Unified loop type thermal management system and method for electric automobile

Abstract

The invention relates to the technical field of heat management, in particular to a unified loop type heat management system and method for an electric automobile, and the unified loop type heat management system comprises a refrigerant loop, a water cooling condenser, a water pump, a motor, a controller, a radiator, a liquid cooling plate, a second electronic expansion valve and a control unit. The integrated water-cooling condenser serves a refrigerant loop and a cooling liquid loop at the same time, the pipeline length and redundant parts are reduced, the cost of a single machine is directly reduced, the cold transfer loss of traditional secondary heat exchange is eliminated, the refrigerant loop path is shortened, the system resistance is reduced, and the power consumption of a compressor is reduced. The water-cooled condenser serves as a shared heat exchange node, motor waste heat recovery and environment heat absorption are allowed, the energy reuse rate of the whole system is increased, and therefore the problem that an existing heat management system is high in cost is solved.

Description

Technical Field

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

[0002] Currently, in the field of thermal management of pure electric vehicles, there are relatively similar technologies such as Tesla's Octovalve heat pump system, BYD's wide temperature range thermal management architecture, and CATL's battery-air conditioning collaborative cooling solution and other multi-loop integrated thermal management systems.

[0003] Although they partially integrate the functions of air conditioning cooling / heating and battery cooling / heating, they have many shortcomings: low energy conversion efficiency, loss in cold transfer, poor low-temperature performance of heat pumps, and a significant drop in heating efficiency when the ambient temperature is below -10°C. They need to rely on high-energy PTC (positive temperature coefficient thermistor) heating, resulting in a reduction in cruising range. The system's dynamic response is insufficient. In high-temperature + fast-charging scenarios, the combined needs of battery cooling and cabin cooling can easily exceed the maximum capacity of the refrigerant circuit, causing the system to reduce frequency or limit the battery charging rate. The hardware is complex and costly, requiring the configuration of multiple sets of electronic expansion valves, heat exchangers, and independent pumps, which increases the BOM cost. Summary of the Invention

[0004] The purpose of the present invention is to provide a unified loop thermal management system and method for electric vehicles, aiming to solve the problem of high cost of existing thermal management systems.

[0005] To achieve the above objectives, in a first aspect, the present invention provides a unified circuit thermal management system for an electric vehicle, comprising a refrigerant circuit, a water-cooled condenser, a water pump, a motor, a controller, a radiator, a liquid cooling plate, an electronic expansion valve 2, and a control unit;

[0006] The water-cooled condenser is connected to the refrigerant circuit, the water-cooled condenser, the water pump, the motor, the controller, and the radiator are connected in sequence, the second electronic expansion valve is installed between the liquid cooling plate and the water-cooled condenser, and the control unit is connected to the refrigerant circuit.

[0007] Wherein, the refrigerant circuit includes a compressor, an electronic expansion valve 1 and an evaporator, the compressor is connected to the water-cooled condenser, the electronic expansion valve 1 is connected to the water-cooled condenser, the evaporator is connected to the compressor and to the electronic expansion valve 1.

[0008] The water pump, the motor, the controller and the radiator are connected to form a motor heat dissipation circuit.

[0009] The water pump, the battery pack, the second electronic expansion valve and the water-cooled condenser are connected to form a battery thermal management circuit.

[0010] Among them, the control unit includes temperature sensor 1, pressure temperature sensor 1, pressure temperature sensor 2, pressure temperature sensor 3 and pressure temperature sensor 4, the temperature sensor 1 is installed between the water-cooled condenser and the water pump, the pressure temperature sensor 1 is installed at one end of the water-cooled condenser, the pressure temperature sensor 2 is installed between the liquid cooling plate and the electronic expansion valve 2, the pressure temperature sensor 3 is installed between the electronic expansion valve 2 and the pressure temperature sensor 1, and the pressure temperature sensor 4 is installed on the side of the liquid cooling plate away from the pressure temperature sensor 2.

[0011] In a second aspect, a unified loop thermal management method for an electric vehicle is provided, which is used in the unified loop thermal management system for the electric vehicle described in the first aspect, comprising the following steps:

[0012] Acquire ambient temperature, battery / motor temperature, air conditioning operation command parameters, and simultaneously monitor refrigerant circuit pressure and coolant flow;

[0013] Determine cab, battery pack, and motor requirements based on real-time data, and set execution priorities based on safety thresholds;

[0014] Based on the thermal demand priority, select the corresponding mode from the preset 11 mode library;

[0015] Output hardware control signal to drive the refrigerant / coolant circuit to complete the heat exchange action of the target mode.

[0016] The present invention provides a unified loop thermal management system for electric vehicles. The present invention removes the traditional condenser and integrates a water-cooled condenser to serve the refrigerant and coolant circuits at the same time, thereby reducing the pipe length and redundant components, directly lowering the cost per unit, eliminating the cold transfer loss of traditional secondary heat exchange, shortening the refrigerant circuit path to reduce system resistance, and reducing compressor power consumption; the water-cooled condenser serves as a shared heat exchange node, allowing motor waste heat recovery and environmental heat absorption, thereby improving the energy reuse rate of the entire system, thereby solving the problem of high cost of existing thermal management systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 It is a schematic diagram of the traditional technical architecture of integrating air conditioning and battery liquid cooling.

[0019] Figure 2 This is a schematic diagram of a unified loop thermal management system for an electric vehicle provided by the present invention.

[0020] Figure 3 It is a schematic diagram of the electronic control heat dissipation of a single motor.

[0021] Figure 4 It is a schematic diagram of the battery heat dissipation mode.

[0022] Figure 5 It is a schematic diagram of the single cab cooling mode.

[0023] Figure 6 It is a schematic diagram of the single battery cooling mode.

[0024] Figure 7 This is a schematic diagram of the cab & battery cooling mode.

[0025] Figure 8 This is a schematic diagram of single cab heating.

[0026] Figure 9 It is a schematic diagram of the single battery heating mode.

[0027] Figure 10 This is a schematic diagram of the single-battery heating mode (waste heat recovery).

[0028] Figure 11 This is a schematic diagram of the cab & battery heating mode.

[0029] Figure 12 This is a schematic diagram of the cab & battery heating mode.

[0030] Figure 13 This is a schematic diagram of other modes (cabin heating & battery cooling).

[0031] Figure 14 The present invention provides a flow chart of a unified loop thermal management method for an electric vehicle.

[0032] In the figure: 1-water-cooled condenser, 2-water pump, 3-motor, 4-controller, 5-radiator, 6-liquid cooling plate, 7-electronic expansion valve 2, 8-compressor, 9-electronic expansion valve 1, 10-evaporator, 11-temperature sensor 1, 12-pressure and temperature sensor 1, 13-pressure and temperature sensor 2, 14-pressure and temperature sensor 3, 15-pressure and temperature sensor 4, 17-battery pack. DETAILED DESCRIPTION

[0033] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and are not to be construed as limiting the present invention.

[0034] See also Figures 1 to 13 In a first aspect, the present invention provides a unified circuit thermal management system for an electric vehicle, comprising a refrigerant circuit, a water-cooled condenser 1, a water pump 2, a motor 3, a controller 4, a radiator 5, a liquid cooling plate 6, an electronic expansion valve 7, and a control unit;

[0035] The water-cooled condenser 1 is connected to the refrigerant circuit, the water-cooled condenser 1, the water pump 2, the motor 3, the controller 4, and the radiator 5 are connected in sequence, the electronic expansion valve 2 7 is installed between the liquid cooling plate 6 and the water-cooled condenser 1, and the control unit is connected to the refrigerant circuit.

[0036] In this embodiment, the present invention removes the traditional condenser and integrates a water-cooled condenser 1 to serve both the refrigerant and coolant circuits, thereby reducing the length of the pipeline and redundant components, directly reducing the cost per unit, eliminating the cold transfer loss of the traditional secondary heat exchange, shortening the refrigerant circuit path to reduce the system resistance, and reducing the power consumption of the compressor 8; the water-cooled condenser 1 serves as a shared heat exchange node, allowing the motor 3 to recover waste heat and absorb ambient heat, thereby improving the energy reuse rate of the entire system, thereby solving the problem of high cost of existing thermal management systems.

[0037] Furthermore, the refrigerant circuit includes a compressor 8, an electronic expansion valve 9 and an evaporator 10, the compressor 8 is connected to the water-cooled condenser 1, the electronic expansion valve 9 is connected to the water-cooled condenser 1, the evaporator 10 is connected to the compressor 8 and to the electronic expansion valve 9.

[0038] In this embodiment, the refrigerant circuit specifically includes a compressor 8, an electronic expansion valve 9 (EXV1), and an evaporator 10, which are connected in a closed loop through a water-cooled condenser 1. Refrigeration cycle optimization:

[0039] The compressor 8 is directly connected to the water-cooled condenser 1 (shortening the path), the refrigerant pressure drop is reduced, and the circulation efficiency is improved; the electronic expansion valve 9 accurately controls the refrigerant flow to avoid frosting or insufficient cooling of the indoor evaporator 10 to achieve a cab cooling power ≥3kW.

[0040] Furthermore, the water pump 2 , the motor 3 , the controller 4 and the radiator 5 are connected to form a heat dissipation circuit for the motor 3 .

[0041] In this embodiment, the heat dissipation circuit of the motor 3 is composed of the water pump 2, the motor 3, the controller 4 and the radiator 5 to form an independent cycle.

[0042] The radiator 5 forces heat dissipation (fan linkage) to ensure that the temperature of the motor 3 is ≤55°C, avoiding high temperature derating; the independent circuit design avoids conflict with the battery cooling requirements (the motor 3 can still dissipate heat independently when it is not working during fast charging).

[0043] Furthermore, the water pump 2, the battery pack 17, the electronic expansion valve 2 7 and the water-cooled condenser 1 are connected to form a battery thermal management circuit.

[0044] In this embodiment, the battery thermal management circuit is linked to the water-cooled condenser 1 (LCC) through the electronic expansion valve 2 7 (EXV2). Battery temperature control accuracy:

[0045] The electronic expansion valve 27 adjusts the heat exchange intensity between the coolant and the refrigerant to achieve a temperature fluctuation of the battery pack 17 of ≤±2°C (better than the traditional system of ±5°C); and supports heat dissipation requirements of more than 5kW during fast charging of the battery.

[0046] Furthermore, the control unit includes a temperature sensor 11, a pressure temperature sensor 12, a pressure temperature sensor 2 13, a pressure temperature sensor 3 14 and a pressure temperature sensor 4 15. The temperature sensor 11 is installed between the water-cooled condenser 1 and the water pump 2, the pressure temperature sensor 12 is installed at one end of the water-cooled condenser 1, the pressure temperature sensor 2 13 is installed between the liquid cooling plate 6 and the electronic expansion valve 2 7, the pressure temperature sensor 3 14 is installed between the electronic expansion valve 2 7 and the pressure temperature sensor 12, and the pressure temperature sensor 4 15 is installed on the side of the liquid cooling plate 6 away from the pressure temperature sensor 2 13.

[0047] In this embodiment, temperature sensor 11 is used to measure the coolant temperature as a control indicator. Pressure temperature sensor 12 (PT1) is used to measure the refrigerant temperature at the outlet of indoor evaporator 10 and can be used together with pressure sensor P to calculate the superheat at the outlet of indoor evaporator 10. Pressure temperature sensor 2 (PT2) is used to measure the inlet and outlet temperatures of the coolant at battery pack 17, and the temperature difference between the two sensors is used to calculate the battery cooling / heating power. Pressure temperature sensor 3 (PT3) is used to measure the inlet and outlet temperatures of the coolant at electronic expansion valve 2 (7). Pressure temperature sensor 4 (PT4) is used to measure the exhaust temperature and pressure of compressor 8, which serve as control indicators for compressor 8.

[0048] Example:

[0049] Considering the cooling / heating requirements of the cab, the battery pack, and the motor, different coupling modes exist under the different cooling and heating requirements of each subsystem. The detailed coupling working modes are as follows:

[0050] The meaning of line segment colors: red for high-temperature and high-pressure refrigerant, blue for low-temperature refrigerant, orange for coolant, and gray for unused.

[0051] 1. Single motor / electronic control heat dissipation: If the temperature of the motor and electronic control is too high, the water pump and fan in the motor cooling circuit will be turned on to remove the heat from the motor through the circulation flow and then be discharged to the outside through the motor circuit radiator.

[0052] Entry conditions: In charging mode or idling condition: motor temperature ≥ 55°C or electronic control temperature ≥ 38°C;

[0053] Execution action: Water pump on → fan automatic control on;

[0054] Exit conditions: motor temperature < 55°C or electronic control temperature < 38°C or battery temperature > 36°C;

[0055] 2. Single battery heat dissipation: If the battery temperature is too high and the motor / electric drive does not work during fast charging, turn on the fan and water pump to connect the coolant circulation and dissipate heat to the battery through the motor circuit radiator. The battery cooling mode can be turned on as needed.

[0056] Entry conditions: Battery maximum temperature ≥ 35°C, ambient temperature ≤ 30°C, and motor water temperature ≤ 35°C. Execution actions: Electronic expansion valve 2 opens → water pump opens → fan opens → compressor automatic control opens;

[0057] Exit condition: the mode is not satisfied or the maximum battery temperature is less than 32°C or the motor water temperature is greater than 35°C;

[0058] 3. Single cab cooling mode: When the air conditioner is turned on for cooling and the battery has no cooling or heating needs, the high-temperature and high-pressure refrigerant releases heat through the water-cooled condenser, and then changes to a low-temperature and low-pressure state through the electronic expansion valve, absorbing heat from the indoor evaporator to achieve the cooling function.

[0059] Entry conditions: The air conditioning cooling switch is turned on and the knob is turned to cooling, and the maximum battery temperature is ≤35°C;

[0060] Execution action: electronic expansion valve opens → fan automatic control opens → compressor automatic control opens;

[0061] Exit conditions: The air conditioning cooling switch is turned off or the knob is not in the cooling position or the maximum battery temperature is greater than 35°C;

[0062] 4. Single battery cooling: When the air conditioner is turned off and the battery needs cooling, the high-temperature and high-pressure refrigerant releases heat through the water-cooled condenser, and then becomes a low-temperature and low-pressure state through the electronic expansion valve. The coolant then cools the battery.

[0063] Entry conditions: The air conditioning cooling switch is turned off and the knob is turned to cooling, and the maximum battery temperature is greater than 35°C;

[0064] Execution action: electronic expansion valve opens → fan automatic control opens → compressor automatic control opens;

[0065] Exit condition: The air conditioning cooling switch is on or the knob is not in the cooling position or the maximum battery temperature is less than 32°C;

[0066] 5. Cab and battery cooling: When the air conditioner is turned on for cooling and the battery needs cooling, the two electronic expansion valves are opened, the water pump is turned on, and the heat in the passenger compartment is absorbed from the indoor evaporator to achieve the cooling function of the cab and battery.

[0067] Entry conditions: The air conditioner is on and the knob is turned to cooling, and the maximum battery temperature is greater than 35°C;

[0068] Execution action: Electronic expansion valve 1 opens → Electronic expansion valve 2 opens → Fan automatic control opens → Compressor automatic control opens;

[0069] Exit conditions: The air conditioning cooling switch is turned off or the knob is not in the cooling position or the maximum battery temperature is less than 35°C;

[0070] 6. Single cab heating (PTC): Turn on PTC;

[0071] Entry conditions: 0<water temperature<25℃ and water temperature-ambient temperature<5℃;

[0072] Execution action: PTC on → blower on;

[0073] Exit conditions: Exit if any condition is not met;

[0074] 7. Single battery heating (heat pump): When the air conditioner is turned off and the battery has heating demand, the fan will be turned off when the ambient temperature is too low;

[0075] Entry conditions: 0<water temperature<25℃ and water temperature-ambient temperature ≥5℃ and ambient temperature<-10℃;

[0076] Execution action: Electronic expansion valve 2 opens → compressor automatic control opens;

[0077] Exit conditions: Exit if any condition is not met;

[0078] 8. Single Battery Heating (Waste Heat Recovery): When the air conditioner is off and the battery needs to be heated, and the ambient temperature is moderate, this mode turns on the fan, first obtaining heat from the environment through the radiator, and then obtaining motor waste heat from the coolant through the LLC. The heat source is the environment + motor + compressor.

[0079] Entry conditions: 0<water temperature<25℃ and water temperature-ambient temperature≥5℃ and ambient temperature>-10℃;

[0080] Execution action: water pump on → fan automatic control on → electronic expansion valve 2 on → compressor automatic control on;

[0081] Exit conditions: Exit if any condition is not met;

[0082] 9. Cabin & Battery Heating (Waste Heat Recovery): When the air conditioner is turned on for heating, the battery needs to be heated, and the ambient temperature is too low, if the temperature difference between the motor and battery water temperatures is too small, the coolant will circulate independently. If the temperature difference between the motor and battery water temperatures is large, the coolant will start a large circulation. The fan is turned off, and no heat is absorbed from the environment. The heat from the motor and compressor is released to the refrigerant through the LLC, and then supplied to the cab and battery for heating at the same time; the heat source is the motor + compressor;

[0083] Entry conditions: 0 ≤ water temperature < 25°C, motor water temperature - battery water temperature < 5°C, coolant independent circulation or motor water temperature - battery water temperature ≥ 5°C, coolant large circulation and ambient temperature < -10°C;

[0084] Execution action: water pump on → fan automatic control on → electronic expansion valve 2 on → compressor automatic control on → PTC on;

[0085] Exit condition: minimum battery temperature > 20°C or any of the other entry conditions are not met;

[0086] 10. Cab & battery heating: The air conditioner is turned on for heating, the battery needs heating, and the ambient temperature is moderate. Entry conditions: 0 ≤ water temperature < 25°C, battery water temperature ≥ 5°C;

[0087] Execution action: fan automatic control turned on → electronic expansion valve 2 turned on → compressor automatic control turned on → PTC turned on;

[0088] Exit condition: minimum battery temperature > 20°C or any of the other entry conditions are not met;

[0089] 11. Cab heating & battery cooling: When the air conditioner is turned on for heating and the battery needs cooling, the PTC is turned on; the heat source is the battery + environment + compressor;

[0090] Entry conditions: The air conditioning and heating switch is on, the maximum battery temperature is greater than 35°C, and the vehicle is in charging mode. Execution actions: PTC is on → Electronic expansion valve 2 is on → Compressor automatic control is on;

[0091] Exit condition: The maximum battery temperature is less than 20°C or any entry condition is not met to exit this mode;

[0092] In response to the thermal requirements of batteries, motors and cockpits of pure electric commercial vehicles, this architecture has a total of 11 combination modes to meet the all-weather thermal management needs of pure electric commercial vehicles in my country. It can also be extended to the field of engineering machinery with similar usage scenarios.

[0093]

[0094]

[0095] See also Figure 14 In a second aspect, a unified loop thermal management method for an electric vehicle is provided, which is used in the unified loop thermal management system for the electric vehicle described in the first aspect, and comprises the following steps:

[0096] S1 obtains the ambient temperature, battery / motor 3 temperature, and air conditioning operation command parameters, and simultaneously monitors the refrigerant circuit pressure and coolant flow;

[0097] Specifically, the control unit is initialized at startup, and all actuators (water pump 2, electronic expansion valve, compressor 8, etc.) are set to standby mode. At the same time, the initial data of the temperature / pressure sensors (T1, PT1-PT4) are read and the system connectivity is checked. This stage ensures that the refrigerant circuit and the coolant circuit are in a ready response state, laying the foundation for real-time monitoring and avoiding the risk of refrigerant leakage or circuit blockage. The control unit continuously collects ambient temperature, battery pack 17 temperature, motor 3 temperature, air conditioning instructions and refrigerant pressure data with a sampling frequency of milliseconds. Focus on monitoring key parameters such as the battery coolant inlet and outlet temperature difference (PT2) and the evaporator 10 outlet superheat (PT1), and build a system heat load map in real time to provide high-precision input for demand assessment.

[0098] S2 determines the needs of the cab, battery pack 17, and motor 3 based on real-time data, and sets execution priorities according to safety thresholds;

[0099] Specifically, a cooling / heating demand matrix for the cab / battery / motor 3 is generated based on monitoring data. Combined with preset safety thresholds (such as battery ≥35°C triggering cooling, motor 3 ≥55°C triggering heat dissipation) and environmental conditions (such as prioritizing heat pumps below -10°C), the demand priority is dynamically calculated.

[0100] S3 selects the corresponding mode from a preset library of 11 modes based on the thermal demand priority;

[0101] Specifically, based on the priority, the system outputs the optimal mode selection result (one of 14 predefined modes), for example, automatically ignoring non-urgent cooling needs when the battery and the cab are jointly cooled.

[0102] S4 outputs a hardware control signal to drive the refrigerant / coolant circuit to complete the heat exchange action of the target mode.

[0103] Specifically, the hardware actions corresponding to the selected mode are activated. For example, in combined cab and battery heating mode, compressor 8, electronic expansion valve 2 7, and PTC are simultaneously activated, allowing refrigerant to flow through water-cooled condenser 1 to heat the battery coolant, while the PTC simultaneously heats the cab heater tank. This dual-circuit energy transfer is achieved by sharing water-cooled condenser 1, reducing path energy consumption by 15-20%.

[0104] Beneficial effects:

[0105] 1. Reduce the number of parts, reduce costs by about 50%, reduce the price of each unit by more than 4,000 yuan, reduce weight by more than 40%, and reduce maintenance costs by 40%.

[0106] 3. The integration of the air conditioning, battery, and motor systems simplifies the layout of parts and pipelines, reducing the workload by more than 60%;

[0107] 4. Integrate the vehicle's thermal system and develop thermal management from the perspective of vehicle energy management, maximizing energy absorption from the environment and waste heat to significantly increase driving range;

[0108] 5. Others: Multi-level protection can be designed to prevent battery thermal runaway and meet super-fast charging needs.

[0109] The above disclosure is merely a preferred embodiment of a unified circuit thermal management system and method for an electric vehicle of the present invention. It is certainly not intended to limit the scope of the present invention. A person skilled in the art will understand that implementing all or part of the processes of the above embodiment and making equivalent changes in accordance with the claims of the present invention still fall within the scope of the invention.

Claims

1. A unified circuit thermal management system for an electric vehicle, characterized in that: It includes refrigerant circuit, water-cooled condenser, water pump, motor, controller, radiator, liquid cooling plate, electronic expansion valve II and control unit; The water-cooled condenser is connected to the refrigerant circuit, the water-cooled condenser, the water pump, the motor, the controller, and the radiator are connected in sequence, the second electronic expansion valve is installed between the liquid cooling plate and the water-cooled condenser, and the control unit is connected to the refrigerant circuit.

2. The unified circuit thermal management system for an electric vehicle according to claim 1, wherein: The refrigerant circuit includes a compressor, an electronic expansion valve 1 and an evaporator. The compressor is connected to the water-cooled condenser, the electronic expansion valve 1 is connected to the water-cooled condenser, and the evaporator is connected to the compressor and to the electronic expansion valve 1.

3. The unified circuit thermal management system for an electric vehicle according to claim 1, wherein: The water pump, the motor, the controller and the radiator are connected to form a motor heat dissipation circuit.

4. The unified circuit thermal management system for an electric vehicle according to claim 1, wherein: The water pump, the battery pack, the second electronic expansion valve and the water-cooled condenser are connected to form a battery thermal management circuit.

5. The unified circuit thermal management system for an electric vehicle according to claim 1, wherein: The control unit includes temperature sensor 1, pressure temperature sensor 1, pressure temperature sensor 2, pressure temperature sensor 3 and pressure temperature sensor 4. The temperature sensor 1 is installed between the water-cooled condenser and the water pump, the pressure temperature sensor 1 is installed at one end of the water-cooled condenser, the pressure temperature sensor 2 is installed between the liquid cooling plate and the electronic expansion valve 2, the pressure temperature sensor 3 is installed between the electronic expansion valve 2 and the pressure temperature sensor 1, and the pressure temperature sensor 4 is installed on the side of the liquid cooling plate away from the pressure temperature sensor 2.

6. A unified loop thermal management method for an electric vehicle, used in the unified loop thermal management system for an electric vehicle according to any one of claims 1 to 5, characterized in that: The following steps are involved: Acquire ambient temperature, battery / motor temperature, air conditioning operation command parameters, and simultaneously monitor refrigerant circuit pressure and coolant flow; Determine cab, battery pack, and motor requirements based on real-time data, and set execution priorities based on safety thresholds; Based on the thermal demand priority, select the corresponding mode from the preset 11 mode library; Output hardware control signal to drive the refrigerant / coolant circuit to complete the heat exchange action of the target mode.

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