Whole vehicle thermal management system of pure electric vehicle

Abstract

The utility model provides a thermal management system for a pure electric vehicle, which is characterized in that on the basis of a generally designed structure for independent temperature control of spaces in each vehicle, cross fusion is carried out, and the utilization efficiency of waste heat in the system is improved, so that the purposes of saving energy and simplifying the system are achieved; the first mixed function loop enables a battery pack installation area and an electric drive installation area of an automobile to be communicated through a refrigerant circulation pipeline, the areas where the battery pack installation area and the electric drive installation area are located are communicated through a refrigerant pipeline, and then excess heat generated when an electric drive module works can be effectively utilized to heat a battery pack. The second water pump is used for driving the refrigerant to guide waste heat accumulated after the battery pack continuously works for a long time to the evaporator of the cabin heat management loop through the refrigerant heat exchanger, the heating efficiency of the evaporator in the cabin heat management loop under the heating working condition is improved, the energy consumption of the cabin heat management loop is reduced, and the heating effect is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to new energy automobile technical field, specifically, relate to a pure electric vehicle whole vehicle thermal management system. BACKGROUND

[0002] Under the current global environmental situation, achieving carbon neutrality has become an irreversible future trend. In view of its low energy consumption and zero emission, electric vehicles are gradually emerging as a key force and important means to achieve this ambitious goal. With the enhancement of environmental awareness and the progress of science and technology, pure electric vehicles (EV) have gradually become the mainstream of modern transportation tools. However, the temperature management of batteries and motors becomes a major challenge for pure electric vehicles in long-time driving or high-temperature environments. Excessive temperature can damage battery performance and reduce the range; while low temperature can affect the charging and discharging efficiency of the battery. Therefore, designing an efficient and safe whole vehicle thermal management structure is crucial to improve the performance and user experience of pure electric vehicles.

[0003] The whole vehicle thermal management performance of pure electric vehicles has become an important constraint factor, and the specific problems are as follows:

[0004] 1. Efficient temperature control of battery and motor: In the process of driving, the battery and motor as the core components, their working temperature directly affects the performance, life and safety of the vehicle. In high temperature conditions, the battery and motor are easy to overheat, leading to performance decline or even damage; while in low temperature environment, the battery performance will also be significantly affected, and the charging and discharging efficiency will be greatly reduced.

[0005] 2. System complexity and cost problem: The traditional thermal management system structure is complex, which not only increases the overall weight and cost of the vehicle, but also brings inconvenience in maintenance.

[0006] 3. Poor environmental adaptability: The climate conditions in different regions and seasons are quite different, which puts higher requirements on the thermal management system of electric vehicles.

[0007] 4. Energy utilization efficiency problem: In low temperature environment, the performance of the battery is limited, which not only affects the range of the vehicle, but also may accelerate the aging of the battery due to frequent charging and discharging operations. The current thermal management system of pure electric vehicles cannot effectively solve all the above problems, and there is a contradiction between the thermal management performance and the system complexity, which limits the performance of the battery.

[0008] In summary, the existing thermal management system of pure electric vehicles has a contradiction between temperature control effect and system complexity, which limits the performance of the power supply. UTILITY MODEL CONTENT

[0009] The technical problem to be solved by the utility model is the contradiction between temperature control effect and system complexity of the existing thermal management system of pure electric vehicles, which limits the performance of power supply.

[0010] To solve the above problems, the utility model provides a pure electric vehicle whole vehicle thermal management system, including cabin thermal management loop, battery pack thermal management loop and electric drive thermal management loop and central control module, the cabin thermal management loop includes compressor, evaporimeter and condenser, the pure electric vehicle whole vehicle thermal management system still includes:

[0011] First mixed function loop, the first mixed function loop includes the refrigerant pipeline that communicates automobile battery pack and automobile electric drive module installation area respectively, be connected with control valve group and first water pump on the refrigerant pipeline, be used for circulating the refrigerant between automobile battery pack and automobile electric drive module installation area, heat automobile battery pack module temperature with the heat of automobile electric drive module;

[0012] Second mixed function loop, the second mixed function loop includes the refrigerant pipeline that communicates automobile battery pack area, second water pump, refrigerant heat exchanger and control valve group, under the drive control effect of second water pump and control valve group, the refrigerant circulates between automobile battery pack area and refrigerant heat exchanger, the refrigerant heat exchanger is connected with the evaporimeter heat exchange of cabin thermal management loop, is used for passing through refrigerant heat exchanger and transmits the redundant heat of automobile battery pack to the refrigerant of cabin thermal management loop.

[0013] The utility model provides a new heat management system design thought, on the basis of each car interior space independent temperature control's structure of general design, cross fusion is carried out, the utilization efficiency of waste heat in system is promoted, thereby reaches the purpose that energy saving and simplifying system, specifically, set up first mixed function circuit, this circuit passes through refrigerant circulation pipeline and communicates battery package installation area and electric drive installation area of car, provides the circulation power of refrigerant through the water pump in pipeline, this design mainly aims at the case that car works for a long time under low temperature environment, since electric drive module can produce more heat when working, and the battery package working heat is limited and produces heat slowly, it is difficult to maintain the battery package in the temperature range of suitable power supply through self heating, at this moment, the surplus heat of electric drive module when working can be effectively utilized to heat the battery package by connecting the areas of the two through the refrigerant pipeline, thereby the heating structure of the battery package in the heat management system and the heat dissipation structure of the electric drive module can be reduced; similarly, the second mixed function circuit is used for the case that works for a long time under low temperature environment, and the second water pump is used to drive the refrigerant to guide the residual heat accumulated after the long time continuous work of the battery package to the evaporator of the cabin heat management circuit through the refrigerant heat exchanger, the heating efficiency of the evaporator in the cabin heat management circuit under heating working condition is improved, the energy consumption of the cabin heat management circuit is reduced and the heating effect is improved, the design effectively solves the contradiction between the temperature control effect and the system complexity of the existing heat management system of the pure electric vehicle, and the technical problem that the power supply performance is limited.

[0014] As a preferred scheme, the cabin heat management circuit further comprises a dryer and a control valve group in communication with the compressor, the evaporator and the condenser through a refrigerant pipeline, and the refrigerant heat exchanger is in abutting engagement with the evaporator for heat exchange, so as to transfer the heat generated by the battery pack of the car to the evaporator to assist the cabin heat management circuit in heating. The design further optimizes the cabin heat management circuit of the system, and the refrigerant heat exchanger is in abutting engagement with the evaporator for efficient heat conduction through the contact between the heat exchange structures.

[0015] As a preferred scheme, the cabin heat management circuit further comprises a heater core connected to the evaporator in the refrigerant pipeline through the control valve group, and the heater core communicates with the space where the air outlet of the car cabin air conditioner is located. The design further optimizes the cabin heat management circuit, increases the heater core connected to the evaporator, increases the heat exchange area between the evaporator and the air through the structure, improves the heat exchange effect, and controls whether to access the circuit through the control valve group for the case that the cooling or heating pressure is large.

[0016] As a preferred scheme, the battery pack thermal management circuit comprises a radiator and a control valve group and is connected to the refrigerant pipeline where the second water pump is located, the radiator and the condenser of the cabin thermal management circuit are located in the same heat exchange space, and a first cooling fan is arranged in the heat exchange space. This design provides a simple and common design between different thermal management circuits. The radiator of the battery pack thermal management circuit and the condenser of the cabin thermal management circuit are located in the same installation space, and heat exchange with air is performed through the same set of cooling fans, i.e. the first cooling fan. Through the common design, the complexity of the structure in the system is reduced.

[0017] As a preferred scheme, the battery pack thermal management circuit further comprises a first cooling branch connected to the radiator and arranged in the refrigerant circulation passage, the first cooling branch is in a single-refrigerant-pipe type, and the refrigerant is controlled to pass through the radiator or the first cooling branch through the control valve group. The first cooling branch is used in the case of low cooling demand. This design adaptively designs the cooling end of the battery pack thermal management circuit for different temperature difference ranges. In the case of small temperature difference, the first cooling branch is directly used for cooling, and in the case of large temperature difference, the radiator is used for cooling.

[0018] As a preferred scheme, the electric drive thermal management circuit comprises a second radiator, a second cooling fan and a control valve group, and the second radiator is connected to the areas where the drive motor, the motor controller and the charger of the automobile through a refrigerant pipeline. This design provides a preferred electric drive thermal management circuit design. The refrigerant pipeline is arranged for the key heating parts of the electric drive module, i.e. the drive motor, the motor controller and the charger, to strengthen cooling.

[0019] As a preferred scheme, the electric drive thermal management circuit further comprises a second cooling branch connected to the second radiator and arranged in the refrigerant circulation passage, the second cooling branch is in a single-refrigerant-pipe type, and the refrigerant is controlled to pass through the second radiator or the second cooling branch through the control valve group. The second cooling branch is used in the case of low cooling demand. This design adaptively designs the cooling end of the electric drive thermal management circuit for different temperature difference ranges. In the case of small temperature difference, the second cooling branch is directly used for cooling, and in the case of large temperature difference, the second radiator is used for cooling.

[0020] As a preferred scheme, a temperature sensing module is further included, which is used for monitoring the temperature of the positions of the battery pack, the drive motor, the motor controller and the charger of the automobile in real time and is signal-connected to the central control module.

[0021] When detecting that the difference between the temperature of the automobile battery pack and the preset temperature is less than the first preset temperature difference value, the battery pack heat management circuit is controlled to be connected to the first heat dissipation branch, and when detecting that the difference between the temperature of the automobile battery pack and the preset temperature is greater than the first preset temperature difference value, the battery pack heat management circuit is controlled to be connected to the refrigerant pipeline where the radiator is located.

[0022] When detecting that the difference between the temperature of the automobile battery pack and the preset temperature is less than the first preset temperature difference value, the battery pack heat management circuit is controlled to be connected to the first heat dissipation branch, and when detecting that the difference between the temperature of the automobile battery pack and the preset temperature is greater than the first preset temperature difference value, the battery pack heat management circuit is controlled to be connected to the refrigerant pipeline where the radiator is located.

[0023] The design provides a preferred automatic control scheme, through the setting of the central control module and the temperature sensing module, the temperature of the position in the vehicle which needs to be heat managed is obtained in real time, and corresponding logical control is carried out according to the real-time temperature or the temperature difference with the standard preset temperature, that is, when the heat exchange demand is large, the refrigerant circuit where the corresponding radiator is located is connected, and when the heat exchange demand is small, the refrigerant circuit where the corresponding heat dissipation branch is located is connected. BRIEF DESCRIPTION OF DRAWINGS

[0024] Figure 1 A schematic view of a pure electric automobile whole vehicle heat management system is provided.

[0025] Among them, Figure 1 Among them,

[0026] 1, compressor; 2, evaporator; 3, condenser; 4, refrigerant heat exchanger; 5, first water pump; 6, second water pump; 7, automobile battery pack; 8, radiator; 9, first heat dissipation fan; 10, first heat dissipation branch; 11, second heat dissipation branch; 12, heater core; 13, dryer; 14, drive motor; 15, motor controller; 16, charger; 17, second radiator; 18, second heat dissipation fan. DETAILED DESCRIPTION

[0027] In order to make the technical means, creative features, purposes and effects realized by the utility model easy to understand, the utility model is further described below in combination with specific embodiments.

[0028] Before the working principle of the utility model is described in detail, the description of the utility model needs to be further explained: in the description of the utility model, it should be pointed out that the terms "upper", "lower", "inner", "outer", "front end", "rear end", "two ends", "one end", "the other end" and the like indicate the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element indicated must have a specific orientation, be constructed and operated in a specific orientation, therefore, it cannot be understood as a limitation on the utility model. In addition, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0029] In the description of the utility model, it should be pointed out that unless otherwise specified and limited, the terms "mounting", "provided with", "connection" and the like should be understood broadly, for example, "connection" can be fixed connection, can also be detachable connection, or integral connection, can be mechanical connection, can be direct connection, can be indirect connection through intermediate medium, or can be two element welding connection. For ordinary skilled persons in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances.

[0030] Reference Figure 1 The following examples are described as follows, Figure 1 A schematic view of a pure electric vehicle whole vehicle thermal management system is provided.

[0031] The embodiment of the utility model provides pure electric vehicle whole vehicle thermal management system, including cabin thermal management loop, battery pack thermal management loop and electric drive thermal management loop and central control module, cabin thermal management loop includes compressor 1, evaporator 2 and condenser 3, pure electric vehicle whole vehicle thermal management system still includes:

[0032] First mixed function loop, first mixed function loop includes the refrigerant pipeline that communicates automobile battery pack 7 and automobile electric drive module installation area respectively, and control valve group and first water pump 5 are connected on refrigerant pipeline, for circulating refrigerant between automobile battery pack 7 and automobile electric drive module installation area, to utilize the heat of automobile electric drive module to heat automobile battery pack 7 module temperature;

[0033] Second mixed function loop, second mixed function loop includes the refrigerant pipeline that communicates the area where automobile battery pack 7 is located, second water pump 6, refrigerant heat exchanger 4 and control valve group, under the drive control of second water pump 6 and control valve group, refrigerant circulates between the area where automobile battery pack 7 is located and refrigerant heat exchanger 4, refrigerant heat exchanger 4 is connected with the evaporator 2 of cabin thermal management loop and exchanges heat, for passing through refrigerant heat exchanger 4 and transmitting the excess heat of automobile battery pack 7 to the refrigerant of cabin thermal management loop.

[0034] The utility model provides a new heat management system design thought, on the basis of each car interior space independent temperature control's structure of general design, cross fusion is carried out, the utilization efficiency of waste heat in system is promoted, thereby reach the purpose that energy saving and simplifying system, specifically, set up first mixed function circuit, this circuit passes through refrigerant circulation pipeline and is connected with the battery package installation area and the electric drive installation area of car, provides the circulation power of refrigerant through the water pump in pipeline, this design mainly aims at the case that car works for a long time under low temperature environment, since electric drive module can produce more heat when working, and the battery package working heat is limited and produces heat slowly, it is difficult to maintain the battery package in the temperature range of suitable power supply through self heating, at this moment, the area where the both are located is connected through the refrigerant pipeline, and the excess heat of electric drive module when working can be effectively utilized to heat the battery package, thereby can reduce the heating structure of battery package and the heat dissipation structure of electric drive module in heat management system, similarly, the second mixed function circuit is used for the case that works for a long time under low temperature environment, and the second water pump 6 is used to drive the refrigerant to guide the residual heat accumulated after the long time continuous work of battery package to the evaporator 2 of cabin heat management circuit through the refrigerant heat exchanger 4, improve the heating efficiency of evaporator 2 in cabin heat management circuit under heating working condition, reduce the energy consumption of cabin heat management circuit and improve the heating effect, this design effectively solves the contradiction between temperature control effect and system complexity of the heat management system of existing pure electric vehicle, and solves the technical problem that the power supply performance is limited.

[0035] In the technical scheme provided by the embodiment, the cabin heat management circuit further includes a dryer 13 and a control valve group in communication with the compressor 1, the evaporator 2 and the condenser 3 through a refrigerant pipeline, and the refrigerant heat exchanger 4 is in abutting engagement with the evaporator 2 for heat exchange, so as to transfer the heat generated by the battery pack of the vehicle to the evaporator 2 to assist the cabin heat management circuit in heating. The design further optimizes the cabin heat management circuit of the system, and the refrigerant heat exchanger 4 is in abutting engagement with the evaporator 2 for efficient heat conduction through the contact between the heat exchange structures.

[0036] In the technical scheme provided by the embodiment, the cabin heat management circuit further includes a heater core 12 connected to the evaporator 2 through the control valve group and in the refrigerant pipeline, and the heater core 12 communicates with the space where the air outlet of the vehicle cabin air conditioner is located. The design further optimizes the cabin heat management circuit, increases the heater core 12 connected to the evaporator 2, increases the heat exchange area between the evaporator 2 and the air through the structure, improves the heat exchange effect, and controls whether to access the circuit through the control valve group for the case that the heating or cooling pressure is large.

[0037] In the technical scheme provided by the embodiment, the battery pack thermal management loop includes a radiator 8 and a control valve group and is connected to a refrigerant pipeline where the second water pump 6 is located, the radiator 8 and the condenser 3 of the cabin thermal management loop are located in the same heat exchange space, and the first radiator fan 9 is arranged in the heat exchange space. The design provides a simple and common design between different thermal management loops. The radiator 8 of the battery pack thermal management loop and the condenser 3 of the cabin thermal management loop are located in the same installation space, and heat exchange with air is performed through the same set of radiator fans, that is, the first radiator fan 9. The complexity of the structure in the system is reduced through the common design.

[0038] In the technical scheme provided by the embodiment, the battery pack thermal management loop further includes a first radiator branch 10 connected to the radiator 8 and arranged in the refrigerant circulation passage. The first radiator branch 10 is in a single-refrigerant-pipe type. The refrigerant is controlled to pass through the radiator 8 or the first radiator branch 10 through the control valve group. The first radiator branch 10 is used in the case of low cooling demand. The design is adaptive to different temperature difference ranges. In the case of small temperature difference, the first radiator branch 10 is directly used for heat dissipation. In the case of large temperature difference, the radiator 8 is used for heat dissipation.

[0039] In the technical scheme provided by the embodiment, the electric drive thermal management loop includes a second radiator 17, a second radiator fan 18 and a control valve group. The second radiator 17 is connected to the areas where the drive motor 14, the motor controller 15 and the charger 16 of the automobile are located through a refrigerant pipeline. The design provides a preferred electric drive thermal management loop design. The refrigerant pipeline is arranged around the key heat generating parts of the electric drive module, that is, the drive motor 14, the motor controller 15 and the charger 16, to strengthen heat dissipation.

[0040] In the technical scheme provided by the embodiment, the electric drive thermal management loop further includes a second radiator branch 11 connected to the second radiator 17 and arranged in the refrigerant circulation passage. The second radiator branch 11 is in a single-refrigerant-pipe type. The refrigerant is controlled to pass through the second radiator 17 or the second radiator branch 11 through the control valve group. The second radiator branch 11 is used in the case of low cooling demand. The design is adaptive to different temperature difference ranges. In the case of small temperature difference, the second radiator branch 11 is directly used for heat dissipation. In the case of large temperature difference, the second radiator 17 is used for heat dissipation.

[0041] In the technical scheme provided by the embodiment, a temperature sensing module is further included. The temperature sensing module is used for monitoring the temperatures of the automobile battery pack 7, the drive motor 14, the motor controller 15 and the charger 16 in real time and is signal-connected to the central control module.

[0042] When detecting that the difference between the temperature of the automobile battery pack 7 and the preset temperature is less than the first preset temperature difference value, the battery pack thermal management circuit is connected to the first heat dissipation branch 10; when detecting that the difference between the temperature of the automobile battery pack 7 and the preset temperature is greater than the first preset temperature difference value, the battery pack thermal management circuit is connected to the refrigerant pipeline where the radiator 8 is located.

[0043] When detecting that the difference between the temperature of the automobile battery pack 7 and the preset temperature is less than the first preset temperature difference value, the battery pack thermal management circuit is connected to the first heat dissipation branch 10; when detecting that the difference between the temperature of the automobile battery pack 7 and the preset temperature is greater than the first preset temperature difference value, the battery pack thermal management circuit is connected to the refrigerant pipeline where the radiator 8 is located.

[0044] The design provides a preferred automatic control scheme, through the setting of the central control module and the temperature sensing module, the temperature of the position in the vehicle which needs to be managed is obtained in real time, and corresponding logical control is carried out according to the real-time temperature or the temperature difference with the standard preset temperature, that is, when the heat exchange demand is large, the refrigerant circuit where the corresponding radiator is located is connected, and when the heat exchange demand is small, the refrigerant circuit where the corresponding heat dissipation branch is located is connected.

[0045] Although the utility model discloses as above, the protection scope of the utility model disclosed is not limited to this only. The person skilled in the art can make various changes and modifications without departing from the spirit and scope of the present disclosure, and these changes and modifications will fall within the protection scope of the utility model.

Claims

1. A thermal management system for a pure electric vehicle, comprising a cabin thermal management circuit, a battery pack thermal management circuit, an electric drive thermal management circuit, and a central control module, wherein the cabin thermal management circuit comprises a compressor (1), an evaporator (2), and a condenser (3), characterized in that, The pure electric vehicle thermal management system also includes: The first hybrid function circuit includes a refrigerant pipeline that connects the vehicle battery pack (7) and the vehicle electric drive module installation area respectively. The refrigerant pipeline is connected to a control valve group and a first water pump (5) for circulating the refrigerant between the vehicle battery pack (7) and the vehicle electric drive module installation area to utilize the heat generated by the vehicle electric drive module to heat the temperature of the vehicle battery pack (7) module. The second hybrid function loop includes a refrigerant pipeline connecting the area where the vehicle battery pack (7) is located, a second water pump (6), a refrigerant heat exchanger (4), and a control valve group. Under the driving control of the second water pump (6) and the control valve group, the refrigerant circulates between the area where the vehicle battery pack (7) is located and the refrigerant heat exchanger (4). The refrigerant heat exchanger (4) is heat exchanged with the evaporator (2) of the cabin thermal management loop and is used to transfer the excess heat of the vehicle battery pack (7) to the refrigerant of the cabin thermal management loop through the refrigerant heat exchanger (4).

2. The pure electric vehicle thermal management system according to claim 1, characterized in that, The cabin thermal management circuit also includes a dryer (13) connected to the compressor (1), evaporator (2) and condenser (3) via a refrigerant pipeline and a control valve group. The refrigerant heat exchanger (4) is in contact with the evaporator (2) to exchange heat and is used to transfer the heat from the vehicle battery pack to the evaporator (2) when the cabin thermal management circuit is heating, thereby assisting the cabin thermal management circuit in heating.

3. The pure electric vehicle thermal management system according to claim 2, characterized in that, The cabin thermal management circuit also includes a heater core (12) connected to the evaporator (2) in the refrigerant pipeline via a control valve group. The heater core (12) is connected to the space where the air conditioning vent of the car cabin is located.

4. The pure electric vehicle thermal management system according to claim 2, characterized in that, The battery pack thermal management circuit includes a radiator (8) and a control valve group connected to the refrigerant pipeline where the second water pump (6) is located. The radiator (8) and the condenser (3) of the cabin thermal management circuit are located in the same heat exchange space, and a first cooling fan (9) is provided in the heat exchange space where the two are located.

5. The pure electric vehicle thermal management system according to claim 4, characterized in that, The battery pack thermal management circuit also includes a first heat dissipation branch (10) connected in parallel with the radiator (8) in the refrigerant circulation path. The first heat dissipation branch (10) is a single refrigerant pipe type. The refrigerant is controlled to pass through the radiator (8) or the first heat dissipation branch (10) by a control valve group. The first heat dissipation branch (10) is used for connection and use when there is a low cooling requirement.

6. The pure electric vehicle thermal management system according to claim 5, characterized in that, The electric drive thermal management circuit includes a second radiator (17), a second cooling fan (18), and a control valve group. The second radiator (17) is connected to the area where the vehicle's drive motor (14), motor controller (15), and charger (16) are located via a refrigerant pipeline.

7. The pure electric vehicle thermal management system according to claim 6, characterized in that, The electric drive thermal management circuit also includes a second heat dissipation branch (11) connected in parallel with the second radiator (17) in the refrigerant circulation path. The second heat dissipation branch (11) is a single refrigerant pipe type. The refrigerant is controlled by a control valve group to pass through the second radiator (17) or the second heat dissipation branch (11). The second heat dissipation branch (11) is used for connection and use when there is a low cooling requirement.

8. The pure electric vehicle thermal management system according to claim 7, characterized in that, It also includes a temperature sensing module, which is used to monitor the temperature of the vehicle battery pack (7), drive motor (14), motor controller (15) and charger (16) in real time, and is connected to the central control module via signal. When the difference between the temperature of the car battery pack (7) and the preset temperature is less than the first preset temperature difference value, the battery pack thermal management circuit is controlled to connect the first heat dissipation branch (10). When the difference between the temperature of the car battery pack (7) and the preset temperature is greater than the first preset temperature difference value, the battery pack thermal management circuit is controlled to connect the refrigerant pipeline where the radiator (8) is located. When the temperature difference between the area where the drive motor (14), motor controller (15) and charger (16) of the car is located and the preset temperature is less than the second preset temperature difference value, the electric drive thermal management circuit is controlled to connect the second heat dissipation branch (11). When the temperature difference between the area where the drive motor (14), motor controller (15) and charger (16) is located and the preset temperature is greater than the second preset temperature difference value, the electric drive thermal management circuit is controlled to connect the refrigerant pipeline where the second radiator (17) is located.

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