Multi-heat source staged heating electric vehicle thermal management system

Abstract

This invention provides a multi-heat-source, staged heating thermal management system for electric vehicles, comprising a refrigerant circulation loop and a secondary refrigerant circulation loop, coupled together via a first indoor three-medium heat exchanger, a second indoor three-medium heat exchanger, and an outdoor three-medium heat exchanger. The multi-heat-source, staged heating thermal management system provided by this invention can switch thermal management modes according to the energy quality of different heat sources and heat sinks in the system to adapt to the current operating environment, achieving energy quality matching between the thermal system and the load. By reducing the number of energy transfer stages through the three-medium heat exchangers, it meets the diverse thermal management needs of the electric vehicle's passenger compartment, power battery, and motor control system, while improving the system's overall energy efficiency and integration. This is beneficial for improving the electric vehicle's low-temperature adaptability and driving range, and expanding the electric vehicle's operating temperature range.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and in particular to a multi-heat-source, graded heating thermal management system for electric vehicles. Background Technology

[0002] Among related technologies, the electric vehicle industry is developing rapidly. As an important component of electric vehicles, the electric vehicle thermal management system needs to create a comfortable thermal and humid environment in the passenger compartment and maintain the operation of key components such as batteries, motors, and electronic controls within a suitable temperature range. This is crucial for ensuring the safe and efficient operation of electric vehicles.

[0003] Because traditional PTC electric heating technology has high energy consumption and can easily lead to a significant reduction in driving range, current technologies to meet the winter thermal management needs of electric vehicles mainly include: heat pump technology, which can utilize low-grade heat from outdoor air; and waste heat recovery technology, which can recover and utilize the heat generated during the operation of the motor and electronic control system.

[0004] However, although current electric vehicle thermal management systems utilize heat pump technology and waste heat recovery technology to improve the low-temperature performance of electric vehicles to some extent, they do not take into account the differences in energy quality of various heat sources (outdoor air, motor and electronic control waste heat) and heat sinks (passenger compartment, battery) in different operating environments. This results in low overall energy efficiency of current thermal management systems, which are unable to efficiently adapt to medium and low temperature environments or effectively adapt to extreme low temperature environments. Summary of the Invention

[0005] This invention provides a multi-heat-source, staged heating thermal management system for electric vehicles to address the shortcomings of existing technologies and achieve the following technical effects: It can switch thermal management modes according to the energy quality of different heat sources and heat sinks in the system to adapt to the current operating environment, achieving energy quality matching between the system and the load. Furthermore, it reduces the number of energy transfer stages through a three-medium heat exchanger, meeting the diverse thermal management needs of the electric vehicle's passenger compartment, power battery, and motor control system while improving the system's overall energy efficiency and integration. This also helps improve the electric vehicle's low-temperature adaptability and driving range, and broadens the operating temperature range of the electric vehicle.

[0006] According to an embodiment of the present invention, a multi-heat-source staged heating electric vehicle thermal management system includes a refrigerant circulation loop and a refrigerant circulation loop.

[0007] A first indoor three-medium heat exchanger, a second indoor three-medium heat exchanger, and an outdoor three-medium heat exchanger are provided between the refrigerant circulation loop and the refrigerant circulation loop. The first indoor three-medium heat exchanger and the second indoor three-medium heat exchanger are both located in indoor air ducts, and the outdoor three-medium heat exchanger is located in outdoor air ducts.

[0008] The first indoor three-medium heat exchanger has a first refrigerant passage, a first refrigerant passage, and a first air passage connecting to the indoor air duct; the second indoor three-medium heat exchanger has a second refrigerant passage, a second refrigerant passage, and a second air passage connecting to the indoor air duct; the outdoor three-medium heat exchanger has a third refrigerant passage, a third refrigerant passage, and a third air passage connecting to the outdoor air duct.

[0009] The refrigerant circulation loop includes a compressor, a first refrigerant passage, a second refrigerant passage, a third refrigerant passage, and several refrigerant valves;

[0010] The refrigerant circulation loop includes a first refrigerant passage, a second refrigerant passage, a third refrigerant passage, a battery module, an electric drive and control module, several refrigerant valves, and several four-way valves.

[0011] The system switches operating modes by controlling the opening and closing of at least one of the refrigerant valves, the heat transfer fluid valves, and the four-way valves, and realizes heat exchange between at least any two of the indoor air duct, the outdoor air duct, the battery module, and the electric drive and control module and the refrigerant circulation loop (1) or the heat transfer fluid circulation loop (2).

[0012] According to one embodiment of the present invention, the refrigerant circulation loop includes a first four-way valve, a second four-way valve, a third four-way valve, and a fourth four-way valve, and further includes a fourth refrigerant passage flowing through the battery module and a fifth refrigerant passage flowing through the electric drive and control module.

[0013] The first end of the first refrigerant passage is connected to the d port of the first four-way valve, and a first refrigerant valve is provided between them. The second end of the first refrigerant passage is connected to the d port of the second four-way valve. The first end of the second refrigerant passage is connected to the a port of the first four-way valve, and a second refrigerant valve is provided between them. The second end of the second refrigerant passage is connected to the c port of the second four-way valve. The first end of the third refrigerant passage is connected to the b port of the first four-way valve, and a third refrigerant valve is provided between them. The second end of the third refrigerant passage is connected to the b port of the second four-way valve. The first end of the fourth refrigerant passage is connected to the a port of the first four-way valve, and a first refrigerant valve is provided between them. There is a fourth refrigerant valve. The first end of the fourth refrigerant passage is also connected to the b port of the third four-way valve. The second end of the fourth refrigerant passage is connected to the c port of the second four-way valve. The first end of the fifth refrigerant passage is connected to the a port of the third four-way valve. The second end of the fifth refrigerant passage is connected to the c port of the fourth four-way valve. The c port of the third four-way valve is connected to the a port of the fourth four-way valve, and a fifth refrigerant valve is provided between them. The d port of the third four-way valve is connected to the c port of the first four-way valve. The d port of the fourth four-way valve is connected to the a port of the second four-way valve.

[0014] According to one embodiment of the present invention, a first end of the first refrigerant passage is connected to a first end of the second refrigerant passage and a first expansion valve is provided between them; a first end of the third refrigerant passage is connected to a first end of the second refrigerant passage and a second expansion valve is provided between them; a second end of the first refrigerant passage is connected to the suction end of the compressor; a second end of the second refrigerant passage is connected to the discharge end of the compressor and a first refrigerant valve is provided between them; a second end of the third refrigerant passage is connected to the suction end of the compressor and a second refrigerant valve is provided between them; and a second end of the third refrigerant passage is also connected to the discharge end of the compressor and a third refrigerant valve is provided between them.

[0015] According to one embodiment of the present invention, the battery module includes a battery, a water-cooled auxiliary heating device, and a first circulating pump, the inlet end of the first circulating pump being the second end of the fourth refrigerant passage; the electric drive and control module includes a drive motor, an electronic control device, and a second circulating pump, the inlet end of the second circulating pump being the first end of the fifth refrigerant passage; and / or, a wind-cooled auxiliary heating device is provided in the indoor air duct, an indoor fan is provided in the indoor air duct for driving air to flow sequentially through the first indoor three-medium heat exchanger, the second indoor three-medium heat exchanger, and the wind-cooled auxiliary heating device, and an outdoor fan is provided in the outdoor air duct for driving air to flow through the outdoor three-medium heat exchanger. According to one embodiment of the present invention, the system has a first operating mode for realizing occupant cabin cooling, battery cooling, and motor electronic control heat dissipation;

[0016] In the first operating mode, the refrigerant circulation loop operates in refrigeration mode. The first and second expansion valves are throttled, the first and second refrigerant valves are closed, and the third refrigerant valve is open. The first four-way valve is connected to AD and BC; the second four-way valve is connected to AB and CD; the third four-way valve is connected to AD and DC; and the fourth four-way valve is connected to AB and CD. The first, third, and fourth refrigerant valves are open; and the second and fifth refrigerant valves are closed. The refrigerant circulation loop is divided into an independent battery refrigerant circulation loop and an electric drive / electronic control refrigerant circulation loop. The first refrigerant passage is located within the battery refrigerant circulation loop, and the third refrigerant passage is located within the electric drive / electronic control refrigerant circulation loop.

[0017] In the first indoor three-medium heat exchanger, the first refrigerant passage cools the first coolant passage and the indoor air duct respectively, so as to cool the battery module and the passenger compartment respectively.

[0018] In the outdoor three-medium heat exchanger, both the third refrigerant passage and the third secondary refrigerant passage dissipate heat to the outdoor air duct, thereby achieving heat dissipation for the refrigerant circulation loop and for the electric drive and control module, respectively.

[0019] According to one embodiment of the present invention, the system has a second operating mode that realizes crew cabin heating, battery heating, and motor electronic control waste heat recovery mode one;

[0020] In the second operating mode, the refrigerant circulation loop operates in heating mode. The second expansion valve is throttled, the first and second refrigerant valves are open, and the first expansion valve and the third refrigerant valve are closed. The first four-way valve is connected in both ab and cd configurations; the second four-way valve is connected in both ad and bc configurations; the third four-way valve is connected in both ad and bc configurations; and the fourth four-way valve is connected in both ab and cd configurations. The first, second, and fourth refrigerant valves are open, and the third and fifth refrigerant valves are closed. The refrigerant circulation loop is divided into an independent battery-powered refrigerant circulation loop and an electrically driven and controlled refrigerant circulation loop. The first refrigerant passage is located within the electrically driven and controlled refrigerant circulation loop, and the second refrigerant passage is located within the battery-powered refrigerant circulation loop.

[0021] In the first indoor three-medium heat exchanger, the first refrigerant passage utilizes heat from the electric drive and control module to heat the indoor air duct, thereby achieving the first stage of heating of the air in the indoor air duct; in the second indoor three-medium heat exchanger, the second refrigerant passage heats both the second refrigerant passage and the indoor air duct, thereby achieving the second stage of heating of the battery module and the air in the indoor air duct, respectively; in the outdoor three-medium heat exchanger, the third refrigerant passage absorbs heat from the outdoor air duct.

[0022] According to one embodiment of the present invention, the system has a third operating mode that realizes the second mode of crew cabin heating, battery heating, and motor electronic control waste heat recovery;

[0023] In the third operating mode, the refrigerant circulation loop operates in heating mode. The second expansion valve is throttled, the first and second refrigerant valves are open, and the first expansion valve and the third refrigerant valve are closed. The first four-way valve is connected to AD and BC; the second four-way valve is connected to AB and CD; the third four-way valve is connected to AD and BC; and the fourth four-way valve is connected to AB and CD. The second, third, and fourth refrigerant valves are open; and the first and fifth refrigerant valves are closed. The refrigerant circulation loop is divided into an independent battery refrigerant circulation loop and an electric drive / electronic control refrigerant circulation loop. The second refrigerant passage is located within the battery refrigerant circulation loop, and the third refrigerant passage is located within the electric drive / electronic control refrigerant circulation loop.

[0024] In the second indoor three-medium heat exchanger, the second refrigerant passage heats the second refrigerant passage and the indoor air duct respectively, so as to heat the battery module and the passenger compartment respectively; in the outdoor three-medium heat exchanger, the third refrigerant passage absorbs heat from the third refrigerant passage and the outdoor air duct respectively.

[0025] According to one embodiment of the present invention, the system has a fourth operating mode that realizes three modes: crew cabin heating, battery heating, and motor-controlled waste heat recovery.

[0026] In the fourth operating mode, the refrigerant circulation loop is not running, and the first expansion valve, second expansion valve, first refrigerant valve, second refrigerant valve, and third refrigerant valve are closed; the first four-way valve is connected AB and CD; the second four-way valve is connected AB and CD; the third four-way valve is connected AD and BC; the fourth four-way valve is connected AB and CD; the first, second, and third refrigerant valves are open; and the fourth and fifth refrigerant valves are closed.

[0027] In the first indoor three-medium heat exchanger, the first refrigerant passage uses the heat absorbed from the electric drive and control module to heat the indoor air duct, so as to achieve the first stage of heating of the air in the indoor air duct.

[0028] In the second indoor three-medium heat exchanger, the second refrigerant passage uses the heat absorbed from the electric drive and control module to heat the indoor air duct, thereby achieving a second stage of heating of the air in the indoor air duct.

[0029] According to one embodiment of the present invention, the system has a fifth operating mode for realizing battery cooling and motor electronic control heat dissipation;

[0030] In the fifth operating mode, the refrigerant circulation loop is not running, and the first expansion valve, second expansion valve, first refrigerant valve, second refrigerant valve, and third refrigerant valve are closed; the first four-way valve AD is connected and BC is connected; the second four-way valve AB is connected and CD is connected; the third four-way valve AB is connected and CD is connected; the fourth four-way valve AB is connected and CD is connected; the third and fifth refrigerant valves are open; and the first, second, and fourth refrigerant valves are closed.

[0031] Inside the outdoor three-medium heat exchanger, the third refrigerant passage dissipates heat to the outdoor air duct, thereby simultaneously cooling the electric drive and control module and the battery module.

[0032] According to one embodiment of the present invention, the system has a sixth operating mode that realizes dehumidification and heating of the passenger compartment, battery heating, and waste heat recovery of the motor control system;

[0033] In the sixth operating mode, the refrigerant circulation loop operates in dehumidification and reheat mode. The first and second expansion valves are throttled, the first and second refrigerant valves are open, and the third refrigerant valve is closed. The first four-way valve is connected to AD and BC; the second four-way valve is connected to AB and CD; the third four-way valve is connected to AD and BC; and the fourth four-way valve is connected to AB and CD. The second, third, and fourth refrigerant valves are open; and the first and fifth refrigerant valves are closed. The refrigerant circulation loop is divided into an independent battery-powered refrigerant circulation loop and an electrically driven and controlled refrigerant circulation loop. The second refrigerant passage is located within the battery-powered refrigerant circulation loop, and the third refrigerant passage is located within the electrically driven and controlled refrigerant circulation loop.

[0034] In the first indoor three-medium heat exchanger, the first refrigerant passage cools the indoor air duct to dehumidify the passenger compartment; in the second indoor three-medium heat exchanger, the second refrigerant passage heats the second refrigerant passage and the indoor air duct respectively to heat the battery module and the passenger compartment respectively.

[0035] In the outdoor three-medium heat exchanger, the third refrigerant passage absorbs heat from the third secondary refrigerant passage.

[0036] Therefore, in order to overcome the technical deficiencies in the aforementioned related technologies, this invention provides a multi-heat-source staged heating thermal management system for electric vehicles, which has at least the following advantages compared to related technologies:

[0037] (1) Energy grade matching: The system can switch different waste heat utilization modes according to the current operating environment and the energy grade of the heat source / heat sink of the heat system to achieve energy grade matching with the load.

[0038] (2) Improve waste heat utilization efficiency: In low temperature environment, the system can maximize the waste heat utilization efficiency and improve the heating efficiency and heating capacity of the heat pump.

[0039] (3) Enhanced low temperature adaptability: The system is specially designed with multiple operating modes to adapt to low temperature environment, effectively ensuring the thermal management needs of electric vehicles in extreme low temperature environment, and can effectively solve the problem of heat pump frosting in low temperature environment, and improve the low temperature energy efficiency of heat pump.

[0040] (4) Improve battery performance: In low-temperature environments, the system heats the battery by heating it with a heat pump or recovering the waste heat from the motor control system, thereby increasing the battery temperature, improving the battery output capacity, and reducing the energy consumption caused by battery heating.

[0041] (5) High system integration: The application of a three-medium heat exchanger enables cooling in summer and heating in winter, reducing the number of heat exchange stages in the system, while also reducing the number of system components, improving the integration of the vehicle's thermal system and reducing the system load.

[0042] (6) Diverse thermal management needs, intelligent control, strong environmental adaptability and improved safety: The system can meet the diverse thermal management needs of the electric vehicle passenger compartment, battery and motor control system; the system automatically switches the operating mode according to real-time monitoring data through intelligent control strategy, which improves the system response speed and control accuracy; the system design takes into account the operating conditions in different seasons and different ambient temperatures, and has good environmental adaptability; by maintaining the operation of key components such as battery and motor control system within a suitable temperature range, the system helps to improve the operating safety of electric vehicles. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0044] Figure 1 This is a schematic diagram of the structure of the multi-heat-source staged heating electric vehicle thermal management system provided by the present invention;

[0045] Figure 2 yes Figure 1 The diagram shows a multi-heat source staged heating electric vehicle thermal management system in its first operating mode.

[0046] Figure 3 yes Figure 1 The diagram shows a multi-heat source staged heating electric vehicle thermal management system in its second operating mode.

[0047] Figure 4 yes Figure 1 The diagram shows a multi-heat source staged heating electric vehicle thermal management system operating in the third operating mode.

[0048] Figure 5 yes Figure 1 The diagram shows a multi-heat-source staged heating electric vehicle thermal management system operating in its fourth operating mode.

[0049] Figure 6 yes Figure 1 The diagram shows a multi-heat source staged heating electric vehicle thermal management system operating in its fifth operating mode.

[0050] Figure 7 yes Figure 1 The diagram shows a multi-heat source staged heating electric vehicle thermal management system operating in the sixth operating mode.

[0051] Figure label:

[0052] 1. Refrigerant circulation loop; 11. Compressor; 12. First expansion valve; 13. Second expansion valve; 14. First refrigerant valve; 15. Second refrigerant valve; 16. Third refrigerant valve;

[0053] 2. Refrigerant circulation loop; 21. First four-way valve; 22. Second four-way valve; 23. Third four-way valve; 24. Fourth four-way valve; 25. First refrigerant valve; 26. Second refrigerant valve; 27. Third refrigerant valve; 28. Fourth refrigerant valve; 29. ​​Fifth refrigerant valve;

[0054] 3. Battery module; 31. Fourth refrigerant passage; 32. Battery; 33. Water-based auxiliary heating device; 34. First circulating pump; 4. Electric drive and control module; 41. Fifth refrigerant passage; 42. Drive motor; 43. Electronic control device; 44. Second circulating pump; 51. First indoor three-medium heat exchanger; 511. First refrigerant passage; 512. First refrigerant passage; 513. First air passage; 52. Second indoor three-medium heat exchanger; 521. Second refrigerant passage; 522. Second refrigerant passage; 523. Second air passage; 53. Outdoor three-medium heat exchanger; 531. Third refrigerant passage; 532. Third refrigerant passage; 533. Third air passage; 54. Indoor fan; 55. Outdoor fan; 56. Air-based auxiliary heating device; 6. Indoor air duct; 7. Outdoor air duct. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0056] In the description of the embodiments of the present invention, it should be noted that the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0057] The following description, with reference to the accompanying drawings, illustrates a multi-heat source, graded heating electric vehicle thermal management system provided by the present invention.

[0058] like Figures 1 to 7 As shown, the multi-heat-source staged heating electric vehicle thermal management system according to an embodiment of the present invention includes a refrigerant circulation loop 1 and a refrigerant circulation loop 2.

[0059] A first indoor three-medium heat exchanger 51, a second indoor three-medium heat exchanger 52, and an outdoor three-medium heat exchanger 53 are provided between the refrigerant circulation loop 1 and the refrigerant circulation loop 2. The first indoor three-medium heat exchanger 51 and the second indoor three-medium heat exchanger 52 are both located in the indoor air duct 6, and the outdoor three-medium heat exchanger 53 is located in the outdoor air duct 7.

[0060] The first indoor three-medium heat exchanger 51 has a first refrigerant passage 511, a first refrigerant passage 512, and a first air passage 513 connecting to the indoor air duct 6; the second indoor three-medium heat exchanger 52 has a second refrigerant passage 521, a second refrigerant passage 522, and a second air passage 523 connecting to the indoor air duct 6; the outdoor three-medium heat exchanger 53 has a third refrigerant passage 531, a third refrigerant passage 532, and a third air passage 533 connecting to the outdoor air duct 7.

[0061] The refrigerant circulation loop 1 includes a compressor 11, a first refrigerant passage 511, a second refrigerant passage 521, a third refrigerant passage 531, and several refrigerant valves; the secondary refrigerant circulation loop 2 includes a first secondary refrigerant passage 512, a second secondary refrigerant passage 522, a third secondary refrigerant passage 532, a battery module 3, an electric drive and control module 4, several secondary refrigerant valves, and several four-way valves.

[0062] In the system provided by the present invention, it can be understood that since the first indoor three-medium heat exchanger 51 is installed in the indoor air duct 6 and has a first refrigerant passage 511 for refrigerant to circulate in the refrigerant circulation loop 1, a first refrigerant passage 512 for refrigerant to circulate in the refrigerant circulation loop 2, and a first air passage 513 for air to circulate in the indoor air duct 6, the first indoor three-medium heat exchanger 51 can allow any two of the refrigerant in the first refrigerant passage 511, the refrigerant in the first refrigerant passage 512, and the air in the first air passage 513 to exchange heat independently or all three in combination.

[0063] Since the second indoor three-medium heat exchanger 52 is installed in the indoor air duct 6 and has a second refrigerant passage 521 for refrigerant to circulate in the refrigerant circulation loop 1, a second refrigerant passage 522 for refrigerant to circulate in the refrigerant circulation loop 2, and a second air passage 523 for air to circulate in the indoor air duct 6, the second indoor three-medium heat exchanger 52 can allow any two of the refrigerant in the second refrigerant passage 521, the refrigerant in the second refrigerant passage 522, and the air in the second air passage 523 to exchange heat independently or all three in combination.

[0064] Since the outdoor three-medium heat exchanger 53 is installed in the outdoor air duct 7 and has a third refrigerant passage 531 for refrigerant to circulate in the refrigerant circulation loop 1, a third refrigerant passage 532 for refrigerant to circulate in the refrigerant circulation loop 2, and a third air passage 533 for air to circulate in the outdoor air duct 7, the outdoor three-medium heat exchanger 53 can allow any two of the refrigerant in the third refrigerant passage 531, the refrigerant in the third refrigerant passage 532, and the air in the third air passage 533 to exchange heat independently or all three in combination.

[0065] As can be seen from the above description of the functions of the first indoor three-medium heat exchanger 51, the second indoor three-medium heat exchanger 52, and the outdoor three-medium heat exchanger 53, the system of the present invention can switch between multiple operating modes by controlling the opening and closing of at least one of several refrigerant valves, several secondary refrigerant valves, and several four-way valves. It can be understood that the heat exchange between the refrigerant circulation loop 1, the secondary refrigerant circulation loop 2, the indoor air duct 6, the outdoor air duct 7, the battery module 3, and the electric drive and control module 4 are different in different operating modes.

[0066] According to an embodiment of the present invention, the multi-heat source graded heating electric vehicle thermal management system achieves precise thermal management of the electric vehicle passenger compartment environment and key components of the battery, motor and electronic control system through a carefully designed refrigerant circulation loop 1 and a coolant circulation loop 2.

[0067] The system operates as follows: Utilizing the first indoor three-medium heat exchanger 51 and the second indoor three-medium heat exchanger 52 located within the indoor air duct 6, and the outdoor three-medium heat exchanger 53 located within the outdoor air duct 7, the system enables independent or combined heat exchange between the refrigerant, coolant, and air to meet diverse thermal management needs. The refrigerant circulation loop 1 controls the flow and pressure of the refrigerant through the compressor 11, expansion valve, and multiple refrigerant valves. The coolant circulation loop 2 controls the flow of the coolant through coolant valves and a four-way valve, thus cooling or heating the battery module 3 and the electric drive and control module 4. Based on real-time monitoring of the vehicle's operating environment and the thermal management requirements of the passenger compartment, battery, and motor control system, the system intelligently switches between different operating modes, such as cooling, heating, dehumidification, and battery cooling. By controlling the opening and closing of the refrigerant valves, coolant valves, and the four-way valve, the system achieves efficient heat exchange between the refrigerant circulation loop 1 and coolant circulation loop 2 with the indoor air duct 6, outdoor air duct 7, battery 32, and electric drive and control module 4.

[0068] In this way, the above-mentioned multi-heat-source staged heating method not only improves the low-temperature adaptability and driving range of electric vehicles, but also enhances the overall energy efficiency of the system and the integration of the vehicle's thermal system by reducing the number of heat exchange stages and improving energy transfer efficiency, thus providing electric vehicles with a highly efficient, energy-saving and adaptable thermal management solution.

[0069] Further, its general working process is as follows: Passenger compartment cooling: In summer or when the passenger compartment needs cooling, refrigerant circulation loop 1 operates in cooling mode, providing cooling to the passenger compartment through the first indoor three-medium heat exchanger 51. Passenger compartment heating: In winter or when the passenger compartment needs heating, refrigerant circulation loop 1 operates in heating mode, using outdoor air or waste heat from the motor and electronic control system as a heat source, providing heat to the passenger compartment through the first indoor three-medium heat exchanger 51 and / or the second indoor three-medium heat exchanger 52. Motor and electronic control system waste heat recovery: Waste heat generated during the operation of the electric drive and electronic control module 4 is recovered through the refrigerant circulation loop 2 and used to heat the passenger compartment or battery module 3, improving energy efficiency. Battery thermal management: Based on the operating status and temperature of the battery 32, refrigerant circulation loop 1 and / or refrigerant circulation loop 2 can provide heating or cooling to the battery module 3 to maintain the battery 32 within its most efficient operating temperature range.

[0070] For example, this system can simultaneously achieve cabin cooling, battery cooling, and motor / control system heat dissipation. This applies to summer, when refrigerant circulation loop 1 operates in cooling mode, and the refrigerant circuits containing battery module 3 and electric drive / control module 4 operate independently. As another example, this system can also simultaneously achieve cabin heating, battery heating, and motor / control system waste heat recovery. This applies to winter, utilizing motor / control system waste heat or outdoor air as a heat source, in which case refrigerant circulation loop 1 operates in heating mode.

[0071] Among related technologies, the electric vehicle industry is developing rapidly. As an important component of electric vehicles, the electric vehicle thermal management system needs to create a comfortable thermal and humid environment in the passenger compartment and maintain the operation of key components such as batteries, motors, and electronic controls within a suitable temperature range. This is crucial for ensuring the safe and efficient operation of electric vehicles.

[0072] Because traditional PTC electric heating technology has high energy consumption and can easily lead to a significant reduction in driving range, current technologies to meet the winter thermal management needs of electric vehicles mainly include: heat pump technology, which can utilize low-grade heat from outdoor air; and waste heat recovery technology, which can recover and utilize the heat generated during the operation of the motor and electronic control system.

[0073] However, although current electric vehicle thermal management systems utilize heat pump technology and waste heat recovery technology to improve the low-temperature performance of electric vehicles to some extent, they do not take into account the differences in energy quality of various heat sources (outdoor air, motor and electronic control waste heat) and heat sinks (passenger compartment, battery) in different operating environments. This results in low overall energy efficiency of current thermal management systems, which are unable to efficiently adapt to medium and low temperature environments or effectively adapt to extreme low temperature environments.

[0074] Therefore, in order to overcome the technical deficiencies in the aforementioned related technologies, this invention provides a multi-heat-source staged heating thermal management system for electric vehicles, which has at least the following advantages compared to related technologies:

[0075] (1) Energy grade matching: The system can switch different waste heat utilization modes according to the current operating environment and the energy grade of the heat source / heat sink of the heat system to achieve energy grade matching with the load.

[0076] (2) Improve waste heat utilization efficiency: In low temperature environment, the system can maximize the waste heat utilization efficiency and improve the heating efficiency and heating capacity of the heat pump.

[0077] (3) Enhanced low temperature adaptability: The system is specially designed with multiple operating modes to adapt to low temperature environment, effectively ensuring the thermal management needs of electric vehicles in extreme low temperature environment, and can effectively solve the problem of heat pump frosting in low temperature environment, and improve the low temperature energy efficiency of heat pump.

[0078] (4) Improve battery performance: In low-temperature environments, the system heats the battery by heating it with a heat pump or recovering the waste heat from the motor control system, thereby increasing the battery temperature, improving the battery output capacity, and reducing the energy consumption caused by battery heating.

[0079] (5) High system integration: The application of a three-medium heat exchanger enables cooling in summer and heating in winter, reducing the number of heat exchange stages in the system, while also reducing the number of system components, improving the integration of the vehicle's thermal system and reducing the system load.

[0080] (6) Diverse thermal management needs, intelligent control, strong environmental adaptability and improved safety: The system can meet the diverse thermal management needs of the electric vehicle passenger compartment, battery and motor control system; the system automatically switches the operating mode according to real-time monitoring data through intelligent control strategy, which improves the system response speed and control accuracy; the system design takes into account the operating conditions in different seasons and different ambient temperatures, and has good environmental adaptability; by maintaining the operation of key components such as battery and motor control system within a suitable temperature range, the system helps to improve the operating safety of electric vehicles.

[0081] like Figure 1 As shown, according to some embodiments of the present invention, the refrigerant circulation loop 2 includes a first four-way valve 21, a second four-way valve 22, a third four-way valve 23, a fourth four-way valve 24, and also includes a fourth refrigerant passage 31 flowing through the battery module 3 and a fifth refrigerant passage 41 flowing through the electric drive and control module 4.

[0082] The first end of the first refrigerant passage 512 is connected to the d port of the first four-way valve 21, and a first refrigerant valve 25 is provided between them. The second end of the first refrigerant passage 512 is connected to the d port of the second four-way valve 22. The first end of the second refrigerant passage 522 is connected to the a port of the first four-way valve 21, and a second refrigerant valve 26 is provided between them. The second end of the second refrigerant passage 522 is connected to the c port of the second four-way valve 22. The first end of the third refrigerant passage 532 is connected to the b port of the first four-way valve 21, and a third refrigerant valve 27 is provided between them. The second end of the third refrigerant passage 532 is connected to the b port of the second four-way valve 22. The first end of the fourth refrigerant passage 31 is connected to the a port of the first four-way valve 21, and a first refrigerant valve 25 is provided between them. A fourth refrigerant valve 28 is provided between the two. The first end of the fourth refrigerant passage 31 is also connected to the b interface of the third four-way valve 23. The second end of the fourth refrigerant passage 31 is connected to the c interface of the second four-way valve 22. The second end of the fourth refrigerant passage 31 is also connected to the b interface of the fourth four-way valve 24. The first end of the fifth refrigerant passage 41 is connected to the a interface of the third four-way valve 23. The second end of the fifth refrigerant passage 41 is connected to the c interface of the fourth four-way valve 24. The c interface of the third four-way valve 23 is connected to the a interface of the fourth four-way valve 24, and a fifth refrigerant valve 29 is provided between the two. The d interface of the third four-way valve 23 is connected to the c interface of the first four-way valve 21, and the d interface of the fourth four-way valve 24 is connected to the a interface of the second four-way valve 22.

[0083] like Figure 1 As shown, according to some embodiments of the present invention, the first end of the first refrigerant passage 511 is connected to the first end of the second refrigerant passage 521 and a first expansion valve 12 is provided between them; the first end of the third refrigerant passage 531 is connected to the first end of the second refrigerant passage 521 and a second expansion valve 13 is provided between them; the second end of the first refrigerant passage 511 is connected to the suction end of the compressor 11; the second end of the second refrigerant passage 521 is connected to the discharge end of the compressor 11 and a first refrigerant valve 14 is provided between them; the second end of the third refrigerant passage 531 is connected to the suction end of the compressor 11 and a second refrigerant valve 15 is provided between them; and the second end of the third refrigerant passage 531 is also connected to the discharge end of the compressor 11 and a third refrigerant valve 16 is provided between them.

[0084] The following describes in detail, with reference to the accompanying drawings, several operating modes of the multi-heat source graded heating electric vehicle thermal management system of the present invention.

[0085] like Figure 2 As shown, in one embodiment of the present invention, the system has a first operating mode for realizing refrigeration of the passenger compartment, cooling of the battery, and heat dissipation of the motor and electronic control system.

[0086] In the first operating mode, the refrigerant circulation loop 1 operates in refrigeration mode. The first expansion valve 12 and the second expansion valve 13 are throttled, the first refrigerant valve 14 and the second refrigerant valve 15 are closed, and the third refrigerant valve 16 is open. The first four-way valve 21ad is connected and bc is connected; the second four-way valve 22ab is connected and cd is connected; the third four-way valve 23ad is connected and bc is connected; the fourth four-way valve 24ab is connected and cd is connected; the first refrigerant valve 25, the third refrigerant valve 27, and the fourth refrigerant valve 28 are open; the second refrigerant valve 26 and the fifth refrigerant valve 29 are closed. The refrigerant circulation loop 2 is divided into an independent battery refrigerant circulation loop and an electric drive / electric control refrigerant circulation loop. The first refrigerant passage 512 is located in the battery refrigerant circulation loop, and the third refrigerant passage 532 is located in the electric drive / electric control refrigerant circulation loop.

[0087] In the first operating mode, the refrigerant flow direction in the refrigerant circulation loop 1 is as follows: the refrigerant flows out from the discharge end of the compressor 11, and sequentially passes through the third refrigerant valve 16, the third refrigerant passage 531, the second expansion valve 13, the first expansion valve 12, and the first refrigerant passage 511, and finally flows back to the suction end of the compressor 11. The refrigerant flow direction in the battery refrigerant circulation loop is as follows: the refrigerant is cooled after passing through the first refrigerant passage 512, and the cooled refrigerant sequentially flows through the DC port of the second four-way valve 22, the battery module 3, the fourth refrigerant valve 28, the AB port of the first four-way valve 21, and the first refrigerant valve 25, and finally flows back to the first refrigerant passage 512. The flow direction of the refrigerant in the electric drive and control refrigerant circulation loop is as follows: When the refrigerant flows through the electric drive and control module 4, it carries away the heat generated during its operation. The refrigerant carrying the residual heat passes through the cd port of the fourth four-way valve 24 and the ab port of the second four-way valve 22 in sequence, and enters the third refrigerant passage 532 to exchange heat with the outdoor air duct 7. After heat dissipation, the refrigerant continues to pass through the third refrigerant valve 27, the bc port of the first four-way valve 21 and the da port of the third four-way valve 23, and finally flows back to the electric drive and control module 4.

[0088] In summary, for the first operating mode of the system: in the first indoor three-medium heat exchanger 51, the first refrigerant passage 511 cools the first secondary refrigerant passage 512 and the indoor air duct 6 respectively, so as to cool the battery module 3 and the passenger compartment respectively; in the outdoor three-medium heat exchanger 53, the third refrigerant passage 531 and the third secondary refrigerant passage 532 both dissipate heat to the outdoor air duct 7, so as to dissipate heat to the refrigerant circulation loop 1 and the electric drive and control module 4 respectively.

[0089] like Figure 3 As shown, in another embodiment of the present invention, the system has a second operating mode that realizes the crew cabin heating, battery heating, and motor electronic control waste heat recovery mode one.

[0090] In the second operating mode, refrigerant circulation loop 1 operates in heating mode. The second expansion valve 13 throttles, the first refrigerant valve 14 and the second refrigerant valve 15 are open, and the first expansion valve 12 and the third refrigerant valve 16 are closed. The first four-way valve 21ab is connected and cd is connected; the second four-way valve 22ad is connected and bc is connected; the third four-way valve 23ad is connected and bc is connected; the fourth four-way valve 24ab is connected and cd is connected; the first refrigerant valve 25, the second refrigerant valve 26, and the fourth refrigerant valve 28 are open; the third refrigerant valve 27 and the fifth refrigerant valve 29 are closed. Refrigerant circulation loop 2 is divided into an independent battery refrigerant circulation loop and an electric drive / electric control refrigerant circulation loop. The first refrigerant passage 512 is located in the electric drive / electric control refrigerant circulation loop, and the second refrigerant passage 522 is located in the battery refrigerant circulation loop.

[0091] In the second operating mode, the refrigerant flow in refrigerant circulation loop 1 is as follows: the refrigerant flows out from the discharge end of compressor 11, and sequentially passes through the first refrigerant valve 14, the second refrigerant passage 521, the second expansion valve 13, the third refrigerant passage 531, and the second refrigerant valve 15, and finally flows back to the suction end of compressor 11. The refrigerant flow in battery refrigerant circulation loop is as follows: the refrigerant is heated after passing through the second refrigerant passage 522, and the heated refrigerant flows through battery module 3 and heats battery 32. The refrigerant flowing out of battery module 3 then sequentially passes through the fourth refrigerant valve 28 and the second refrigerant valve 26, and finally flows back to the second refrigerant passage 522. The flow direction of the refrigerant in the electric drive and electronic control refrigerant circulation loop is as follows: When the refrigerant flows through the electric drive and electronic control module 4, it carries away the heat generated by its operation. The refrigerant carrying the residual heat passes through the CD port of the fourth four-way valve 24 and the AD port of the second four-way valve 22 in sequence, and enters the first refrigerant passage 512 to heat the indoor air duct 6. After the heat is dissipated, the refrigerant continues to pass through the first refrigerant valve 25, the DC port of the first four-way valve 21 and the DA port of the third four-way valve 23, and finally flows back to the electric drive and electronic control module 4.

[0092] In summary, for the second operating mode of the system: in the first indoor three-medium heat exchanger 51, the first refrigerant passage 512 uses the heat absorbed from the electric drive and control module 4 to heat the indoor air duct 6, thereby achieving the first stage of heating of the air in the indoor air duct 6; in the second indoor three-medium heat exchanger 52, the second refrigerant passage 521 heats the second refrigerant passage 522 and the indoor air duct 6 respectively, thereby achieving the second stage of heating of the battery module 3 and the air in the indoor air duct 6 respectively; in the outdoor three-medium heat exchanger 53, the third refrigerant passage 531 absorbs heat from the outdoor air duct 7.

[0093] like Figure 4As shown, in another embodiment of the present invention, the system has a third operating mode that realizes crew cabin heating, battery heating, and motor electronic control waste heat recovery mode two.

[0094] In the third operating mode, refrigerant circulation loop 1 operates in heating mode. The second expansion valve 13 throttles, the first refrigerant valve 14 and the second refrigerant valve 15 are open, and the first expansion valve 12 and the third refrigerant valve 16 are closed. The first four-way valve 21ad is connected and bc is connected; the second four-way valve 22ab is connected and cd is connected; the third four-way valve 23ad is connected and bc is connected; the fourth four-way valve 24ab is connected and cd is connected; the second refrigerant valve 26, the third refrigerant valve 27, and the fourth refrigerant valve 28 are open; the first refrigerant valve 25 and the fifth refrigerant valve 29 are closed. The refrigerant circulation loop 2 is divided into an independent battery refrigerant circulation loop and an electric drive and electronic control refrigerant circulation loop. The second refrigerant passage 522 is located in the battery refrigerant circulation loop, and the third refrigerant passage 532 is located in the electric drive and electronic control refrigerant circulation loop.

[0095] In the third operating mode, the refrigerant flow in refrigerant circulation loop 1 is as follows: the refrigerant flows out from the discharge end of compressor 11, and sequentially passes through the first refrigerant valve 14, the second refrigerant passage 521, the second expansion valve 13, the third refrigerant passage 531, and the second refrigerant valve 15, and finally flows back to the suction end of compressor 11. The refrigerant flow in the battery refrigerant circulation loop is as follows: the refrigerant is heated after passing through the second refrigerant passage 522, and the heated refrigerant flows through battery module 3 and heats battery 32. The refrigerant flowing out of battery module 3 then sequentially passes through the fourth refrigerant valve 28 and the second refrigerant valve 26, and finally flows back to the second refrigerant passage 522. The flow direction of the refrigerant in the electric drive and electronic control refrigerant circulation loop is as follows: When the refrigerant flows through the electric drive and electronic control module 4, it carries away the heat generated during its operation. The refrigerant carrying the residual heat passes through the cd port of the fourth four-way valve 24 and the ab port of the second four-way valve 22 in sequence, and enters the third refrigerant passage 532 to be cooled by the third refrigerant passage 531. After being cooled, the refrigerant continues to pass through the first refrigerant valve 25, the bc port of the first four-way valve 21 and the da port of the third four-way valve 23, and finally flows back to the electric drive and electronic control module 4.

[0096] In summary, for the third operating mode of the system: in the second indoor three-medium heat exchanger 52, the second refrigerant passage 521 heats the second refrigerant passage 522 and the indoor air duct 6 respectively, so as to heat the battery module (3) and the passenger compartment respectively; in the outdoor three-medium heat exchanger 53, the third refrigerant passage 531 absorbs heat from the third refrigerant passage 532 and the outdoor air duct 7 respectively.

[0097] like Figure 5As shown, in another embodiment of the present invention, the system has a fourth operating mode that realizes three modes: crew cabin heating, battery heating, and motor electronic control waste heat recovery.

[0098] In the fourth operating mode, refrigerant circulation loop 1 is not running, and the first expansion valve 12, the second expansion valve 13, the first refrigerant valve 14, the second refrigerant valve 15, and the third refrigerant valve 16 are closed; the first four-way valve 21ab is connected and cd is connected; the second four-way valve 22ab is connected and cd is connected; the third four-way valve 23ad is connected and bc is connected; the fourth four-way valve 24ab is connected and 24cd is connected; the first refrigerant valve 25, the second refrigerant valve 26, and the third refrigerant valve 27 are open; the fourth refrigerant valve 28 and the fifth refrigerant valve 29 are closed.

[0099] In the fourth operating mode, the refrigerant flow in the refrigerant circulation loop 2 is as follows: when the refrigerant flows through the electric drive and control module 4, it carries away the heat generated during operation. The refrigerant carrying the residual heat passes sequentially through the CD port of the fourth four-way valve 24, the AB port of the second four-way valve 22, the third refrigerant passage 532, the third refrigerant valve 27, the BA port of the first four-way valve 21, and the second refrigerant valve 26, and enters the second refrigerant passage 522 to perform secondary heating on the indoor air duct 6. Subsequently, the refrigerant flows into the first refrigerant passage 512 through the CD port of the second four-way valve 22 to perform primary heating on the indoor air duct 6. After heat dissipation, the refrigerant then passes through the first refrigerant valve 25, the DC port of the first four-way valve 21, and the DA port of the third four-way valve 23, and finally flows back into the electric drive and control module 4.

[0100] In summary, for the fourth operating mode of the system: in the first indoor three-medium heat exchanger 51, the first refrigerant passage 512 uses the heat absorbed from the electric drive and control module 4 to heat the indoor air duct 6, thereby achieving the first stage of heating of the air in the indoor air duct 6; in the second indoor three-medium heat exchanger 52, the second refrigerant passage 522 uses the heat absorbed from the electric drive and control module 4 to heat the indoor air duct 6, thereby achieving the second stage of heating of the air in the indoor air duct 6.

[0101] like Figure 6 As shown, in another embodiment of the present invention, the system has a fifth operating mode for achieving battery cooling and motor electronic control heat dissipation.

[0102] In the fifth operating mode, refrigerant circulation loop 1 is not running, and the first expansion valve 12, the second expansion valve 13, the first refrigerant valve 14, the second refrigerant valve 15, and the third refrigerant valve 16 are closed; the first four-way valve 21ad is connected and bc is connected; the second four-way valve 22ab is connected and cd is connected; the third four-way valve 23ab is connected and cd is connected; the fourth four-way valve 24ab is connected and cd is connected; the third refrigerant valve 27 and the fifth refrigerant valve 29 are open; and the first refrigerant valve 25, the second refrigerant valve 26, and the fourth refrigerant valve 28 are closed.

[0103] In the fifth operating mode, the flow of refrigerant in the refrigerant circulation loop 2 is as follows: the refrigerant flows through the battery module 3, the ba port of the third four-way valve 23, and the electric drive and control module 4, thereby carrying away the heat generated by the operation of the battery module 3 and the electric drive and control module 4. Then, the refrigerant carrying the residual heat passes through the cd port of the fourth four-way valve 24 and the ab port of the second four-way valve 22 in sequence, and enters the third refrigerant passage 532 to dissipate heat to the outdoor air duct 7. The cooled refrigerant continues to flow through the third refrigerant valve 27, the bc port of the first four-way valve 21, the dc port of the third four-way valve 23, the fifth refrigerant valve 29, and the ab port of the fourth four-way valve 24, and finally flows back into the battery module 3.

[0104] In summary, for the fourth operating mode of the system: in the outdoor three-medium heat exchanger 53, the third refrigerant passage 532 dissipates heat to the outdoor air duct 7 to achieve simultaneous cooling of the electric drive and control module 4 and the battery module 3.

[0105] like Figure 7 As shown, in another embodiment of the present invention, the system has a sixth operating mode that realizes indoor dehumidification and heating, battery heating, and motor-controlled waste heat recovery.

[0106] In the sixth operating mode, refrigerant circulation loop 1 operates in dehumidification and reheat mode. The first expansion valve 12 and the second expansion valve 13 are throttled, the first refrigerant valve 14 and the second refrigerant valve 15 are open, and the third refrigerant valve 16 is closed. The first four-way valve 21ad is connected and BC is connected; the second four-way valve 22ab is connected and CD is connected; the third four-way valve 23ad is connected and BC is connected; the fourth four-way valve 24ab is connected and CD is connected; the second refrigerant valve 26, the third refrigerant valve 27, and the fourth refrigerant valve 28 are open; the first refrigerant valve 25 and the fifth refrigerant valve 29 are closed. Refrigerant circulation loop 2 is divided into an independent battery refrigerant circulation loop and an electric drive and electronic control refrigerant circulation loop. The second refrigerant passage 522 is located in the battery refrigerant circulation loop, and the third refrigerant passage 532 is located in the electric drive and electronic control refrigerant circulation loop.

[0107] In the sixth operating mode, the refrigerant flow in refrigerant circulation loop 1 is as follows: the refrigerant flows out from the discharge end of compressor 11 and passes through the first refrigerant valve 14 and the second refrigerant passage 521 in sequence. After exiting the second refrigerant passage 521, the refrigerant splits into two paths. One path passes through the second expansion valve 13, the third refrigerant passage 531, and the second refrigerant valve 15 in sequence, and finally returns to the suction end of compressor 11. The other path passes through the first expansion valve 12 and the first refrigerant passage 511 in sequence, and finally returns to the suction end of compressor 11. The refrigerant flow in the battery refrigerant circulation loop is as follows: the refrigerant is heated after passing through the second refrigerant passage 522. The heated refrigerant flows through battery module 3 and heats battery 32. The refrigerant then exiting battery module 3 passes through the fourth refrigerant valve 28 and the second refrigerant valve 26 in sequence, and finally returns to the second refrigerant passage 522. The flow direction of the refrigerant in the electric drive and electronic control refrigerant circulation loop is as follows: When the refrigerant flows through the electric drive and electronic control module 4, it carries away the heat generated during its operation. The refrigerant carrying the residual heat passes through the cd port of the fourth four-way valve 24 and the ab port of the second four-way valve 22 in sequence, and enters the third refrigerant passage 532 to be cooled by the third refrigerant passage 531. After being cooled, the refrigerant continues to pass through the third refrigerant valve 27, the bc port of the first four-way valve 21 and the da port of the third four-way valve 23, and finally flows back to the electric drive and electronic control module 4.

[0108] In summary, for the sixth operating mode of the system: in the first indoor three-medium heat exchanger 51, the first refrigerant passage 512 cools the indoor air duct 6 to dehumidify the passenger compartment; in the second indoor three-medium heat exchanger 52, the second refrigerant passage 521 heats the second refrigerant passage 522 and the indoor air duct 6 respectively to heat the battery module 3 and the passenger compartment respectively; in the outdoor three-medium heat exchanger 53, the third refrigerant passage 531 absorbs heat from the third refrigerant passage 532.

[0109] like Figure 1 As shown, according to some embodiments of the present invention, the battery module 3 includes a battery 32, a water-heating auxiliary heating device 33, and a first circulation pump 34, the inlet end of the first circulation pump 34 being the second end of the fourth refrigerant passage 31; the electric drive and control module 4 includes a drive motor 42, an electronic control device 43, and a second circulation pump 44, the inlet end of the second circulation pump 44 being the first end of the fifth refrigerant passage 41.

[0110] like Figure 1As shown, according to some embodiments of the present invention, an air-heated auxiliary heating device 56 is provided in the indoor air duct 6, and an indoor fan 54 is provided in the indoor air duct 6 to drive air to flow sequentially through the first indoor three-medium heat exchanger 51, the second indoor three-medium heat exchanger 52 and the air-heated auxiliary heating device 56. An outdoor fan 55 is provided in the outdoor air duct 7 to drive air to flow through the outdoor three-medium heat exchanger 53.

[0111] A specific embodiment of the multi-heat-source staged heating electric vehicle thermal management system of the present invention is described below with reference to the accompanying drawings.

[0112] Figure 1 This is a schematic diagram of the structure of the multi-heat source staged heating electric vehicle thermal management system provided by the present invention.

[0113] Figure 2 yes Figure 1 The diagram shows a multi-heat source, graded heating electric vehicle thermal management system operating in passenger compartment cooling, battery cooling, and motor electronic control heat dissipation modes.

[0114] In this mode, the refrigerant circulation operation is a cooling mode, and the battery-powered refrigerant circulation and the electric drive and electronic control refrigerant circulation are independent of each other.

[0115] In the first indoor three-medium heat exchanger 51, the refrigerant absorbs heat from the coolant and the air in the indoor air duct 6, and provides cooling to the battery 32 and cools / dehumidifies the crew cabin through the battery coolant circulation.

[0116] In the outdoor three-medium heat exchanger 53, the refrigerant and the heat transfer fluid dissipate heat to the outdoor air duct 7, using the outdoor air as a heat sink. The heat generated by the operation of the drive motor 42 and the electronic control device 43 is dissipated into the outdoor environment through the electric drive and electronic control heat transfer fluid circulation, while the condensation heat of the refrigerant circulation is dissipated into the outdoor environment.

[0117] This mode is suitable for summer operating conditions.

[0118] Figure 3 yes Figure 1 The diagram shows a multi-heat source, graded heating electric vehicle thermal management system operating in passenger compartment heating, battery heating, and motor control waste heat recovery modes.

[0119] In this mode, the refrigerant circulation operation heating mode, the battery 32 refrigerant circulation and the electric drive and electronic control refrigerant circulation are independent of each other.

[0120] In the first indoor three-medium heat exchanger 51, the refrigerant transfers heat to the air in the indoor air duct 6. The waste heat from the motor and electronic control is used as a heat source. The heat generated by the operation of the drive motor 42 and the electronic control device 43 is used to heat the air in the indoor air duct 6 in the first stage through the electric drive and electronic control refrigerant circulation.

[0121] In the second indoor three-medium heat exchanger 52, the refrigerant transfers heat to the heat transfer medium and the air in the indoor air duct 6. The heat transfer medium circulates through the battery 32 to provide heat to the battery 32 and to perform secondary heating of the air in the indoor air duct 6.

[0122] In the outdoor three-medium heat exchanger 53, the refrigerant absorbs heat from the outdoor air duct 7, using the outdoor air as a heat source, and extracts heat from the outdoor environment through refrigerant circulation.

[0123] This mode is applicable to winter operating conditions, when the waste heat level of the motor and electronic control is lower than the load level of the passenger compartment but higher than the energy level of the air inlet of the indoor air duct.

[0124] Figure 4 yes Figure 1 The diagram shows a multi-heat source graded heating electric vehicle thermal management system operating in two modes: passenger compartment heating, battery heating, and motor electronic control waste heat recovery.

[0125] In the second indoor three-medium heat exchanger 52, the refrigerant transfers heat to the heat transfer medium and the air in the indoor air duct 6, and provides heat to the battery 32 and heats the crew compartment through the refrigerant circulation of the battery 32.

[0126] In the outdoor three-medium heat exchanger 53, the refrigerant absorbs heat from the secondary refrigerant and the outdoor air duct 7, and uses the waste heat from the motor and the outdoor air as heat sources. The refrigerant is circulated to extract heat from the electrically driven and controlled secondary refrigerant circulation and the outdoor environment.

[0127] This mode is suitable for winter operating conditions when the waste heat level of the motor and electronic control is lower than the energy level of the air inlet of the indoor air duct.

[0128] Figure 5 yes Figure 1 The diagram shows the multi-heat source graded heating electric vehicle thermal management system operating in three modes: passenger compartment heating, battery heating, and motor electronic control waste heat recovery.

[0129] In this mode, the refrigerant cycle does not operate, and the battery-powered refrigerant cycle and the electric drive / electronic control refrigerant cycle are connected in series.

[0130] In the first indoor three-medium heat exchanger 51, the refrigerant transfers heat to the air in the indoor air duct 6. The waste heat from the motor and electronic control is used as a heat source. The heat generated by the operation of the drive motor 42 and the electronic control device 43 is used to heat the air in the indoor air duct 6 in the first stage through the electric drive and electronic control refrigerant circulation.

[0131] In the second indoor three-medium heat exchanger 52, the refrigerant transfers heat to the air in the indoor air duct 6. The waste heat from the motor and electronic control is used as a heat source. The heat generated by the operation of the drive motor 42 and the electronic control device 43 is used to perform secondary heating of the air in the indoor air duct 6 through the electric drive and electronic control refrigerant circulation.

[0132] This mode is applicable to winter operating conditions when the waste heat level of the motor and electronic control system is higher than the load level of the passenger compartment.

[0133] Figure 6 yes Figure 1 The diagram shows a multi-heat source graded heating electric vehicle thermal management system operating in battery cooling and motor electronic control heat dissipation modes.

[0134] In this mode, the refrigerant cycle does not operate, and the battery-powered refrigerant cycle and the electric drive / electronic control refrigerant cycle are connected in series.

[0135] The refrigerant in the outdoor three-medium heat exchanger 53 dissipates heat to the outdoor air duct 7, using the outdoor air as a heat sink. The heat generated by the operation of the battery 32, drive motor 42 and electronic control device 43 is dissipated into the outdoor environment through the circulation of the refrigerant.

[0136] This mode is applicable to transitional season conditions.

[0137] Figure 7 yes Figure 1 The diagram shows the multi-heat source graded heating electric vehicle thermal management system in operation modes of passenger compartment dehumidification and heating, battery heating, and motor electronic control waste heat recovery.

[0138] In this mode, the refrigerant circulation operates in a dehumidification and reheat mode, and the battery-powered refrigerant circulation and the electric drive and electronic control refrigerant circulation are independent of each other.

[0139] In the first indoor three-medium heat exchanger 51, the refrigerant absorbs heat from the air in the indoor air duct 6 to dehumidify the crew cabin.

[0140] In the second indoor three-medium heat exchanger 52, the refrigerant transfers heat to the heat transfer medium and the air in the indoor air duct 6, and provides heat to the battery 32 and heats the crew compartment through the refrigerant circulation of the battery 32.

[0141] In the outdoor three-medium heat exchanger 53, the refrigerant absorbs heat from the heat transfer fluid, using the waste heat from the motor and the indoor air as heat sources. The refrigerant is circulated to extract heat from the electrically driven and controlled heat transfer fluid cycle and dehumidify the air in the indoor air duct 6.

[0142] This mode is suitable when the crew cabin requires dehumidification and anti-fogging.

[0143] In summary, the multi-heat-source staged heating electric vehicle thermal management system proposed in this invention has the following beneficial effects:

[0144] (1) Under low temperature conditions, the system can switch between various waste heat utilization modes according to the vehicle operating environment and the heat source / heat sink grade of the thermal system. These include using a heat pump to recover waste heat when the waste heat grade of the motor and electronic control is too low to be directly utilized, using waste heat to preheat fresh air when the waste heat grade of the motor and electronic control is higher than that of outdoor air, and using waste heat to directly heat when the waste heat grade of the motor and electronic control is high. This maximizes the efficiency of waste heat utilization, increases the evaporation temperature of the heat pump, reduces the condensation temperature, and improves the heating efficiency and heating capacity of the heat pump under low temperature conditions. This enables the system to efficiently meet thermal management needs in medium and low temperature environments and effectively guarantee thermal management needs in extreme low temperature environments, thereby significantly improving the low temperature adaptability of electric vehicles.

[0145] (2) In low-temperature environments, heat pumps are used to heat the battery or waste heat from motor control is recovered to heat the battery, thereby increasing the battery temperature and improving the battery output capacity while minimizing the energy consumption caused by battery heating and increasing the effective output capacity of the battery in low-temperature environments.

[0146] (3) The application of a three-medium heat exchanger enables the passenger compartment and battery to be cooled together in summer and heated together in winter, thereby reducing the number of heat exchange stages in the system, improving energy transfer efficiency, and significantly reducing system components and improving the integration of the vehicle's thermal system.

[0147] (4) It can effectively solve the problem of frost formation of heat pumps in low-temperature environments and improve the low-temperature energy efficiency of heat pumps.

[0148] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A multi-heat-source, staged heating thermal management system for electric vehicles, characterized in that, It includes a refrigerant circulation loop (1) and a refrigerant circulation loop (2). A first indoor three-medium heat exchanger (51), a second indoor three-medium heat exchanger (52), and an outdoor three-medium heat exchanger (53) are provided between the refrigerant circulation loop (1) and the refrigerant circulation loop (2). The first indoor three-medium heat exchanger (51) and the second indoor three-medium heat exchanger (52) are both located in the indoor air duct (6), and the outdoor three-medium heat exchanger (53) is located in the outdoor air duct (7). The first indoor three-medium heat exchanger (51) has a first refrigerant passage (511), a first refrigerant passage (512), and a first air passage (513) connecting the indoor air duct (6); the second indoor three-medium heat exchanger (52) has a second refrigerant passage (521), a second refrigerant passage (522), and a second air passage (523) connecting the indoor air duct (6); the outdoor three-medium heat exchanger (53) has a third refrigerant passage (531), a third refrigerant passage (532), and a third air passage (533) connecting the outdoor air duct (7). The refrigerant circulation loop (1) includes a compressor (11), a first refrigerant passage (511), a second refrigerant passage (521), a third refrigerant passage (531), and several refrigerant valves; The refrigerant circulation loop (2) includes the first refrigerant passage (512), the second refrigerant passage (522), the third refrigerant passage (532), the battery module (3), the electric drive and control module (4), a number of refrigerant valves and a number of four-way valves; The system switches operating modes by controlling the opening and closing of at least one of the refrigerant valves, the heat transfer fluid valves and the four-way valves, and realizes heat exchange between at least two of the indoor air duct (6), the outdoor air duct (7), the battery module (3) and the electric drive and control module (4) and the refrigerant circulation loop (1) or the heat transfer fluid circulation loop (2). The refrigerant circulation loop (2) includes a first four-way valve (21), a second four-way valve (22), a third four-way valve (23), a fourth four-way valve (24), and also includes a fourth refrigerant passage (31) flowing through the battery module (3) and a fifth refrigerant passage (41) flowing through the electric drive and control module (4). The first end of the first refrigerant passage (512) is connected to the d port of the first four-way valve (21), and a first refrigerant valve (25) is provided between them. The second end of the first refrigerant passage (512) is connected to the d port of the second four-way valve (22). The first end of the second refrigerant passage (522) is connected to the a port of the first four-way valve (21), and a second refrigerant valve (26) is provided between them. The second end of the second refrigerant passage (522) is connected to the c port of the second four-way valve (22). The first end of the third refrigerant passage (532) is connected to the b port of the first four-way valve (21), and a third refrigerant valve (27) is provided between them. The second end of the third refrigerant passage (532) is connected to the b port of the second four-way valve (22). The first end of the fourth refrigerant passage (31) is connected to the a port of the first four-way valve (21), and a first refrigerant valve (25) is provided between them. A fourth refrigerant valve (28) is provided. The first end of the fourth refrigerant passage (31) is also connected to the b port of the third four-way valve (23). The second end of the fourth refrigerant passage (31) is connected to the c port of the second four-way valve (22). The second end of the fourth refrigerant passage (31) is also connected to the b port of the fourth four-way valve (24). The first end of the fifth refrigerant passage (41) is connected to the a port of the third four-way valve (23). The second end of the fifth refrigerant passage (41) is connected to the c port of the fourth four-way valve (24). The c port of the third four-way valve (23) is connected to the a port of the fourth four-way valve (24), and a fifth refrigerant valve (29) is provided between them. The d port of the third four-way valve (23) is connected to the c port of the first four-way valve (21). The d port of the fourth four-way valve (24) is connected to the a port of the second four-way valve (22).

2. The multi-heat-source staged heating electric vehicle thermal management system according to claim 1, characterized in that, The first end of the first refrigerant passage (511) is connected to the first end of the second refrigerant passage (521) and a first expansion valve (12) is provided between them. The first end of the third refrigerant passage (531) is connected to the first end of the second refrigerant passage (521) and a second expansion valve (13) is provided between them. The second end of the first refrigerant passage (511) is connected to the suction end of the compressor (11). The second end of the second refrigerant passage (521) is connected to the discharge end of the compressor (11) and a first refrigerant valve (14) is provided between them. The second end of the third refrigerant passage (531) is connected to the suction end of the compressor (11) and a second refrigerant valve (15) is provided between them. The second end of the third refrigerant passage (531) is also connected to the discharge end of the compressor (11) and a third refrigerant valve (16) is provided between them.

3. The multi-heat source staged heating electric vehicle thermal management system according to any one of claims 1 to 2, characterized in that, The battery module (3) includes a battery (32), a water-heating auxiliary heating device (33), and a first circulation pump (34), the inlet of which is the second end of the fourth refrigerant passage (31); the electric drive and control module (4) includes a drive motor (42), an electronic control device (43), and a second circulation pump (44), the inlet of which is the first end of the fifth refrigerant passage (41); And / or, the indoor air duct (6) is provided with a wind-heated auxiliary heating device (56), the indoor air duct (6) is provided with an indoor fan (54) for driving air to flow sequentially through the first indoor three-medium heat exchanger (51), the second indoor three-medium heat exchanger (52) and the wind-heated auxiliary heating device (56), and the outdoor air duct (7) is provided with an outdoor fan (55) for driving air to flow through the outdoor three-medium heat exchanger (53).

4. The multi-heat-source staged heating electric vehicle thermal management system according to claim 2, characterized in that, The system has a first operating mode that enables refrigeration of the passenger cabin, cooling of the battery, and heat dissipation of the motor and electronic control system. In the first operating mode, the refrigerant circulation loop (1) operates in refrigeration mode, the first expansion valve (12) and the second expansion valve (13) are throttled, the first refrigerant valve (14) and the second refrigerant valve (15) are closed, and the third refrigerant valve (16) is open; the first four-way valve (21) is connected to ad and bc; the second four-way valve (22) is connected to ab and cd; the third four-way valve (23) is connected to ad and bc; the fourth four-way valve (24) is connected to ab and cd; the first refrigerant valve (25), the third refrigerant valve (27), and the fourth refrigerant valve (28) are open; the second refrigerant valve (26) and the fifth refrigerant valve (29) are closed; the refrigerant circulation loop (2) is divided into an independent battery refrigerant circulation loop and an electric drive and electronic control refrigerant circulation loop, and the first refrigerant passage (512) is located in the battery refrigerant circulation loop, and the third refrigerant passage (532) is located in the electric drive and electronic control refrigerant circulation loop; In the first indoor three-medium heat exchanger (51), the first refrigerant passage (511) cools the first refrigerant passage (512) and the indoor air duct (6) respectively, so as to cool the battery module (3) and the passenger compartment respectively. In the outdoor three-medium heat exchanger (53), the third refrigerant passage (531) and the third refrigerant passage (532) both dissipate heat to the outdoor air duct (7) to achieve heat dissipation for the refrigerant circulation loop (1) and the electric drive and control module (4), respectively.

5. The multi-heat source staged heating electric vehicle thermal management system according to claim 2, characterized in that, The system has a second operating mode that realizes crew cabin heating, battery heating, and motor electronic control waste heat recovery mode one. In the second operating mode, the refrigerant circulation loop (1) operates in heating mode, the second expansion valve (13) is throttled, the first refrigerant valve (14) and the second refrigerant valve (15) are opened, and the first expansion valve (12) and the third refrigerant valve (16) are closed; the first four-way valve (21) is connected in ab and cd; the second four-way valve (22) is connected in ad and bc; the third four-way valve (23) is connected in ad and bc; the fourth four-way valve (24) is connected in ab and cd; the first refrigerant valve (25), the second refrigerant valve (26), and the fourth refrigerant valve (28) are opened; the third refrigerant valve (27) and the fifth refrigerant valve (29) are closed; the refrigerant circulation loop (2) is divided into an independent battery refrigerant circulation loop and an electric drive and electric control refrigerant circulation loop, and the first refrigerant passage (512) is located in the electric drive and electric control refrigerant circulation loop, and the second refrigerant passage (522) is located in the battery refrigerant circulation loop; In the first indoor three-medium heat exchanger (51), the first refrigerant passage (512) uses the heat absorbed from the electric drive and control module (4) to heat the indoor air duct (6) to achieve the first stage of heating of the air in the indoor air duct (6); in the second indoor three-medium heat exchanger (52), the second refrigerant passage (521) heats the second refrigerant passage (522) and the indoor air duct (6) respectively to achieve the heating of the battery module (3) and the second stage of heating of the air in the indoor air duct (6); in the outdoor three-medium heat exchanger (53), the third refrigerant passage (531) absorbs heat from the outdoor air duct (7).

6. The multi-heat-source staged heating electric vehicle thermal management system according to claim 2, characterized in that, The system has a third operating mode that enables crew cabin heating, battery heating, and waste heat recovery from motor and electronic control. In the third operating mode, the refrigerant circulation loop (1) operates in heating mode, the second expansion valve (13) is throttled, the first refrigerant valve (14) and the second refrigerant valve (15) are open, and the first expansion valve (12) and the third refrigerant valve (16) are closed; the first four-way valve (21) is connected in AD and in BC; the second four-way valve (22) is connected in AB and in CD; the third four-way valve (23) is connected in AD and in BC; the fourth four-way valve (24) is connected in AB and in CD; the second The refrigerant valve (26), the third refrigerant valve (27), and the fourth refrigerant valve (28) are opened; the first refrigerant valve (25) and the fifth refrigerant valve (29) are closed; the refrigerant circulation loop (2) is divided into an independent battery refrigerant circulation loop (2) and an electric drive and electronic control refrigerant circulation loop, and the second refrigerant passage (522) is located in the battery refrigerant circulation loop, and the third refrigerant passage (532) is located in the electric drive and electronic control refrigerant circulation loop; In the second indoor three-medium heat exchanger (52), the second refrigerant passage (521) heats the second refrigerant passage (522) and the indoor air duct (6) respectively, so as to heat the battery module (3) and the passenger compartment respectively; in the outdoor three-medium heat exchanger (53), the third refrigerant passage (531) absorbs heat from the third refrigerant passage (532) and the outdoor air duct (7) respectively.

7. The multi-heat-source staged heating electric vehicle thermal management system according to claim 2, characterized in that, The system has a fourth operating mode that realizes three modes: crew cabin heating, battery heating, and motor and electronic control waste heat recovery. In the fourth operating mode, the refrigerant circulation loop (1) is not running, and the first expansion valve (12), the second expansion valve (13), the first refrigerant valve (14), the second refrigerant valve (15), and the third refrigerant valve (16) are closed; the first four-way valve (21) is connected in ab and cd; the second four-way valve (22) is connected in ab and cd; the third four-way valve (23) is connected in ad and bc; the fourth four-way valve (24) is connected in ab and cd; the first refrigerant valve (25), the second refrigerant valve (26), and the third refrigerant valve (27) are open; the fourth refrigerant valve (28) and the fifth refrigerant valve (29) are closed. In the first indoor three-medium heat exchanger (51), the first refrigerant passage (512) uses the heat absorbed from the electric drive and control module (4) to heat the indoor air duct (6) to achieve the first stage of heating of the air in the indoor air duct (6); In the second indoor three-medium heat exchanger (52), the second refrigerant passage (522) uses the heat absorbed from the electric drive and control module (4) to heat the indoor air duct (6) to achieve the second stage of heating of the air in the indoor air duct (6).

8. The multi-heat-source staged heating electric vehicle thermal management system according to claim 2, characterized in that, The system has a fifth operating mode for cooling the battery and dissipating heat from the motor and electronic control system. In the fifth operating mode, the refrigerant circulation loop (1) is not running, and the first expansion valve (12), the second expansion valve (13), the first refrigerant valve (14), the second refrigerant valve (15), and the third refrigerant valve (16) are closed; the first four-way valve (21) is connected in AD and in BC; the second four-way valve (22) is connected in AB and in CD; the third four-way valve (23) is connected in AB and in CD; the fourth four-way valve (24) is connected in AB and in CD; the third refrigerant valve (27) and the fifth refrigerant valve (29) are open; the first refrigerant valve (25), the second refrigerant valve (26), and the fourth refrigerant valve (28) are closed. Inside the outdoor three-medium heat exchanger (53), the third refrigerant passage (532) dissipates heat to the outdoor air duct (7) to simultaneously cool the electric drive and control module (4) and the battery module (3).

9. The multi-heat-source staged heating electric vehicle thermal management system according to claim 2, characterized in that, The system has a sixth operating mode that enables dehumidification and heating of the passenger cabin, battery heating, and waste heat recovery from the motor and electronic control system. In the sixth operating mode, the refrigerant circulation loop (1) operates in dehumidification and reheat mode. The first expansion valve (12) and the second expansion valve (13) are throttled, the first refrigerant valve (14) and the second refrigerant valve (15) are opened, and the third refrigerant valve (16) is closed. The first four-way valve (21) is connected in AD and BC. The second four-way valve (22) is connected in AB and CD. The third four-way valve (23) is connected in AD and BC. The fourth four-way valve (24) is connected in AB and CD. The second refrigerant valve (26), the third refrigerant valve (27), and the fourth refrigerant valve (28) are opened; the first refrigerant valve (25) and the fifth refrigerant valve (29) are closed; the refrigerant circulation loop (2) is divided into an independent battery refrigerant circulation loop and an electric drive and electronic control refrigerant circulation loop, and the second refrigerant passage (522) is located in the battery refrigerant circulation loop, and the third refrigerant passage (532) is located in the electric drive and electronic control refrigerant circulation loop; In the first indoor three-medium heat exchanger (51), the first refrigerant passage (512) cools the indoor air duct (6) to dehumidify the passenger compartment; in the second indoor three-medium heat exchanger (52), the second refrigerant passage (521) heats the second refrigerant passage (522) and the indoor air duct (6) respectively to heat the battery module (3) and the passenger compartment respectively. In the outdoor three-medium heat exchanger (53), the third refrigerant passage (531) absorbs heat from the third refrigerant passage (532).

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