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

Abstract

The invention discloses a thermal management system of an electric vehicle, a thermal management control method and the electric vehicle. The thermal management system includes a refrigerant circulation assembly and a coolant circulation assembly. The refrigerant circulation assembly comprises a compressor, a gas-liquid heat exchanger, a gas cooler and a water heat exchanger. The cooling liquid circulation assembly comprises a six-way valve, a heat dissipation water tank, a heater and a first warm air core body. According to the thermal management system, different circulation paths of the refrigerant and the cooling liquid can be adjusted according to working conditions, and energy can be reasonably utilized. When the temperature of the device needing to be cooled is not high, the cooling liquid can be cooled through the heat dissipation water tank; and when the temperature of the device needing to be cooled is too high, the cooling liquid can also be used for cooling through the refrigerant of the refrigerant circulating assembly so as to improve the cooling effect. And on the other hand, waste heat of the motor can be recycled for heating, and energy consumption can be effectively reduced.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to a thermal management system, a thermal management control method and an electric vehicle. Background Art

[0002] The power system of electric vehicles does not rely on internal combustion engines, so the thermal management system of fuel vehicles cannot be directly applied to electric vehicles. Therefore, it is necessary to develop a thermal management system specifically for electric vehicles; the thermal management system of electric vehicles can heat or cool through refrigerant circulation components. However, the existing thermal management system of electric vehicles consumes a lot of energy for heating in winter or when the ambient temperature is low, which will greatly reduce the range of electric vehicles. Summary of the invention

[0003] The main technical problem solved by the present application is to provide a thermal management system, a thermal management control method and an electric vehicle for electric vehicles, which can effectively solve the above problems.

[0004] In order to solve the above problems, the first aspect of the present application provides a thermal management system for an electric vehicle, the thermal management system includes a refrigerant circulation component and a coolant circulation component; the refrigerant circulation component includes: a compressor; a gas-liquid heat exchanger, the first end of the gas-liquid heat exchanger is connected to the exhaust end of the compressor; a gas cooler, the first end of the gas cooler is connected to the second end of the gas-liquid heat exchanger, and the first end of the gas-liquid heat exchanger is connected to the second end of the gas-liquid heat exchanger; a regenerator, the first end of the regenerator is connected to the second end of the gas cooler; a first evaporator, the first end of the first evaporator is connected to the second end of the regenerator, and the first end of the regenerator is connected to the The second end of the first evaporator is connected to the fourth end of the regenerator, the third end of the regenerator is connected to the suction end of the compressor, and the third end of the regenerator is connected to the fourth end of the regenerator; the second end of the first evaporator is also connected to the second end of the gas-liquid heat exchanger; the first end of the gas cooler is also connected to the fourth end of the regenerator; the water heat exchanger, the first end of the water heat exchanger is connected to the second end of the regenerator, the second end of the water heat exchanger is connected to the fourth end of the regenerator, and the first end of the water heat exchanger is connected to the second end of the water heat exchanger; the coolant circulation component includes: a first liquid pump; a six-way valve, the first end of the six-way valve Connect the first end of the first liquid pump; the heat dissipation water tank, the fourth end of the six-way valve is connected to the first end of the heat dissipation water tank; the heater, the second end of the heat dissipation water tank is connected to the first end of the heater, and the second end of the heater is connected to the first end of the battery pack of the electric vehicle; the fourth end of the water heat exchanger is connected to the first end of the heater; the second liquid pump, the second end of the battery pack is connected to the first end of the second liquid pump, the second end of the second liquid pump is connected to the third end of the six-way valve, the second end of the six-way valve is connected to the third end of the water heat exchanger, and the third end of the water heat exchanger is connected to the fourth end of the water heat exchanger; the fourth end of the water heat exchanger is connected to the electric control device of the electric vehicle The first end of the electric control device is connected to the first end of the motor of the electric vehicle, and the second end of the motor is connected to the second end of the first liquid pump; the second end of the radiator water tank is also connected to the first end of the electric control device; the fourth end of the six-way valve is connected to the first end of the electric control device; the first warm air core, the first end of the first warm air core is connected to the fourth end of the gas-liquid heat exchanger, and the second end of the first warm air core is connected to the fifth end of the six-way valve; the third liquid pump, the first end of the third liquid pump is connected to the sixth end of the six-way valve, the second end of the third liquid pump is connected to the third end of the gas-liquid heat exchanger, and the third end of the gas-liquid heat exchanger is connected to the fourth end of the gas-liquid heat exchanger.

[0005] In a possible implementation, the refrigerant cycle assembly further includes: a second evaporator, a first end of the second evaporator being strobed connected to a first end of the first evaporator, and a second end of the second evaporator being strobed connected to a second end of the first evaporator.

[0006] In a possible embodiment, the refrigerant circulation component also includes: a first solenoid valve, the first end of the gas cooler is connected to the second end of the gas-liquid heat exchanger through the first solenoid valve; a second solenoid valve, the first end of the second solenoid valve is connected to the second end of the gas-liquid heat exchanger and the first solenoid valve; a third solenoid valve, the second end of the first evaporator is connected to the fourth end of the regenerator through the third solenoid valve; the second end of the second solenoid valve is connected to the second end of the first evaporator and the first end of the third solenoid valve; a fourth solenoid valve, the first end of the fourth solenoid valve is connected to the first solenoid valve and the first end of the gas cooler, and the second end of the fourth solenoid valve is connected to the second end of the third solenoid valve; a fifth solenoid valve, the second end of the second evaporator is connected to the second end of the first evaporator through the fifth solenoid valve; a first expansion valve, the first end of the regenerator is connected to the second end of the gas cooler through the first expansion valve; a second expansion valve, the first end of the first evaporator is connected to the second end of the regenerator through the second expansion valve; a third expansion valve, the first end of the second evaporator is connected to the first end of the first evaporator through the third expansion valve; a fourth expansion valve, the second end of the water heat exchanger is connected to the second end of the regenerator through the fourth expansion valve.

[0007] In a possible implementation, the coolant circulation assembly further includes: a second warm air core, a first end of the second warm air core being connected to a first end of the first warm air core, and a second end of the second warm air core being connected to a second end of the first warm air core.

[0008] In a possible embodiment, the coolant circulation component also includes: a first three-way valve, a first end of the first three-way valve is connected to the gas-liquid heat exchanger, a second end of the first three-way valve is connected to the first heater core, and a third end of the first three-way valve is connected to the second heater core; a second three-way valve, a first end of the second three-way valve is connected to the fourth end of the six-way valve, and a second end of the second three-way valve is connected to a cooling water tank; a four-way valve, a first end of the four-way valve is connected to the water heat exchanger, a second end of the four-way valve is connected to the heater, a third end of the four-way valve is connected to the third end of the second three-way valve, the third end of the four-way valve is also connected to the cooling water tank, and the fourth end of the four-way valve is connected to the electronic control device.

[0009] To solve the above problems, the second aspect of the present application provides a thermal management control method for an electric vehicle, which is applied to the thermal management system of any of the above-mentioned electric vehicles. The thermal management control method includes: determining the operating conditions of the electric vehicle; controlling the refrigerant circulation mode of the refrigerant circulation component according to the operating conditions, and / or controlling the coolant circulation mode of the coolant circulation component.

[0010] In a possible embodiment, the refrigerant circulation mode includes a first refrigerant circulation mode, a second refrigerant circulation mode and a third refrigerant circulation mode; in the first refrigerant circulation mode, the first solenoid valve and the third solenoid valve are controlled to be opened, and the second solenoid valve, the fourth solenoid valve and the fifth solenoid valve are controlled to be closed; the fourth expansion valve is controlled to be closed; the refrigerant returns to the compressor after passing through the compressor, the gas-liquid heat exchanger, the gas cooler, the regenerator, the first evaporator, and the regenerator in sequence; in the second refrigerant circulation mode, the first solenoid valve, the third solenoid valve and the fifth solenoid valve are controlled to be closed, and the second solenoid valve and the fourth solenoid valve are controlled to be opened; the fourth expansion valve is controlled to be closed; the refrigerant returns to the compressor after passing through the compressor, the gas-liquid heat exchanger, the first evaporator, the regenerator, the gas cooler, and the regenerator in sequence; in the third refrigerant circulation mode, the first solenoid valve and the third solenoid valve are controlled to be opened, and the second solenoid valve, the fourth solenoid valve and the fifth solenoid valve are controlled to be closed; the second expansion valve and the third expansion valve are controlled to be closed; the refrigerant returns to the compressor after passing through the compressor, the gas-liquid heat exchanger, the gas cooler, the regenerator, the water heat exchanger, and the regenerator in sequence.

[0011] In one possible implementation, in response to the operating condition that the air-conditioning system is turned on and the cockpit is cooled; the refrigerant circulation mode is controlled to be the first refrigerant circulation mode; and the first liquid pump and the second liquid pump are controlled to be turned on, the third liquid pump is controlled to be turned off, the heater is controlled to be turned off, the first end of the six-way valve is controlled to be connected to the fourth end of the six-way valve, the second end of the six-way valve is controlled to be connected to the third end of the six-way valve, and the fifth end of the six-way valve is controlled to be connected to the sixth end of the six-way valve; the first end of the four-way valve is controlled to be connected to the fourth end of the four-way valve, the second end of the four-way valve is controlled to be connected to the third end of the four-way valve, and the first end of the second three-way valve is controlled to be connected to the second end of the second three-way valve.

[0012] In one possible implementation, in response to the operating conditions for cooling the passenger compartment, the fifth solenoid valve is controlled to open.

[0013] In a possible embodiment, when cooling the cockpit, the thermal management control method also includes: in response to the battery pack temperature being greater than the second battery pack threshold temperature, controlling the fourth expansion valve to open, controlling the first end of the four-way valve to connect to the second end of the four-way valve, and controlling the third end of the four-way valve to connect to the fourth end of the four-way valve.

[0014] In one possible embodiment, when cooling the cockpit, the thermal management control method also includes: in response to the motor temperature being greater than the third motor threshold temperature, controlling the first end of the six-way valve to connect to the second end of the six-way valve, the third end of the six-way valve to connect to the fourth end of the six-way valve, and the fifth end of the six-way valve to connect to the sixth end of the six-way valve; controlling the first end of the second three-way valve to connect to the third end of the second three-way valve.

[0015] In one possible implementation, in response to the operating condition that the air-conditioning system is turned on and the cockpit is heated; the refrigerant circulation mode is controlled to be the second refrigerant circulation mode; and the first liquid pump, the second liquid pump, the third liquid pump and the heater are controlled to be turned on; the first end of the six-way valve is connected to the fourth end of the six-way valve, the second end of the six-way valve is connected to the third end of the six-way valve, and the fifth end of the six-way valve is connected to the sixth end of the six-way valve; the first end of the four-way valve is controlled to be connected to the second end of the four-way valve, and the third end of the four-way valve is connected to the fourth end of the four-way valve; the first end of the second three-way valve is controlled to be connected to the third end of the second three-way valve.

[0016] In one possible implementation, in response to the operating conditions, the passenger compartment is also heated by controlling the fifth solenoid valve to open so that the second evaporator is connected to the first evaporator; and / or regulating the first three-way valve so that the gas-liquid heat exchanger is also connected to the second heater core.

[0017] In a possible implementation, when heating the cockpit, the thermal management control method further includes: in response to the battery pack temperature being greater than a first battery pack threshold temperature, controlling the heater to shut down.

[0018] In one possible embodiment, when heating the cockpit, the thermal management control method also includes: in response to the motor temperature being greater than the first motor threshold temperature, controlling the first end of the six-way valve to connect to the second end of the six-way valve, the third end of the six-way valve to connect to the fourth end of the six-way valve, the fifth end of the six-way valve to connect to the sixth end of the six-way valve, and controlling the fourth expansion valve to open.

[0019] In one possible embodiment, when heating the cockpit, the thermal management control method also includes: in response to the motor temperature being greater than the second motor threshold temperature, controlling the first end of the six-way valve to connect to the sixth end of the six-way valve, the second end of the six-way valve to connect to the third end of the six-way valve, the fourth end of the six-way valve to connect to the fifth end of the six-way valve, and controlling the fourth expansion valve to close.

[0020] In one possible implementation, in response to the operating condition that the air-conditioning system is turned on and the cockpit is dehumidified, the refrigerant circulation mode is controlled to be the first refrigerant circulation mode; and the first liquid pump, the second liquid pump, and the third liquid pump are controlled to be turned on, the first end of the six-way valve is connected to the fourth end of the six-way valve, the second end of the six-way valve is connected to the third end of the six-way valve, and the fifth end of the six-way valve is connected to the sixth end of the six-way valve; the first end of the four-way valve is controlled to be connected to the fourth end of the four-way valve, and the second end of the four-way valve is connected to the third end of the four-way valve; the first end of the second three-way valve is controlled to be connected to the second end of the second three-way valve, and the fourth expansion valve is controlled to be closed.

[0021] In one possible embodiment, when dehumidifying the cockpit, the thermal management control method also includes: in response to the motor temperature being greater than the first motor threshold temperature, controlling the first end of the six-way valve to connect to the second end of the six-way valve, the third end of the six-way valve to connect to the fourth end of the six-way valve, and the fifth end of the six-way valve to connect to the sixth end of the six-way valve; controlling the first end of the second three-way valve to connect to the third end of the second three-way valve, and controlling the fourth expansion valve to open.

[0022] In one possible implementation, when the air-conditioning system is turned off, in response to the electric vehicle not being started and the battery pack temperature being greater than the second battery pack threshold temperature; the refrigerant circulation mode is controlled to be a third refrigerant circulation mode; and the first end of the six-way valve is controlled to be connected to the fourth end of the six-way valve, the second end of the six-way valve is connected to the third end of the six-way valve, and the fifth end of the six-way valve is connected to the sixth end of the six-way valve; the first end of the four-way valve is controlled to be connected to the second end of the four-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, the first liquid pump, the third liquid pump and the heater are controlled to be turned off, and the second liquid pump and the compressor are controlled to be turned on.

[0023] In one possible embodiment, when the air-conditioning system is turned off, the thermal management control method also includes: in response to the electric vehicle being started and the battery pack temperature being greater than the first battery pack threshold temperature, controlling the refrigerant circulation component to shut down; controlling the heater to shut down, controlling the first end of the six-way valve to connect to the fourth end of the six-way valve, controlling the second end of the six-way valve to connect to the third end of the six-way valve, and controlling the fifth end of the six-way valve to connect to the sixth end of the six-way valve; controlling the first end of the four-way valve to connect to the fourth end of the four-way valve, and controlling the second end of the four-way valve to connect to the third end of the four-way valve; controlling the first end of the second three-way valve to connect to the second end of the second three-way valve, controlling the first liquid pump and the second liquid pump to turn on, and controlling the third liquid pump and the heater to turn off.

[0024] In a possible embodiment, the thermal management control method also includes: in response to the electric vehicle being started and the battery pack temperature being greater than the second battery pack threshold temperature, controlling the refrigerant circulation mode to be a third refrigerant circulation mode; controlling the first end of the four-way valve to be connected to the second end of the four-way valve, and the third end of the four-way valve to be connected to the fourth end of the four-way valve, and controlling the second expansion valve, the third expansion valve, and the heater to be closed.

[0025] In a possible embodiment, the thermal management control method also includes: in response to the motor temperature being greater than the third motor threshold temperature, controlling the first end of the six-way valve to connect to the second end of the six-way valve, the third end of the six-way valve to connect to the fourth end of the six-way valve, and the fifth end of the six-way valve to connect to the sixth end of the six-way valve; controlling the first end of the second three-way valve to connect to the third end of the second three-way valve.

[0026] In a possible embodiment, the thermal management control method also includes: in response to the electric vehicle starting and the battery pack temperature is not greater than the first battery pack threshold temperature, controlling the refrigerant circulation component to shut down; controlling the heater to turn on; controlling the first end of the six-way valve to connect to the fourth end of the six-way valve, the second end of the six-way valve to connect to the third end of the six-way valve, and the fifth end of the six-way valve to connect to the sixth end of the six-way valve; controlling the first end of the four-way valve to connect to the second end of the four-way valve, and the third end of the four-way valve to connect to the fourth end of the four-way valve; controlling the first end of the second three-way valve to connect to the third end of the second three-way valve, turning on the first liquid pump and the second liquid pump, and turning off the third liquid pump.

[0027] In a possible implementation, the thermal management control method further includes: in response to the motor temperature being greater than the first motor threshold temperature, controlling the first end of the second three-way valve to connect to the second end of the second three-way valve.

[0028] To solve the above problems, the third aspect of the present application provides an electric vehicle, which includes a cockpit and a thermal management system. The thermal management system is any one of the thermal management systems mentioned above, and the thermal management system is controlled by any one of the thermal management control methods mentioned above. The cockpit is arranged close to the first evaporator and the first warm air core.

[0029] The beneficial effects of the present invention are as follows: different from the prior art, in the thermal management system of the electric vehicle of the present application, the thermal management system includes a refrigerant circulation component and a coolant circulation component; the refrigerant circulation component includes: a first end of the gas-liquid heat exchanger is connected to the exhaust end of the compressor; a first end of the gas cooler is connected to the second end of the gas-liquid heat exchanger; a first end of the regenerator is connected to the second end of the gas-liquid heat exchanger; a first end of the regenerator is connected to the second end of the gas-liquid heat exchanger; a first end of the first evaporator is connected to the second end of the regenerator, a second end of the first evaporator is connected to the fourth end of the regenerator, and a third end of the regenerator is connected to the suction end of the compressor; the second end of the first evaporator is also connected to the second end of the gas-liquid heat exchanger; the first end of the gas cooler is also connected to the fourth end of the regenerator; a water heat exchanger, the first end of the water heat exchanger is connected to the second end of the regenerator, and the second end of the water heat exchanger is connected to the fourth end of the regenerator; the coolant circulation component includes: a first end of the six-way valve is connected to the first end of the first liquid pump; a six-way valve The sixth end of the valve is connected to the third end of the gas-liquid heat exchanger; the fourth end of the six-way valve is selected to be connected to the first end of the radiator; the second end of the radiator is selected to be connected to the first end of the heater, and the second end of the heater is connected to the first end of the battery pack of the electric vehicle; the fourth end of the water heat exchanger is selected to be connected to the first end of the heater; the second end of the battery pack is connected to the first end of the second liquid pump, the second end of the second liquid pump is connected to the third end of the six-way valve, and the second end of the six-way valve is connected to the third end of the water heat exchanger; the fourth end of the water heat exchanger is selected to be connected to the first end of the electric control device of the electric vehicle, the second end of the electric control device is connected to the first end of the motor of the electric vehicle, and the second end of the motor is connected to the second end of the first liquid pump; the second end of the radiator is also selected to be connected to the first end of the electric control device; the fourth end of the six-way valve is selected to be connected to the first end of the electric control device; the first warm air core, the first end of the first warm air core is selected to be connected to the fourth end of the gas-liquid heat exchanger, and the second end of the first warm air core is connected to the fifth end of the six-way valve. The above thermal management system can adjust the different circulation paths of the refrigerant and the coolant according to the working conditions. When the temperature of the device to be cooled is not high, the coolant is cooled by the heat dissipation tank; when the temperature of the device to be cooled is too high, the coolant can also be cooled by the refrigerant of the refrigerant circulation component to improve the cooling effect. On the other hand, the waste heat of the motor can be recycled for heating, which can effectively reduce energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 This is a schematic diagram of the structure of an embodiment of a thermal management system for an electric vehicle of the present application;

[0031] Figure 2 It is a flow chart of the first embodiment of the thermal management control method of an electric vehicle of the present application;

[0032] Figure 3 is a flow chart of the second embodiment of the thermal management control method of the present application;

[0033] Figure 4This is a structural schematic diagram of the six-way valve of the present application in the first state;

[0034] Figure 5 It is a schematic diagram of the circulation path of the refrigerant and the coolant of the thermal management system of the present application when the air conditioning system is turned on and the cockpit is cooled;

[0035] Figure 6 It is a schematic diagram of the circulation path of the refrigerant and the coolant when the air conditioning system of the thermal management system of the present application is turned on to cool the cockpit and the passenger compartment;

[0036] Figure 7 yes Figure 3 A schematic flow chart of the thermal management control method S112 in the latter implementation mode;

[0037] Figure 8 It is a schematic diagram of the circulation path of the refrigerant and the coolant of the thermal management system of the present application when the air conditioning system is turned on, the cockpit and the passenger compartment are cooled, and the battery pack temperature is greater than the second battery pack threshold temperature;

[0038] Fig. 9 yes Figure 7 A schematic flow chart of the thermal management control method S122 in the latter implementation mode;

[0039] Fig.10 It is a schematic diagram of the circulation path of the refrigerant and the coolant when the thermal management system of the present application is in the condition that the air conditioning system is turned on and the cockpit is cooled, the battery pack temperature is greater than the second battery pack threshold temperature, and the motor temperature is greater than the third motor threshold temperature;

[0040] Fig.11 is a structural schematic diagram of the six-way valve of the present application in the second state;

[0041] Fig.12 is a flow chart of the third embodiment of the thermal management control method of the present application;

[0042] Fig.13 A schematic diagram of the circulation path of the refrigerant and coolant in the thermal management system of this application when the air conditioning system is turned on and the cockpit is heated;

[0043] Fig.14 It is a schematic diagram of the circulation path of the refrigerant and the coolant of the thermal management system of the present application when the air conditioning system is turned on and the cockpit and the passenger compartment are heated;

[0044] Fig.15 yes Fig.11 A schematic flow chart of the thermal management control method S212 in the latter implementation mode;

[0045] Fig.16 yes Fig.15 A schematic flow chart of the thermal management control method S222 in the latter implementation mode;

[0046] Fig.17 It is a structural schematic diagram of the six-way valve when it is in the third state;

[0047] Fig.18 It is a schematic diagram of the circulation path of the refrigerant and the coolant when the motor temperature is greater than the first motor threshold temperature in the thermal management system of the present application when the air conditioning system is turned on and the cockpit and the passenger compartment are heated;

[0048] Fig.19 yes Fig.16 A schematic flow chart of a subsequent implementation of the thermal management control method S224;

[0049] Fig. 20 It is a schematic diagram of the circulation path of the refrigerant and the coolant when the motor temperature is greater than the second motor threshold temperature in the thermal management system of the present application when the air conditioning system is turned on and the cockpit and the passenger compartment are heated;

[0050] Fig.21 is a flow chart of a fourth embodiment of the thermal management control method of the present application;

[0051] Fig. 22 It is a schematic diagram of the circulation path of the refrigerant and the coolant of the thermal management system of the present application when the air conditioning system is turned on and the cockpit is dehumidified;

[0052] Fig.23 It is a schematic diagram of the circulation path of the refrigerant and the coolant of the thermal management system of the present application when the air conditioning system is turned on and the cockpit and the passenger compartment are dehumidified;

[0053] Fig.24 yes Fig.21 A schematic flow chart of the thermal management control method S312 in the latter implementation mode;

[0054] Fig.25 It is a schematic diagram of the circulation path of the refrigerant and the coolant when the motor temperature is greater than the first motor threshold temperature in the thermal management system of the present application when the air conditioning system is turned on and the cockpit and the passenger compartment are dehumidified;

[0055] Fig.26 is a flow chart of a fifth embodiment of the thermal management control method of the present application;

[0056] Fig. 27 It is a schematic diagram of the circulation path of the refrigerant and the coolant of the thermal management system of the present application when the air-conditioning system is turned off, the electric vehicle is not started, and the battery pack temperature is greater than the second battery pack threshold temperature;

[0057] Fig.28 yes Fig.26 A schematic flow chart of a subsequent implementation of the thermal management control method S412;

[0058] Fig.29 It is a schematic diagram of the circulation path of the coolant of the thermal management system of the present application when the air conditioning system is turned off, the electric vehicle is not started, and the battery pack temperature is greater than the first battery pack threshold temperature;

[0059] Fig.30 yes Fig.28 A schematic diagram of a process flow of an implementation method after S422;

[0060] Fig.31 It is a schematic diagram of the circulation path of the refrigerant and the coolant of the thermal management system of the present application when the air-conditioning system is turned off, the electric vehicle is started, and the battery pack temperature is greater than the second battery pack threshold temperature;

[0061] Fig.32 yes Fig.30 A schematic diagram of a process flow of an implementation method after S424;

[0062] Fig.33 It is a schematic diagram of the circulation path of the refrigerant and the coolant of the thermal management system of the present application when the air conditioning system is turned off, the electric vehicle is started, the battery pack temperature is greater than the second battery pack threshold temperature, and the motor temperature is greater than the third motor threshold temperature;

[0063] Fig.34 yes Fig.32 A schematic diagram of a process flow of the latter implementation method of S426;

[0064] Fig.35 It is a schematic diagram of the circulation path of the coolant of the thermal management system of the present application when the air conditioning system is turned off, the electric vehicle is started, and the battery pack temperature is not greater than the first battery pack threshold temperature;

[0065] Fig.36 yes Fig.34 A schematic diagram of the process of the latter implementation method of S428;

[0066] Fig.37 It is a schematic diagram of the circulation path of the coolant in the thermal management system of the present application when the air-conditioning system is turned off, the electric vehicle is started, the battery pack temperature is not greater than the first battery pack threshold temperature, and the motor temperature is greater than the first motor threshold temperature.

[0067] Reference numerals:

[0068] 100, thermal management system; 11, compressor; 12, gas-liquid heat exchanger; 131, first solenoid valve; 132, second solenoid valve; 133, third solenoid valve; 134, fourth solenoid valve; 135, fifth solenoid valve; 14, gas cooler; 151, first expansion valve; 152, second expansion valve; 153, third expansion valve; 154, fourth expansion valve; 16, regenerator; 171, first evaporator; 172, second Evaporator; 18. Water heat exchanger; 19. Gas-liquid separator; 211. First liquid pump; 212. Second liquid pump; 213. Third liquid pump; 221. First three-way valve; 222. Second three-way valve; 231. First heater core; 232. Second heater core; 24. Four-way valve; 25. Six-way valve; 26. Heater; 27. Radiator water tank; 28. Expansion water tank; 31. Battery pack; 32. Electronic control device; 33. Motor. DETAILED DESCRIPTION

[0069] The scheme of the embodiment of the present application is described in detail below in conjunction with the drawings of the specification.

[0070] In the following description, for the purpose of explanation rather than limitation, specific details such as specific system structures, interfaces, and technologies are provided to facilitate a thorough understanding of the present application.

[0071] The terms "system" and "network" are often used interchangeably in this article. The term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship. In addition, "many" in this article means two or more than two.

[0072] See also Figure 1 , Figure 1 1 is a schematic diagram of the structure of an embodiment of a thermal management system for an electric vehicle of the present application. In a specific embodiment, the thermal management system 100 includes a refrigerant circulation component (not labeled) and a coolant circulation component (not labeled).

[0073] The refrigerant circulation assembly includes a compressor 11, a gas-liquid heat exchanger 12, a gas cooler 14, a regenerator 16, a first evaporator 171, and a water heat exchanger 18. The coolant circulation assembly includes a first liquid pump 211, a six-way valve 25, a heat dissipation water tank 27, a heater 26, a second liquid pump 212, a first warm air core 231, and a third liquid pump 213.

[0074] The first end of the gas-liquid heat exchanger 12 is connected to the exhaust end of the compressor 11. The first end of the gas cooler 14 is connected to the second end of the gas-liquid heat exchanger 12. The first end of the gas-liquid heat exchanger 12 is connected to the second end of the gas-liquid heat exchanger 12. The first end of the regenerator 16 is connected to the second end of the gas cooler 14. The first end of the first evaporator 171 is connected to the second end of the regenerator 16, and the first end of the regenerator 16 is connected to the second end of the regenerator 16. The second end of the first evaporator 171 is connected to the fourth end of the regenerator 16, the third end of the regenerator 16 is connected to the suction end of the compressor 11, and the third end of the regenerator 16 is connected to the fourth end of the regenerator 16. The second end of the first evaporator 171 is also connected to the second end of the gas-liquid heat exchanger 12. The first end of the gas cooler 14 is also connected to the fourth end of the regenerator 16. The first end of the water heat exchanger 18 is selectively connected to the second end of the regenerator 16 , the second end of the water heat exchanger 18 is selectively connected to the fourth end of the regenerator 16 , and the first end of the water heat exchanger 18 is connected to the second end of the water heat exchanger 18 .

[0075] A gate connection means that the conduction or disconnection between two devices can be controlled by setting a valve, a gate device, etc.

[0076] The compressor 11 is used to compress the low-pressure gaseous refrigerant into the high-pressure gaseous refrigerant. During the compression process, the temperature of the refrigerant increases. The refrigerant with increased temperature is discharged from the exhaust end of the compressor 11.

[0077] The gas-liquid heat exchanger 12 is also connected to the coolant circulation component. When the refrigerant and the coolant flow through the gas-liquid heat exchanger 12, the gas-liquid heat exchanger 12 is used to exchange heat between the gaseous refrigerant and the coolant, so that the coolant absorbs the heat of the high-temperature gaseous refrigerant.

[0078] The gas cooler 14 is used to exchange heat between the refrigerant and the ambient air. Among them, the gas cooler 14, the regenerator 16, and the first evaporator 171 are connected in sequence. The first evaporator 171 is arranged close to the cockpit of the electric vehicle, and the first evaporator 171 is used to exchange heat between the refrigerant and the cockpit. When the refrigerant circulation mode is cooling the cockpit, the refrigerant flows through the gas cooler 14, the regenerator 16, and the first evaporator 171 in sequence. The refrigerant first flows through the gas cooler 14 and then through the first evaporator 171. The refrigerant dissipates heat in the gas cooler 14 to cool and liquefy, and then cools down. The cooled refrigerant absorbs heat and heats up when flowing through the first evaporator 171. When the refrigerant circulation component is heating the cockpit, the refrigerant flows through the first evaporator 171, the regenerator 16, and the gas cooler 14 in sequence. The refrigerant first flows through the first evaporator 171 and then flows through the gas cooler 14. The refrigerant absorbs heat and heats up in the gas cooler 14 to gasify. The heated refrigerant releases heat and cools down when flowing through the first evaporator 171. The first end of the gas cooler 14 is connected to the second end of the gas-liquid heat exchanger 12.

[0079] In this embodiment, the gas cooler 14 contains liquid, and the liquid exchanges heat with the ambient air, and the liquid then exchanges heat with the refrigerant. In the cooling mode, the liquid in the gas cooler 14 absorbs the heat of the high-temperature gaseous refrigerant entering the gas cooler 14. In the heating mode, the liquid in the gas cooler 14 releases heat to the low-temperature liquid refrigerant entering the gas cooler 14. The setting of the gas cooler 14 improves the temperature stability of the refrigerant in the cooling and heating modes, and improves the uniformity of the temperature transferred by the refrigerant in the first evaporator 171. Among them, the gas cooler 14 can be the gas cooler 14 in the thermal management system 100 of a fuel vehicle to reduce the development cost of the thermal management system 100 of the present application.

[0080] The regenerator 16 is used to preheat or precool the refrigerant in cooling or heating conditions to reduce the throttling loss of the system. The water heat exchanger 18 is used to exchange heat between the liquid refrigerant and the coolant when both the refrigerant and the coolant flow through the water heat exchanger 18, so that the low-temperature liquid refrigerant absorbs the heat of the coolant. The first evaporator 171 is arranged close to the cockpit of the electric vehicle. When the refrigerant circulation component cools the cockpit, the liquid refrigerant exchanges heat in the first evaporator 171 to absorb heat and vaporize. When the refrigerant circulation component heats the cockpit, the gaseous refrigerant exchanges heat in the first evaporator 171 to release heat and liquefy.

[0081] The first end of the six-way valve 25 is connected to the first end of the first liquid pump 211. The sixth end of the six-way valve 25 is connected to the third end of the gas-liquid heat exchanger 12. The fourth end of the six-way valve 25 is connected to the first end of the heat dissipation water tank 27. The second end of the heat dissipation water tank 27 is connected to the first end of the heater 26, and the second end of the heater 26 is connected to the first end of the battery pack 31 of the electric vehicle. The fourth end of the water heat exchanger 18 is connected to the first end of the heater 26. The second end of the battery pack 31 is connected to the first end of the second liquid pump 212, the second end of the second liquid pump 212 is connected to the third end of the six-way valve 25, and the second end of the six-way valve 25 is connected to the third end of the water heat exchanger 18. The third end of the water heat exchanger 18 is connected to the fourth end of the water heat exchanger 18. The fourth end of the water heat exchanger 18 is connected to the first end of the electric control device 32 of the electric vehicle, the second end of the electric control device 32 is connected to the first end of the motor 33 of the electric vehicle, and the second end of the motor 33 is connected to the second end of the first liquid pump 211. The second end of the heat dissipation water tank 27 is also connected to the first end of the electric control device 32. The fourth end of the six-way valve 25 is connected to the first end of the electric control device 32. The first end of the first warm air core 231 is connected to the fourth end of the gas-liquid heat exchanger 12, and the second end of the first warm air core 231 is connected to the fifth end of the six-way valve 25. The sixth end of the six-way valve 25 is connected to the third end of the gas-liquid heat exchanger 12 through the third liquid pump 213, and the third end of the gas-liquid heat exchanger 12 is connected to the fourth end of the gas-liquid heat exchanger 12, wherein the six-way valve 25 can be switched to the first end of the six-way valve 25 connected to the fourth end of the six-way valve 25, the second end of the six-way valve 25 connected to the third end of the six-way valve 25, and the fifth end of the six-way valve 25 connected to the sixth end of the six-way valve 25, or the first end of the six-way valve 25 is connected to the second end of the six-way valve 25, the third end of the six-way valve 25 is connected to the fourth end of the six-way valve 25, and the fifth end of the six-way valve 25 is connected to the sixth end of the six-way valve 25, or the first end of the six-way valve 25 is connected to the sixth end of the six-way valve 25, the second end of the six-way valve 25 is connected to the third end of the six-way valve 25, and the fourth end of the six-way valve 25 is connected to the fifth end of the six-way valve 25.

[0082] The first liquid pump 211 and the second liquid pump 212 are used to circulate the coolant. The heat sink 27 is used to dissipate the heat of the coolant. The heater 26 is used to heat the coolant before flowing through the battery pack 31 when the battery pack 31 needs to be heated. The first heater core 231 is arranged close to the cockpit, and the cockpit can be heated when the coolant flows through the first heater core 231. The six-way valve 25 can change the circulation path of the coolant.

[0083] Please refer to Figure 5 and Figure 8 .

[0084] Figure 5This is a schematic diagram of the circulation path of the refrigerant and coolant in the thermal management system of the present application when the air-conditioning system is turned on and the cockpit is cooled. In this working condition, the circulation path of the coolant is: the coolant passes through the first liquid pump 211, the first end of the six-way valve 25, the fourth end of the six-way valve 25, the radiator water tank 27, the heater 26, the battery pack 31, the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, and the motor 33, and then returns to the first liquid pump 211 and circulates. In the circulation of the above-mentioned coolant, the heater 26 is in the off state, and the coolant is driven to circulate by the first liquid pump 211 and the second liquid pump 212. And as Figure 5 As shown, the refrigerant and the coolant do not pass through the gas-liquid heat exchanger 12 or the water heat exchanger 18 at the same time, and no heat exchange is performed between the coolant and the refrigerant. The coolant is cooled only by the heat dissipation water tank 27, and the battery pack 31, the electronic control device 32 and the motor 33 are in a passive cooling mode. The battery pack 31, the electronic control device 32 and the motor 33 are cooled only by the cooling capacity provided by the heat dissipation water tank 27, which can meet the cooling of the battery pack 31, the electronic control device 32 and the motor 33 with low temperature and low cooling demand.

[0085] Figure 8 This is a schematic diagram of the circulation path of the refrigerant and the coolant when the air conditioning system is turned on, the cockpit and the passenger compartment are cooled, and the battery pack temperature is greater than the second battery pack threshold temperature. Under this condition, the water heat exchanger 18 is turned on, so that after the refrigerant flows out from the second end of the regenerator 16, the refrigerant also flows into the water heat exchanger 18, such as Figure 8 , the refrigerant and part of the coolant will flow through the water heat exchanger 18. In this mode, in addition to cooling the cockpit and passenger compartment, the refrigerant also exchanges heat with part of the coolant in the water heat exchanger 18. The low-temperature liquid refrigerant enters the water heat exchanger 18 to absorb heat, and part of the coolant releases heat in the water heat exchanger 18, thereby achieving the cooling of the part of the coolant by the refrigerant, so that part of the coolant is also actively cooled by the refrigerant. Figure 8As shown, the second circulation path of the coolant is: the coolant passes through the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the heater 26, and the battery pack 31 in sequence, and then returns to the second liquid pump 212 and circulates. As mentioned above, the coolant in the second circulation path first passes through the water heat exchanger 18. In the second circulation path, the coolant releases heat in the water heat exchanger 18, and the refrigerant absorbs heat in the water heat exchanger 18. The coolant is actively cooled by the refrigerant. The cooling effect of actively cooling the coolant by the refrigerant is better than the cooling effect of passively cooling by the heat dissipation water tank 27. The temperature of the coolant in the second circulation path after active cooling is lower than the temperature of the coolant in the first circulation path after cooling. Therefore, in the second circulation path, when the coolant flows through the battery pack 31, the coolant temperature is lower, which can improve the cooling effect of the coolant on the battery pack 31. Thus, the cooling of the battery pack 31 with a higher temperature and a greater cooling demand can be met.

[0086] See also Fig. 20 . Fig. 20 This is a schematic diagram of the circulation path of the refrigerant and the coolant when the motor temperature is greater than the second motor threshold temperature when the air conditioning system of the thermal management system of this application is turned on and the cockpit and passenger compartment are heated. The coolant path is: the coolant flows through the first liquid pump 211, the first end of the six-way valve 25, the sixth end of the six-way valve 25, the third liquid pump 213, the gas-liquid heat exchanger 12, the first warm air core 231, the fifth end of the six-way valve 25, the fourth end of the six-way valve 25, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, the motor 33, and then returns to the first liquid pump 211 and circulates. In this embodiment, the temperature of the motor 33 is greater than the second motor 33 threshold temperature, indicating that the temperature of the motor 33 is very high and the waste heat generated by the motor 33 is very large. In order to reduce the risk of damage to the motor 33 and make full use of the waste heat of the motor 33, in the above cycle, after the coolant flows through the motor 33 to cool the motor 33, the coolant passes through the first warm air core 231. The coolant that absorbs a large amount of waste heat from the motor 33 is cooled down after the first warm air core 231 releases heat and then flows through the motor 33 again to cool the motor 33, so that when the temperature of the motor 33 is very high, the waste heat of the motor 33 can be used for heating. On the one hand, the cooling effect of the motor 33 is improved, and on the other hand, the heating energy consumption is reduced.

[0087] The thermal management system 100 in the above embodiment can adjust the different circulation paths of the refrigerant and the cooling liquid according to the working conditions. When the temperature of the device to be cooled is not high, the cooling liquid is cooled by the heat dissipation water tank 27; when the temperature of the device to be cooled is too high, the cooling liquid can also be cooled by the refrigerant of the refrigerant circulation component to improve the cooling effect. For example, by Figure 5 and Figure 8Two different circulation modes, the thermal management system 100 of the present application, when the temperature of the device to be cooled is not high, the coolant is cooled by the heat sink 27; when the temperature of the device to be cooled is too high, the coolant can also be cooled by the refrigerant of the refrigerant circulation component to improve the cooling effect. On the other hand, if Fig. 20 In the circulation mode, the thermal management system 100 of the present application can also recover the waste heat of the motor 33 to generate heat, which can effectively reduce energy consumption.

[0088] In some embodiments, the refrigerant cycle assembly further includes a second evaporator 172, a first end of the second evaporator 172 is strobed connected to a first end of the first evaporator 171, and a second end of the second evaporator 172 is strobed connected to a second end of the first evaporator 171. Specifically, the second evaporator 172 is disposed near the passenger compartment of the electric vehicle, the second evaporator 172 is connected in parallel with the first evaporator 171, and the second evaporator 172 is strobed connected in the refrigerant cycle assembly, so that the thermal management system 100 can not only cool or heat the cockpit, but also cool or heat the passenger compartment.

[0089] In some embodiments, the refrigerant cycle assembly further includes a first solenoid valve 131, a second solenoid valve 132, a third solenoid valve 133, a fourth solenoid valve 134, a fifth solenoid valve 135, a first expansion valve 151, a second expansion valve 152, a third expansion valve 153 and a fourth expansion valve 154. The first end of the gas cooler 14 is connected to the second end of the gas-liquid heat exchanger 12 through the first solenoid valve 131; the first end of the second solenoid valve 132 is connected to the second end of the gas-liquid heat exchanger 12 and the first solenoid valve 131; the second end of the first evaporator 171 is connected to the fourth end of the regenerator 16 through the third solenoid valve 133; the second end of the second solenoid valve 132 is connected to the second end of the first evaporator 171 and the first end of the third solenoid valve 133; the first end of the fourth solenoid valve 134 is connected to the first solenoid valve 131 and the first end of the gas cooler 14, and the first end of the fourth solenoid valve 134 is connected to the first solenoid valve 131 and the first end of the gas cooler 14. The two ends are connected to the second end of the third solenoid valve 133; the second end of the second evaporator 172 is connected to the second end of the first evaporator 171 through the fifth solenoid valve 135; the first end of the regenerator 16 is connected to the second end of the gas cooler 14 through the first expansion valve 151; the first end of the first evaporator 171 is connected to the second end of the regenerator 16 through the second expansion valve 152; the first end of the second evaporator 172 is connected to the first end of the first evaporator 171 through the third expansion valve 153; the second end of the water heat exchanger 18 is connected to the second end of the regenerator 16 through the fourth expansion valve 154.

[0090] The setting of the solenoid valve and the expansion valve can adjust the circulation path of the refrigerant through valve control to achieve the switching of the working conditions. For example, when the first solenoid valve 131 and the third solenoid valve 133 are controlled to be opened, the second solenoid valve 132, the fourth solenoid valve 134, and the fifth solenoid valve 135 are closed, and the fourth expansion valve 154 is closed, the refrigerant passes through the compressor 11, the gas-liquid heat exchanger 12, the gas cooler 14, the regenerator 16, the first evaporator 171, and the regenerator 16 in sequence and then returns to the compressor 11 and circulates. After the refrigerant releases heat and liquefies in the gas cooler 14 through heat exchange with the ambient air, it passes through the first evaporator 171 again. The low-temperature liquefied refrigerant absorbs heat and vaporizes in the first evaporator 171, so that the cockpit temperature is reduced and the cockpit can be cooled. Among them, when the fifth solenoid valve 135 is opened, the low-temperature liquefied refrigerant also passes through the second evaporator 172, and the refrigerant also absorbs heat in the second evaporator 172 to achieve cooling of the passenger compartment. Among them, the flow direction of the refrigerant is adjusted by the solenoid valve, which reduces the risk of refrigerant leakage.

[0091] When the first solenoid valve 131, the third solenoid valve 133, and the fifth solenoid valve 135 are controlled to be closed, the second solenoid valve 132 and the fourth solenoid valve 134 are opened, and the fourth expansion valve 154 is closed, the refrigerant passes through the compressor 11, the gas-liquid heat exchanger 12, the first evaporator 171, the regenerator 16, the gas cooler 14, and the regenerator 16 in sequence, and then returns to the compressor 11 and circulates. When the refrigerant is in the above cycle, the high-temperature and high-pressure refrigerant discharged from the exhaust end of the compressor 11 first flows through the first evaporator 171 to release heat and then passes through the gas cooler 14, which can achieve heating of the cockpit. Among them, when the fifth solenoid valve 135 is opened, the high-temperature and high-pressure refrigerant also passes through the second evaporator 172, and the refrigerant will also release heat in the second evaporator 172 to achieve heating of the passenger compartment.

[0092] In some embodiments, the refrigerant circulation assembly is further provided with a gas-liquid separator 19 , so that the refrigerant first passes through the gas-liquid separator 19 and then returns to the suction end of the compressor 11 .

[0093] In some embodiments, the coolant circulation assembly further includes a second warm air core 232, a first end of the second warm air core 232 is strobed and connected to a first end of the first warm air core 231, and a second end of the second warm air core 232 is connected to a second end of the first warm air core 231. Specifically, the second warm air core 232 is disposed close to the passenger compartment of the electric vehicle, the second warm air core 232 is connected in parallel with the first warm air core 231, and the second warm air core 232 is strobed and connected to the coolant circulation assembly, so that the coolant circulation assembly can heat both the cockpit and the passenger compartment.

[0094] In some embodiments, the coolant circulation assembly further includes a first three-way valve 221, a second three-way valve 222, and a four-way valve 24. The first end of the first three-way valve 221 is connected to the gas-liquid heat exchanger 12, the second end of the first three-way valve 221 is connected to the first warm air core 231, and the third end of the first three-way valve 221 is connected to the second warm air core 232. The first end of the first three-way valve 221 is connected to the second end of the first three-way valve 221, and the first end of the first three-way valve 221 is connected to the third end of the first three-way valve 221. The first end of the second three-way valve 222 is connected to the fourth end of the six-way valve 25, and the second end of the second three-way valve 222 is connected to the heat dissipation water tank 27; the first end of the four-way valve 24 is connected to the water heat exchanger 18, the second end of the four-way valve 24 is connected to the heater 26, the third end of the four-way valve 24 is connected to the third end of the second three-way valve 222, and the third end of the four-way valve 24 is also connected to the heat dissipation water tank 27. The fourth end of the four-way valve 24 is connected to the electronic control device 32, wherein the four-way valve 24 can be switched to the first end of the four-way valve 24 connected to the fourth end of the four-way valve 24, the second end of the four-way valve 24 connected to the third end of the four-way valve 24, or the first end of the four-way valve 24 connected to the second end of the four-way valve 24, the third end of the four-way valve 24 connected to the fourth end of the four-way valve 24, the second three-way valve 222 can be switched to the first end of the second three-way valve 222 connected to the second end of the second three-way valve 222, or the first end of the second three-way valve 222 connected to the third end of the second three-way valve 222. Specifically, by setting the first three-way valve 221, the second three-way valve 222 and the four-way valve 24, the circulation path of the coolant can be controlled and adjusted to achieve the switching of the working conditions, so as to control the cooling or heating of the electronic control device 32 and the motor 33. Or control the cooling or heating of the battery pack 31.

[0095] In some embodiments, the thermal management system 100 is further provided with an expansion tank 28 for balancing the pressure of the coolant and compensating the coolant.

[0096] In some embodiments, the thermal management system 100 of the electric vehicle also includes a control device, which connects the six-way valve 25, the four-way valve 24, the first solenoid valve 131, the second solenoid valve 132, the third solenoid valve 133, the fourth solenoid valve 134, the fifth solenoid valve 135, the first expansion valve 151, the second expansion valve 152, the third expansion valve 153 and the fourth expansion valve 154, so that the opening and closing of each valve and the opening degree of the valve can be controlled by the control device.

[0097] In some embodiments, the refrigerant in the refrigerant cycle assembly is R744 refrigerant, which is a natural refrigerant, namely, carbon dioxide refrigerant, which is easy to obtain and has low cost. In other embodiments, the refrigerant can also be other types of refrigerants such as tetrafluoroethane.

[0098] Correspondingly, the present application also proposes a thermal management control method for an electric vehicle, and the control method is applied to the thermal management system 100 of the electric vehicle described in any of the above embodiments.

[0099] First embodiment:

[0100] See also Figure 1 and Figure 2 , Figure 2 1 is a flow chart of the first embodiment of the thermal management control method of an electric vehicle of the present application. In a specific embodiment, the thermal management control method of the electric vehicle includes:

[0101] S11: Determine the operating condition of the electric vehicle.

[0102] S12: controlling the refrigerant circulation mode of the refrigerant circulation component and / or controlling the coolant circulation mode of the coolant circulation component according to the operating conditions.

[0103] The thermal management system 100 of the electric vehicle proposed in the present application can meet various working conditions of users by changing the refrigerant circulation modes and the coolant circulation path.

[0104] The refrigerant circulation mode includes a first refrigerant circulation mode, a second refrigerant circulation mode and a third refrigerant circulation mode.

[0105] In the first refrigerant circulation mode, the first solenoid valve 131 and the third solenoid valve 133 are controlled to be open, and the second solenoid valve 132, the fourth solenoid valve 134, and the fifth solenoid valve 135 are controlled to be closed; the fourth expansion valve 154 is controlled to be closed; the refrigerant passes through the compressor 11, the gas-liquid heat exchanger 12, the gas cooler 14, the regenerator 16, the first evaporator 171, the regenerator 16 in sequence, and then returns to the compressor 11.

[0106] In the second refrigerant circulation mode, the first solenoid valve 131, the third solenoid valve 133, and the fifth solenoid valve 135 are controlled to be closed, and the second solenoid valve 132 and the fourth solenoid valve 134 are controlled to be opened; the fourth expansion valve 154 is controlled to be closed; the refrigerant passes through the compressor 11, the gas-liquid heat exchanger 12, the first evaporator 171, the regenerator 16, the gas cooler 14, the regenerator 16 in sequence and then returns to the compressor 11.

[0107] In the third refrigerant circulation mode, the first solenoid valve 131 and the third solenoid valve 133 are controlled to be open, and the second solenoid valve 132, the fourth solenoid valve 134, and the fifth solenoid valve 135 are controlled to be closed; the second expansion valve 152 and the third expansion valve 153 are controlled to be closed; the refrigerant passes through the compressor 11, the gas-liquid heat exchanger 12, the gas cooler 14, the regenerator 16, the water heat exchanger 18, and the regenerator 16 in sequence and then returns to the compressor 11.

[0108] Second embodiment:

[0109] See also Figure 3 , Figure 3 1 is a flow chart of the second embodiment of the thermal management control method of the present application. In a specific implementation, the thermal management control method includes:

[0110] S111: Determine that the operating condition of the electric vehicle is that the air conditioning system is turned on to cool the cockpit.

[0111] In some embodiments, this operating condition is executed when the temperature of the cockpit is greater than a set temperature of the cockpit.

[0112] S112: Control the circulation mode to the first refrigerant circulation mode; and control the first liquid pump and the second liquid pump to be turned on, control the third liquid pump to be turned off, control the heater to be turned off, control the first end of the six-way valve to be connected to the fourth end of the six-way valve, control the second end of the six-way valve to be connected to the third end of the six-way valve, and control the fifth end of the six-way valve to be connected to the sixth end of the six-way valve; control the first end of the four-way valve to be connected to the fourth end of the four-way valve, control the second end of the four-way valve to be connected to the third end of the four-way valve, and control the first end of the second three-way valve to be connected to the second end of the second three-way valve.

[0113] In this working condition, the compressor 11 is turned on, and the refrigerant circulation mode is controlled to be the first refrigerant circulation mode. Specifically, in this working condition, the first solenoid valve 131 and the third solenoid valve 133 are turned on, and the second solenoid valve 132, the fourth solenoid valve 134 and the fifth solenoid valve 135 are turned off. The fourth expansion valve 154 is closed. In this working condition, the first liquid pump 211 and the second liquid pump 212 are controlled to be turned on, the third liquid pump 213 is controlled to be turned off, and the heater 26 is turned off. Please refer to Figure 4 , Figure 4 : is a schematic diagram of the structure of the six-way valve of the present application in the first state. In this embodiment, the six-way valve 25 is controlled to be in the first state. In the first state, the first end of the six-way valve 25 is connected to the fourth end of the six-way valve 25, the second end of the six-way valve 25 is connected to the third end of the six-way valve 25, and the fifth end of the six-way valve 25 is connected to the sixth end of the six-way valve 25. In this embodiment, the first end of the four-way valve 24 is also controlled to be connected to the fourth end of the four-way valve 24, the second end of the four-way valve 24 is controlled to be connected to the third end of the four-way valve 24, and the first end of the second three-way valve 222 is controlled to be connected to the second end of the second three-way valve 222.

[0114] Please refer to Figure 5 , Figure 5This is a schematic diagram of the circulation path of the refrigerant and the coolant when the air conditioning system of the thermal management system of the present application is turned on and the cockpit is cooled. Through the above-mentioned valve control, the circulation path of the refrigerant is: the refrigerant passes through the compressor 11, the gas-liquid heat exchanger 12, the first solenoid valve 131, the gas cooler 14, the regenerator 16, the second expansion valve 152, the first evaporator 171, the third solenoid valve 133, and the regenerator 16 in sequence, and then returns to the compressor 11 and circulates. In the above-mentioned refrigerant circulation, the refrigerant first passes through the gas cooler 14 and then passes through the first evaporator 171. When the refrigerant exchanges heat with the ambient air in the gas cooler 14, the refrigerant releases heat to cool down and liquefy. After cooling, the liquid refrigerant absorbs heat and vaporizes in the first evaporator 171. The first evaporator 171 is arranged close to the cockpit of the electric vehicle, and the refrigerant realizes the cooling of the cockpit during the heat absorption process of the first evaporator 171. As mentioned above, the refrigeration of the cockpit comes from the refrigerant circulation component, and the refrigerant is cooled by heat exchange with the air. The circulation path of the coolant is: the coolant passes through the first liquid pump 211, the first end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the second end of the second three-way valve 222, the heat dissipation water tank 27, the third end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, the battery pack 31, the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, the motor 33, and then returns to the first liquid pump 211 and circulates. In the circulation of the above coolant, the heater 26 is in the off state, and the coolant is driven to circulate by the first liquid pump 211 and the second liquid pump 212. Since the refrigerant and the coolant do not pass through the gas-liquid heat exchanger 12 or the water heat exchanger 18 at the same time, no heat exchange is performed between the coolant and the refrigerant. The coolant is cooled only by the heat sink 27. The battery pack 31, the electronic control device 32 and the motor 33 are in passive cooling mode. The battery pack 31, the electronic control device 32 and the motor 33 are cooled only by the cold energy provided by the heat sink 27. This can meet the cooling requirements of the battery pack 31, the electronic control device 32 and the motor 33 with not too high temperature and low cooling requirements.

[0115] The first implementation based on the second embodiment:

[0116] In one implementation of the second embodiment of the thermal management control method of the present application, if the passenger compartment needs to be cooled under this working condition, the fifth solenoid valve 135 is controlled to open, so that the second evaporator 172 is turned on, and the refrigerant also flows through the second evaporator 172 to achieve cooling of the passenger compartment. Please refer to Figure 6 , Figure 6This is a schematic diagram of the circulation path of the refrigerant and the coolant when the air-conditioning system of the thermal management system of the present application is turned on and the cockpit and the passenger compartment are cooled. After the fifth solenoid valve 135 is controlled to be turned on, the circulation path of the coolant remains unchanged, and the refrigerant flows through the first evaporator 171 and the second evaporator 172 at the same time. The second evaporator 172 is arranged close to the passenger compartment, and the first evaporator 171 and the second evaporator 172 are both arranged at the second end of the regenerator 16. The refrigerant first passes through the gas cooler 14 and then passes through the first evaporator 171 and the second evaporator 172. When the refrigerant exchanges heat with the ambient air in the gas cooler 14, the refrigerant releases heat to cool down and liquefy. After cooling, the liquid refrigerant absorbs heat and vaporizes in the first evaporator 171 to cool the cockpit. After cooling, the liquid refrigerant also absorbs heat and vaporizes in the second evaporator 172 to cool the passenger compartment, and can cool the cockpit and the passenger compartment at the same time.

[0117] A second implementation based on the second embodiment:

[0118] See also Figure 7 , Figure 7 yes Figure 3 A schematic flow chart of a thermal management control method S112 in a later embodiment. In a specific embodiment, the thermal management control method further includes:

[0119] S121: Obtain information that the battery pack temperature is greater than a second battery pack threshold temperature.

[0120] S122: Control the fourth expansion valve to open, control the first end of the four-way valve to be connected to the second end of the four-way valve, and control the third end of the four-way valve to be connected to the fourth end of the four-way valve.

[0121] In the second embodiment, when the air conditioning system is turned on and the cockpit is cooled, in response to the temperature of the battery pack 31 being greater than the second battery pack threshold temperature, refer to Figure 8 , Figure 8 This is a schematic diagram of the circulation path of the refrigerant and the coolant when the air conditioning system of the thermal management system of the present application is turned on, the cockpit and the passenger compartment are cooled, and the battery pack temperature is greater than the second battery pack threshold temperature. Under this condition, the fourth expansion valve 154 is controlled to be opened, so that the fourth expansion valve 154 and the water heat exchanger 18 in the refrigerant circulation component are connected, so that after the refrigerant flows out from the second end of the regenerator 16, the refrigerant also flows into the water heat exchanger 18 through the fourth expansion valve 154, as shown in FIG. Figure 8 , both the refrigerant and part of the coolant will flow through the water heat exchanger 18. In this mode, in addition to cooling the cockpit and the passenger compartment, the refrigerant also exchanges heat with part of the coolant in the water heat exchanger 18. The low-temperature liquid refrigerant enters the water heat exchanger 18 to absorb heat, and part of the coolant releases heat in the water heat exchanger 18, thereby achieving cooling of the part of the coolant by the refrigerant, so that part of the coolant is also actively cooled by the refrigerant.

[0122] In addition, the first end of the four-way valve 24 is controlled to be connected to the second end of the four-way valve 24, and the third end of the four-way valve 24 is connected to the fourth end of the four-way valve 24. After the connection of the four-way valve 24 is changed, the circulation path of the coolant is changed from one to two, such as Figure 8 As shown, the first circulation path is: the coolant flows through the first liquid pump 211, the first end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the second end of the second three-way valve 222, the heat sink 27, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, the motor 33, and then returns to the first liquid pump 211 and circulates. In the first circulation path, the coolant passes through the heat sink 27, and the coolant in the first circulation path is passively cooled. The coolant in the first circulation path is completely passively cooled by the heat sink 27. The passively cooled coolant cools the electronic control device 32 and the motor 33, so as to meet the cooling of the electronic control device 32 and the motor 33 with low temperature and low cooling requirements.

[0123] The second circulation path is: the coolant passes through the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, and the battery pack 31 in sequence, and then returns to the second liquid pump 212 and circulates. As mentioned above, the coolant in the second circulation path first passes through the water heat exchanger 18. In the second circulation path, the coolant releases heat in the water heat exchanger 18, and the refrigerant absorbs heat in the water heat exchanger 18. The coolant is actively cooled by the refrigerant. The cooling effect of actively cooling the coolant by the refrigerant is better than the cooling effect of passively cooling by the heat dissipation water tank 27. The temperature of the coolant in the second circulation path after active cooling is lower than the temperature of the coolant in the first circulation path after cooling. Therefore, in the second circulation path, when the coolant flows through the battery pack 31, the coolant temperature is lower, which can improve the cooling effect of the coolant on the battery pack 31. This can meet the cooling needs of the battery pack 31 which has a higher temperature and a greater cooling requirement.

[0124] A third implementation based on the second embodiment:

[0125] See also Fig. 9 , Fig. 9 yes Figure 7 A schematic flow chart of the thermal management control method S122 in the latter embodiment. In another specific embodiment, the thermal management control method further includes:

[0126] S123: Obtain information that the motor temperature is greater than a third motor threshold temperature.

[0127] S124: Control the first end of the six-way valve to connect to the second end of the six-way valve, the third end of the six-way valve to connect to the fourth end of the six-way valve, and the fifth end of the six-way valve to connect to the sixth end of the six-way valve; control the first end of the second three-way valve to connect to the third end of the second three-way valve.

[0128] In the second embodiment, when the air conditioning system is turned on and the cockpit is cooled, in response to the temperature of the battery pack 31 being greater than the second battery pack threshold temperature and the temperature of the motor 33 being greater than the third motor threshold temperature. Fig.10 , Fig.10 This is a schematic diagram of the circulation path of the refrigerant and coolant when the thermal management system of this application is turned on and the cockpit is cooled, the battery pack temperature is greater than the second battery pack threshold temperature, and the motor temperature is greater than the third motor threshold temperature. In this condition, please refer to Fig.11 , Fig.11 : is a schematic diagram of the structure of the six-way valve of the present application in the second state. In this embodiment, the six-way valve 25 is controlled to be in the second state. In the second state, the first end of the six-way valve 25 is connected to the second end of the six-way valve 25, the third end of the six-way valve 25 is connected to the fourth end of the six-way valve 25, and the fifth end of the six-way valve 25 is connected to the sixth end of the six-way valve 25. In addition, in this embodiment, the first end of the second three-way valve 222 is controlled to be connected to the third end of the second three-way valve 222. As described above, the circulation path of the coolant is changed from two to one. The circulation path of the coolant is: the coolant passes through the first liquid pump 211, the first end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, the battery pack 31, the second liquid pump 212, the third end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the third end of the second three-way valve 222, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, the motor 33, and then returns to the first liquid pump 211 and circulates. In the above circulation path of the coolant, the coolant no longer passes through the heat sink 27, and the refrigerant and the coolant both pass through the water heat exchanger 18. The refrigerant enters the water heat exchanger 18 in a low-temperature liquid state, and the liquid refrigerant absorbs heat in the water heat exchanger 18. The coolant releases heat through the water heat exchanger 18. As described above, the coolant is completely actively cooled by the refrigerant. The temperature of the coolant is lower after active cooling. The coolant has a better heat absorption effect when flowing through the battery pack 31, the electronic control device 32 and the motor 33, thereby improving the cooling effect. The above cycle can meet the rapid cooling of the battery pack 31, the electronic control device 32 and the motor 33 in a high temperature environment, and the temperature of the coolant cooled by the refrigerant is relatively low, thereby avoiding the heat absorption of the coolant with a relatively low temperature when passing through the heat dissipation water tank 27, which affects the cooling effect. Among them, the third motor threshold temperature is greater than the second motor threshold temperature.

[0129] Third embodiment:

[0130] See also Fig.12 , Fig.12 1 is a flow chart of the third embodiment of the thermal management control method of the present application. In a specific implementation, the thermal management control method includes:

[0131] S211: Determine that the operating condition of the electric vehicle is that the air conditioning system is turned on and the cockpit is heated.

[0132] S212: Control the refrigerant circulation mode to the second refrigerant circulation mode, control the first liquid pump, the second liquid pump, the third liquid pump and the heater to turn on; the first end of the six-way valve is connected to the fourth end of the six-way valve, the second end of the six-way valve is connected to the third end of the six-way valve, and the fifth end of the six-way valve is connected to the sixth end of the six-way valve; control the first end of the four-way valve to be connected to the second end of the four-way valve, and the third end of the four-way valve to be connected to the fourth end of the four-way valve; control the first end of the second three-way valve to be connected to the third end of the second three-way valve.

[0133] In this working condition, the compressor 11 is turned on, and the refrigerant circulation mode is controlled to be the second refrigerant circulation mode. Specifically, the first solenoid valve 131, the third solenoid valve 133, and the fifth solenoid valve 135 are controlled to be closed, and the second solenoid valve 132 and the fourth solenoid valve 134 are controlled to be opened; the fourth expansion valve 154 is controlled to be closed; in this working condition, the first liquid pump 211, the second liquid pump 212, the third liquid pump 213 and the heater 26 are controlled to be opened; the state of the six-way valve 25 is controlled to be the first state. The first end of the six-way valve 25 is connected to the fourth end of the six-way valve 25, the second end of the six-way valve 25 is connected to the third end of the six-way valve 25, and the fifth end of the six-way valve 25 is connected to the sixth end of the six-way valve 25; the first end of the four-way valve 24 is controlled to be connected to the second end of the four-way valve 24, and the third end of the four-way valve 24 is connected to the fourth end of the four-way valve 24; the first end of the second three-way valve 222 is controlled to be connected to the third end of the second three-way valve 222.

[0134] See also Fig.13 , Fig.13The schematic diagram of the circulation path of the refrigerant and the coolant in the thermal management system of this application when the air conditioning system is turned on and the cockpit is heated. The refrigerant passes through the compressor 11, the gas-liquid heat exchanger 12, the first evaporator 171, the regenerator 16, the gas cooler 14, the regenerator 16 and then returns to the compressor 11. The circulation of the above refrigerant is different from that of the second embodiment. In the refrigeration condition of the second embodiment, the high-temperature and high-pressure refrigerant first passes through the gas cooler 14 to release heat and then passes through the first evaporator 171 to absorb heat for cooling. In the circulation path of the refrigerant in this embodiment, the high-temperature and high-pressure refrigerant first passes through the first evaporator 171 to release heat to the cockpit and then passes through the gas cooler 14 to absorb heat, so that the temperature of the cockpit increases, and the refrigerant is heated by heat exchange with the ambient air in the gas cooler 14 to heat the cockpit, which can make full use of the heat of the ambient air for heating and reduce the energy consumption of heating. The first circulation path of the coolant is: the coolant passes through the first liquid pump 211, the first end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the third end of the second three-way valve 222, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, and the motor 33 in sequence, and then returns to the first liquid pump 211 and circulates. In the first circulation path of the coolant, the coolant does not exchange heat with the outside, so that when the ambient temperature is low, the electronic control device 32 and the motor 33 do not need to exchange heat with the coolant. The second circulation path of the coolant is: the coolant passes through the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, and the battery pack 31 in sequence, and then returns to the second liquid pump 212 and circulates. In the second circulation path of the coolant, the coolant passes through the heater 26 and then passes through the battery pack 31, so that the coolant can be heated by the heater 26, and the heated coolant heats the battery pack 31. Therefore, when the ambient temperature is low, the temperature of the battery pack 31 can be kept stable, reducing the risk of unstable performance of the battery pack 31 due to low temperature. The third circulation path of the coolant is: the coolant passes through the third liquid pump 213, the gas-liquid heat exchanger 12, the first three-way valve 221, the first warm air core 231, the fifth end of the six-way valve 25, and the sixth end of the six-way valve 25 in sequence, and then returns to the third liquid pump 213 and circulates. In the third circulation path of the coolant, the coolant first passes through the gas-liquid heat exchanger 12. Since the refrigerant also passes through the gas-liquid heat exchanger 12, the refrigerant and the coolant will exchange heat in the gas-liquid heat exchanger 12. Among them, high-temperature and high-pressure refrigerant releases heat in the gas-liquid heat exchanger 12, and the coolant absorbs heat in the gas-liquid heat exchanger 12 and heats up. The heated coolant releases heat when passing through the first warm air core 231. The first warm air core 231 is arranged close to the cockpit of the electric vehicle, so that the coolant circulation component can also heat the cockpit by releasing heat through the coolant in the first warm air core 231.Through the above, the refrigerant in the refrigerant circulation assembly releases heat in the first evaporator 171 to heat the cockpit, and the coolant in the coolant circulation assembly releases heat in the first heater core 231 to heat the cockpit. Both heating heat sources are the heat of the ambient air, which can improve the heating effect of the cockpit and reduce heating energy consumption.

[0135] A first implementation method based on the third embodiment:

[0136] In one implementation of the third embodiment of the thermal management control method of the present application, if the air conditioning system is turned on and the cockpit is heated, if the passenger compartment needs to be heated, the fifth solenoid valve 135 is controlled to be opened to connect the second evaporator 172 with the first evaporator 171; and / or the first three-way valve 221 is regulated to connect the gas-liquid heat exchanger 12 with the second warm air core 232. Please refer to Fig.14 , Fig.14 Schematic diagram of the circulation path of the refrigerant and coolant in the thermal management system of the present application when the air conditioning system is turned on and the cockpit and passenger compartment are heated. Specifically, in this embodiment, the fifth solenoid valve 135 is controlled to be turned on, and at the same time, the first three-way valve 221 is regulated so that the coolant also passes through the second heater core 232. Fig.14 As shown, the refrigerant flows through the first evaporator 171 and the second evaporator 172 at the same time. The high-temperature and high-pressure refrigerant first passes through the first evaporator 171 and the second evaporator 172, releases heat to the cockpit and the passenger compartment, and then absorbs heat through the gas cooler 14, so that the temperature of the cockpit and the passenger compartment increases, and the cockpit and the passenger compartment can be heated at the same time. Similarly, the coolant heats up after absorbing heat in the gas-liquid heat exchanger 12, and the heated coolant releases heat when passing through the first warm air core 231 and the second warm air core 232, and the cockpit and the passenger compartment are heated at the same time. In some embodiments, the flow rate of the coolant flowing through the second warm air core 232 can be adjusted by adjusting the opening of the first three-way valve 221 to adjust the heating effect of the passenger compartment.

[0137] A second implementation based on the third embodiment:

[0138] See also Fig.15 , Fig.15 yes Fig.11 A schematic flow chart of a thermal management control method S212 after an implementation. In a specific implementation, the thermal management control method further includes:

[0139] S221: Obtain information that the battery pack temperature is greater than a first battery pack threshold temperature.

[0140] S222: Control the heater to shut down.

[0141] Among them, the first battery pack threshold temperature is lower than the second battery pack threshold temperature. The battery pack 31 temperature is higher than the first battery pack threshold temperature, indicating that there is no risk of the battery pack 31 temperature being too low, and therefore there is no need to heat the battery pack 31. Therefore, when the air conditioning system is turned on and the cockpit is heated, if the battery pack 31 temperature is higher than the first battery pack threshold temperature, the heater 26 is controlled to be turned off to stop heating the battery pack 31, thereby reducing the risk of the battery pack 31 temperature being too high.

[0142] A third implementation based on the third embodiment:

[0143] See also Fig.16 , Fig.16 yes Fig.15 A schematic flow chart of a thermal management control method S222 after an implementation. In a specific implementation, the thermal management control method further includes:

[0144] S223: Obtain information that the motor temperature is greater than a first motor threshold temperature.

[0145] S224: Control the first end of the six-way valve to be connected to the second end of the six-way valve, the third end of the six-way valve to be connected to the fourth end of the six-way valve, and the fifth end of the six-way valve to be connected to the sixth end of the six-way valve. And control the fourth expansion valve to open.

[0146] In the third embodiment, when the air conditioning system is turned on and the cockpit is heated, if the temperature of the motor 33 is greater than the first motor threshold temperature, the six-way valve 25 is controlled to be in the third state. In the third state of the six-way valve 25, the first end of the six-way valve 25 is connected to the second end of the six-way valve 25, the third end of the six-way valve 25 is connected to the fourth end of the six-way valve 25, and the fifth end of the six-way valve 25 is connected to the sixth end of the six-way valve 25. Please refer to Fig.17 , Fig.17 1 is a schematic diagram of the structure when the six-way valve is in the third state. And the fourth expansion valve 154 is controlled to open. Fig.18 , Fig.18It is a schematic diagram of the circulation path of the refrigerant and the coolant when the motor temperature is greater than the first motor threshold temperature when the air conditioning system of the thermal management system 1 of the present application is turned on and the cockpit and the passenger compartment are heated. After the above regulation, the circulation path of the coolant changes from three to one. The coolant path becomes: the coolant passes through the first liquid pump 211, the first end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, the battery pack 31, the second liquid pump 212, the third end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the third end of the second three-way valve 222, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, and the motor 33, and then returns to the first liquid pump 211 and circulates. Under the above cycle, both the refrigerant and the coolant pass through the water heat exchanger 18, wherein the refrigerant first passes through the first evaporator 171 and the second evaporator 172 to release heat and then enters the water heat exchanger 18 in a low-temperature liquid state, and the low-temperature liquid refrigerant absorbs heat in the water heat exchanger 18. The coolant releases heat in the water heat exchanger 18. In this embodiment, the coolant is actively cooled by the refrigerant, and the temperature of the coolant after being actively cooled by the refrigerant is lower than the temperature after being cooled by the heat dissipation kettle 27, thereby improving the cooling effect on the battery pack 31, the electronic control device 32 and the motor 33, and reducing the risk of damage to the motor 33 when the temperature of the motor 33 is greater than the first motor threshold temperature. Among them, the first motor threshold temperature is lower than the third motor threshold temperature.

[0147] A fourth implementation based on the third embodiment:

[0148] See also Fig.19 , Fig.19 yes Fig.16 A schematic flow chart of an implementation of the thermal management control method S224. In a specific implementation, the thermal management control method further includes:

[0149] S225: Obtain information that the motor temperature is greater than the second motor threshold temperature.

[0150] S226: Control the first end of the six-way valve to connect to the sixth end of the six-way valve, the second end of the six-way valve to connect to the third end of the six-way valve, the fourth end of the six-way valve to connect to the fifth end of the six-way valve, and control the fourth expansion valve to close.

[0151] In the third embodiment, when the air conditioning system is turned on and the cockpit is heated, if the temperature of the motor 33 is greater than the second motor threshold temperature, the six-way valve 25 is kept in the third state. The first end of the six-way valve 25 is controlled to be connected to the sixth end of the six-way valve 25, the second end of the six-way valve 25 is connected to the third end of the six-way valve 25, the fourth end of the six-way valve 25 is connected to the fifth end of the six-way valve 25, and the fourth expansion valve 154 is controlled to be closed. Fig. 20 , Fig. 20 It is a schematic diagram of the circulation path of the refrigerant and the coolant when the motor temperature is greater than the second motor threshold temperature when the air conditioning system of the thermal management system of the present application is turned on and the cockpit and the passenger compartment are heated. The coolant path becomes: the coolant flows through the first liquid pump 211, the first end of the six-way valve 25, the sixth end of the six-way valve 25, the third liquid pump 213, the gas-liquid heat exchanger 12, the first three-way valve 221, the first warm air core 231, the fifth end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the third end of the second three-way valve 222, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, and the motor 33, and then returns to the first liquid pump 211 and circulates. In this embodiment, after the fourth expansion valve 154 is controlled to be closed, the refrigerant does not pass through the water heat exchanger 18. The temperature of the motor 33 is greater than the second motor threshold temperature, indicating that the temperature of the motor 33 is very high and the waste heat generated by the motor 33 is very large. In order to reduce the risk of damage to the motor 33 and make full use of the waste heat of the motor 33, in the above cycle, after the coolant flows through the motor 33 to cool the motor 33, the coolant that absorbs the waste heat of the motor 33 passes through the first warm air core 231. The coolant that absorbs a large amount of waste heat from the motor 33 cools down after the first warm air core 231 releases heat and flows through the motor 33 again to cool the motor 33, so that when the temperature of the motor 33 is very high, the waste heat of the motor 33 can be used for heating. On the one hand, the cooling effect of the motor 33 is improved, and on the other hand, the heating energy consumption is reduced. Among them, the second motor threshold temperature is less than the third motor threshold temperature, and the second motor threshold temperature is greater than the first motor threshold temperature.

[0152] Fourth embodiment:

[0153] See also Fig.21 , Fig.21 1 is a flow chart of the fourth embodiment of the thermal management control method of the present application. In a specific implementation, the thermal management control method includes:

[0154] S311: Determine that the operating condition of the electric vehicle is that the air conditioning system is turned on and the cockpit is dehumidified.

[0155] S312: Control the refrigerant to the first refrigerant circulation mode, control the first liquid pump, the second liquid pump, and the third liquid pump to be turned on, the first end of the six-way valve is connected to the fourth end of the six-way valve, the second end of the six-way valve is connected to the third end of the six-way valve, and the fifth end of the six-way valve is connected to the sixth end of the six-way valve; control the first end of the four-way valve to be connected to the fourth end of the four-way valve, and the second end of the four-way valve to be connected to the third end of the four-way valve; control the first end of the second three-way valve to be connected to the second end of the second three-way valve, and control the fourth expansion valve to be closed.

[0156] In this embodiment, dehumidifying the cockpit specifically refers to defogging and defrosting the cockpit to improve the driver's vision and enhance driving safety.

[0157] In the fourth embodiment, the compressor 11 is turned on, and the refrigerant is controlled to be in the first refrigerant circulation mode. Under this working condition, the first liquid pump 211, the second liquid pump 212, and the third liquid pump 213 are controlled to be turned on, the first end of the six-way valve 25 is connected to the fourth end of the six-way valve 25, the second end of the six-way valve 25 is connected to the third end of the six-way valve 25, and the fifth end of the six-way valve 25 is connected to the sixth end of the six-way valve 25.

[0158] See also Fig. 22 , Fig. 22 This is a schematic diagram of the circulation path of the refrigerant and coolant in the thermal management system of the present application when the air conditioning system is turned on and the cockpit is dehumidified. In this mode, the refrigerant passes through the compressor 11, the gas-liquid heat exchanger 12, the gas cooler 14, the regenerator 16, the first evaporator 171, the regenerator 16 and then returns to the compressor 11. In the above cycle, the refrigerant first releases heat and cools down in the gas cooler 14 and then absorbs heat in the first evaporator 171, and the refrigerant circulation component cools the cockpit.

[0159] The valve adjustment makes the coolant have two circulation paths. The first circulation path of the coolant is: the coolant flows through the first liquid pump 211, the first end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the second end of the second three-way valve 222, the heat dissipation water tank 27, the third end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, the battery pack 31, the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, the motor 33, and then returns to the first liquid pump 211. In the first circulation path, the coolant passes through the heat dissipation water tank 27, and the coolant is passively cooled by the heat dissipation water tank 27. The coolant passively cooled by the heat dissipation water tank 27 cools the battery pack 31, the electronic control device 32 and the motor 33. The second circulation path of the coolant is: the coolant flows through the third liquid pump 213, the gas-liquid heat exchanger 12, the first three-way valve 221, the first warm air core 231, the fifth end of the six-way valve 25, and the sixth end of the six-way valve 25 in sequence, and then returns to the third liquid pump 213 and circulates. In the second circulation path, the coolant passes through the gas-liquid heat exchanger 12, and the refrigerant also passes through the gas-liquid heat exchanger 12. The coolant and the refrigerant exchange heat in the gas-liquid heat exchanger 12. Among them, after the refrigerant is discharged from the exhaust port of the compressor 11, it enters the gas-liquid heat exchanger 12 in a high-temperature and high-pressure gas state. The refrigerant releases heat in the gas-liquid heat exchanger 12, and the coolant absorbs heat in the gas-liquid heat exchanger 12 to heat up. The heat of the coolant heating comes from the heat absorbed by the refrigerant from the air. The heated coolant flows through the first warm air core 231 to release heat to heat the cockpit, thereby cooling the cockpit through the refrigerant circulation component to condense the moisture in the air into water droplets and reduce the humidity of the air. The cockpit is then heated through the second circulation path of the coolant circulation component to maintain the temperature of the air, improve the comfort of the user during the dehumidification process, and achieve dehumidification of the cockpit. In this embodiment, dehumidification of the cockpit specifically refers to defog and defrost the cockpit to improve the driver's vision and improve driving safety.

[0160] A first implementation method based on the fourth embodiment:

[0161] In the fourth embodiment, when the air conditioning system is turned on and the cockpit is dehumidified, if the passenger compartment needs to be dehumidified, the fifth solenoid valve 135 is controlled to be opened to connect the second evaporator 172 with the first evaporator 171; and / or the first three-way valve 221 is adjusted to connect the gas-liquid heat exchanger 12 with the second warm air core 232. Fig.23 , Fig.23The figure is a schematic diagram of the circulation path of the refrigerant and the coolant in the thermal management system of the present application when the air conditioning system is turned on and the cockpit and the passenger compartment are dehumidified. Specifically, in this embodiment, the fifth solenoid valve 135 is controlled to be turned on, and at the same time, the first three-way valve 221 is regulated so that the coolant also passes through the second warm air core 232. Fig.23 As shown, the refrigerant first releases heat in the gas cooler 14 to cool down, and then the refrigerant flows through the first evaporator 171 and the second evaporator 172 at the same time, and the refrigerant cools the cockpit and the passenger compartment at the same time. The coolant absorbs heat and heats up in the gas-liquid heat exchanger 12, wherein the heat of the coolant heating comes from the heat absorbed by the refrigerant from the air. The heated coolant flows through the first warm air core 231 and the second warm air core 232 to release heat to heat the cockpit and the passenger compartment. The cockpit can be cooled and heated, and the passenger compartment can be cooled and heated, and the passenger compartment and the cockpit can be dehumidified at the same time. In some other embodiments, the flow rate of the coolant flowing through the second warm air core 232 can be adjusted by adjusting the opening of the first three-way valve 221 to adjust the dehumidification effect of the passenger compartment.

[0162] A second implementation based on the fourth embodiment:

[0163] See also Fig.24 , Fig.24 yes Fig.21 A schematic flow chart of a thermal management control method S312 in a later implementation manner. In a specific implementation manner, the thermal management control method further includes:

[0164] S321: Obtain information that the motor temperature is greater than a first motor threshold temperature.

[0165] S322: Control the first end of the six-way valve to connect to the second end of the six-way valve, the third end of the six-way valve to connect to the fourth end of the six-way valve, and the fifth end of the six-way valve to connect to the sixth end of the six-way valve; control the first end of the second three-way valve to connect to the third end of the second three-way valve, and control the fourth expansion valve to open.

[0166] A third implementation based on the fourth embodiment:

[0167] In the fourth embodiment, when the air conditioning system is turned on and the cockpit is dehumidified, if the temperature of the motor 33 is greater than the first motor threshold temperature, the six-way valve 25 is controlled to be in the second state, the first end of the six-way valve 25 is connected to the second end of the six-way valve 25, the third end of the six-way valve 25 is connected to the fourth end of the six-way valve 25, and the fifth end of the six-way valve 25 is connected to the sixth end of the six-way valve 25. Fig.25 , Fig.25 This is a schematic diagram of the circulation path of the refrigerant and coolant in the thermal management system of the present application when the air conditioning system is turned on and the cockpit and passenger compartment are dehumidified, and the motor temperature is greater than the first motor threshold temperature. Fig.25As shown, after the fourth expansion valve 154 is controlled to be opened, after the refrigerant passes through the compressor 11 and the gas-liquid heat exchanger 12, part of the refrigerant enters the first evaporator 171 and the second evaporator 172 to cool the cockpit and the passenger compartment, and the other part of the refrigerant passes through the fourth expansion valve 154 and enters the water heat exchanger 18 to absorb heat. Specifically, the refrigerant and the coolant in the first circulation path of the coolant will also exchange heat. After the valve is adjusted, the first circulation path of the coolant becomes: the coolant flows through the first liquid pump 211, the first end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, the battery pack 31, the second liquid pump 212, the third end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the third end of the second three-way valve 222, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, the motor 33, and then returns to the first liquid pump 211 and circulates. The above-mentioned refrigerant enters the water heat exchanger 18 in a low-temperature liquid state. The liquid refrigerant absorbs heat in the water heat exchanger 18 and then vaporizes and passes through the first evaporator 171 to heat the cockpit. The heat of the coolant absorbed by the refrigerant in the water heat exchanger 18 comes from the waste heat of the motor 33 whose temperature is greater than the first motor threshold temperature. Therefore, the refrigerant circulation component can absorb the waste heat of the motor 33 to perform refrigeration and dehumidification, and can effectively utilize the waste heat of the motor 33 to reduce energy consumption.

[0168] Fifth embodiment:

[0169] See also Fig.26 , Fig.26 1 is a flow chart of the fifth embodiment of the thermal management control method of the present application. In a specific implementation, the thermal management control method includes:

[0170] S411: Determine that the operating condition of the electric vehicle is that the air conditioning system is turned off, the electric vehicle is not started, and the battery pack temperature is greater than a second battery pack threshold temperature.

[0171] S412: Turn on the compressor, control the refrigerant circulation mode to the third refrigerant circulation mode, and control the first end of the six-way valve to connect to the fourth end of the six-way valve, the second end of the six-way valve to connect to the third end of the six-way valve, and the fifth end of the six-way valve to connect to the sixth end of the six-way valve; control the first end of the four-way valve to connect to the second end of the four-way valve, the third end of the four-way valve to connect to the fourth end of the four-way valve, control the first liquid pump, the third liquid pump and the heater to be turned off; control the second liquid pump to turn on.

[0172] In the fifth embodiment, the air conditioning system is determined to be in a shutdown state, wherein the air conditioning system is shut down and the thermal management control system does not perform heating, cooling and dehumidification.

[0173] In the fifth embodiment, the refrigerant circulation mode is controlled to be the third refrigerant circulation mode. The six-way valve 25 is controlled to be in the first state, so that the first end of the six-way valve 25 is connected to the fourth end of the six-way valve 25, the second end of the six-way valve 25 is connected to the third end of the six-way valve 25, and the fifth end of the six-way valve 25 is connected to the sixth end of the six-way valve 25; the first end of the four-way valve 24 is controlled to be connected to the second end of the four-way valve 24, the third end of the four-way valve 24 is connected to the fourth end of the four-way valve 24, the first liquid pump 211, the third liquid pump 213 and the heater 26 are controlled to be turned off; and the second liquid pump 212 is controlled to be turned on. Please refer to Fig. 27 , Fig. 27 It is a schematic diagram of the circulation path of the refrigerant and the coolant of the thermal management system of the present application when the air-conditioning system is turned off, the electric vehicle is not started, and the battery pack temperature is greater than the second battery pack threshold temperature.

[0174] The circulation path of the refrigerant is: the refrigerant passes through the compressor 11, the gas-liquid heat exchanger 12, the gas cooler 14, the regenerator 16, the water heat exchanger 18, the regenerator 16, and then returns to the compressor 11 and circulates. In the above cycle, the refrigerant does not pass through the first evaporator 171 and the second evaporator 172, and the refrigerant does not heat or cool the cockpit or the passenger compartment.

[0175] The circulation path of the coolant is one, and the circulation path of the coolant is: the coolant passes through the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, and the battery pack 31 in sequence, and then returns to the second liquid pump 212 and circulates. In the above cycle, the refrigerant and the refrigerant liquid both pass through the water heat exchanger 18, wherein the refrigerant is cooled and liquefied after heat exchange with the air in the gas cooler 14, and the refrigerant enters the water heat exchanger 18 in a low-temperature liquid state. The low-temperature liquid refrigerant absorbs the heat of the coolant in the water heat exchanger 18, and the refrigerant is used to actively cool the refrigerant, which can make the temperature of the coolant lower. The refrigerant then cools the battery pack 31, which can improve the cooling effect of the refrigerant and can quickly cool the battery pack 31 when the temperature of the battery pack 31 is greater than the second battery pack threshold temperature.

[0176] First implementation method based on the fifth embodiment:

[0177] See also Fig.28 , Fig.28 yes Fig.26 A schematic flow chart of a thermal management control method S412 after an implementation. In a specific implementation, the thermal management control method further includes:

[0178] S421: Acquire information that the electric vehicle is started and the battery pack temperature is greater than a first battery pack threshold temperature.

[0179] S422: Control the refrigerant circulation component to shut down; control the heater to shut down, control the first end of the six-way valve to connect to the fourth end of the six-way valve, the second end of the six-way valve to connect to the third end of the six-way valve, and the fifth end of the six-way valve to connect to the sixth end of the six-way valve; control the first end of the four-way valve to connect to the fourth end of the four-way valve, and the second end of the four-way valve to connect to the third end of the four-way valve; control the first end of the second three-way valve to connect to the second end of the second three-way valve, control the first liquid pump and the second liquid pump to open, and control the third liquid pump to close.

[0180] In the fifth embodiment, when the air conditioning system is turned off, if the electric vehicle is started and the temperature of the battery pack 31 is greater than the first battery pack threshold temperature, the refrigerant circulation component is controlled to be shut down. The refrigerant does not circulate. The heater 26 is controlled to be turned off, and the six-way valve 25 is controlled to be in the first state, so that the first end of the six-way valve 25 is connected to the fourth end of the six-way valve 25, the second end of the six-way valve 25 is connected to the third end of the six-way valve 25, and the fifth end of the six-way valve 25 is connected to the sixth end of the six-way valve 25. Please refer to Fig.29 , Fig.29 This is a schematic diagram of the circulation path of the coolant in the thermal management system of the present application when the air conditioning system is turned off, the electric vehicle is not started, and the battery pack temperature is greater than the first battery pack threshold temperature. The circulation of the coolant is as follows: the coolant flows through the first liquid pump 211, the first end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the second end of the second three-way valve 222, the heat dissipation water tank 27, the third end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, the battery pack 31, the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, and the motor 33, and then returns to the first liquid pump 211 and circulates. In the above cycle, the coolant only passes through the heat dissipation water tank 27, and the coolant is passively cooled only by the heat dissipation water tank 27. The passively cooled coolant cools the battery pack 31, the electronic control device 32 and the motor 33. In the previous embodiment, when the temperature of the battery pack 31 is greater than the second battery pack threshold temperature, the coolant is actively cooled by the refrigerant, and the coolant cools the battery pack 31 more effectively. In this embodiment, the temperature of the battery pack 31 is greater than the first battery pack threshold temperature and less than the second battery pack threshold temperature. Passive cooling of the coolant by the heat dissipation water tank 27 can meet the cooling requirements of the battery pack 31. It is achieved that the battery pack 31 can be cooled in different ways at different temperatures.

[0181] A second implementation based on the fifth embodiment:

[0182] See also Fig.30 , Fig.30 yes Fig.28 In a specific embodiment, the thermal management control method further includes:

[0183] S423: Acquire information that the air conditioning system is turned off, the electric vehicle is started, and the temperature of the electric vehicle is greater than a second battery pack threshold temperature.

[0184] S424: Control the refrigerant circulation mode to the third refrigerant circulation mode, control the first end of the four-way valve to connect to the second end of the four-way valve, and the third end of the four-way valve to connect to the fourth end of the four-way valve, and control the first expansion valve, the third expansion valve, and the heater to be closed.

[0185] See also Fig.31 , Fig.31 This is a schematic diagram of the circulation path of the refrigerant and coolant in the thermal management system of the present application when the air-conditioning system is turned off, the electric vehicle is started, and the battery pack temperature is greater than the second battery pack threshold temperature. In the third refrigerant circulation mode, the refrigerant passes through the compressor 11, the gas-liquid heat exchanger 12, the gas cooler 14, the regenerator 16, the water heat exchanger 18 in sequence, and returns to the compressor 11 after the regenerator 16. In the above cycle, the refrigerant does not pass through the first evaporator 171 and the second evaporator 172, and the refrigerant does not heat or cool the cockpit or the passenger compartment. The refrigerant passes through the water heat exchanger 18, and the refrigerant and the coolant exchange heat in the water heat exchanger 18.

[0186] After the above valve adjustment, the circulation path of the coolant changes from one to two. The first circulation path of the coolant is: the coolant flows through the first liquid pump 211, the first end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the second end of the second three-way valve 222, the heat sink 27, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, the motor 33, and then returns to the first liquid pump 211 and circulates. In the first circulation path of the coolant, the coolant is cooled only by the heat sink 27, and the heat sink 27 is used to passively cool the coolant to cool the electronic control device 32 and the motor 33. This cooling method can meet the cooling requirements of the motor 33 whose temperature is not too high.

[0187] The second circulation path of the coolant is: the coolant flows through the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, and the battery pack 31 in sequence, and then returns to the second liquid pump 212 and circulates. In the second circulation path of the coolant, the coolant passes through the water heat exchanger 18. The coolant exchanges heat with the refrigerant that also passes through the water heat exchanger 18. Among them, the refrigerant enters the water heat exchanger 18 in a low-temperature liquid state, and the refrigerant absorbs heat in the water heat exchanger 18. The coolant cools the battery pack 31 after the refrigerant actively cools down the water heat exchanger 18, which can improve the cooling effect of the coolant on the battery pack 31, thereby meeting the cooling demand of the battery pack 31 when the temperature of the battery pack 31 is greater than the second battery pack threshold temperature.

[0188] A third implementation based on the fifth embodiment:

[0189] See also Fig.32 , Fig.32 yes Fig.30 In a specific embodiment, the thermal management control method further includes:

[0190] S425: Acquire information that the electric vehicle is started when the air conditioning system is turned off, the temperature of the battery pack is greater than the second battery pack threshold temperature, and the motor temperature is greater than the third motor threshold temperature.

[0191] S426: Control the first end of the six-way valve to connect to the second end of the six-way valve, the third end of the six-way valve to connect to the fourth end of the six-way valve, and the fifth end of the six-way valve to connect to the sixth end of the six-way valve; control the first end of the second three-way valve to connect to the third end of the second three-way valve.

[0192] The six-way valve 25 is controlled to be in the second state, so that the first end of the six-way valve 25 is connected to the second end of the six-way valve 25, the third end of the six-way valve 25 is connected to the fourth end of the six-way valve 25, and the fifth end of the six-way valve 25 is connected to the sixth end of the six-way valve 25; the first end of the second three-way valve 222 is controlled to be connected to the third end of the second three-way valve 222. The above-mentioned regulating valve prevents the coolant from passing through the radiator water tank 27. Please refer to Fig.33 , Fig.33This is a schematic diagram of the circulation path of the refrigerant and the coolant in the thermal management system of the present application when the air conditioning system is turned off, the electric vehicle is started, the battery pack temperature is greater than the second battery pack threshold temperature, and the motor temperature is greater than the third motor threshold temperature. With the above-mentioned regulating valve, the circulation path of the coolant is changed from two to one, and the circulation path of the coolant is: the coolant passes through the first liquid pump 211, the first end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, the battery pack 31, the second liquid pump 212, the third end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the third end of the second three-way valve 222, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, and the motor 33, and then returns to the first liquid pump 211 and circulates. In the above circulation path, the coolant does not pass through the heat dissipation water tank 27, and both the refrigerant and the coolant pass through the water heat exchanger 18, and the coolant exchanges heat with the refrigerant that also passes through the water heat exchanger 18. Among them, the refrigerant enters the water heat exchanger 18 in a low-temperature liquid state, and the refrigerant absorbs heat in the water heat exchanger 18. After the entire coolant is actively cooled by the refrigerant in the water heat exchanger 18, it cools the battery pack 31, the electronic control device 32, and the motor 33, which can improve the cooling effect of the coolant on the battery pack 31, the electronic control device 32, and the motor 33, so as to meet the cooling requirements of the battery pack 31 and the motor 33 when the temperature of the battery pack 31 is greater than the second battery pack threshold temperature and the temperature of the motor 33 is greater than the third motor threshold temperature.

[0193] A fourth implementation based on the fifth embodiment:

[0194] See also Fig.34 , Fig.34 yes Fig.32 In a specific embodiment, the thermal management control method further includes:

[0195] S427: Acquire information that the electric vehicle is started and the temperature of the battery pack is not greater than a first battery pack threshold temperature when the air conditioning system is turned off.

[0196] S428: Control the refrigerant circulation component to shut down. Control the heater to start; control the first end of the six-way valve to connect to the fourth end of the six-way valve, the second end of the six-way valve to connect to the third end of the six-way valve, and the fifth end of the six-way valve to connect to the sixth end of the six-way valve; control the first end of the four-way valve to connect to the second end of the four-way valve, and the third end of the four-way valve to connect to the fourth end of the four-way valve; control the first end of the second three-way valve to connect to the third end of the second three-way valve, turn on the first liquid pump and the second liquid pump, and turn off the third liquid pump.

[0197] After the control refrigerant circulation components are shut down, the refrigerant does not circulate. There are two circulation paths for the coolant. Fig.35 , Fig.35 This is a schematic diagram of the circulation path of the coolant in the thermal management system of the present application when the air conditioning system is turned off, the electric vehicle is started, and the battery pack temperature is not greater than the first battery pack threshold temperature. The circulation path of the first coolant is: the coolant passes through the first liquid pump 211, the first end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the third end of the second three-way valve 222, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, and the motor 33 in sequence, and then returns to the first liquid pump 211 and circulates. In the first coolant circulation path, the electronic control device 32 and the motor 33 do not exchange heat with the outside. The circulation path of the second coolant is: the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, and the battery pack 31, and then returns to the second liquid pump 212 and circulates. In the second coolant circulation path, the coolant passes through the heater 26. After the coolant is heated by the heater 26, the coolant heats the battery pack 31, and can keep the temperature of the battery pack 31 stable when the temperature of the battery pack 31 is not greater than the first battery pack threshold temperature.

[0198] A fifth implementation based on the fifth embodiment:

[0199] See also Fig.36 , Fig.36 yes Fig.34 In a specific embodiment, the thermal management control method further includes:

[0200] S429: Acquire information that, under the condition that the air conditioning system is turned off, the electric vehicle is started, the temperature of the battery pack is not greater than the first battery pack threshold temperature, and the motor temperature is greater than the first motor threshold temperature.

[0201] S4210: Control the first end of the second three-way valve to be connected to the second end of the second three-way valve,

[0202] See also Fig.37 , Fig.37 This is a schematic diagram of the circulation path of the coolant in the thermal management system of the present application when the air conditioning system is turned off, the electric vehicle is started, the battery pack temperature is not greater than the first battery pack threshold temperature, and the motor temperature is greater than the first motor threshold temperature. Under this working condition, the refrigerant does not flow.

[0203] The first cooling liquid circulation path is: the cooling liquid sequentially passes through the first liquid pump 211, the first end of the six-way valve 25, the fourth end of the six-way valve 25, the first end of the second three-way valve 222, the second end of the second three-way valve 222, the heat dissipation water tank 27, the third end of the four-way valve 24, the fourth end of the four-way valve 24, the electronic control device 32, and the motor 33, and then returns to the first liquid pump 211 and circulates. In the first cooling liquid circulation path, the cooling liquid is passively cooled by the heat dissipation water tank 27. After the cooling liquid is passively cooled, it cools the electronic control device 32 and the motor 33.

[0204] The circulation path of the second coolant is: the second liquid pump 212, the third end of the six-way valve 25, the second end of the six-way valve 25, the water heat exchanger 18, the first end of the four-way valve 24, the second end of the four-way valve 24, the heater 26, the battery pack 31, and then returns to the second liquid pump 212 and circulates. In the second coolant circulation path, the coolant passes through the heater 26, and after the heater 26 heats the coolant, the coolant heats the battery pack 31, and can keep the temperature of the battery pack 31 stable when the temperature of the battery pack 31 is not greater than the first battery pack threshold temperature.

[0205] Correspondingly, the present application also proposes an electric vehicle, which includes a cockpit, a passenger compartment and a thermal management system. The thermal management system is the thermal management system of any of the above-mentioned embodiments. The thermal management system is controlled by the thermal management control method of any of the above-mentioned embodiments. The cockpit is arranged close to the first evaporator and the first heater core, and the passenger compartment is arranged close to the second evaporator and the second heater core.

[0206] In the several embodiments provided in the present application, it should be understood that the disclosed methods, devices and apparatuses can be implemented in other ways. For example, the above-described device and apparatus implementation methods are merely schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0207] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0208] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0209] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) or a processor (processor) to perform all or part of the steps of each implementation method of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program code.

Claims

1. A thermal management system for an electric vehicle, characterized in that: The thermal management system includes a refrigerant circulation component and a coolant circulation component; The refrigerant cycle assembly comprises: compressor; a gas-liquid heat exchanger, wherein a first end of the gas-liquid heat exchanger is connected to an exhaust end of the compressor; A gas cooler, wherein a first end of the gas cooler is connected to a second end of the gas-liquid heat exchanger, and a first end of the gas-liquid heat exchanger is connected to a second end of the gas-liquid heat exchanger; a regenerator, wherein a first end of the regenerator is connected to a second end of the gas cooler; A first evaporator, wherein the first end of the first evaporator is connected to the second end of the regenerator, the first end of the regenerator is connected to the second end of the regenerator, the second end of the first evaporator is connected to the fourth end of the regenerator, the third end of the regenerator is connected to the suction end of the compressor, and the third end of the regenerator is connected to the fourth end of the regenerator; the second end of the first evaporator is also connected to the second end of the gas-liquid heat exchanger; the first end of the gas cooler is also connected to the fourth end of the regenerator; A water heat exchanger, wherein the first end of the water heat exchanger is strobed connected to the second end of the regenerator, the second end of the water heat exchanger is strobed connected to the fourth end of the regenerator, and the first end of the water heat exchanger is connected to the second end of the water heat exchanger; The coolant circulation assembly comprises: The first liquid pump; a six-way valve, wherein a first end of the six-way valve is connected to a first end of the first liquid pump; A heat dissipation water tank, wherein the fourth end of the six-way valve is connected to the first end of the heat dissipation water tank; A heater, the second end of the heat dissipation water tank is connected to the first end of the heater, and the second end of the heater is connected to the first end of the battery pack of the electric vehicle; the fourth end of the water heat exchanger is connected to the first end of the heater; a second liquid pump, the second end of the battery pack is connected to the first end of the second liquid pump, the second end of the second liquid pump is connected to the third end of the six-way valve, the second end of the six-way valve is connected to the third end of the water heat exchanger, the third end of the water heat exchanger is connected to the fourth end of the water heat exchanger; the fourth end of the water heat exchanger is connected to the first end of the electric control device of the electric vehicle, the second end of the electric control device is connected to the first end of the motor of the electric vehicle, and the second end of the motor is connected to the second end of the first liquid pump; The second end of the heat dissipation water tank is also connected to the first end of the electric control device; the fourth end of the six-way valve is connected to the first end of the electric control device; a first warm air core, wherein a first end of the first warm air core is connected to a fourth end of the gas-liquid heat exchanger, and a second end of the first warm air core is connected to a fifth end of the six-way valve; A third liquid pump, wherein the first end of the third liquid pump is connected to the sixth end of the six-way valve, the second end of the third liquid pump is connected to the third end of the gas-liquid heat exchanger, and the third end of the gas-liquid heat exchanger is connected to the fourth end of the gas-liquid heat exchanger.

2. The thermal management system according to claim 1, characterized in that: The refrigerant cycle assembly further comprises: A second evaporator, wherein a first end of the second evaporator is strobed connected to a first end of the first evaporator, and a second end of the second evaporator is strobed connected to a second end of the first evaporator.

3. The thermal management system according to claim 2, characterized in that: The refrigerant cycle assembly further comprises: a first solenoid valve, wherein the first end of the gas cooler is connected to the second end of the gas-liquid heat exchanger through the first solenoid valve; a second solenoid valve, wherein a first end of the second solenoid valve is connected to a second end of the gas-liquid heat exchanger and the first solenoid valve; a third solenoid valve, wherein the second end of the first evaporator is connected to the fourth end of the regenerator through the third solenoid valve; and the second end of the second solenoid valve is connected to the second end of the first evaporator and the first end of the third solenoid valve; a fourth solenoid valve, wherein a first end of the fourth solenoid valve is connected to the first solenoid valve and the first end of the gas cooler, and a second end of the fourth solenoid valve is connected to the second end of the third solenoid valve; a fifth solenoid valve, wherein the second end of the second evaporator is connected to the second end of the first evaporator through the fifth solenoid valve; a first expansion valve, wherein the first end of the regenerator is connected to the second end of the gas cooler through the first expansion valve; a second expansion valve, wherein the first end of the first evaporator is connected to the second end of the regenerator through the second expansion valve; a third expansion valve, wherein the first end of the second evaporator is connected to the first end of the first evaporator through the third expansion valve; A fourth expansion valve, wherein the second end of the water heat exchanger is connected to the second end of the regenerator through the fourth expansion valve.

4. The thermal management system according to claim 3, characterized in that: The coolant circulation assembly also includes: A second warm air core, wherein a first end of the second warm air core is connected to a first end of the first warm air core, and a second end of the second warm air core is connected to a second end of the first warm air core.

5. The thermal management system according to claim 4, characterized in that: The coolant circulation assembly also includes: a first three-way valve, wherein a first end of the first three-way valve is connected to the gas-liquid heat exchanger, a second end of the first three-way valve is connected to the first warm air core, and a third end of the first three-way valve is connected to the second warm air core; a second three-way valve, wherein a first end of the second three-way valve is connected to the fourth end of the six-way valve, and a second end of the second three-way valve is connected to the radiator water tank; A four-way valve, wherein the first end of the four-way valve is connected to the water heat exchanger, the second end of the four-way valve is connected to the heater, the third end of the four-way valve is connected to the third end of the second three-way valve, the third end of the four-way valve is also connected to the cooling water tank, and the fourth end of the four-way valve is connected to the electronic control device.

6. A thermal management control method for an electric vehicle, characterized in that: The thermal management system of the electric vehicle according to any one of claims 1 to 5, wherein the thermal management control method comprises: Determine the operating conditions of the electric vehicle; The refrigerant circulation mode of the refrigerant circulation component is controlled according to the operating conditions, and / or the coolant circulation mode of the coolant circulation component is controlled.

7. The thermal management control method according to claim 6, characterized in that: The refrigerant circulation mode includes a first refrigerant circulation mode, a second refrigerant circulation mode and a third refrigerant circulation mode; In the first refrigerant circulation mode, the first solenoid valve and the third solenoid valve are controlled to be open, and the second solenoid valve, the fourth solenoid valve, and the fifth solenoid valve are controlled to be closed; the fourth expansion valve is controlled to be closed; the refrigerant passes through the compressor, the gas-liquid heat exchanger, the gas cooler, the regenerator, the first evaporator, the regenerator in sequence, and then returns to the compressor; In the second refrigerant circulation mode, the first solenoid valve, the third solenoid valve, and the fifth solenoid valve are controlled to be closed, and the second solenoid valve and the fourth solenoid valve are controlled to be opened; the fourth expansion valve is controlled to be closed; the refrigerant passes through the compressor, the gas-liquid heat exchanger, the first evaporator, the regenerator, the gas cooler, and the regenerator in sequence and then returns to the compressor; In the third refrigerant circulation mode, the first solenoid valve and the third solenoid valve are controlled to be open, and the second solenoid valve, the fourth solenoid valve, and the fifth solenoid valve are controlled to be closed; the second expansion valve and the third expansion valve are controlled to be closed; the refrigerant passes through the compressor, the gas-liquid heat exchanger, the gas cooler, the regenerator, the water heat exchanger, and the regenerator in sequence and then returns to the compressor.

8. The thermal management control method according to claim 7, characterized in that: In response to the operating condition that the air-conditioning system is turned on and the cockpit is cooled; the refrigerant circulation mode is controlled to be the first refrigerant circulation mode; and the first liquid pump and the second liquid pump are controlled to be turned on, the third liquid pump is controlled to be turned off, the heater is controlled to be turned off, the first end of the six-way valve is controlled to be connected to the fourth end of the six-way valve, the second end of the six-way valve is controlled to be connected to the third end of the six-way valve, and the fifth end of the six-way valve is controlled to be connected to the sixth end of the six-way valve; the first end of the four-way valve is controlled to be connected to the fourth end of the four-way valve, the second end of the four-way valve is controlled to be connected to the third end of the four-way valve, and the first end of the second three-way valve is controlled to be connected to the second end of the second three-way valve.

9. The thermal management control method according to claim 8, characterized in that: In response to the operating condition that the passenger compartment is also cooled, the fifth solenoid valve is controlled to open.

10. The thermal management control method according to claim 8, characterized in that: When cooling the cockpit, the thermal management control method further includes: In response to the battery pack temperature being greater than the second battery pack threshold temperature, the fourth expansion valve is controlled to open, the first end of the four-way valve is controlled to connect to the second end of the four-way valve, and the third end of the four-way valve is controlled to connect to the fourth end of the four-way valve.

11. The thermal management control method according to claim 10, characterized in that: When cooling the cockpit, the thermal management control method further includes: In response to the motor temperature being greater than the third motor threshold temperature, the first end of the six-way valve is controlled to connect to the second end of the six-way valve, the third end of the six-way valve is controlled to connect to the fourth end of the six-way valve, and the fifth end of the six-way valve is controlled to connect to the sixth end of the six-way valve; the first end of the second three-way valve is controlled to connect to the third end of the second three-way valve.

12. The thermal management control method according to claim 7, characterized in that: In response to the operating condition that the air-conditioning system is turned on and the cockpit is heated; the refrigerant circulation mode is controlled to be the second refrigerant circulation mode; and the first liquid pump, the second liquid pump, the third liquid pump and the heater are controlled to be turned on; the first end of the six-way valve is connected to the fourth end of the six-way valve, the second end of the six-way valve is connected to the third end of the six-way valve, and the fifth end of the six-way valve is connected to the sixth end of the six-way valve; the first end of the four-way valve is controlled to be connected to the second end of the four-way valve, and the third end of the four-way valve is connected to the fourth end of the four-way valve; the first end of the second three-way valve is controlled to be connected to the third end of the second three-way valve.

13. The thermal management control method according to claim 12, characterized in that: In response to the operating condition, the passenger compartment is also heated, the fifth solenoid valve is controlled to open so that the second evaporator is connected to the first evaporator; and / or the first three-way valve is adjusted so that the gas-liquid heat exchanger is also connected to the second heater core.

14. The thermal management control method according to claim 12, characterized in that: When heating the cockpit, the thermal management control method further includes: In response to the battery pack temperature being greater than a first battery pack threshold temperature, the heater is controlled to be turned off.

15. The thermal management control method according to claim 12, characterized in that: When heating the cockpit, the thermal management control method further includes: In response to the motor temperature being greater than the first motor threshold temperature, the first end of the six-way valve is controlled to connect to the second end of the six-way valve, the third end of the six-way valve is controlled to connect to the fourth end of the six-way valve, the fifth end of the six-way valve is connected to the sixth end of the six-way valve, and the fourth expansion valve is controlled to open.

16. The thermal management control method according to claim 15, characterized in that: When heating the cockpit, the thermal management control method further includes: In response to the motor temperature being greater than the second motor threshold temperature, the first end of the six-way valve is controlled to connect to the sixth end of the six-way valve, the second end of the six-way valve is controlled to connect to the third end of the six-way valve, the fourth end of the six-way valve is controlled to connect to the fifth end of the six-way valve, and the fourth expansion valve is controlled to be closed.

17. The thermal management control method according to claim 7, characterized in that: In response to the operating condition that the air-conditioning system is turned on and the cockpit is dehumidified, the refrigerant circulation mode is controlled to be the first refrigerant circulation mode; and the first liquid pump, the second liquid pump, and the third liquid pump are controlled to be turned on, the first end of the six-way valve is connected to the fourth end of the six-way valve, the second end of the six-way valve is connected to the third end of the six-way valve, and the fifth end of the six-way valve is connected to the sixth end of the six-way valve; the first end of the four-way valve is controlled to be connected to the fourth end of the four-way valve, and the second end of the four-way valve is connected to the third end of the four-way valve; the first end of the second three-way valve is controlled to be connected to the second end of the second three-way valve, and the fourth expansion valve is controlled to be closed.

18. The thermal management control method according to claim 17, characterized in that: When dehumidifying the cockpit, the thermal management control method further includes: In response to the motor temperature being greater than the first motor threshold temperature, the first end of the six-way valve is controlled to connect to the second end of the six-way valve, the third end of the six-way valve is controlled to connect to the fourth end of the six-way valve, and the fifth end of the six-way valve is controlled to connect to the sixth end of the six-way valve; the first end of the second three-way valve is controlled to connect to the third end of the second three-way valve, and the fourth expansion valve is controlled to open.

19. The thermal management control method according to claim 7, characterized in that: When the air-conditioning system is turned off, in response to the electric vehicle not being started and the battery pack temperature being greater than the second battery pack threshold temperature; the refrigerant circulation mode is controlled to be the third refrigerant circulation mode; and the first end of the six-way valve is controlled to be connected to the fourth end of the six-way valve, the second end of the six-way valve is connected to the third end of the six-way valve, and the fifth end of the six-way valve is connected to the sixth end of the six-way valve; the first end of the four-way valve is controlled to be connected to the second end of the four-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, the first liquid pump, the third liquid pump and the heater are controlled to be turned off, and the second liquid pump and the compressor are controlled to be turned on.

20. The thermal management control method according to claim 19, characterized in that: When the air conditioning system is turned off, the thermal management control method further includes: In response to the electric vehicle being started and the battery pack temperature being greater than a first battery pack threshold temperature, the refrigerant circulation component is controlled to shut down; the heater is controlled to be turned off, the first end of the six-way valve is controlled to be connected to the fourth end of the six-way valve, the second end of the six-way valve is controlled to be connected to the third end of the six-way valve, and the fifth end of the six-way valve is controlled to be connected to the sixth end of the six-way valve; the first end of the four-way valve is controlled to be connected to the fourth end of the four-way valve, and the second end of the four-way valve is controlled to be connected to the third end of the four-way valve; the first end of the second three-way valve is controlled to be connected to the second end of the second three-way valve, the first liquid pump and the second liquid pump are controlled to be turned on, and the third liquid pump and the heater are controlled to be turned off.

21. The thermal management control method according to claim 20, characterized in that: The thermal management control method further comprises: In response to the electric vehicle being started and the battery pack temperature being greater than the second battery pack threshold temperature, the refrigerant circulation mode is controlled to be the third refrigerant circulation mode; the first end of the four-way valve is controlled to be connected to the second end of the four-way valve, and the third end of the four-way valve is controlled to be connected to the fourth end of the four-way valve; the second expansion valve, the third expansion valve, and the heater are controlled to be closed.

22. The thermal management control method according to claim 21, characterized in that: The thermal management control method further comprises: In response to the motor temperature being greater than the third motor threshold temperature, the first end of the six-way valve is controlled to connect to the second end of the six-way valve, the third end of the six-way valve is controlled to connect to the fourth end of the six-way valve, and the fifth end of the six-way valve is controlled to connect to the sixth end of the six-way valve; the first end of the second three-way valve is controlled to connect to the third end of the second three-way valve.

23. The thermal management control method according to claim 20, characterized in that: The thermal management control method further comprises: In response to the electric vehicle being started and the battery pack temperature being no greater than a first battery pack threshold temperature, the refrigerant circulation component is controlled to be shut down; the heater is controlled to be turned on; the first end of the six-way valve is controlled to be connected to the fourth end of the six-way valve, the second end of the six-way valve is controlled to be connected to the third end of the six-way valve, and the fifth end of the six-way valve is controlled to be connected to the sixth end of the six-way valve; the first end of the four-way valve is controlled to be connected to the second end of the four-way valve, and the third end of the four-way valve is controlled to be connected to the fourth end of the four-way valve; the first end of the second three-way valve is controlled to be connected to the third end of the second three-way valve, the first liquid pump and the second liquid pump are turned on, and the third liquid pump is turned off.

24. The thermal management control method according to claim 23, characterized in that: The thermal management control method further comprises: In response to the motor temperature being greater than a first motor threshold temperature, the first end of the second three-way valve is controlled to communicate with the second end of the second three-way valve.

25. An electric vehicle, characterized in that: The electric vehicle includes a cockpit and a thermal management system, the thermal management system is the thermal management system described in any one of claims 1-5, the thermal management system is controlled by the thermal management control method described in any one of claims 6-24, and the cockpit is arranged close to the first evaporator and the first heater core.

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