drive assembly, a low-temperature radiator, and a first water pump; the battery circuit is equipped with a battery, a second water pump, and a third check valve; the heater circuit is equipped with a water-cooled condenser, a passenger cabin heater core, and a third water pump. The control piping system includes multiple three-way valves and multiple circuit coupling points. These valves and coupling points control the refrigerant circuit, the heating circuit, the battery circuit, and the electric drive circuit, forming different circuit modes to create the electric vehicle thermal management system to meet the thermal management needs of the passenger compartment, battery, and electric drive assembly. The plurality of three-way valves includes a first three-way valve and a second three-way valve; The first three-way valve includes an A port, a B port, and a C port; the second three-way valve includes an A port, a B port, and a C port. The A port of the first three-way valve is connected to the passenger compartment heating core, the B port of the first three-way valve is connected to the water-cooled condenser, and the C port of the first three-way valve is connected to the junction of the second water pump, the C port of the second three-way valve, and the battery cooler. The A port of the second three-way valve is connected to the low-temperature radiator, the B port of the second three-way valve is connected to the first water pump, and the C port of the second three-way valve is connected to the junction of the second water pump, the C port of the first three-way valve, and the battery cooler. The plurality of loop coupling points include a first loop coupling point, a second loop coupling point, a third loop coupling point, and a fourth loop coupling point; The heating circuit is provided with a first circuit coupling point and a first three-way valve. The first circuit coupling point and the first three-way valve are used to couple or decouple the heating circuit from one or more circuits among the refrigerant circuit, the battery circuit and the electric drive circuit. The battery circuit is provided with a second circuit coupling point and a fourth circuit coupling point. The second circuit coupling point and the fourth circuit coupling point are used to couple or decouple the battery circuit from one or more circuits among the refrigerant circuit, the heating circuit and the electric drive circuit. The electric drive circuit is provided with a third circuit coupling point and a second three-way valve. The third circuit coupling point and the second three-way valve are used to couple or decouple the electric drive circuit from one or more of the refrigerant circuit, the heating circuit and the battery circuit.

2. The electric vehicle thermal management system as described in claim 1, characterized in that, The refrigerant circuit is also provided with a first refrigerant switching valve, a second refrigerant switching valve, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, and a fourth electronic expansion valve. The refrigerant gas discharged from the compressor is divided into two paths: one path flows out of the water-cooled condenser through the second electronic expansion valve; the other path is further divided into two paths through the fourth electronic expansion valve: one path flows out of the vehicle exterior heat exchanger through the third electronic expansion valve, and the other path flows out through the first electronic expansion valve. The refrigerant flowing out of the water-cooled condenser and the refrigerant flowing out of the third electronic expansion valve are combined and then divided into two streams: one stream flows out of the evaporator through the first electronic expansion valve; the other stream flows out of the battery cooler through the second electronic expansion valve. The refrigerant flowing out of the evaporator, the refrigerant flowing out of the battery cooler, and the refrigerant flowing out of the first electronic expansion valve converge and flow back to the compressor via the gas-liquid separator.

3. The electric vehicle thermal management system as described in claim 2, characterized in that, The refrigerant circuit also includes a first check valve, a second check valve, and a filter screen; The refrigerant gas is divided into two paths by the fourth electronic expansion valve. One path passes through the external heat exchanger and is then divided into two paths again. One path flows out through the first one-way valve and the filter, while the other path still flows out through the third electronic expansion valve. The refrigerant flowing out through the filter merges with the refrigerant flowing out through the third electronic expansion valve.

4. The electric vehicle thermal management system as described in claim 1, characterized in that, Temperature sensors and temperature-pressure sensors are installed at one or more of the following locations, including: A first temperature sensor is located at the outlet end of the compressor; The second temperature sensor is located at the inlet end of the external heat exchanger. The third temperature sensor is located at the outlet end of the third water pump; The fourth temperature sensor is located at the coolant inlet of the battery cooler. The fifth temperature sensor is located at the outlet end of the first water pump; The first temperature and pressure sensor is located at the refrigerant side outlet of the water-cooled condenser. The second temperature and pressure sensor is located at the inlet end of the gas-liquid separator.

5. A control method based on the electric vehicle thermal management system of claim 1, characterized in that, The electric vehicle thermal management system includes: a refrigerant circuit, a coolant circuit, and a control piping system; The refrigerant circuit includes a compressor, a water-cooled condenser, an external heat exchanger, an evaporator, a battery cooler, and a gas-liquid separator; the water-cooled condenser and the external heat exchanger are connected in parallel, and the evaporator and the battery cooler are connected in parallel. The coolant circuit includes an electric drive circuit, a battery circuit, and a heater circuit; the electric drive circuit is equipped with an electric drive assembly, a first water pump, and a low-temperature radiator; the battery circuit is equipped with a battery, a second water pump, and a third check valve; the heater circuit is equipped with a water-cooled condenser, a passenger cabin heater core, and a third water pump. The control piping system is equipped with multiple three-way valves and multiple loop coupling points; The control method includes controlling the refrigerant circuit, the heating circuit, the battery circuit, and the electric drive circuit based on the multiple three-way valves and multiple circuit coupling points to form different circuit modes, thereby creating the electric vehicle thermal management system to meet the thermal management needs of the passenger compartment, battery, and electric drive assembly; wherein: The plurality of three-way valves includes a first three-way valve and a second three-way valve; The first three-way valve includes an A port, a B port, and a C port; the second three-way valve includes an A port, a B port, and a C port. The A port of the first three-way valve is connected to the passenger compartment heating core, the B port of the first three-way valve is connected to the water-cooled condenser, and the C port of the first three-way valve is connected to the junction of the second water pump, the C port of the second three-way valve, and the battery cooler. The A port of the second three-way valve is connected to the low-temperature radiator, the B port of the second three-way valve is connected to the first water pump, and the C port of the second three-way valve is connected to the junction of the second water pump, the C port of the first three-way valve, and the battery cooler. The plurality of loop coupling points include a first loop coupling point, a second loop coupling point, a third loop coupling point, and a fourth loop coupling point; The heating circuit is provided with a first circuit coupling point and a first three-way valve. The first circuit coupling point and the first three-way valve are used to couple or decouple the heating circuit from one or more circuits among the refrigerant circuit, the battery circuit and the electric drive circuit. The battery circuit is provided with a second circuit coupling point and a fourth circuit coupling point. The second circuit coupling point and the fourth circuit coupling point are used to couple or decouple the battery circuit from one or more circuits among the refrigerant circuit, the heating circuit and the electric drive circuit. The electric drive circuit is provided with a third circuit coupling point and a second three-way valve. The third circuit coupling point and the second three-way valve are used to couple or decouple the electric drive circuit from one or more of the refrigerant circuit, the heating circuit and the battery circuit.

6. An electric vehicle, characterized in that, The electric vehicle includes the electric vehicle thermal management system as described in any one of claims 1-4.

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