Electric vehicle thermal management system and vehicle

Abstract

The utility model discloses an electric vehicle thermal management system and a vehicle. The electric vehicle thermal management system comprises a refrigerant circulation loop and a cooling liquid circulation loop which share a water-cooling condenser and a cooler. The cooling liquid circulation loop further comprises a battery pack, a motor assembly, a radiator, a water heater, a cold air core body, a warm air core body, a first three-way proportional valve, a second three-way proportional valve and a nine-way valve. A first port of the nine-way valve is connected with the battery pack, a second port is connected with the cold air core and the cooler, a third port is connected with the warm air core and the water-cooling condenser, a fourth port is connected with the first three-way proportional valve, a fifth port is connected with the second three-way proportional valve, and a sixth port and a seventh port are connected with the two ends of the radiator respectively. The sixth port and the eighth port are connected with the two ends of the motor assembly respectively, and the ninth port is connected with the battery pack. The flow path of cooling liquid is switched through the nine-way valve, the first three-way proportional valve and the second three-way proportional valve, different function modes can be achieved, the number of system valves is small, the integration degree is high, and the system is suitable for combustible refrigerants.

Description

Technical Field

[0001] This utility model belongs to the technical field of automotive thermal management systems, specifically, it relates to an electric vehicle thermal management system and vehicle. Background Technology

[0002] Recently, in response to national policy calls and to meet the environmental protection and low-carbon development needs of the automotive industry, refrigerants with GWP (Global Warming Potential) values ​​greater than 150, such as R134a, commonly used in traditional automotive thermal management systems, are being gradually phased out. They are being replaced by environmentally friendly refrigerants with low GWP values, such as R1234yf (tetrafluoropropylene), R744 (carbon dioxide), and R290 (propane). Among these, R290 is a natural refrigerant with low price and high latent heat of vaporization, offering both economic advantages and high energy efficiency, making it a promising candidate for application. However, R290 is flammable. Therefore, for safety reasons, more and more automakers and suppliers are investing in the research and development of automotive thermal management systems to make them more suitable for the use of flammable, environmentally friendly refrigerants.

[0003] In existing technologies, electric vehicle thermal management systems using environmentally friendly flammable refrigerants are generally designed as a fully secondary loop: the refrigerant loop exchanges heat indirectly with the passenger compartment through the coolant loop, reducing the risk of refrigerant leakage into the passenger compartment and improving the vehicle's environmental and safety performance. In the coolant loop, multiple valves are used to control and switch the direction of coolant flow, selectively directing it through the passenger compartment, motor, battery, and other components to achieve different functional modes. However, most existing electric vehicle thermal management systems suffer from problems such as a large number of valves, cumbersome structure, complex control actions, low integration on the coolant side, and limited functional modes, requiring further improvement. Utility Model Content

[0004] This utility model was developed to solve the above-mentioned problems, and its purpose is to provide an electric vehicle thermal management system and vehicle.

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

[0006] An electric vehicle thermal management system includes a refrigerant circulation loop and a coolant circulation loop that exchange heat through a shared water-cooled condenser and cooler, characterized in that:

[0007] The coolant circulation loop also includes a battery pack, motor assembly, radiator, water heater, cold air core, warm air core, first three-way proportional valve, second three-way proportional valve and nine-way valve connected by several pipes or flow channels.

[0008] The first port of the nine-way valve is connected to the coolant outlet of the battery pack; the second port of the nine-way valve is connected to the coolant inlet of the cooling core and the cooler; the third port of the nine-way valve is connected to the coolant inlet of the heating core and the water-cooled condenser; the fourth port of the nine-way valve is connected to the first valve port of the first three-way proportional valve; the fifth port of the nine-way valve is connected to the first valve port of the second three-way proportional valve; the sixth and seventh ports of the nine-way valve are respectively connected to the two ends of the radiator; the sixth and eighth ports of the nine-way valve are respectively connected to the two ends of the coolant channel of the motor assembly; and the ninth port of the nine-way valve is connected to the coolant inlet of the battery pack.

[0009] The second valve port of the first three-way proportional valve is connected to the warm air core; the water heater is connected between the third valve port of the first three-way proportional valve and the coolant outlet of the water-cooled condenser; the second valve port of the second three-way proportional valve is connected to the cold air core, and the third valve port is connected to the coolant outlet of the cooler.

[0010] The nine-way valve, the first three-way proportional valve, and the second three-way proportional valve are used to switch the flow path of the coolant to achieve different functional modes.

[0011] Furthermore, the refrigerant circulation loop also includes a compressor, a regenerator, a first electronic expansion valve, and a second electronic expansion valve; the compressor outlet is connected to the refrigerant inlet of the water-cooled condenser, the regenerator has a high-pressure side and a low-pressure side, the refrigerant outlet of the water-cooled condenser is connected to the high-pressure side inlet of the regenerator, the high-pressure side outlet of the regenerator is connected to the inlet of the second electronic expansion valve, the outlet of the second electronic expansion valve is connected to the refrigerant inlet of the cooler, the refrigerant outlet of the cooler is connected to the low-pressure side inlet of the regenerator, the low-pressure side outlet of the regenerator is connected to the compressor inlet, and the first electronic expansion valve is connected between the compressor outlet and the cooler refrigerant inlet.

[0012] Furthermore, both the first and second electronic expansion valves are LIN controlled and have Hall sensors for feedback of rotor position.

[0013] Furthermore, the refrigerant used in the refrigerant circulation loop is R290 refrigerant; the coolant used in the coolant circulation loop is an aqueous solution of ethylene glycol.

[0014] Furthermore, the compressor is a scroll or rolling rotor type electric compressor specifically designed for R290 refrigerant, and the compressor lubricant is PAG.

[0015] Furthermore, a first electronic water pump is connected to the coolant inlet of the water-cooled condenser, a second electronic water pump is connected to the coolant flow channel inlet of the battery pack, and a third electronic water pump is connected to the coolant inlet of the cooler.

[0016] Furthermore, a return branch is provided between the coolant outlet of the battery pack and the inlet of the second electronic water pump. A one-way valve is installed on the return branch to allow the coolant in the return branch to flow unidirectionally from the outlet of the battery pack to the inlet of the second water pump.

[0017] Preferably, the water-cooled condenser is a plate heat exchanger, and the refrigerant outlet of the water-cooled condenser is also provided with a liquid storage tank for storing excess refrigerant; the regenerator is a plate heat exchanger; and the cooler is a plate heat exchanger.

[0018] Furthermore, a first pressure and temperature sensor is installed at the outlet of the compressor, and a second pressure and temperature sensor is installed at the inlet of the compressor; a first temperature sensor is installed at the outlet of the liquid receiver tank, and a second temperature sensor is installed at the outlet of the coolant of the water-cooled condenser.

[0019] A vehicle includes: the aforementioned electric vehicle thermal management system.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] 1. In the electric vehicle thermal management system of this utility model, the refrigerant does not enter the passenger compartment, which can ensure that the air in the passenger compartment does not come into direct contact with the refrigerant circulation loop. It can use environmentally friendly refrigerants such as R290, which are flammable, thus contributing to environmental protection while being safer and more reliable.

[0022] 2. The electric vehicle thermal management system of this utility model has a simple overall structure, few valves, high integration, and is easy to control and adjust. It also covers multiple operating modes, has complete functions, and can meet various needs such as comfort, safety, environmental protection and energy saving. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the thermal management system of an electric vehicle;

[0024] Figure 2 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 1.

[0025] Figure 3 This is a schematic diagram of the flow path of the electric vehicle thermal management system when it is running in mode 2.

[0026] Figure 4 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 3.

[0027] Figure 5 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 4.

[0028] Figure 6 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 5.

[0029] Figure 7 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 6.

[0030] Figure 8 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 7.

[0031] Figure 9 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 8.

[0032] Figure 10 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 9.

[0033] Figure 11 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 10.

[0034] Figure 12 This is a schematic diagram of the flow path of the electric vehicle thermal management system when it is running in mode 11;

[0035] Figure 13 This is a schematic diagram of the flow path of the electric vehicle thermal management system when it is running in mode 12.

[0036] Figure 14 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 13.

[0037] Figure 15 This is a schematic diagram of the flow path of the electric vehicle thermal management system when it is running in mode 14.

[0038] Figure 16 This is a schematic diagram of the circulation path of the electric vehicle thermal management system when it is running in mode 15.

[0039] Icon labels:

[0040] 11-Water-cooled condenser, 12-Cooler, 13-Compressor, 141-High-pressure side of regenerator, 142-Low-pressure side of regenerator, 151-First electronic expansion valve, 152-Second electronic expansion valve, 16-Liquid storage tank;

[0041] 21-Battery pack, 22-Motor assembly, 23-Radiator, 231-Cooling fan, 24-Water heater, 251-Cold air core, 252-Warm air core, 253-Blower, 261-First three-way proportional valve, 262-Second three-way proportional valve, 263-Nine-way valve, 264-Check valve, 271-First electronic water pump, 272-Second electronic water pump, 273-Third electronic water pump;

[0042] 31-First pressure and temperature sensor, 32-Second pressure and temperature sensor, 33-First temperature sensor, 34-Second temperature sensor;

[0043] In the first three-way proportional valve 261: A1 - first valve port, A2 - second valve port, A3 - third valve port;

[0044] In the second three-way proportional valve 262: B1 - first valve port, B2 - second valve port, B3 - third valve port;

[0045] In the nine-way valve 263: C1 - first port, C2 - second port, C3 - third port, C4 - fourth port, C5 - fifth port, C6 - sixth port, C7 - seventh port, C8 - eighth port, C9 - ninth port. Detailed Implementation

[0046] To make the technical means, creative features, objectives and effects of this utility model easy to understand, the following embodiments, in conjunction with the accompanying drawings, provide a detailed description of the electric vehicle thermal management system and vehicle of this utility model.

[0047] Example 1

[0048] like Figure 1As shown, this embodiment provides a thermal management system for an electric vehicle, which is installed in the vehicle and includes a refrigerant circulation loop and a coolant circulation loop for heat exchange through a shared water-cooled condenser 11 and cooler 12. The coolant circulation loop also includes a battery pack 21, a motor assembly 22, a radiator 23, a water heater 24, a cold air core 251, a warm air core 252, a first three-way proportional valve 261, a second three-way proportional valve 262, and a nine-way valve 263 connected by several pipes or flow channels. The first port C1 of the nine-way valve 263 is connected to the coolant outlet of the battery pack 21. The second port C2 of the nine-way valve 263 is connected to the coolant inlet of the cooling core 251 and the cooler 12. The third port C3 of the nine-way valve 263 is connected to the coolant inlet of the heating core 252 and the water-cooled condenser 11. The fourth port C4 of the nine-way valve 263 is connected to the first valve port A1 of the first three-way proportional valve 261. The fifth port C5 of the nine-way valve 263 is connected to the first valve port B1 of the second three-way proportional valve 262. The sixth port C6 and the seventh port C7 of the nine-way valve 263 are respectively connected to the two ends of the radiator 23. The sixth port C6 and the eighth port C8 of the nine-way valve 263 are respectively connected to the two ends of the coolant channel of the motor assembly 22. The ninth port C9 of the nine-way valve 263 is connected to the coolant inlet of the battery pack 21. The second port A2 of the first three-way proportional valve 261 is connected to the heater core 252, and the water heater 24 is connected between the third port A3 of the first three-way proportional valve 261 and the coolant outlet of the water-cooled condenser 11. The second port B2 of the second three-way proportional valve 262 is connected to the coolant core 251, and the third port B3 is connected to the coolant outlet of the cooler 12. The nine-way valve 263, the first three-way proportional valve 261, and the second three-way proportional valve 262 are used to switch the flow path of the coolant to achieve different functional modes.

[0049] In addition to the water-cooled condenser 11 and cooler 12 shared with the coolant circulation loop, the refrigerant circulation loop of this embodiment also includes a compressor 13, a regenerator, a first electronic expansion valve 151, and a second electronic expansion valve 152. The outlet of the compressor 13 is connected to the refrigerant inlet of the water-cooled condenser 11. The regenerator has a high-pressure side 141 and a low-pressure side 142. The refrigerant outlet of the water-cooled condenser 11 is connected to the high-pressure side 141 inlet of the regenerator. The high-pressure side 141 outlet of the regenerator is connected to the inlet of the second electronic expansion valve 152. The outlet of the second electronic expansion valve 152 is connected to the refrigerant inlet of the cooler 12. The refrigerant outlet of the cooler 12 is connected to the low-pressure side 142 inlet of the regenerator. The low-pressure side 142 outlet of the regenerator is connected to the compressor 13 inlet. The first electronic expansion valve 151 is connected between the compressor 13 outlet and the cooler 12 refrigerant inlet.

[0050] Specifically, in this embodiment, R290 refrigerant is used as the refrigerant and ethylene glycol aqueous solution is used as the coolant. In the refrigerant circulation loop: the compressor 13 is selected accordingly as a scroll or rolling rotor type electric compressor 13 specifically for R290 refrigerant, the compressor 13 is lubricated with PAG, and the compressor 13 can compress the R290 refrigerant (coolant) from a low-pressure gaseous state to a high-pressure gaseous state and drive the refrigerant circulation.

[0051] The water-cooled condenser 11 is a plate heat exchanger. Through heat exchange with the coolant circulation loop, it can condense the high-pressure gaseous refrigerant into a liquid state. After the heat of the refrigerant is transferred to the coolant, the refrigerant temperature decreases and the coolant temperature increases. In this embodiment, the refrigerant outlet of the water-cooled condenser 11 is also provided with a liquid storage tank 16 for storing excess refrigerant. In practical applications, the liquid storage tank 16 can be set separately or integrated into the water-cooled condenser 11.

[0052] The regenerator uses a plate heat exchanger, which can improve the subcooling of the liquid refrigerant entering the second electronic expansion valve 152 and the superheat of the gaseous refrigerant drawn into the compressor 13. In practical applications, the regenerator can be installed separately or integrated into the cooler 12. It should be noted here that: (The attached...) Figures 1-16 For ease of drawing, the regenerator is divided into two separate parts: the high-pressure side 141 and the low-pressure side 142. The two parts are actually a connected integrated structure.

[0053] The first electronic expansion valve 151 can throttle the gaseous refrigerant to achieve hot gas bypass, while the second electronic expansion valve 152 can throttle the liquid refrigerant. Both the first electronic expansion valve 151 and the second electronic expansion valve 152 are controlled by LIN and have Hall sensors that can provide feedback on the rotor position, enabling precise adjustment.

[0054] The cooler 12 uses a plate heat exchanger, which enables the gas-liquid two-phase refrigerant formed after throttling by the second electronic expansion valve 152 to absorb the heat of the coolant and evaporate into a superheated gaseous state, thereby reducing the temperature of the coolant, or to mix with the high-temperature gaseous refrigerant flowing out from the first electronic expansion valve 151, thereby increasing the low-pressure of the system.

[0055] Furthermore, a first electronic water pump 271 is connected to the coolant inlet of the water-cooled condenser 11, a second electronic water pump 272 is connected to the coolant flow channel inlet of the battery pack 21, and a third electronic water pump 273 is connected to the coolant inlet of the cooler 12. The three electronic water pumps can drive the coolant to circulate.

[0056] In the coolant circulation loop: the water heater 24 assists in heating the passenger compartment and battery pack 21. A first three-way proportional water valve is used to regulate the coolant flow to the heater core 252 and to the motor assembly 22 or battery pack 21 to achieve heat distribution. The motor assembly 22 is part of the vehicle's drive system and includes electrical components such as the motor, generating heat during operation. A cooling fan 231 is provided on one side of the radiator 23 to allow the coolant to exchange heat with the ambient air at the radiator 23, releasing heat generated by the water-cooled condenser 11 and the motor assembly 22, or absorbing heat from the air. The cold air core 251 and the heater core 252 are located inside the vehicle's air conditioning unit. A blower 253 is also provided on one side of the cold air core 251, which blows air towards the cold air core 251 and the heater core 252 to exchange heat with the coolant. A return branch is provided between the coolant outlet of the battery pack 21 and the inlet of the second electronic water pump 272. A one-way valve 264 is installed on the return branch, so that the coolant in the return branch can only flow unidirectionally from the outlet of the battery pack 21 to the inlet of the second electronic water pump 272, thereby achieving the effect of mixing water and equalizing temperature, improving battery performance, and extending battery life. In addition, the coolant circulation loop also includes conventional structures such as an expansion tank, a replenishment port, and a vent pipe (not shown in the figure). The location and function of these structures in the automotive thermal management system of this utility model are similar to or the same as those in the prior art, so they will not be described in detail here.

[0057] Furthermore, a first pressure-temperature sensor 31 is installed at the outlet of compressor 13, and a second pressure-temperature sensor 32 is installed at the inlet of compressor 13, to monitor the pressure and temperature of the refrigerant before and after entering compressor 13, thereby improving system safety. A first temperature sensor 33 is installed at the outlet of liquid receiver 16 to monitor the temperature of the refrigerant flowing out of liquid receiver 16. A second temperature sensor 34 is installed at the coolant outlet of water-cooled condenser 11 to monitor the temperature of the coolant flowing out of water-cooled condenser 11.

[0058] In this embodiment, the first three-way proportional valve 261 has at least the following three connection states: the first valve port A1 is connected to the third valve port A3, and the second valve port A2 is closed, at which time the first three-way proportional valve 261 is in state 1; the second valve port A2 is connected to the third valve port A3, and the first valve port A1 is closed, at which time the first three-way proportional valve 261 is in state 2; the first valve port A1 and the second valve port A2 are both connected to the third valve port A3, at which time the first three-way proportional valve 261 is in state 3.

[0059] In this embodiment, the second three-way proportional valve 262 has at least the following three connection states: the first valve port B1 is connected to the third valve port B3, and the second valve port B2 is closed, at which time the second three-way proportional valve 262 is in state 1; the first valve port B1 is closed, and the second valve port B2 is connected to the third valve port B3, at which time the second three-way proportional valve 262 is in state 2; the first valve port B1 and the second valve port B2 are both connected to the third valve port B3, at which time the second three-way proportional valve 262 is in state 3.

[0060] In this embodiment, the nine-way valve 263 has at least four connection states: when the first port C1 is connected to the second port C2, the third port C3 is connected to the eighth port C8, the fourth port C4 is connected to the seventh port C7, the fifth port C5 is connected to the ninth port C9, and the sixth port C6 is closed, the nine-way valve 263 is in state 1; when the first port C1 is connected to the third port C3, the second port C2 is connected to the eighth port C8, the fourth port C4 is connected to the ninth port C9, the fifth port C5 is connected to the seventh port C7, and the sixth port C6 is closed, this... When the first port C1 is connected to the second port C2, the fifth port C5 is connected to the seventh port C7, the eighth port C8 is connected to the ninth port C9, and the third port C3, the fourth port C4, and the sixth port C6 are closed, the nine-way valve 263 is in state 3. When the first port C1 is connected to the third port C3, the second port C2 is connected to the eighth port C8, the fourth port C4 is connected to the ninth port C9, the fifth port C5 is connected to the sixth port C6, and the seventh port C7 is closed, the nine-way valve 263 is in state 4.

[0061] like Figures 2-16 As shown, during the operation of an automotive thermal management system, the opening and closing of various valves can be controlled according to specific situations to direct coolant flow to the required parts, thereby achieving coordinated management of the vehicle's heat. The following examples illustrate the operating modes of the automotive thermal management system in specific scenarios.

[0062] 1. Heating under extremely low temperature conditions

[0063] When the ambient temperature is -20°C or below, the coolant circulation loop has difficulty absorbing heat from the air, requiring a bypass radiator 23. Under these conditions, depending on usage requirements or preferences, the automotive thermal management system can achieve at least the following modes:

[0064] If only the crew cabin needs heating, such as Figure 2As shown, the electric vehicle thermal management system operates in mode 1: the nine-way valve 263 is adjusted to state 4, the first three-way proportional valve 261 is adjusted to state 2, and the second three-way proportional valve 262 is adjusted to state 1. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and then transfers heat to the coolant through the water-cooled condenser 11; the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 13 is throttled by the first electronic expansion valve 151 and mixed with the two-phase refrigerant throttled by the second electronic expansion valve 152, and then enters the cooler 12 to achieve hot gas bypass; the first electronic expansion valve 151 can control the discharge pressure of the compressor 13 (measured by the first pressure and temperature sensor 31PT1), and the second electronic expansion valve 152 can control the superheat of the gas drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 passes through the motor assembly 22 and returns to the cooler 12 under the pumping of the third electronic water pump 273; the second electronic water pump 272 operates when the battery pack 21 requires temperature equalization. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows only towards the heater core 252.

[0065] If both the crew compartment and battery pack 21 require heating, such as Figure 3 As shown, the electric vehicle thermal management system operates in mode 2: the nine-way valve 263 is adjusted to state 4, the first three-way proportional valve 261 is adjusted to state 3, and the second three-way proportional valve 262 is adjusted to state 1. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the high-temperature, high-pressure gaseous refrigerant from the compressor 13 is throttled by the first electronic expansion valve 151 and mixed with the two-phase refrigerant throttled by the second electronic expansion valve 152, and then enters the cooler 12 to achieve hot gas bypass; the first electronic expansion valve 151 can control the discharge pressure of the compressor 13 (measured by the first pressure and temperature sensor 31PT1), and the second electronic expansion valve 152 can control the superheat of the gas drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 passes through the motor assembly 22 and is pumped back to the cooler 12 by the third electronic water pump 273; the second electronic water pump 272 operates, causing the coolant to flow into the coolant channel of the battery pack 21. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows both towards the heater core 252 and towards the battery pack 21. The flow rate of the water flowing towards the heater core 252 and the battery pack 21 can be adjusted by the first three-way proportional valve 261 to achieve heat distribution.

[0066] If only battery pack 21 needs to be heated, such as Figure 4As shown, the electric vehicle thermal management system operates in mode 3: the nine-way valve 263 is adjusted to state 4, the first three-way proportional valve 261 is adjusted to state 1, and the second three-way proportional valve 262 is adjusted to state 1. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the high-temperature, high-pressure gaseous refrigerant from the compressor 13 is throttled by the first electronic expansion valve 151 and mixed with the two-phase refrigerant throttled by the second electronic expansion valve 152, and then enters the cooler 12 to achieve hot gas bypass; the first electronic expansion valve 151 can control the discharge pressure of the compressor 13 (measured by the first pressure and temperature sensor 31PT1), and the second electronic expansion valve 152 can control the superheat of the gas drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 passes through the motor assembly 22 and is pumped back to the cooler 12 by the third electric water pump 273; the second electric water pump 272 operates, causing the coolant to flow into the coolant channel of the battery pack 21. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows only towards the battery pack 21.

[0067] 2. Heating under low temperature conditions

[0068] When the ambient temperature is between -20℃ and 20℃, the coolant circuit can absorb heat from the air, thus eliminating the need for a bypass radiator 23. Under these conditions, depending on usage requirements or preferences, the electric vehicle thermal management system can achieve at least the following modes:

[0069] If only the crew cabin needs heating, such as Figure 5 As shown, the electric vehicle thermal management system operates in mode 4: the nine-way valve 263 is adjusted to state 2, the first three-way proportional valve 261 is adjusted to state 2, and the second three-way proportional valve 262 is adjusted to state 1. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant throttled by the second electronic expansion valve 152 enters the cooler 12 to absorb heat in the coolant circulation loop. The second electronic expansion valve 152 can control the superheat of the gaseous refrigerant drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 passes through the radiator 23 and the motor assembly 22 and is pumped back to the cooler 12 by the third electronic water pump 273; the second electronic water pump 272 operates when the battery pack 21 requires temperature equalization. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows only towards the heater core 252.

[0070] If both the crew cabin and the battery require heating, such as Figure 6As shown, the electric vehicle thermal management system operates in mode 5: the nine-way valve 263 is adjusted to state 2, the first three-way proportional valve 261 is adjusted to state 3, and the second three-way proportional valve 262 is adjusted to state 1. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant throttled by the second electronic expansion valve 152 enters the cooler 12 to absorb heat in the coolant circulation loop; the second electronic expansion valve 152 controls the superheat of the gaseous refrigerant drawn into the compressor 13. The coolant circulates back to the radiator 23 and motor assembly 22, and then returns to the cooler 12 under the pumping of the third electronic water pump 273; the second electronic water pump 272 operates, causing the coolant to flow into the coolant channel of the battery pack 21. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows both towards the heater core 252 and towards the battery pack 21. The flow rate of the water flowing towards the heater core 252 and the battery pack 21 can be adjusted by the first three-way proportional valve 261 to achieve heat distribution.

[0071] If only battery pack 21 needs to be heated, such as Figure 7 As shown, the electric vehicle thermal management system operates in mode 6: the nine-way valve 263 is adjusted to state 2, the first three-way proportional valve 261 is adjusted to state 1, and the second three-way proportional valve 262 is adjusted to state 1. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant throttled by the second electronic expansion valve 152 enters the cooler 12 to absorb heat in the coolant circulation loop; the second electronic expansion valve 152 can control the superheat of the gaseous refrigerant drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 passes through the radiator 23 and the motor assembly 22 and is pumped back to the cooler 12 by the third electronic water pump 273; the electronic water pump 2 operates, causing the coolant to flow into the coolant channel of the battery pack 21. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows only towards the battery pack 21.

[0072] 3. Dehumidification under low temperature conditions

[0073] When the ambient temperature is between 5℃ and 15℃, the electric vehicle thermal management system can achieve at least the following modes depending on usage requirements or preferences:

[0074] If the passenger compartment requires dehumidification, heating, or air mixing, and the battery does not require heating, such as Figure 8As shown, the vehicle's thermal management system operates in mode 7: the nine-way valve 263 is adjusted to state 2, the first three-way proportional valve 261 is adjusted to state 2, and the second three-way proportional valve 262 is adjusted to state 3. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant throttled by the second electronic expansion valve 152 enters the cooler 12 to absorb heat from the coolant circulation loop; the second electronic expansion valve 152 can control the superheat of the gaseous refrigerant drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 passes through the second three-way proportional valve 262, part of which passes through the radiator 23 and the motor assembly 22, and the other part passes through the cold air core 251 and then returns to the cooler 12 through the third electronic water pump 273; the second electronic water pump 272 operates when the battery pack 21 requires temperature equalization. In this mode, the high-temperature coolant from the water-cooled condenser 11 flows only towards the heater core 252.

[0075] If the passenger compartment requires dehumidification, heating, or air mixing, and the battery requires heating, such as Figure 9 As shown, the electric vehicle thermal management system operates in mode 8: the nine-way valve 263 is adjusted to state 2, the first three-way proportional valve 261 is adjusted to state 3, and the second three-way proportional valve 262 is adjusted to state 3. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant throttled by the second electronic expansion valve 152 enters the cooler 12 to absorb heat from the coolant circulation loop; the second electronic expansion valve 152 can control the superheat of the gaseous refrigerant drawn into the compressor 13. In the coolant circulation loop, the water outlet of the cooler 12 passes through the second three-way proportional valve 262, part of which passes through the radiator 23 and the motor assembly 22, and the other part passes through the cold air core 251 and then returns to the cooler 12 through the third electronic water pump 273; the second electronic water pump 272 operates, causing the coolant to flow into the coolant channel of the battery pack 21. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows both towards the heater core 252 and towards the battery pack 21, and the heat distribution can be adjusted through the second three-way proportional valve 262.

[0076] 4. Dehumidification under medium temperature conditions

[0077] When the ambient temperature is above 15℃, the electric vehicle thermal management system can achieve at least the following modes depending on usage needs or preferences:

[0078] If the passenger compartment requires dehumidification, heating, or air mixing, and the battery does not require cooling, such as Figure 10As shown, the vehicle's thermal management system operates in mode 9: the nine-way valve 263 is adjusted to state 1, the first three-way proportional valve 261 is adjusted to state 3, and the second three-way proportional valve 262 is adjusted to state 2. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, transferring heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant, throttled by the second electronic expansion valve 152, enters the cooler 12 to absorb heat from the coolant circulation loop; the second electronic expansion valve 152 can control the superheat of the gaseous refrigerant drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 passes through the second three-way proportional valve 262, then through the cold air core 251, and then returns to the cooler 12 through the third electronic water pump 273; the second electronic water pump 272 operates when the battery pack 21 requires temperature equalization. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows both towards the heater core 252 and towards the radiator 23 and motor assembly 22, and then returns to the water-cooled condenser 11 via the first electronic water pump 271.

[0079] If the passenger compartment requires dehumidification, heating, or air mixing, and the battery requires cooling, such as Figure 11 As shown, the electric vehicle thermal management system operates in mode 10: the nine-way valve 263 is adjusted to state 1, the first three-way proportional valve 261 is adjusted to state 3, and the second three-way proportional valve 262 is adjusted to state 3. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant throttled by the second electronic expansion valve 152 enters the cooler 12 to absorb the heat returned by the coolant circulation; the second electronic expansion valve 152 can control the superheat of the gaseous refrigerant drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 passes through the second three-way proportional valve 262, with part passing through the cooling air core 251 and part passing through the battery pack 21, then returning to the cooler 12 via the third electronic water pump 273. The second electronic water pump 272 operates, causing the coolant to flow into the coolant channel of the battery pack 21. The distribution of cooling capacity can be adjusted by setting the opening of the first three-way proportional valve 261. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows both to the heating air core 252 and then to the radiator 23 and motor assembly 22, before returning to the water-cooled condenser 11 via the first electronic water pump 271.

[0080] 5. Refrigeration under high temperature conditions

[0081] When the ambient temperature reaches 15℃ or above, the electric vehicle thermal management system can achieve at least the following modes depending on usage requirements or preferences:

[0082] If only the passenger cabin requires cooling, such as Figure 12 As shown, the electric vehicle thermal management system operates in mode 11: the nine-way valve 263 is adjusted to state 1, the first three-way proportional valve 261 is adjusted to state 1, and the second three-way proportional valve 262 is adjusted to state 2. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant throttled by the second electronic expansion valve 152 enters the cooler 12 to absorb heat in the coolant circulation loop; the second electronic expansion valve 152 can control the superheat of the gaseous refrigerant drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 passes through the second three-way proportional valve 262, then through the cold air core 251, and then returns to the cooler 12 through the third electronic water pump 273; the second electronic water pump 272 operates when the battery pack 21 requires temperature equalization. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows towards the radiator 23 and the motor assembly 22, and then returns to the water-cooled condenser 11 through the first electronic water pump 271.

[0083] If both the crew cabin and battery pack 21 require cooling, such as Figure 13 As shown, the electric vehicle thermal management system operates in mode 12: the nine-way valve 263 is adjusted to state 1, the first three-way proportional valve 261 is adjusted to state 1, and the second three-way proportional valve 262 is adjusted to state 3. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant throttled by the second electronic expansion valve 152 enters the cooler 12 to absorb heat from the coolant circulation loop; the second electronic expansion valve 152 can control the superheat of the gaseous refrigerant drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 passes through the second three-way proportional valve 262, with part passing through the cooling air core 251 and part passing through the battery pack 21 before returning to the cooler 12 via the third electronic water pump 273. The cooling capacity can be adjusted by setting the opening of the first three-way proportional valve 261. The second electronic water pump 272 operates, causing the coolant to flow into the coolant channel of the battery pack 21. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows towards the radiator 23 and the motor assembly 22, and then returns to the water-cooled condenser 11 via the first electronic water pump 271.

[0084] If only battery pack 21 has a cooling requirement, such as Figure 14As shown, the electric vehicle thermal management system operates in mode 13: the nine-way valve 263 is adjusted to state 1, the first three-way proportional valve 261 is adjusted to state 1, and the second three-way proportional valve 262 is adjusted to state 1. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant throttled by the second electronic expansion valve 152 enters the cooler 12 to absorb heat from the coolant circulation loop; the second electronic expansion valve 152 controls the superheat of the gaseous refrigerant drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 flows through the battery pack 21 after passing through the second three-way proportional valve 262, and then returns to the cooler 12 through the third electronic water pump 273; the second electronic water pump 272 operates, causing the coolant to flow into the coolant channel of the battery pack 21. In this mode, the high-temperature coolant flowing out of the water-cooled condenser 11 flows towards the radiator 23 and the motor assembly 22, and then returns to the water-cooled condenser 11 through the first electronic water pump 271.

[0085] 6. Battery cools naturally

[0086] When the ambient temperature is between 15℃ and 25℃, the electric vehicle thermal management system can at least achieve the following modes based on usage needs or preferences:

[0087] If the passenger cabin does not require cooling or heating, the battery pack 21 has cooling requirements, such as Figure 15 As shown, the electric vehicle thermal management system operates in mode 14: the nine-way valve 263 is adjusted to state 3, the first three-way proportional valve 261 can be adjusted to any state, and the second three-way proportional valve 262 is adjusted to state 1. In the refrigerant circulation loop, the compressor 13 is off. In the coolant circulation loop, the coolant flowing from the cooler 12 flows through the second three-way proportional valve 262, then through the radiator 23 and the motor assembly 22, and is then pumped to the battery pack 21 by the second electronic water pump 272, and then pumped back to the cooler 12 by the third electronic water pump 273.

[0088] 7. Radiator 23 defrost

[0089] When the ambient temperature is between -5℃ and 5℃, radiator 23 is prone to frost formation. Depending on usage requirements or preferences, the electric vehicle thermal management system can at least achieve the following modes:

[0090] If radiator 23 requires defrosting and the passenger compartment requires heating, such as Figure 16As shown, the electric vehicle thermal management system operates in mode 15: the nine-way valve 263 is adjusted to state 1, the first three-way proportional valve 261 can be adjusted to state 3, and the second three-way proportional valve 262 is adjusted to state 1. In the refrigerant circulation loop, the compressor 13 compresses the low-temperature, low-pressure refrigerant returning from the low-pressure side 142 of the regenerator, and transfers heat to the coolant through the water-cooled condenser 11; the first electronic expansion valve 151 is closed, and the two-phase refrigerant throttled by the second electronic expansion valve 152 enters the cooler 12 to absorb heat from the coolant circulation loop; the second electronic expansion valve 152 can control the superheat of the gaseous refrigerant drawn into the compressor 13. In the coolant circulation loop, the coolant flowing out of the cooler 12 enters the battery pack 21 to absorb heat from the battery after passing through the second three-way proportional valve 262, and then returns to the cooler 12 through the third electronic water pump 273; the second electronic water pump 272, when running, can drive the coolant to flow into the coolant channel of the battery pack 21. In this mode, part of the high-temperature coolant flowing out of the water-cooled condenser 11 flows towards the radiator 23 and the motor assembly 22 to remove the frost layer on the surface of the radiator 23, and part flows into the heater core 252 to heat the passenger compartment, and then returns to the water-cooled condenser 11 through the first electronic water pump 271.

[0091] In summary, the electric vehicle thermal management system of this embodiment has a simple overall structure, few valves, high integration, and is easy to control and adjust. It also covers multiple operating modes, has complete functions, and can meet various needs such as comfort, safety, environmental protection and energy saving.

[0092] The above embodiments are preferred embodiments of this utility model and are not intended to limit the scope of protection of this utility model.

Claims

1. An electric vehicle thermal management system comprising a refrigerant circulation loop and a coolant circulation loop which exchange heat through a shared water-cooled condenser and chiller, characterized in that, Wherein: The cooling liquid circulation loop further comprises a battery pack, a motor assembly, a radiator, a water heater, a cold air core, a warm air core, a first three-way proportional valve, a second three-way proportional valve and a nine-way valve connected by several pipes or flow channels; The first port of the nine-way valve is connected to the cooling liquid flow channel outlet of the battery pack, the second port of the nine-way valve is connected to the cooling liquid inlet of the cold air core and the cooler, the third port of the nine-way valve is connected to the cooling liquid inlet of the warm air core and the water-cooled condenser, the fourth port of the nine-way valve is connected to the first valve port of the first three-way proportional valve, the fifth port of the nine-way valve is connected to the first valve port of the second three-way proportional valve, the sixth and seventh ports of the nine-way valve are respectively connected to the two ends of the radiator, the sixth and eighth ports of the nine-way valve are respectively connected to the two ends of the cooling liquid flow channel of the motor assembly, and the ninth port of the nine-way valve is connected to the cooling liquid flow channel inlet of the battery pack; The second valve port of the first three-way proportional valve is connected to the warm air core, the water heater is connected between the third valve port of the first three-way proportional valve and the cooling liquid outlet of the water-cooled condenser, the second valve port of the second three-way proportional valve is connected to the cold air core, and the third valve port is connected to the cooling liquid outlet of the cooler. The nine-way valve, the first three-way proportional valve and the second three-way proportional valve are used to switch the flow path of the cooling liquid to realize different functional modes.

2. The electric vehicle thermal management system according to claim 1, wherein: The refrigerant circulation loop further comprises a compressor, a heat exchanger, a first electronic expansion valve and a second electronic expansion valve; The outlet of the compressor is connected to the refrigerant inlet of the water-cooled condenser, the heat exchanger has a high-pressure side and a low-pressure side, the refrigerant outlet of the water-cooled condenser is connected to the high-pressure side inlet of the heat exchanger, the high-pressure side outlet of the heat exchanger is connected to the inlet of the second electronic expansion valve, the outlet of the second electronic expansion valve is connected to the refrigerant inlet of the cooler, the refrigerant outlet of the cooler is connected to the low-pressure side inlet of the heat exchanger, the low-pressure side outlet of the heat exchanger is connected to the inlet of the compressor, and the first electronic expansion valve is connected between the outlet of the compressor and the refrigerant inlet of the cooler.

3. The electric vehicle thermal management system according to claim 2, wherein: Both the first electronic expansion valve and the second electronic expansion valve are LIN-controlled and have a Hall sensor for feeding back the rotor position.

4. The electric vehicle thermal management system according to claim 1, wherein: The refrigerant used in the refrigerant circulation loop is R290 refrigerant; The cooling liquid used in the cooling liquid circulation loop is ethylene glycol aqueous solution.

5. The electric vehicle thermal management system according to claim 3, wherein: The compressor is a R290 refrigerant special electric compressor selected from scroll type or rolling rotor type, and the compressor lubricating oil is PAG.

6. The electric vehicle thermal management system according to claim 1, wherein: A first electronic water pump is connected to the cooling liquid inlet of the water-cooled condenser, a second electronic water pump is connected to the cooling liquid flow channel inlet of the battery pack, and a third electronic water pump is connected to the cooling liquid inlet of the cooler.

7. The electric vehicle thermal management system of claim 6, wherein: A backflow branch is provided between the cooling liquid flow channel outlet of the battery pack and the inlet of the second electronic water pump, and a one-way valve is installed on the backflow branch to allow the cooling liquid in the backflow branch to flow in one direction from the outlet of the battery pack to the inlet of the second electronic water pump.

8. The electric vehicle thermal management system of claim 2, wherein: The water-cooled condenser is a plate heat exchanger, and a liquid storage tank for storing excess refrigerant is further provided at the refrigerant outlet of the water-cooled condenser; The heat regenerator is a plate heat exchanger; The cooler is a plate heat exchanger.

9. The electric vehicle thermal management system of claim 8, wherein: A first pressure and temperature sensor is provided at the outlet of the compressor, and a second pressure and temperature sensor is provided at the inlet of the compressor; A first temperature sensor is provided at the outlet of the liquid storage tank, and a second temperature sensor is provided at the cooling liquid outlet of the water-cooled condenser.

10. A vehicle characterized by comprising: The electric vehicle thermal management system of any one of claims 1-9. ​

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