An electric vehicle thermal management system

Abstract

This invention relates to a thermal management system for electric vehicles, belonging to the field of automotive thermal management technology. By interlinking and coupling the refrigerant circuit and coolant circuit, and fully utilizing waste heat from the motor, it can achieve different functional scenarios for independent or interconnected operation of passenger compartment thermal management, battery thermal management, and motor thermal management, thus meeting the cooling and heating requirements of the thermal management system. This thermal management system has comprehensive functional applications, low cost, and is simple and easy to control.

Description

Technical Field

[0001] This invention belongs to the field of automotive thermal management technology and relates to a thermal management system for electric vehicles. Background Technology

[0002] For electric vehicles, the thermal management system not only affects the driving comfort of passenger vehicles, but also involves safety and energy consumption issues. How to achieve a balance between driving range, comfort and safety in real-world environments is an urgent problem to be solved in the design of electric vehicle thermal management systems.

[0003] Currently, the thermal management system architecture for electric vehicles is costly and lacks comprehensive functionality. This is mainly reflected in excessive control costs, too many types of parts, difficulty in repairing and replacing parts, and relatively few thermal management functional scenarios for the whole vehicle. It cannot effectively achieve a balance between driving range, comfort, and safety of electric vehicles in real-world environments. Furthermore, the entire system uses a large number of components and occupies a large amount of space. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide an electric vehicle thermal management system to solve the problems of high cost and incomplete functionality of existing electric vehicle thermal management system architectures.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] An electric vehicle thermal management system includes an electric compressor, a built-in condenser, a water-cooled condenser, a liquid storage tank, a battery cooler, an electronic expansion valve 1, an electronic expansion valve 2, an electronic expansion valve 3, an electromagnetic shut-off valve 1, an electromagnetic shut-off valve 2, a check valve 1, a check valve 2, a motor, a motor water pump, a low-temperature radiator, a multi-way water valve, a battery water pump, and a battery pack.

[0007] An electric compressor, electromagnetic shut-off valve 1, water-cooled condenser, check valve 2, liquid receiver, electronic expansion valve 1, and evaporator are connected in series to form the first refrigerant circuit.

[0008] An electric compressor, electromagnetic shut-off valve 1, water-cooled condenser, check valve 2, liquid receiver, electronic expansion valve 2, and battery cooler are connected in series to form a second refrigerant circuit.

[0009] An electric compressor, a solenoid shut-off valve 2, a built-in condenser, a check valve 1, a liquid receiver, an electronic expansion valve 3, a water-cooled condenser, and a solenoid shut-off valve 3 are connected in series to form a third refrigerant circuit.

[0010] An electric compressor, a solenoid shut-off valve 2, a built-in condenser, a check valve 1, a liquid receiver, an electronic expansion valve 1, and an evaporator are connected in series to form a fourth refrigerant circuit.

[0011] An electric compressor, a solenoid shut-off valve 2, a built-in condenser, a check valve 1, a liquid receiver, an electronic expansion valve 2, and a battery cooler are connected in series to form the fifth refrigerant circuit.

[0012] The motor, water pump, low-temperature radiator, multi-way water valve interface 6, multi-way water valve interface 7, multi-way water valve interface 8, and motor are connected in series to form the first branch of the first coolant circuit. The motor, water pump, low-temperature radiator, multi-way water valve interface 6, multi-way water valve interface 7, multi-way water valve interface 9, and water-cooled condenser are connected in series to form the second branch of the first coolant circuit. The flow ratio between the first branch of the first coolant circuit and the second branch of the first coolant circuit is adjusted by the multi-way water valve.

[0013] The battery water pump, battery pack, multi-way water valve interface 1, multi-way water valve interface 2, battery cooler, multi-way water valve interface 5, and multi-way water valve interface 4 are connected in series to form the second coolant circuit.

[0014] The motor, water pump, multi-way water valve interface 3, multi-way water valve interface 7, multi-way water valve interface 8, and motor are connected in series to form a third coolant circuit branch 1. The motor, water pump, multi-way water valve interface 3, multi-way water valve interface 7, multi-way water valve interface 9, and water-cooled condenser are connected in series to form a third coolant circuit branch 2. The flow ratio of the third coolant circuit branch 1 and the third coolant circuit branch 2 is adjusted by the multi-way water valve.

[0015] The motor water pump, multi-way water valve interface 3, multi-way water valve interface 2, battery cooler, multi-way water valve interface 5, multi-way water valve interface 4, battery water pump, battery pack, multi-way water valve interface 1, multi-way water valve interface 7, multi-way water valve interface 8, and motor are connected in series to form a fourth coolant circuit branch 1. The motor water pump, multi-way water valve interface 3, multi-way water valve interface 2, battery cooler, multi-way water valve interface 5, multi-way water valve interface 4, battery water pump, battery pack, multi-way water valve interface 1, multi-way water valve interface 7, multi-way water valve interface 9, and water-cooled condenser are connected in series to form a fourth coolant circuit branch 2. The flow ratio of the fourth coolant circuit branch 1 and the fourth coolant circuit branch 2 is adjusted proportionally through the multi-way water valve.

[0016] The refrigerant circuit contains refrigerant, and the coolant circuit contains coolant. Each circuit can be opened independently. Through the interrelation and coupling of the circuits, the thermal management of the passenger compartment, battery, and motor can be operated independently or in a coordinated manner.

[0017] Optionally, the first refrigerant circuit and the first coolant circuit are activated to enable the passenger compartment cooling mode in order to meet the cooling requirements of the passenger compartment when the ambient temperature is high.

[0018] The third refrigerant circuit and the first coolant circuit are activated to enable the first passenger compartment heating mode, in order to meet the heating requirements of the passenger compartment during idling.

[0019] The third refrigerant circuit and the third coolant circuit are activated to enable the second passenger compartment heating mode, in order to meet the heating needs of the passenger compartment during driving.

[0020] The third refrigerant circuit, the fourth refrigerant circuit, and the third coolant circuit are activated to enable the crew cabin heating and defogging mode, in order to meet the crew cabin heating and defogging needs.

[0021] The second coolant circuit is activated in battery self-circulation mode to meet the need to reduce the internal temperature difference of the battery when there is no need for cooling or heating.

[0022] The second refrigerant circuit, the first coolant circuit, and the second coolant circuit are activated to form the first battery cooling mode, in order to meet the battery cooling requirements when the occupant compartment is cooled or not.

[0023] The fifth refrigerant circuit and the second coolant circuit are activated to switch to the second battery cooling mode in order to meet the cooling requirements of the battery and the heating requirements of the passenger compartment.

[0024] The fourth coolant circuit is activated to switch to battery heating mode in order to meet the battery's heating requirements.

[0025] The first coolant circuit is activated to switch to motor radiator cooling mode to meet the motor's cooling requirements.

[0026] Optionally, a third crew cabin heating mode is also included, in which a PTC (Powered Traction Control) mode is used to directly provide auxiliary heating to the crew cabin when the heat pump heating of the motor is insufficient or limited.

[0027] Optionally, a temperature sensor is connected to the inlet end of the motor and the outlet end of the motor water pump, a temperature sensor is connected to the inlet end of the compressor and a pressure and temperature sensor is connected to the outlet end, and a pressure and temperature sensor is connected to the outlet end of the battery cooler in the refrigerant circuit.

[0028] Optionally, a temperature sensor is installed on the pipeline connecting the electric compressor and the evaporator, a temperature sensor is installed on the pipeline connecting the electric compressor and the solenoid shut-off valve 3, a pressure and temperature sensor is connected to the outlet end of the electric compressor, a pressure and temperature sensor is installed on the pipeline connecting the battery cooler and the electric compressor, and a temperature sensor is connected to the inlet end of the motor and the outlet end of the motor water pump.

[0029] Optionally, a DC voltage converter is provided on the pipeline connecting the motor and the multi-way water valve.

[0030] Optionally, the third refrigerant circuit and the third coolant circuit are turned on to the motor heat pump cooling mode. The coolant in the third coolant circuit flows through the motor and absorbs the heat of the motor. After absorbing the heat, the coolant transfers the heat to the refrigerant through the water-cooled condenser.

[0031] The beneficial effects of this invention are as follows:

[0032] 1. The thermal management system of the present invention adopts a multi-way water valve, which is simple, has fewer parts, and has a lower cost.

[0033] 2. Water-cooled condensers can function as both condensers and coolers, possessing both condensation and evaporation capabilities.

[0034] 3. The thermal management system of the present invention does not use water-heated PTC, but uses motor stall heating, which has a lower cost.

[0035] 4. This electric vehicle thermal management system, through the interconnected coupling of the refrigerant circuit and coolant circuit, fully utilizes the waste heat from the motor, enabling different functional scenarios where passenger compartment thermal management, battery thermal management, and motor thermal management operate independently or in a coordinated manner, thus meeting the cooling and heating requirements of the thermal management system. This thermal management system offers comprehensive functional applications, low cost, and is simple and easy to control.

[0036] Other advantages, objectives, and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination, or may be learned from practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0037] To make the objectives, technical solutions, and advantages of the present invention clearer, the preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein:

[0038] Figure 1 This is a schematic diagram of the electric vehicle thermal management system of the present invention;

[0039] Figure 2 This is the first refrigerant circuit diagram;

[0040] Figure 3 This is the second refrigerant circuit diagram;

[0041] Figure 4 This is the third refrigerant circuit diagram;

[0042] Figure 5 This is the fourth refrigerant circuit diagram;

[0043] Figure 6 This is the fifth refrigerant circuit diagram;

[0044] Figure 7 This is the first coolant circuit diagram;

[0045] Figure 8 This is the second coolant circuit diagram;

[0046] Figure 9 This is the third coolant circuit diagram;

[0047] Figure 10 This is the fourth coolant circuit diagram;

[0048] Figure 11 This is a diagram illustrating the cooling mode for the crew compartment.

[0049] Figure 12 Diagram showing the heating scheme for the first crew compartment;

[0050] Figure 13 Diagram showing the heating scheme for the second crew compartment;

[0051] Figure 14 Diagram illustrating a heating and defogging process for the crew compartment;

[0052] Figure 15 This is a diagram of the battery self-circulation mode;

[0053] Figure 16 This is a diagram of the first battery cooling mode;

[0054] Figure 17 This is a diagram illustrating the cooling mode for the second battery.

[0055] Figure 18 This is a diagram illustrating the battery heating mode.

[0056] Figure 19 This is a diagram illustrating the cooling mode of a motor radiator.

[0057] Figure 20 This is the motor heat pump cooling mode.

[0058] Reference numerals: 1. Driver; 2. Valve cover; 3. Valve core shaft seal ring; 4. Valve core; 5. Valve core gasket; 6. Valve body; 7. Valve body gasket; 8. Partition; 11. First channel; 12. Second channel; 13. Third channel; 14. Fourth channel; 15. Fifth channel; 16. Sixth channel; 17. First upper flow channel; 18. Second upper flow channel; 19. Third upper flow channel; 20. First lower flow channel; 21. Second lower flow channel; 22. Third lower flow channel. Detailed Implementation

[0059] 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 be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0060] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures. They should not be construed as limiting the invention. To better illustrate the embodiments of the invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0061] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components. In the description of the present invention, it should be understood that if terms such as "upper," "lower," "left," "right," "front," and "rear" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting the present invention. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0062] An electric vehicle thermal management system, such as Figure 1 As shown, this is an integrated thermal management system, including a refrigerant circuit and a coolant circuit; the refrigerant circuit contains refrigerant, and the coolant circuit contains coolant.

[0063] The main components of the refrigerant circuit include: an electric compressor, a built-in condenser, a water-cooled condenser, a receiver-dryer, a battery cooler, three electronic expansion valves (EXV), two solenoid shut-off valves (SOV), two check valves, two pressure-temperature sensors (PT sensors), two coolant temperature sensors, and two refrigerant temperature sensors. The refrigerant circuit comprises a first refrigerant circuit, a second refrigerant circuit, a third refrigerant circuit, a fourth refrigerant circuit, and a fifth refrigerant circuit.

[0064] The main components of the coolant circuit include: DC-DC converter, motor, motor water pump, low-temperature radiator, multi-way water valve, battery water pump, battery pack, battery cooler, and water-cooled condenser. The coolant circuit includes a first coolant circuit, a second coolant circuit, a third coolant circuit, and a fourth coolant circuit.

[0065] Component description:

[0066] EXV: Electronic expansion valve;

[0067] SOV: Electromagnetic shut-off valve;

[0068] One-way valve: allows flow in only one direction and cannot flow backward;

[0069] PT sensor: A sensor that collects refrigerant pressure and temperature;

[0070] Storage tank: has refrigerant storage function;

[0071] T: Water temperature sensor;

[0072] DCDC: Direct-to-DC converter;

[0073] The water-cooled condenser in this design can function as both a condenser and a cooler, with both condensation and evaporation capabilities.

[0074] The first refrigerant circuit includes an electric compressor, a first electromagnetic shut-off valve, a water-cooled condenser, a second check valve, a liquid receiver, a first electronic expansion valve, and an evaporator, connected in series to form a closed loop. The first refrigerant circuit is as follows: Figure 2 As shown.

[0075] The second refrigerant circuit includes an electric compressor, a first electromagnetic shut-off valve, a water-cooled condenser, a second check valve, a liquid receiver, a second electronic expansion valve, and a battery cooler, connected in series to form a closed loop. The second refrigerant circuit is as follows: Figure 3 As shown.

[0076] The third refrigerant circuit includes an electric compressor, a second solenoid shut-off valve, a built-in condenser, a first check valve, a liquid receiver, a third electronic expansion valve, a water-cooled condenser, and a third solenoid shut-off valve connected in series to form a closed loop. The third refrigerant circuit is as follows: Figure 4 As shown.

[0077] The fourth refrigerant circuit includes an electric compressor, a second solenoid shut-off valve, a built-in condenser, a first check valve, a liquid receiver, a first electronic expansion valve, and an evaporator connected in series to form a closed loop. The fourth refrigerant circuit is as follows: Figure 5 As shown.

[0078] The fifth refrigerant circuit includes an electric compressor, a second solenoid shut-off valve, a built-in condenser, a first check valve, a liquid receiver, a second electronic expansion valve, and a battery cooler, connected in series to form a closed loop. The fifth refrigerant circuit is as follows: Figure 6 As shown.

[0079] The first coolant circuit includes a motor-water pump, a low-temperature radiator, a multi-way water valve interface 6, and a multi-way water valve interface 7 connected in series. It then splits into two paths: one path connects to a multi-way water valve interface 8, a DC-DC converter, and the motor; the other path connects to a multi-way water valve interface 9 and a water-cooled condenser. The flow ratio between these two paths can be adjusted using the multi-way water valve. The first coolant circuit is as follows: Figure 7 As shown.

[0080] The second coolant circuit includes a battery water pump, a battery pack, a multi-way water valve interface 1, a multi-way water valve interface 2, a battery cooler, a multi-way water valve interface 5, and a multi-way water valve interface 4 connected in series. The second coolant circuit is as follows: Figure 8 As shown.

[0081] The third coolant circuit includes a motor-water pump, a multi-way water valve interface 3, and a multi-way water valve interface 7 connected in series. It then splits into two paths: one path connects to a multi-way water valve interface 8, a DC-DC converter, and the motor; the other path connects to a multi-way water valve interface 9 and a water-cooled condenser. The flow ratio between these two paths can be adjusted using the multi-way water valve. The third coolant circuit is as follows: Figure 9 As shown.

[0082] The fourth coolant circuit includes, in series, a motor water pump, multi-way water valve interface 3, multi-way water valve interface 2, a battery cooler, multi-way water valve interface 5, multi-way water valve interface 4, a battery water pump, a battery pack, multi-way water valve interface 1, and multi-way water valve interface 7. It then splits into two paths: one path connects to a DC-DC converter and the motor via multi-way water valve interface 8; the other path connects to a water-cooled condenser via multi-way water valve interface 9. The flow ratio between these two paths can be adjusted using the multi-way water valves. The fourth coolant circuit is as follows: Figure 10 As shown.

[0083] Analysis of functional scenarios of thermal management system: The thermal management system includes passenger compartment thermal management, battery thermal management and motor thermal management.

[0084] 1. The crew cabin thermal management includes a crew cabin cooling mode, a crew cabin heating mode, and a crew cabin heating and defogging mode; among which, the crew cabin heating mode includes a first crew cabin heating mode, a second crew cabin heating mode, and a third crew cabin heating mode.

[0085] 2. Battery thermal management includes battery self-circulation mode, battery cooling mode, and battery heating mode; among which, battery cooling mode includes first battery cooling mode and second battery cooling mode.

[0086] 3. Motor thermal management includes motor radiator cooling mode and motor heat pump cooling mode.

[0087] 1.1 The operating mode of the passenger compartment cooling system is as follows: When the ambient temperature is high and the passenger compartment requires cooling, the first refrigerant circuit and the first coolant circuit are activated; the refrigerant circulates in the first refrigerant circuit, and the coolant circulates in the first coolant circuit, such as... Figure 11 As shown.

[0088] In the first coolant circuit, the coolant absorbs heat from the refrigerant through a water-cooled condenser and dissipates heat through a low-temperature radiator; after being cooled by the water-cooled condenser, the refrigerant evaporates and absorbs heat through the evaporator, thus cooling the passenger compartment.

[0089] 1.2.1 The first passenger compartment heating mode is as follows: When idling and the passenger compartment requires heating, the third refrigerant circuit and the first coolant circuit are activated; the refrigerant circulates in the third refrigerant circuit, and the coolant circulates in the first coolant circuit, such as... Figure 12 As shown.

[0090] In the first coolant circuit, the coolant absorbs ambient heat through a low-temperature radiator. After absorbing heat, the coolant transfers the heat to the refrigerant through a water-cooled condenser. In the third refrigerant circuit, the refrigerant evaporates and absorbs heat in a water-cooled condenser. Then, it condenses and releases heat to the passenger compartment through a built-in condenser, thus heating the passenger compartment.

[0091] 1.2.2 The second passenger compartment heating mode is as follows: When the vehicle is in motion and the passenger compartment requires heating, the third refrigerant circuit and the third coolant circuit are activated; the refrigerant circulates in the third refrigerant circuit, and the coolant circulates in the third coolant circuit, such as... Figure 13 As shown.

[0092] The coolant in the third coolant circuit flows through the drive motor, absorbing the heat from the drive motor. After absorbing the heat, the coolant transfers the heat to the refrigerant through the water-cooled condenser. The refrigerant in the third refrigerant circuit evaporates and absorbs heat in the water-cooled condenser, and then condenses and releases heat to the passenger compartment through the built-in condenser, thus heating the passenger compartment.

[0093] 1.2.3 The third crew cabin heating mode is the crew cabin air-heated PTC heating mode. When the heat pump heating is insufficient or limited, the air-heated PTC heating mode is used to directly provide auxiliary heating to the crew cabin.

[0094] 1.3 The crew cabin heating and defogging mode is as follows: When the crew cabin requires heating and defogging, the third refrigerant circuit, the fourth refrigerant circuit, and the third coolant circuit are activated; the refrigerant circulates in the third and fourth refrigerant circuits, and the coolant circulates in the third coolant circuit, such as... Figure 14 As shown.

[0095] In the third coolant circuit, the coolant flows through the drive motor, absorbing its heat. After absorbing heat, the coolant transfers the heat to the refrigerant through the water-cooled condenser. In the third refrigerant circuit, the refrigerant evaporates and absorbs heat in the water-cooled condenser, then condenses and releases heat to the passenger compartment through the built-in condenser, heating the passenger compartment. In the fourth refrigerant circuit, the refrigerant evaporates and absorbs heat in the evaporator. When the airflow in the passenger compartment passes over the evaporator surface, it is cooled and dehumidified, achieving the defogging effect in the passenger compartment.

[0096] 2.1 The battery self-circulation mode is as follows: When the battery has no cooling or heating requirement, but the internal temperature difference needs to be reduced, the second coolant circuit is activated. The coolant circulates through this second coolant circuit to reduce the internal temperature difference of the battery. The battery cooler does not activate. Figure 15 As shown.

[0097] 2.2.1 The first battery cooling mode is as follows: When the battery requires cooling, and the passenger compartment requires cooling or does not require cooling, the second refrigerant circuit, the first coolant circuit, and the second coolant circuit are activated; the refrigerant circulates in the second refrigerant circuit, and the coolant circulates in the first coolant circuit and the second coolant circuit, such as... Figure 16 As shown.

[0098] In the first coolant circuit, the coolant absorbs heat from the refrigerant through a water-cooled condenser and dissipates heat through a low-temperature radiator. In the second refrigerant circuit, the refrigerant releases heat to the coolant in the first coolant circuit through a water-cooled condenser. The refrigerant then absorbs heat from the coolant in the second coolant circuit through a battery cooler, and the released heat cools the battery pack.

[0099] 2.2.2 The second battery cooling mode is as follows: When the battery requires cooling and the passenger compartment requires heating, the fifth refrigerant circuit and the second coolant circuit are activated; the refrigerant circulates in the fifth refrigerant circuit, and the coolant circulates in the second coolant circuit, such as... Figure 17 As shown.

[0100] The refrigerant in the fifth refrigerant circuit releases heat to the passenger compartment through the built-in condenser to heat the passenger compartment; the refrigerant absorbs heat from the coolant in the second coolant circuit through the battery cooler, and the coolant releases heat to cool the battery pack.

[0101] 2.3 The battery heating mode is as follows: When the battery requires heating, the fourth coolant circuit is activated, and the coolant circulates within the fourth coolant circuit, such as... Figure 18 As shown.

[0102] The coolant in the fourth coolant circuit flows through the drive motor, absorbing the heat from the drive motor. After absorbing the heat, the coolant flows through the battery pack, heating the battery pack.

[0103] 3.1 The motor radiator cooling mode is as follows: When the motor requires cooling, the first coolant circuit is activated, and the coolant circulates within the first coolant circuit, such as... Figure 19 As shown.

[0104] The coolant in the first coolant circuit flows through the drive motor, absorbing the heat from the drive motor. After absorbing the heat, the coolant flows through the low-temperature radiator for heat dissipation.

[0105] 3.2 The motor heat pump cooling mode is as follows: the third refrigerant circuit and the third coolant circuit are activated; the refrigerant circulates in the third refrigerant circuit, and the coolant circulates in the third coolant circuit, such as... Figure 20 As shown.

[0106] The coolant in the third coolant circuit flows through the drive motor, absorbing the heat from the drive motor. After absorbing the heat, the coolant transfers the heat to the refrigerant through the water-cooled condenser.

[0107] This invention, through the interrelation and coupling of the refrigerant circuit and coolant circuit, fully utilizes waste heat from motors and other components to achieve different functional scenarios for independent or interconnected operation of passenger compartment thermal management, battery thermal management, and motor thermal management, thus meeting the cooling and heating requirements of the thermal management system. This thermal management system has comprehensive functional applications, low cost, and is simple and easy to control.

[0108] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A thermal management system for electric vehicles, characterized in that: Includes electric compressor, built-in condenser, water-cooled condenser, liquid storage tank, battery cooler, electronic expansion valve 1, electronic expansion valve 2, electronic expansion valve 3, electromagnetic shut-off valve 1, electromagnetic shut-off valve 2, check valve 1, check valve 2, motor, motor water pump, low temperature radiator, multi-way water valve, battery water pump, and battery pack. An electric compressor, electromagnetic shut-off valve 1, water-cooled condenser, check valve 2, liquid receiver, electronic expansion valve 1, and evaporator are connected in series to form the first refrigerant circuit. An electric compressor, electromagnetic shut-off valve 1, water-cooled condenser, check valve 2, liquid receiver, electronic expansion valve 2, and battery cooler are connected in series to form a second refrigerant circuit. An electric compressor, a solenoid shut-off valve 2, a built-in condenser, a check valve 1, a liquid receiver, an electronic expansion valve 3, a water-cooled condenser, and a solenoid shut-off valve 3 are connected in series to form a third refrigerant circuit. An electric compressor, a solenoid shut-off valve 2, a built-in condenser, a check valve 1, a liquid receiver, an electronic expansion valve 1, and an evaporator are connected in series to form a fourth refrigerant circuit. An electric compressor, electromagnetic shut-off valve 2, built-in condenser, check valve 1, liquid receiver, electronic expansion valve 2, and battery cooler are connected in series to form the fifth refrigerant circuit. The motor, water pump, low-temperature radiator, multi-way water valve interface 6, multi-way water valve interface 7, multi-way water valve interface 8, and motor are connected in series to form the first branch of the first coolant circuit. The motor, water pump, low-temperature radiator, multi-way water valve interface 6, multi-way water valve interface 7, multi-way water valve interface 9, and water-cooled condenser are connected in series to form the second branch of the first coolant circuit. The flow ratio between the first branch of the first coolant circuit and the second branch of the first coolant circuit is adjusted by the multi-way water valve. The battery water pump, battery pack, multi-way water valve interface 1, multi-way water valve interface 2, battery cooler, multi-way water valve interface 5, and multi-way water valve interface 4 are connected in series to form the second coolant circuit. The motor, water pump, multi-way water valve interface 3, multi-way water valve interface 7, multi-way water valve interface 8, and motor are connected in series to form a third coolant circuit branch 1. The motor, water pump, multi-way water valve interface 3, multi-way water valve interface 7, multi-way water valve interface 9, and water-cooled condenser are connected in series to form a third coolant circuit branch 2. The flow ratio of the third coolant circuit branch 1 and the third coolant circuit branch 2 is adjusted by the multi-way water valve. The motor water pump, multi-way water valve interface 3, multi-way water valve interface 2, battery cooler, multi-way water valve interface 5, multi-way water valve interface 4, battery water pump, battery pack, multi-way water valve interface 1, multi-way water valve interface 7, multi-way water valve interface 8, and motor are connected in series to form a fourth coolant circuit branch 1. The motor water pump, multi-way water valve interface 3, multi-way water valve interface 2, battery cooler, multi-way water valve interface 5, multi-way water valve interface 4, battery water pump, battery pack, multi-way water valve interface 1, multi-way water valve interface 7, multi-way water valve interface 9, and water-cooled condenser are connected in series to form a fourth coolant circuit branch 2. The flow ratio of the fourth coolant circuit branch 1 and the fourth coolant circuit branch 2 is adjusted proportionally through the multi-way water valve. The refrigerant circuit contains refrigerant, and the coolant circuit contains coolant. Each circuit can be opened independently. Through the interrelation and coupling of the circuits, the thermal management of the passenger compartment, the thermal management of the battery, and the thermal management of the motor can be operated independently or in a mutually related manner. When the third refrigerant circuit and the third coolant circuit are turned on, the motor heat pump cooling mode is activated. The coolant in the third coolant circuit flows through the motor, absorbing the heat from the motor. After absorbing the heat, the coolant transfers the heat to the refrigerant through the water-cooled condenser.

2. The electric vehicle thermal management system according to claim 1, characterized in that: The first refrigerant circuit and the first coolant circuit are activated to enable the passenger compartment cooling mode, in order to meet the cooling needs of the passenger compartment when the ambient temperature is high. The third refrigerant circuit and the first coolant circuit are activated to enable the first passenger compartment heating mode, in order to meet the heating requirements of the passenger compartment during idling. The third refrigerant circuit and the third coolant circuit are activated to enable the second passenger compartment heating mode, in order to meet the heating needs of the passenger compartment during driving. The third refrigerant circuit, the fourth refrigerant circuit, and the third coolant circuit are activated to enable the crew cabin heating and defogging mode, in order to meet the crew cabin heating and defogging needs. The second coolant circuit is activated in battery self-circulation mode to meet the need to reduce the internal temperature difference of the battery when there is no need for cooling or heating. The second refrigerant circuit, the first coolant circuit, and the second coolant circuit are activated to form the first battery cooling mode, in order to meet the battery cooling requirements when the occupant compartment is cooled or not. The fifth refrigerant circuit and the second coolant circuit are activated to switch to the second battery cooling mode in order to meet the cooling requirements of the battery and the heating requirements of the passenger compartment. The fourth coolant circuit is activated to switch to battery heating mode in order to meet the battery's heating requirements. The first coolant circuit is activated to switch to motor radiator cooling mode to meet the motor's cooling requirements.

3. The electric vehicle thermal management system according to claim 2, characterized in that: It also includes a third crew cabin heating mode, which uses a fan-heated PTC heating mode to directly supplement the crew cabin heating when the heat pump heating of the motor is insufficient or limited.

4. The electric vehicle thermal management system according to claim 1, characterized in that: Temperature sensors are connected to the inlet of the motor and the outlet of the motor-water pump. A temperature sensor is connected to the inlet of the compressor and a pressure-temperature sensor is connected to the outlet. A pressure-temperature sensor is also connected to the outlet of the battery cooler in the refrigerant circuit.

5. The electric vehicle thermal management system according to claim 1, characterized in that: A temperature sensor is installed on the pipeline connecting the electric compressor and the evaporator, a temperature sensor is installed on the pipeline connecting the electric compressor and the solenoid shut-off valve 3, a pressure and temperature sensor is connected to the outlet end of the electric compressor, a pressure and temperature sensor is installed on the pipeline connecting the battery cooler and the electric compressor, and a temperature sensor is connected to the inlet end of the motor and the outlet end of the motor water pump.

6. The electric vehicle thermal management system according to claim 1, characterized in that: A DC voltage converter is installed on the pipeline connecting the motor and the multi-way water valve.

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