Electric vehicle thermal management system, control method and vehicle

Abstract

The invention discloses an electric vehicle thermal management system, a control method and a vehicle, the system comprises a thermal management module and a first passage, and the first passage is arranged in a first space of an electric vehicle; the heat management module comprises a compressor, a gas-liquid separator, a condenser and a CHILLER which are sequentially connected in series to form a closed loop, the output side of the condenser is configured to output a heating medium, the output side of the CHILLER is configured to output a refrigerant medium, and one of the CHILLER and the condenser is connected with the first passage; when the CHILLER is connected with the first passage, a first refrigeration circulation loop is formed, and a refrigerant medium is output from the CHILLER and circulates in the first refrigeration circulation loop; when the condenser is connected with the first channel, a first heating circulation loop is formed, and a heating medium is output from the condenser and circulates on the first heating circulation loop. The cost and the energy consumption of the thermal management system of the electric vehicle can be reduced.

Description

Technical Field

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

[0002] The current electric vehicle thermal management system architecture is diverse, mainly covering air cooling, liquid cooling, refrigerant direct cooling, heat pumps, phase change material cooling technology, etc. Its architecture design adopts different solutions based on the differences in refrigerants, vehicle models, and configurations.

[0003] At present, most thermal management systems include core components such as compressors, condensers, radiators, PTCs (positive temperature coefficient thermistors), heat exchangers, evaporators, expansion valves, water pump valves, and pipelines. These core components play a vital role in the thermal management system, working together to achieve temperature regulation and control of various parts of electric vehicles, ensuring that electric vehicles can maintain good operating conditions and performance under different working conditions and environments. Different combinations of technologies and components are designed to meet the needs of electric vehicles in terms of driving range, battery life, driving comfort, etc., but also face many challenges such as technical optimization, cost control, and system integration.

[0004] The existing electric vehicle thermal management system architecture generally has the following technical deficiencies. First, the low-temperature performance is poor, resulting in reduced winter endurance and unsatisfactory in-car comfort. In cold seasons, the vehicle's thermal management system is difficult to effectively maintain the optimal operating temperature of the battery, which greatly reduces the range and fails to provide a comfortable in-car temperature environment for the driver and passengers.

[0005] Secondly, the waste heat recovery efficiency is low and the energy utilization rate is low. The waste heat generated during the operation of the vehicle cannot be fully and effectively utilized, resulting in energy waste.

[0006] Furthermore, the coordinated control between the circuits of different components is difficult, and it is difficult to achieve optimal temperature regulation of each component under different operating conditions, which affects the operating efficiency and stability of the overall system.

[0007] In addition, the thermal management system has a complex structure, requiring multiple samples and complex circuit design. For example, the cooling module has high requirements for the front opening and layout space, and the layout of the refrigerant and water side pipes also puts forward high standards for the interior space, resulting in the generally low degree of integration of existing thermal management systems.

[0008] It is particularly important to point out that for commercial vehicles, the architecture design of the thermal management system is simpler and less efficient than that of passenger vehicles. The existing technology not only fails to ensure good cabin comfort, but also the thermal management performance in terms of batteries, electronic controls, etc. is difficult to be effectively guaranteed. In addition, the cost has remained high, making it urgent for the thermal management system of commercial vehicles to be optimized and updated to adapt to market demand and industry development trends.

[0009] The disclosure of the above background technology content is only used to assist in understanding the inventive concept and technical solution of the present invention. It does not necessarily belong to the prior art of the present application, nor does it necessarily provide technical guidance. In the absence of clear evidence that the above content has been disclosed before the filing date of the present application, the above background technology should not be used to evaluate the novelty and creativity of the present application. Summary of the invention

[0010] The object of the present invention is to provide an electric vehicle thermal management system, a control method and a vehicle, which can reduce the cost of the electric vehicle thermal management system and reduce energy consumption.

[0011] To achieve the above object, the technical solution adopted by the present invention is as follows:

[0012] A thermal management system for an electric vehicle comprises a thermal management module and a first passage, wherein the first passage is arranged in a first space of the electric vehicle;

[0013] The thermal management module includes a compressor, a gas-liquid separator, a condenser and a CHILLER which are connected in series to form a closed loop, but does not include an evaporator. The output side of the condenser is configured to output a hot medium, and the output side of the CHILLER is configured to output a cold medium. One of the CHILLER and the condenser is connected to the first passage. Optionally, the electric vehicle thermal management system also does not include a PTC.

[0014] When the CHILLER is connected to the first passage, a first refrigeration cycle is formed. During the operation of the thermal management module, the refrigerant is output from the output side of the CHILLER and transported to the first passage.

[0015] When the condenser is connected to the first passage, a first heating cycle is formed. During the operation of the thermal management module, the heat medium is output from the output side of the condenser and transported to the first passage.

[0016] Further, any one of the above-mentioned technical solutions or a combination of multiple technical solutions further comprises a second passage, the second passage is arranged in a second space of the electric vehicle, the second space and the first space are two different spaces of the electric vehicle; one of the two components of the CHILLER and the condenser is connected to the second passage;

[0017] When the CHILLER is connected to the second passage, a second refrigeration cycle is formed. During the operation of the thermal management module, the refrigerant is output from the output side of the CHILLER and transported to the second passage.

[0018] When the condenser is connected to the second passage, a second heating cycle is formed. During the operation of the thermal management module, the heat medium is output from the output side of the condenser and transported to the second passage.

[0019] Further, any one of the above-mentioned technical solutions or a combination of multiple technical solutions further comprises a multi-way valve, wherein the multi-way valve is configured to control one of the two components of the CHILLER and the condenser to be connected to the first passage; and / or,

[0020] The multi-way valve is configured to control one of the CHILLER and the condenser to be connected to the second passage; and / or,

[0021] The multi-way valve is configured to control the first passage to be connected with the second passage to form a first heat exchange circulation loop.

[0022] Furthermore, any one of the technical solutions or a combination of multiple technical solutions described above also includes a cold storage module, which is arranged on the first refrigeration cycle and / or the second refrigeration cycle, and the cold storage module is configured to adjust the cooling capacity of the refrigeration cycle in which it is located, and the refrigeration cycle includes the first refrigeration cycle and the second refrigeration cycle.

[0023] Further, based on any one of the technical solutions or a combination of multiple technical solutions described above, during the refrigeration process of the first refrigeration cycle, the cold storage module is configured to adaptively adjust the refrigeration capacity of the first refrigeration cycle according to the target temperature and actual temperature in the first space and the working state of the thermal management module, and the working state of the thermal management module includes the refrigeration capacity of the CHILLER; and / or,

[0024] During the refrigeration process of the second refrigeration cycle, the cold storage module is configured to adaptively adjust the refrigeration capacity of the second refrigeration cycle according to the target temperature and actual temperature in the second space and the working state of the thermal management module.

[0025] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, the cold storage module includes a phase-change cold storage material, and the phase-change cold storage material is configured to release cold energy to the first refrigeration cycle and / or the second refrigeration cycle through a phase change process; or,

[0026] The phase-change cold storage material is configured to absorb cold energy from the first refrigeration cycle and / or the second refrigeration cycle through a phase change process.

[0027] Further, any one of the above-mentioned technical solutions or a combination of multiple technical solutions further comprises an external heat exchanger, wherein the external heat exchanger is arranged outside the electric vehicle;

[0028] The external heat exchanger is connected to the first passage to form a second heat exchange circulation loop; or,

[0029] One end of the external heat exchanger is connected to the output side of the CHILLER, and the other end of the external heat exchanger is connected to the input side of the condenser; or,

[0030] One end of the external heat exchanger is connected to the input side of the CHILLER, and the other end of the external heat exchanger is connected to the output side of the condenser; or,

[0031] The external heat exchanger is connected to the condenser to form a heat dissipation circulation loop.

[0032] Further, based on any one of the above technical solutions or a combination of multiple technical solutions, the external heat exchanger is arranged on the third passage, and further includes a fourth passage, the fourth passage is arranged in a third space of the electric vehicle, and the third space and the first space are two different spaces of the electric vehicle;

[0033] The third passage is connected to the fourth passage; and / or the fourth passage is connected to the first passage.

[0034] Further, according to any one of the above technical solutions or a combination of multiple technical solutions, the cold medium and the hot medium are both in liquid state;

[0035] The first space includes a passenger compartment of the electric vehicle, a water tank is provided on the first passage, and the cold medium or the hot medium flows through the water tank.

[0036] Further, any one of the above-mentioned technical solutions or a combination of multiple technical solutions further comprises an electronic expansion valve, wherein the electronic expansion valve is arranged between the condenser and the CHILLER; and / or,

[0037] It also includes a heat dissipation device, which is arranged in the first space.

[0038] According to another aspect of the present invention, the present invention provides a control method for a thermal management system of an electric vehicle as described in any one of the above technical solutions or a combination of multiple technical solutions, when the actual temperature in the first space is higher than the preset first temperature, or in response to receiving a cooling request for the first space, the CHILLER is controlled to be connected to the first passage to form the first refrigeration cycle, and the first refrigeration cycle is started; and / or,

[0039] When the actual temperature in the first space is lower than a preset second temperature, and the second temperature is lower than the first temperature, in response to receiving a heating request for the first space, the condenser is controlled to be connected to the first passage to form a first heating cycle loop, and the first heating cycle loop is started.

[0040] Further, any one of the above technical solutions or a combination of multiple technical solutions further comprises a second passage, the second passage is arranged in a second space of the electric vehicle, the second space and the first space are two different spaces of the electric vehicle, and one of the two components of the CHILLER and the condenser is connected to the second passage;

[0041] When the actual temperature in the second space is higher than the preset third temperature, or in response to receiving a cooling request for the second space, the CHILLER is controlled to be connected to the second passage to form a second refrigeration cycle loop, and the second refrigeration cycle loop is started; and / or, when the actual temperature in the second space is lower than the preset fourth temperature, and the fourth temperature is lower than the third temperature, in response to receiving a heating request for the second space, the condenser is controlled to be connected to the second passage to form a second heating cycle loop, and the second heating cycle loop is started.

[0042] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, a cold storage module is provided on the first refrigeration cycle loop and the second refrigeration cycle loop;

[0043] When the first refrigeration cycle is working, the cold storage module is controlled to release cold energy to the first refrigeration cycle or absorb cold energy from the first refrigeration cycle according to the target temperature and the actual temperature in the first space and the working state of the thermal management module;

[0044] When the second refrigeration cycle is working, the cold storage module is controlled to release cold energy to the first refrigeration cycle or absorb cold energy from the first refrigeration cycle according to the target temperature and actual temperature in the second space and the working state of the thermal management module.

[0045] According to another aspect of the present invention, the present invention provides a vehicle, wherein the vehicle is an electric vehicle, and the electric vehicle includes the electric vehicle thermal management system as described in any one of the above technical solutions or a combination of multiple technical solutions.

[0046] The beneficial effects brought by the technical solution provided by the present invention are as follows:

[0047] a. The electric vehicle thermal management system provided by the present invention has a unique design concept. It boldly cancels the traditional PTC and evaporator, and instead adds high and low temperature cold storage and heat storage functions to build a small cycle heat storage and cold storage system in the electric vehicle thermal management system. Under the premise of ensuring that the system performance is not affected, this optimization measure effectively reduces the number of system components and significantly improves the overall energy efficiency; it is of great significance to achieve high system integration and reduce costs, especially in the field of commercial vehicle projects;

[0048] b. The small-cycle heat storage and cold storage modules in the electric vehicle thermal management system provided by the present invention cooperate to form an energy recovery system in the heating and cooling cycle, wherein the cold storage module has the function of an energy "transfer station". In the early stage of heating and cooling, it can effectively assist rapid high-load demand and provide strong support for the system. When in the medium temperature stage, they continue to play the role of a "transfer station", efficiently coordinating and deploying the "cold source (CHILLER)" and "heat source (condenser)" to the target space, ensuring the reasonable distribution and utilization of energy, thereby achieving the optimal state of energy utilization efficiency, and contributing outstanding strength to the stable operation and efficient energy saving of the entire system;

[0049] c. The present invention makes full use of the water heat exchange method in the cooling / heating system cycle through the ingenious switching of the multi-way valve, and accurately outputs the cold / heat energy in the cooling / heating system to the required components, so that timely and reasonable thermal management can be carried out for the passenger cabin environment and key parts such as batteries and drive motors; at the same time, through the fine control of the water circuit by the multi-way valve, many important functions such as passive cooling of the three-electric system and waste heat recovery are successfully realized;

[0050] d. The electric vehicle thermal management system provided by the present invention dissipates the heat of the condenser through water-to-water heat exchange and then cooperates with the water circuit control of a multi-way valve to supply heat to the passenger compartment and / or the battery compartment, and uses a CHILLER to control the cooling capacity through the water circuit control of a multi-way valve to control the cooling of the passenger compartment and / or the battery compartment, wherein only one hot and cold water tank is arranged in the passenger compartment, and the water tank has the functions of a warm core and an evaporator. Since the condenser and the CHILLER both take the water circuit, only one external heat exchanger, i.e., an external heat exchanger, needs to be arranged at the front end. Through the control of the multi-way valve and the design of the external heat exchanger, multiple circuit functions such as passive cooling of the drive motor and battery, waste heat recovery of the motor, single passenger compartment cooling / heating, double cooling / heating, passenger compartment heating + battery cooling, and single battery active cooling can be realized. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0052] Figure 1 A schematic diagram of the architecture of a thermal management system for an electric vehicle provided by an exemplary embodiment of the present invention;

[0053] Figure 2 A schematic diagram of the first working mode of a thermal management system for an electric vehicle provided by an exemplary embodiment of the present invention;

[0054] Figure 3 A schematic diagram of the principle of a second working mode of a thermal management system for an electric vehicle provided by an exemplary embodiment of the present invention;

[0055] Figure 4 A schematic diagram of the third working mode principle of a thermal management system for an electric vehicle provided by an exemplary embodiment of the present invention;

[0056] Figure 5 A schematic diagram of the fourth working mode principle of a thermal management system for an electric vehicle provided by an exemplary embodiment of the present invention;

[0057] Figure 6 A schematic diagram of the fifth working mode of a thermal management system for an electric vehicle provided by an exemplary embodiment of the present invention;

[0058] Figure 7 A schematic diagram of the sixth working mode of a thermal management system for an electric vehicle provided by an exemplary embodiment of the present invention;

[0059] Figure 8 A schematic diagram of the seventh working mode of a thermal management system for an electric vehicle provided by an exemplary embodiment of the present invention;

[0060] Fig. 9 A schematic diagram of the eighth working mode principle of a thermal management system for an electric vehicle provided by an exemplary embodiment of the present invention;

[0061] Fig.10 A schematic diagram of the ninth working mode principle of a thermal management system for an electric vehicle provided as an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0062] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0063] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, device, product or equipment that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0064] In one embodiment of the present invention, a thermal management system for an electric vehicle is provided. Figure 1 The electric vehicle thermal management system includes a thermal management module and a first passage, wherein the first passage is arranged in a first space of the electric vehicle, and the first space may be a space in the electric vehicle with cooling or heating requirements, such as a passenger compartment, a battery compartment, and a drive motor compartment of the electric vehicle;

[0065] The thermal management module includes a compressor, a gas-liquid separator, a condenser (WCC) and a CHILLER which are connected in series to form a closed loop. In this embodiment, the electric vehicle thermal management system does not include a PTC (Positive Temperature Coefficient) and an evaporator. The output side of the condenser is configured to output a hot medium, and the output side of the CHILLER is configured to output a cold medium. One of the two components of the CHILLER and the condenser is connected to the first passage.

[0066] When the CHILLER is connected to the first passage, a first refrigeration cycle is formed. During the operation of the thermal management module, the refrigerant is output from the output side of the CHILLER and transported to the first passage, and then returns to the CHILLER through the input side of the CHILLER.

[0067] When the condenser is connected to the first passage, a first heating cycle is formed. During the operation of the thermal management module, the heat medium is output from the output side of the condenser and transported to the first passage and then returns to the condenser through the input side of the condenser.

[0068] The cold medium and the hot medium may be in liquid or gaseous state. Preferably, the cold medium and the hot medium are both in liquid state. More preferably, a water tank is provided on the first passage, and the cold medium or the hot medium flows through the water tank.

[0069] Among them, the condenser is a heat dissipation device. Taking the water condenser as an example, the water-cooled condenser is generally an air heat dissipation device. The high-temperature and high-pressure gaseous refrigerant medium is condensed by the water condenser to become a medium-temperature and low-pressure gaseous state. The heat dissipated by the condenser is taken away by water, that is, output through the output end of the water condenser, and then the heat is brought to the target area through the water channel, such as the inside of the car or the area where the battery is located. Among them, the CHILLER is a cooling plate exchanger, one of which is air conditioning refrigerant refrigeration and the other is coolant. The two refrigerant media are stacked and cross-exchanged in the CHILLER, so that the coolant is cooled to a certain temperature and output to the target space in the car.

[0070] Existing automotive thermal management systems (air conditioning systems) widely use evaporators mainly for the following reasons: (1) The evaporator itself is a traditional core key component in the air conditioning system, absorbing the heat of the air and cooling it through the phase change of the refrigerant; (2) The R134a and R1234Y refrigerants used in traditional air conditioners are not explosive and have high safety, so when the refrigerant enters the car, there is no risk of explosion or fire even if the refrigerant leaks; (3) Since high-temperature cooling in the car in summer has high requirements for the cooling rate, the evaporator is designed to cool by directly exchanging heat with the air, which has a fast cooling rate.

[0071] However, the use of evaporators in automotive thermal management systems (air conditioning systems) also has the following shortcomings: (1) Although the R134a and R1234Y refrigerants used in traditional air conditioners are relatively safe, R134a refrigerant is less environmentally friendly and has a greater impact on global warming. In addition, in order to achieve the desired cooling effect, the amount of R134a required is relatively large; R1234Y refrigerant has certain safety hazards and is relatively expensive; (2) Although the new 290 refrigerant is more energy-efficient and environmentally friendly, it is explosive and, technically, the refrigerant must not enter the vehicle.

[0072] The main reasons why PTC heaters are widely used in existing automotive thermal management systems are as follows: (1) simple control, mature technology, and fast heating rate; (2) air-heated PTC directly exchanges heat with the air, meeting the requirement of quickly producing warm air in the car in winter; (3) for some heat pump systems, when the heat pump efficiency is low and the heating rate is slow in the early stage, PTC is a good auxiliary and traction component.

[0073] However, the use of PTC in automotive thermal management systems also has the following disadvantages: (1) High power consumption: PTC heaters require a large amount of current to generate sufficient heat, which will lead to increased energy consumption. For electric vehicles, power consumption directly determines the range; (2) Limited service life: PTC heaters contain multiple metal components, which are prone to react with oxygen in the air under high temperature conditions, thus affecting their service life; (3) Cost issues: Although the initial cost of PTC heaters is low, due to their high power consumption and limited service life, long-term use may increase maintenance and replacement costs; (4) Efficiency issues: PTC heaters generate heat by directly heating the heating wire. Although this method heats quickly, it consumes more energy and is not as efficient as a heat pump air conditioning system.

[0074] As mentioned above, although evaporators and PTCs are widely used in existing automotive thermal management systems, both have many shortcomings. The design concept of the electric vehicle thermal management system provided by the present invention is unique and boldly cancels the traditional PTC and evaporator, and instead increases the high and low temperature cold storage and heat storage functions to construct a small cycle heat storage and cold storage system in the electric vehicle thermal management system. Under the premise of ensuring that the system performance is not affected, this optimization measure effectively reduces the number of system components, significantly improves the overall energy efficiency, and greatly reduces the production cost of the electric vehicle thermal management system and the maintenance and replacement costs during subsequent use. This is of great significance for achieving high system integration and reducing costs, especially in the field of commercial vehicle projects. Considering that the requirements of commercial vehicles for passenger compartment comfort are not as high as those of passenger vehicles, the system has shown very strong competitiveness in this case, which can better meet the actual needs of commercial vehicle thermal management and provide strong support for the efficient operation and cost control of commercial vehicles.

[0075] In one embodiment of the present invention, the electric vehicle thermal management system further includes an electronic expansion valve (EXV), an external heat exchanger, a second passage, a multi-way valve and a cold storage module. The electronic expansion valve is arranged between the condenser and the CHILLER. In this embodiment, the first space is specifically the passenger compartment of the electric vehicle, and the second space is specifically the battery compartment of the electric vehicle ( Figure 1 The space where HVBatt is shown).

[0076] like Figure 1 As shown, the second passage is arranged in the second space of the electric vehicle, and the output side and the input side of one of the two components of the CHILLER and the condenser are respectively connected to the two ends of the second passage.

[0077] When the CHILLER is connected to the second passage, a second refrigeration cycle is formed. During the operation of the thermal management module, the refrigerant is output from the output side of the CHILLER and transported to the second passage and then returns to the CHILLER through the input side of the CHILLER.

[0078] When the condenser is connected to the second passage, a second heating cycle is formed. During the operation of the thermal management module, the heat medium is output from the output side of the condenser and transported to the first passage and then returns to the condenser through the input side of the condenser.

[0079] The cold storage module is arranged on the first refrigeration cycle and / or the second refrigeration cycle, and the cold storage module is configured to adjust the refrigeration capacity of the refrigeration cycle in which it is located, and the refrigeration cycle includes the first refrigeration cycle and the second refrigeration cycle.

[0080] Preferably, the cold storage module is arranged on the output side of the CHILLER, and the cold storage module is arranged on the parallel trunk line where the first refrigeration cycle and the second refrigeration cycle work. The advantage of this structure is that only one cold storage module needs to be arranged, which saves costs and is more suitable for commercial vehicles. Another preferred arrangement is to arrange the cold storage module on the output side of the CHILLER and to arrange one cold storage module on the first refrigeration cycle and the second refrigeration cycle respectively. Although this structure increases the cost to a certain extent, it can adjust the cooling capacity of the first refrigeration cycle and the second refrigeration cycle respectively, and can better meet the comfort requirements of the passenger compartment and the safety requirements of the battery compartment.

[0081] The cold storage module includes a phase-change cold storage material, and the phase-change cold storage material is configured to release cold energy to the refrigeration cycle loop in which it is located through a phase change process; or, the phase-change cold storage material is configured to absorb cold energy from the refrigeration cycle loop in which it is located through a phase change process, and the refrigeration cycle loop includes the first refrigeration cycle loop and the second refrigeration cycle loop.

[0082] In a specific embodiment of the present invention, the cold storage module is an ice crystal cold storage module, which uses phase change material "ice crystal particles" for energy storage and transfer, that is, by cooling liquid ice crystals into solid ice crystals, and cooperating with thermal insulation materials to store cold for a long time. When there is a refrigeration demand, and the air conditioning system of the electric vehicle itself is slow in early refrigeration and / or the maximum refrigeration performance of the air conditioning is insufficient, the coolant output by the output side of the CHILLER is first passed through the ice crystal module, and the cold stored in the ice crystals is used to refrigerate the coolant, that is, the cold storage module releases cold energy to the refrigeration cycle to improve the refrigeration efficiency of the target refrigeration area (passenger compartment or battery compartment). At this time, the solid ice crystals in the ice crystal module will gradually melt into liquid after releasing cold energy. When the refrigeration of the air conditioning system is restored to stability and / or the actual refrigeration performance of the air conditioning is higher than the cold demand of the target refrigeration area, the low-temperature coolant will flow through the ice crystal module again to cool the liquid ice crystals into solid state, so as to store excess cold energy, and thus circulate. As mentioned above, the evaporator has the advantage of fast cooling. If the evaporator is not used and the car is cooled by water heat exchange, the heating rate will be relatively slow and cannot meet the customer's requirements for cooling comfort in the car in summer. The automotive thermal management system based on water heat exchange in this application can further cool the water in advance through the cold storage module, namely the ice crystal cold storage module, which perfectly solves this problem.

[0083] During the operation of the first refrigeration cycle, the cold storage module is configured to adaptively adjust the cooling capacity of the first refrigeration cycle according to the target temperature and actual temperature in the first space and the working state of the thermal management module, and the working state of the thermal management module includes the cooling capacity of the CHILLER.

[0084] Specifically, when the difference between the actual temperature in the passenger compartment and the target temperature in the passenger compartment, i.e., the first temperature, is not less than a preset first temperature difference, the cold storage module is controlled to release cold to the first refrigeration cycle; and / or, when it is judged that the refrigeration performance of the thermal management module does not meet the preset requirements according to the working state of the thermal management module, the cold storage module is controlled to release cold to the first refrigeration cycle. There are multiple judgment criteria for judging whether the refrigeration performance of the thermal management module does not meet the preset requirements according to the working state of the thermal management module. For example, when the temperature of the output refrigerant medium at the output side of the CHILLER is higher than a preset fifth temperature, and the fifth temperature is lower than the first temperature, it is judged that the refrigeration performance of the thermal management module does not meet the preset requirements; or, when the power of the compressor is less than a preset first power threshold, it is judged that the refrigeration performance of the thermal management module does not meet the preset requirements.

[0085] It should be noted that the first temperature can be a point value or a range value. When the first temperature is a range value, the first temperature difference is preferably the difference between the actual temperature in the battery compartment and the upper limit value of the first temperature.

[0086] The value of the first temperature difference is preferably 5° C. to 30° C. Specifically, the first temperature difference can be 5° C., 10° C., 15° C., 20° C., 25° C. and 30° C.

[0087] When the difference between the actual temperature in the passenger compartment and the target temperature in the passenger compartment, i.e., the first temperature, is lower than a preset second temperature difference, the cold storage module is controlled to absorb cold from the first refrigeration cycle; and / or, when it is judged that the refrigeration performance of the thermal management module is higher than the preset requirement according to the working state of the thermal management module, the cold storage module is controlled to absorb cold from the first refrigeration cycle. There are multiple judgment criteria for judging whether the refrigeration performance of the thermal management module is higher than the preset requirement according to the working state of the thermal management module. For example, when the temperature of the output refrigerant medium at the output side of the CHILLER is not higher than the preset sixth temperature, and the sixth temperature is lower than the fifth temperature, it is judged that the refrigeration performance of the thermal management module is higher than the preset requirement; or, when the power of the compressor is greater than the preset second power threshold, it is judged that the refrigeration performance of the thermal management module is higher than the preset requirement.

[0088] The second temperature difference is preferably between -10°C and 10°C. Specifically, the second temperature difference may be -10°C, -5°C, 0°C, 5°C and 10°C.

[0089] During the operation of the second refrigeration cycle, the cold storage module is configured to adaptively adjust the cooling capacity of the first refrigeration cycle according to the target temperature and actual temperature in the second space and the operating state of the thermal management module.

[0090] Specifically, when the difference between the actual temperature in the battery compartment and the target temperature in the battery compartment, i.e., the third temperature, is not less than the preset third temperature difference, the cold storage module is controlled to release cold to the second refrigeration cycle; and / or, when it is judged that the refrigeration performance of the thermal management module does not meet the preset requirements according to the working state of the thermal management module, the cold storage module is controlled to release cold to the second refrigeration cycle. There are multiple judgment criteria for judging whether the refrigeration performance of the thermal management module does not meet the preset requirements according to the working state of the thermal management module. For example, when the temperature of the output refrigerant medium at the output side of the CHILLER is higher than the preset seventh temperature, and the seventh temperature is lower than the third temperature, it is judged that the refrigeration performance of the thermal management module does not meet the preset requirements; or, when the power of the compressor is less than the preset third power threshold, it is judged that the refrigeration performance of the thermal management module does not meet the preset requirements.

[0091] It should be noted that the third temperature can be a point value or a range value. When the third temperature is a range value, the third temperature difference is preferably the difference between the actual temperature in the battery compartment and the upper limit value of the third temperature.

[0092] The third temperature difference is preferably between 5° C. and 30° C. Specifically, the third temperature difference may be between 5° C., 10° C., 15° C., 20° C., 25° C. and 30° C.

[0093] When the difference between the actual temperature in the battery compartment and the target temperature in the battery compartment is lower than the preset fourth temperature difference, the cold storage module is controlled to absorb cold from the second refrigeration cycle; and / or, when the refrigeration performance of the thermal management module is judged to be higher than the preset requirement according to the working state of the thermal management module, the cold storage module is controlled to absorb cold from the second refrigeration cycle. There are multiple judgment criteria for judging whether the refrigeration performance of the thermal management module is higher than the preset requirement according to the working state of the thermal management module. For example, when the temperature of the output refrigerant medium at the output side of the CHILLER is not higher than the preset eighth temperature, and the eighth temperature is lower than the seventh temperature, it is judged that the refrigeration performance of the thermal management module is higher than the preset requirement; or, when the power of the compressor is greater than the preset fourth power threshold, it is judged that the refrigeration performance of the thermal management module is higher than the preset requirement.

[0094] The value of the fourth temperature difference is preferably -20°C to 20°C. Specifically, the second temperature difference can be -20°C, -15°C, -10°C, -5°C, 0°C, 5°C, 10°C, 15°C and 20°C.

[0095] The small-cycle heat storage and "ice crystal cold storage module" provided by the present invention in the thermal management system of electric vehicles perform even better. They can be used as energy recovery systems in heating and cooling cycles, playing a key role as an energy "transfer station". In the early stages of heating and cooling, they can effectively assist rapid high-load demands and provide strong support for the system. When in the medium-temperature stage, they continue to play the role of a "transfer station", efficiently coordinating and deploying "heat sources (CHILLER)" and "cold sources (condensers)" to the target space, ensuring the rational distribution and utilization of energy, thereby achieving the optimal state of energy utilization efficiency, and contributing outstanding strength to the stable operation and efficient energy saving of the entire system.

[0096] The external heat exchanger is arranged outside the electric vehicle, and the external heat exchanger is arranged on the third passage. It also includes a fourth passage, and the fourth passage is arranged in the third space of the electric vehicle, and the third space is a space inside the electric vehicle that is different from the first space and the second space. Preferably, the third space is the space where the drive motor and / or the electronic control device of the electric vehicle are located. The external heat exchanger may include a fan and a water cooling device. Preferably, the third passage and the fourth passage are connected through a three-way valve.

[0097] The first passage, the second passage, the third passage, the fourth passage, the CHILLER and the condenser are respectively connected to a multi-way valve. The multi-way valve can be used to control the first passage to be connected to one of the CHILLER and the condenser to form the first refrigeration cycle or the first heating cycle. The multi-way valve can also be used to control the first passage to be connected to the second passage to form a first heat exchange cycle, which is used to transfer the heat generated in the battery compartment to the passenger compartment for heating, thereby realizing heat utilization of the entire vehicle.

[0098] The external heat exchanger can also be controlled by the multi-way valve to be connected to the first passage to form a second heat exchange circulation loop. The multi-way valve controls one end of the external heat exchanger to be connected to the output side of the CHILLER and the other end of the external heat exchanger to be connected to the input side of the condenser. The multi-way valve controls one end of the external heat exchanger to be connected to the input side of the CHILLER and the other end of the external heat exchanger to be connected to the output side of the condenser. The multi-way valve controls the external heat exchanger to be connected to the condenser to form a heat dissipation circulation loop. The multi-way valve controls the third passage to be connected to the fourth passage. The multi-way valve controls the fourth passage to be connected to the first passage.

[0099] Among them, the multi-way valve controls the connection between the first passage and the fourth passage to form a second heat exchange circulation loop, which is used to transfer the heat generated by the driving motor and / or the electronic control device of the electric vehicle to the passenger compartment for heating, thereby realizing heat utilization of the entire vehicle.

[0100] The multi-way valve is used to control the connection between the first passage and the third passage to form a third heat exchange circulation loop, so as to utilize the temperature outside the vehicle to adjust the temperature inside the passenger compartment. For example, in winter, the temperature inside the vehicle is too high due to long-term driving, and the refrigeration system in the vehicle needs to be turned on even in winter. The external heat exchanger can be used to efficiently transfer the cold air outside the vehicle to the passenger compartment, thereby eliminating the need to start the first refrigeration circulation loop or reducing the refrigeration demand for the first refrigeration circulation loop, thereby saving energy and reducing consumption.

[0101] The second passage is controlled by the multi-way valve to be connected to one of the CHILLER and the condenser to form the second refrigeration cycle or the second heating cycle. Similarly, the second passage can also be controlled by the multi-way valve to be connected to the third passage to form a fourth heat exchange cycle, which is used to adjust the temperature in the battery compartment by using the temperature outside the vehicle, especially when the outside temperature is not high, the low temperature outside can be used to reduce the temperature in the battery compartment, so that there is no need to start the second refrigeration cycle or the refrigeration demand for the second refrigeration cycle can be reduced, which has the effect of energy saving and consumption reduction.

[0102] The fourth passage is controlled by the multi-way valve to be connected to the CHILLER to form a third refrigeration cycle loop, which is used to use the thermal management module to cool down the drive motor and / or electronic control device of the electric vehicle, so as to improve the reliability and safety of the vehicle running for a long time or in a high temperature environment. The fourth passage is controlled by the multi-way valve to be connected to the condenser to form a third heating cycle loop, which is used to use the thermal management module to heat up the drive motor and / or electronic control device of the electric vehicle, so as to improve the reliability and safety of the vehicle running in a low temperature environment. One end of the fourth passage is controlled by the multi-way valve to be connected to the output side of the CHILLER, and the other end of the fourth passage is connected to the input side of the condenser, thereby incorporating the space where the drive motor and electronic control device of the electric vehicle are located into the thermal cycle management of the entire vehicle.

[0103] As mentioned above, through the clever switching of the multi-way valve, in the cooling / heating system cycle, the water circuit heat exchange method is fully utilized to accurately output the cold / heat energy in the cooling / heating system to the required components, whether it is the passenger cabin environment or key parts such as batteries, timely and reasonable thermal management can be carried out. At the same time, through the precise control of the water circuit by the multi-way valve, many important functions such as passive cooling and waste heat recovery of the three-electric system are successfully realized.

[0104] The electric vehicle thermal management system provided by the present invention above uses water-to-water heat exchange to dissipate the heat of the condenser and then cooperates with the water circuit control of a multi-way valve to supply heat to the passenger compartment and / or the battery compartment. The CHILLER is used to control the cooling capacity through the water circuit control of the multi-way valve to control the cooling of the passenger compartment and / or the battery compartment, wherein only one hot and cold water tank is arranged in the passenger compartment, and the water tank has the functions of a warm core and an evaporator. Since the condenser and the CHILLER both take the water circuit, only one external heat exchanger, i.e., an external heat exchanger, needs to be arranged at the front end. Through the water circuit control of the multi-way valve and the design of the external exchange, various circuit functions such as passive cooling of the drive motor and battery, waste heat recovery of the motor, single passenger compartment cooling / heating, double cooling / heating, passenger compartment heating + battery cooling, and single battery active cooling can be realized.

[0105] In heating mode, when in a specific environment (such as charging at extremely low ambient temperature) and in the initial heating demand stage, the heat storage function of the local small water circulation can meet the demand for heating as quickly as possible in the initial heating stage, providing users with good cabin comfort. At the same time, this heat storage process can also regulate the efficient operation of subsequent systems, ensuring that the entire heating system can work stably and efficiently at different stages.

[0106] In cooling mode, if there is excess cooling capacity, it can be stored in the "ice crystal storage module" by freezing the ice crystals in the module, and then quickly released when high load is required. When medium and low loads are required, the refrigeration system can be used to achieve high efficiency.

[0107] The main application scenarios of the electric vehicle thermal management system provided by the present invention include but are not limited to:

[0108] When there is a strong cooling demand, before the refrigeration system can achieve rapid cooling of the coolant temperature, the coolant can be circulated through the "ice crystal cold storage module" for cooling and cooling;

[0109] When there is a medium / low cooling demand, the air conditioning system can be turned off in the early stage, and the "ice crystal cold storage module" can be used for cooling directly;

[0110] During the switching of cooling modes, the "ice crystal cold storage module" can be used as an energy "transfer station" to allocate the stored "cold source" to the passenger compartment or battery area, so as to avoid the temperature fluctuations in the cabin that may occur when the single passenger compartment cooling is switched to the double-open cooling, or the poor temperature uniformity of the battery when the double-open cooling is switched to the single battery cooling. It also improves energy efficiency.

[0111] The electric vehicle thermal management system provided by the present invention is committed to optimizing the component configuration of the integrated thermal management system. Through reasonable design and adjustment, the number of conventional core components, such as PTC, evaporator and pipelines, is reduced. At the same time, the multi-pass control function of the water circuit is added, and the "ice crystal cold storage module" is creatively introduced. Under the premise of ensuring that the system performance is not affected, this optimization measure effectively reduces the number of system components and significantly improves the overall energy efficiency. This is of great significance for achieving high integration and cost reduction of the thermal management system of electric vehicles, especially in the field of commercial vehicle projects. Taking into account that the requirements of commercial vehicles for passenger compartment comfort are not as high as those of passenger cars, the system has shown very strong competitiveness in this case, which can better meet the actual needs of commercial vehicle thermal management and provide strong support for the efficient operation and cost control of commercial vehicles.

[0112] In one embodiment of the present invention, a control method for the electric vehicle thermal management system based on any of the above embodiments is provided. Figures 2 to 10 , and describes in detail various control methods of the electric vehicle thermal management system control method to achieve corresponding usage modes. Figures 2 to 10 In the illustrated embodiment, the multi-way valve is specifically a ten-way valve having channels 1 to 10 .

[0113] Working mode 1

[0114] Passenger compartment and battery compartment dual cooling mode: When the actual temperature in the first space is higher than the preset first temperature, or in response to receiving a cooling request for the first space, the output side and the input side of the CHILLER are controlled to be connected to the two ends of the first passage, and the first refrigeration cycle is started. When the actual temperature in the second space is higher than the preset third temperature, or in response to receiving a cooling request for the second space, the output side and the input side of the CHILLER are controlled to be connected to the two ends of the second passage to form a second refrigeration cycle, and the second refrigeration cycle is started.

[0115] Specifically, Figure 2 As shown, the output side water channel of the CHILLER enters through the multi-way valve channel 1 and is divided into channel 6 and channel 8. The coolant flowing out through channel 6 enters the water tank arranged on the first channel and then merges into channel 4 through channel 7; the coolant flowing out through channel 8 passes through the second channel (battery cooling circuit) and then merges into channel 4 through channel 9; the coolant flowing out through channel 4 returns to the input side of the CHILLER, realizing the water circuit closed loop of double-open parallel refrigeration.

[0116] Working mode 2

[0117] Single passenger compartment cooling mode: Figure 3 As shown, when only the passenger compartment has a cooling requirement, the output side and the input side of the CHILLER are controlled to be connected to the two ends of the first passage respectively, and the first refrigeration cycle is started.

[0118] Specifically, the output side water channel of the CHILLER is connected to channel 6 through the multi-way valve channel 1, enters the water tank on the first passage, and then flows out through the water tank and connects to channel 4 through channel 7, thereby realizing a closed loop of single passenger compartment refrigeration.

[0119] In this mode, since the battery compartment has no cooling or heating requirements, the WCC can be connected to both ends of the third passage to form a heat circulation loop, such as Figure 3 In addition, the WCC can be connected to the fourth path ( Figures 1 to 9 The two ends of the fourth passage (not shown) are connected to form another heat circulation loop, which can efficiently transfer heat to the outside without increasing the temperature of the drive motor and the electronic control device.

[0120] Working mode three

[0121] Single battery cooling mode: Figure 4When only the battery compartment has a cooling demand, the output side water channel of the CHILLER connects channel 8 through the multi-way valve channel 1 to enter the battery cooling water circuit, i.e., the second channel, and then circulates back to the input book of the CHILLER through channel 4 connected by channel 9, thereby realizing a closed loop of battery compartment cooling.

[0122] In this mode, since the passenger cabin has no cooling or heating requirements, the WCC can be connected to both ends of the third passage to form a heat circulation loop, such as Figure 3 In addition, the WCC can be connected to the fourth path ( Figures 1 to 9 The two ends of the fourth passage (not shown) are connected to form another heat circulation loop, which can efficiently transfer heat to the outside without increasing the temperature of the drive motor and the electronic control device.

[0123] Working mode 4

[0124] Passenger compartment heating and battery compartment cooling mode: When the actual temperature in the first space is lower than the preset second temperature, and the second temperature is lower than the first temperature, in response to receiving a heating request for the first space, the output side and the input side of the condenser are controlled to be connected to the two ends of the first passage respectively, and the first heating cycle is started. When the actual temperature in the second space is higher than the preset third temperature, or in response to receiving a cooling request for the second space, the output side and the input side of the CHILLER are controlled to be connected to the two ends of the second passage respectively to form a second refrigeration cycle, and the second refrigeration cycle is started.

[0125] Specifically, Figure 5 The output side water path of the WWC is connected to channel 6 through multi-way valve channel 2 to enter the water tank circuit, i.e., the first path, and then connected to channel 3 through channel 7 to return to the input side of the WCC, thereby realizing a closed loop of the water path for heating the passenger compartment. At the same time, the output side water path of the CHILLER is connected to channel 8 through multi-way valve channel 1 to enter the battery cooling water path, i.e., the second path, and then connected to channel 4 through channel 9 to return to the input side of the CHILLER, thereby realizing a closed loop of the battery cooling circuit.

[0126] In this mode, if the battery is passively cooled in the early stage, the connection method of the third path can be as follows: Figure 5 As shown, one end thereof is connected to channel 10, channel 10 is connected to channel 8, and the other end thereof is connected to channel 5, and channel 5 is connected to channel 9; in addition, the third passage may also be connected at both ends thereof to form an independent heat dissipation circulation loop of its own.

[0127] Working mode five

[0128] Single passenger compartment heating mode: When only the passenger compartment has heating demand, such as Figure 6 As shown, the output side water path of the WWC is connected to channel 6 through multi-way valve channel 2 to enter the cold and hot water tank circuit, and then connected to channel 3 through channel 7 to realize the closed loop of the water path for heating the passenger compartment. At the same time, the motor / electric control water path, i.e. the third path, passes through channel 10-channel 6-channel 7-channel 5, and enters the first path where the water tank is located, using the heat generated by the driving motor / electric control device of the electric vehicle to assist in heating the passenger compartment.

[0129] Working mode six

[0130] Single battery compartment heating mode: when only the battery compartment has a heating demand, specifically, when the actual temperature in the second space is lower than the preset fourth temperature, and the fourth temperature is lower than the third temperature, in response to receiving the heating requirement of the second space, the output side and the input side of the condenser are controlled to be connected to the two ends of the second passage respectively to form a second heating cycle loop, and the second heating cycle loop is started.

[0131] like Figure 7 As shown, the output side water channel of the WWC is connected to channel 8 through the multi-way valve channel 2 to enter the battery water circuit, and then connected to channel 3 through channel 9 to realize the water circuit closed loop of battery heating.

[0132] Likewise, in this mode, the connection mode of the third path can be as follows: Figure 7 As shown, one end thereof is connected to channel 10, channel 10 is connected to channel 8, and the other end thereof is connected to channel 5, channel 5 is connected to channel 9; in addition, the third passage may also be connected at both ends thereof to form an independent heat dissipation circulation loop of its own.

[0133] Working mode seven

[0134] Passenger compartment heating + battery compartment heating mode: When both the passenger compartment and the battery compartment have heating requirements, such as Figure 8 As shown, the output side water channel of the WWC is connected to channel 6 and channel 8 through the multi-way valve channel 2, and enters the cold and hot water tank circuit and the battery water circuit respectively, and then merges into channel 3 through channel 6 and channel 9 to realize a double-open heating closed loop.

[0135] At the same time, the third passage (motor / electrically controlled water circuit) can flexibly allocate water flow to assist in heating the passenger compartment and batteries according to the heating requirements of the cabin and the battery.

[0136] Working mode eight

[0137] Passenger compartment heating mode of waste heat recovery: When the thermal management module stops working, that is, the air conditioner stops working, such as Fig. 9As shown, the waste heat of the motor / electronic control on the third passage can be introduced into the passenger compartment for utilization through the channel 10 - channel 6 - channel 7 - channel 5 of the multi-way valve.

[0138] Working mode nine

[0139] Motor cooling mode: Fig.10 As shown, by connecting the two ends of the third passage, the connection between the motor / electronic control and the external exchange is achieved, thereby achieving natural cooling of the motor / electronic control. This mode is usually used after parking or when the thermal management module stops working and there is no cooling or heating demand in the passenger compartment and the battery compartment.

[0140] In the above various working modes, when the first refrigeration cycle is working, the cold storage module is controlled to release cold to the first refrigeration cycle or absorb cold on the first refrigeration cycle according to the target temperature and actual temperature in the first space and the working state of the thermal management module.

[0141] When the second refrigeration cycle is working, the cold storage module is controlled to release cold energy to the first refrigeration cycle or absorb cold energy from the first refrigeration cycle according to the target temperature and actual temperature in the second space and the working state of the thermal management module.

[0142] It should be noted that the working mode and control mode of the electric vehicle thermal management system are not limited to the working mode and control mode described above, and other control modes may be used. For example, switching from in-vehicle (passenger compartment) cooling to in-vehicle and battery (battery compartment) cooling, that is, switching from single passenger compartment cooling to double-open cooling, and switching from releasing cold in the vehicle to releasing cold in the vehicle and battery. The judgment condition for this switch is generally that the battery temperature rises to a certain preset temperature value, and the battery temperature difference is within a certain range. From the perspective of energy saving, it is preferred to first cool the battery compartment with a cooling fan. When the cooling fan cannot reduce the temperature in the battery compartment to the target temperature value, switch to active cooling using CHILLER, and part of the cooling water originally used to cool the passenger compartment will be diverted to the second passage in the battery compartment. In addition, other control modes may be used.

[0143] In one embodiment of the present invention, a vehicle is provided, wherein the vehicle is an electric vehicle, and the electric vehicle includes the electric vehicle thermal management system as described in any one of the above embodiments.

[0144] It should be noted that the control method and vehicle embodiment of the above-mentioned electric vehicle thermal management system are based on the same inventive concept as the above-mentioned electric vehicle thermal management system embodiment, and the entire content of the above-mentioned electric vehicle thermal management system embodiment is incorporated into the control method and vehicle embodiment of the above-mentioned electric vehicle thermal management system by reference.

[0145] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0146] The above is only a specific implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A thermal management system for an electric vehicle, characterized in that: It includes a thermal management module and a first passage, wherein the first passage is arranged in a first space of the electric vehicle; The thermal management module includes a compressor, a gas-liquid separator, a condenser and a CHILLER which are connected in series to form a closed loop, but does not include an evaporator. The output side of the condenser is configured to output a hot medium, and the output side of the CHILLER is configured to output a cold medium. One of the two components of the CHILLER and the condenser is connected to the first passage. When the CHILLER is connected to the first passage, a first refrigeration cycle is formed. During the operation of the thermal management module, the refrigerant is output from the output side of the CHILLER and transported to the first passage. When the condenser is connected to the first passage, a first heating cycle is formed. During the operation of the thermal management module, the heat medium is output from the output side of the condenser and transported to the first passage.

2. The electric vehicle thermal management system according to claim 1, characterized in that: It also includes a second passage, which is arranged in a second space of the electric vehicle, and the second space and the first space are two different spaces of the electric vehicle; one of the CHILLER and the condenser is connected to the second passage; When the CHILLER is connected to the second passage, a second refrigeration cycle is formed. During the operation of the thermal management module, the refrigerant is output from the output side of the CHILLER and transported to the second passage. When the condenser is connected to the second passage, a second heating cycle is formed. During the operation of the thermal management module, the heat medium is output from the output side of the condenser and transported to the second passage.

3. The electric vehicle thermal management system according to claim 2, characterized in that: It also includes a multi-way valve, wherein the multi-way valve is configured to control one of the CHILLER and the condenser to be connected to the first passage; and / or, The multi-way valve is configured to control one of the CHILLER and the condenser to be connected to the second passage; and / or, The multi-way valve is configured to control the first passage to be connected with the second passage to form a first heat exchange circulation loop.

4. The electric vehicle thermal management system according to claim 2, characterized in that: It also includes a cold storage module, which is arranged on the first refrigeration cycle and / or the second refrigeration cycle, and the cold storage module is configured to adjust the refrigeration capacity of the refrigeration cycle in which it is located, and the refrigeration cycle includes the first refrigeration cycle and the second refrigeration cycle.

5. The electric vehicle thermal management system according to claim 4, characterized in that: During the refrigeration process of the first refrigeration cycle, the cold storage module is configured to adaptively adjust the refrigeration capacity of the first refrigeration cycle according to the target temperature and the actual temperature in the first space and the working state of the thermal management module, and the working state of the thermal management module includes the refrigeration capacity of the CHILLER; and / or, During the refrigeration process of the second refrigeration cycle, the cold storage module is configured to adaptively adjust the refrigeration capacity of the second refrigeration cycle according to the target temperature and actual temperature in the second space and the working state of the thermal management module.

6. The electric vehicle thermal management system according to claim 4 or 5, characterized in that: The cold storage module includes a phase-change cold storage material, and the phase-change cold storage material is configured to release cold energy to the first refrigeration cycle and / or the second refrigeration cycle through a phase change process; or, The phase-change cold storage material is configured to absorb cold energy from the first refrigeration cycle and / or the second refrigeration cycle through a phase change process.

7. The electric vehicle thermal management system according to claim 1, characterized in that: Also included is an external heat exchanger, wherein the external heat exchanger is disposed outside the electric vehicle; The external heat exchanger is connected to the first passage to form a second heat exchange circulation loop; or, One end of the external heat exchanger is connected to the output side of the CHILLER, and the other end of the external heat exchanger is connected to the input side of the condenser; or, One end of the external heat exchanger is connected to the input side of the CHILLER, and the other end of the external heat exchanger is connected to the output side of the condenser; or, The external heat exchanger is connected to the condenser to form a heat dissipation circulation loop.

8. The electric vehicle thermal management system according to claim 7, characterized in that: The external heat exchanger is arranged on the third passage, and further comprises a fourth passage, wherein the fourth passage is arranged in a third space of the electric vehicle, and the third space and the first space are two different spaces of the electric vehicle; The third passage is connected to the fourth passage; and / or the fourth passage is connected to the first passage.

9. The electric vehicle thermal management system according to claim 1, characterized in that: The cold medium and the hot medium are both in liquid state; The first space includes a passenger compartment of the electric vehicle, a water tank is provided on the first passage, and the cold medium or the hot medium flows through the water tank.

10. The electric vehicle thermal management system according to claim 1, characterized in that: It also includes an electronic expansion valve, which is arranged between the condenser and the CHILLER; and / or, It also includes a heat dissipation device, which is arranged in the first space.

11. A control method for a thermal management system of an electric vehicle according to any one of claims 1 to 10, characterized in that: When the actual temperature in the first space is higher than the preset first temperature, or in response to receiving a cooling request for the first space, controlling the CHILLER to be connected to the first passage to form the first refrigeration cycle, and starting the first refrigeration cycle; and / or, When the actual temperature in the first space is lower than a preset second temperature, and the second temperature is lower than the first temperature, in response to receiving a heating request for the first space, the condenser is controlled to be connected to the first passage to form a first heating cycle loop, and the first heating cycle loop is started.

12. The electric vehicle thermal management system according to claim 11, characterized in that: It also includes a second passage, the second passage is arranged in a second space of the electric vehicle, the second space and the first space are two different spaces of the electric vehicle, and one of the CHILLER and the condenser is connected to the second passage; When the actual temperature in the second space is higher than the preset third temperature, or in response to receiving a cooling request for the second space, the CHILLER is controlled to be connected to the second passage to form a second refrigeration cycle loop, and the second refrigeration cycle loop is started; and / or, when the actual temperature in the second space is lower than the preset fourth temperature, and the fourth temperature is lower than the third temperature, in response to receiving a heating request for the second space, the condenser is controlled to be connected to the second passage to form a second heating cycle loop, and the second heating cycle loop is started.

13. The electric vehicle thermal management system according to claim 12, characterized in that: The first refrigeration cycle and the second refrigeration cycle are provided with a cold storage module; When the first refrigeration cycle is working, the cold storage module is controlled to release cold energy to the first refrigeration cycle or absorb cold energy from the first refrigeration cycle according to the target temperature and the actual temperature in the first space and the working state of the thermal management module; When the second refrigeration cycle is working, the cold storage module is controlled to release cold energy to the first refrigeration cycle or absorb cold energy from the first refrigeration cycle according to the target temperature and actual temperature in the second space and the working state of the thermal management module.

14. A vehicle, the vehicle being an electric vehicle, characterized in that: The electric vehicle comprises an electric vehicle thermal management system as claimed in any one of claims 1 to 10.

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