Electric vehicle

Abstract

The embodiment of the application provides an electric vehicle, which comprises a power battery, a first heat exchanger, a second heat exchanger and a first electric heater. A first cooling liquid channel in the first heat exchanger is used for cooling cooling liquid flowing out of an outlet of a first liquid cooling channel of the power battery and conveying the cooled cooling liquid to an inlet of the first liquid cooling channel. The second heat exchanger comprises a first air duct and a second cooling liquid channel, the first air duct is used for heat exchange with the second cooling liquid channel, and the first air duct communicates with an internal space of a passenger cabin of the electric vehicle. The first electric heater is used for heating cooling liquid flowing out of an outlet of the second cooling liquid channel and conveying the heated cooling liquid to an inlet of the second cooling liquid channel. The outlet of the first liquid cooling channel is further connected to the inlet of the first cooling liquid channel in sequence through the first electric heater and the second cooling liquid channel, and the outlet of the first cooling liquid channel is connected to the inlet of the first liquid cooling channel.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and more specifically, to an electric vehicle. Background Technology

[0002] The overall thermal management system of an electric vehicle mainly includes a power battery thermal management system and a passenger compartment thermal management system. The power battery thermal management system regulates the temperature of the electric vehicle's power battery, while the passenger compartment thermal management system regulates the temperature of the passenger compartment. For example, in low-temperature environments such as winter, the passenger compartment thermal management system is typically used to heat the passenger compartment to maintain a suitable temperature.

[0003] However, in the current vehicle thermal management system, the power battery thermal management system and the passenger compartment thermal management system are independent of each other. The passenger compartment thermal management system can generally only use the heat generated by its own electric heater to heat the passenger compartment, which makes it difficult to improve the heating efficiency of the passenger compartment. Utility Model Content

[0004] This application provides an electric vehicle in which the passenger compartment thermal management system, where the first electric heater and the second heat exchanger are located, can use the waste heat of the power battery to heat the passenger compartment, thereby improving the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle.

[0005] In a first aspect, an electric vehicle is provided, comprising a power battery and a first heat exchanger. The power battery includes a first liquid cooling channel, and the first heat exchanger includes a first coolant channel. The first coolant channel is used to cool coolant flowing out of the outlet of the first liquid cooling channel and to deliver the cooled coolant to the inlet of the first liquid cooling channel. The electric vehicle also includes a second heat exchanger and a first electric heater. The second heat exchanger includes a first air duct and a second coolant channel. The first air duct is used for heat exchange with the second coolant channel. The inlet and outlet of the first air duct are connected to the interior space of the passenger compartment of the electric vehicle. The first electric heater is used to heat coolant flowing out of the outlet of the second coolant channel and to deliver the heated coolant to the inlet of the second coolant channel. The outlet of the first liquid cooling channel is also connected to the inlet of the first electric heater, the outlet of the first electric heater is connected to the inlet of the second coolant channel, the outlet of the second coolant channel is connected to the inlet of the first coolant channel, and the outlet of the first coolant channel is connected to the inlet of the first liquid cooling channel.

[0006] Based on the above design, the first liquid cooling channel of the power battery can be connected to the first coolant channel of the first heat exchanger to form a coolant circuit in the power battery thermal management system, and the first electric heater can be connected to the second coolant channel of the second heat exchanger to form a coolant circuit in the passenger compartment thermal management system. Furthermore, the first liquid cooling channel can also be sequentially connected to the first electric heater, the second coolant channel of the second heat exchanger, and the first coolant channel of the first heat exchanger to form a coolant circuit. That is, the power battery thermal management system containing the first liquid cooling channel and the first coolant channel can also be coupled with the passenger compartment thermal management system containing the first electric heater and the second coolant channel to form a coolant circuit.

[0007] In this way, when the electric vehicle is in a relatively low-temperature environment, and the passenger compartment needs heating while the power battery needs cooling, by connecting the coolant circuit formed by coupling the aforementioned power battery thermal management system and the passenger compartment thermal management system, the coolant in the first liquid cooling channel can absorb the heat generated by the power battery and then flow into the first electric heater, allowing the first electric heater to recover the waste heat from the power battery. Furthermore, the coolant flowing into the first electric heater, after being heated, can first flow into the second coolant channel to heat the passenger compartment, and then flow from the second coolant channel back into the first coolant channel. The coolant in the first coolant channel can be cooled by natural air cooling in a relatively low-temperature environment before flowing back into the first liquid cooling channel to continue absorbing heat from the power battery. Thus, not only can heat dissipation of the power battery be achieved, but the passenger compartment thermal management system, where the first electric heater and the second coolant channel are located, can also utilize the waste heat from the power battery to heat the passenger compartment. Therefore, while improving the heating efficiency of the passenger compartment thermal management system, it also improves the utilization rate of waste heat in the electric vehicle.

[0008] In one implementation, the electric vehicle further includes a second electric heater, which includes a heating device and a third coolant passage. The outlet of the first coolant passage is connected to the inlet of the first liquid cooling passage via the third coolant passage. Specifically, the heating device is used to heat the coolant flowing from the outlet of the first liquid cooling passage into the third coolant passage while the first electric heater heats the coolant flowing out from the outlet of the first liquid cooling passage and delivers the heated coolant to the inlet of the first coolant passage via the second coolant passage.

[0009] Based on the above design, the third coolant channel in the second electric heater can be connected in series in the coolant circuit formed by the first liquid cooling channel, the first electric heater, the second coolant channel, and the first coolant channel in sequence. Thus, when the electric vehicle is in a relatively low-temperature environment and both the passenger compartment and the power battery require heating, by opening the coolant circuit and ensuring that the heating devices in both the first and second electric heaters are in heating mode, the coolant heated by the first electric heater can first flow into the second coolant channel to heat the passenger compartment. Then, the coolant flows from the second coolant channel through the first coolant channel into the third coolant channel of the second electric heater. The coolant in the third coolant channel, after being heated by the heating device in the second electric heater, flows into the first liquid cooling channel to heat the power battery. Therefore, the coolant in the above-mentioned coolant circuit can simultaneously utilize the heating output of the first and second electric heaters to heat both the passenger compartment and the power battery, thereby significantly improving the heating efficiency of both.

[0010] In one implementation, the electric vehicle further includes a compressor, a third heat exchanger, and a first expansion valve. The first heat exchanger also includes a first refrigerant passage for heat exchange with a first coolant passage. The compressor, third heat exchanger, first expansion valve, and first refrigerant passage are sequentially connected to form a circuit. The compressor is designed to stop operating when the passage between the outlet of the first liquid-cooled passage and the inlet of the first electric heater is open.

[0011] Based on the above design, when the coolant circuit formed by connecting the first liquid cooling channel and the first coolant channel is open, the coolant in the aforementioned coolant circuit can be cooled using the refrigerant circuit formed by the compressor, the third heat exchanger, the first expansion valve, and the first refrigerant channel of the first heat exchanger, thereby achieving heat dissipation for the power battery. Furthermore, when the channel between the first liquid cooling channel and the first electric heater is opened, allowing the first electric heater to recover waste heat from the power battery through the coolant circuit formed by the sequential connection of the first liquid cooling channel, the first electric heater, the second coolant channel, and the first coolant channel, stopping the compressor prevents the heat from the coolant in the first coolant channel from being absorbed by the refrigerant in the first refrigerant channel. This allows more waste heat from the power battery to be recovered by the first electric heater, effectively improving the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle.

[0012] In one implementation, the electric vehicle further includes a second expansion valve and a fourth heat exchanger. The fourth heat exchanger includes a second refrigerant passage and a second air duct. The second refrigerant passage is used for heat exchange with the second air duct. The compressor is also sequentially connected to a third heat exchanger, the second expansion valve, and the second refrigerant passage to form a cooling circuit. The air outlet and air inlet of the second air duct are connected to the interior space of the passenger compartment.

[0013] Based on the above design, the refrigerant circuit formed by the compressor, the third heat exchanger, the second expansion valve, and the second refrigerant channel can be used to cool the gas flowing in the second air duct, thereby achieving cooling of the passenger compartment. Furthermore, by sharing the compressor and the third heat exchanger between the refrigerant circuit cooling the passenger compartment and the refrigerant circuit cooling the power battery, the integration of the passenger compartment thermal management system and the power battery thermal management system in electric vehicles can be improved, reducing the number of components used and thus contributing to cost optimization for electric vehicles.

[0014] In one implementation, the electric vehicle further includes a four-way valve. The first port of the four-way valve is connected to the outlet of the first liquid cooling channel, the second port is connected to the inlet of the first coolant channel, the third port is connected to the inlet of the first electric heater, and the fourth port is connected to the outlet of the second coolant channel. The four-way valve is used to open the passage between the outlet of the first liquid cooling channel and the inlet of the first coolant channel, and also to open the passage between the outlet of the second coolant channel and the inlet of the first electric heater. Alternatively, the four-way valve is used to open the passage between the outlet of the first liquid cooling channel and the inlet of the first electric heater, and also to open the passage between the outlet of the second coolant channel and the inlet of the first coolant channel.

[0015] Based on the above design, the flow channels of coolant in the first liquid cooling channel and the second coolant channel can be switched by adjusting the on / off states of different valve ports of the four-way valve. Furthermore, the coolant circuit formed by connecting the first liquid cooling channel and the first coolant channel, and the coolant circuit formed by connecting the first electric heater and the second coolant channel, can be made conductive respectively; or the coolant circuit formed by coupling the power battery thermal management system containing the first liquid cooling channel and the first coolant channel with the passenger compartment thermal management system containing the first electric heater and the second coolant channel can be made conductive.

[0016] In one implementation, the electric vehicle further includes a motor, a motor controller, and a radiator, with the motor controller driving the motor. At least one of the motor controller and the motor includes a second liquid-cooling channel. The outlet of the second liquid-cooling channel is connected to the inlet of the radiator. The outlet of the radiator is connected to the fourth port of a four-way valve, and the third port of the four-way valve is also connected to the inlet of the second liquid-cooling channel. The four-way valve is used to open the channel between the outlet of the second coolant channel and the inlet of the first electric heater, and also to open the channel between the outlet of the radiator and the inlet of the second liquid-cooling channel. Alternatively, the four-way valve is used to open the channels between the outlet of the first liquid-cooling channel and the inlet of the first electric heater, and between the outlet of the second coolant channel and the inlet of the first coolant channel, as well as the channels between the outlet of the first liquid-cooling channel and the inlet of the first coolant channel, and between the outlet of the first liquid-cooling channel and the inlet of the second liquid-cooling channel, when the channels between the outlet of the first liquid-cooling channel and the inlet of the first electric heater, and between the outlet of the second coolant channel and the inlet of the first coolant channel are already open.

[0017] Based on the above design, the motor control cooling system, where the second liquid cooling channel and radiator of the motor and / or motor controller are located, can be coupled to the power battery thermal management system, where the first liquid cooling channel and the first coolant channel are located, and the passenger compartment thermal management system, where the first electric heater and the second coolant channel are located, through a four-way valve, thereby improving the integration of the whole vehicle thermal management system in electric vehicles.

[0018] Furthermore, in practical applications, by adjusting the states between the different valve ports of the four-way valve, the cooling circuit formed by the coupling of the power battery thermal management system (containing the first liquid cooling channel and the first coolant channel) with the passenger compartment thermal management system (containing the first electric heater and the second coolant channel) can be simultaneously connected. Simultaneously, the motor control cooling system (containing the second liquid cooling channel and the radiator) can also be connected to the aforementioned cooling circuit. In this way, the coolant in the second liquid cooling channel can absorb heat from the motor or motor controller and first flow into the radiator, then from the radiator through the first coolant channel and the first liquid cooling channel into the first electric heater. This allows the passenger compartment thermal management system (containing the first electric heater and the second coolant channel) to utilize not only the waste heat from the power battery but also the waste heat from the motor and / or motor controller to heat the passenger compartment. Consequently, the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle can be significantly improved.

[0019] In one implementation, the electric vehicle further includes a fan with its outlet facing the radiator. The fan is configured to stop operating when the passage between the radiator outlet and the inlet of the first coolant passage, and between the outlet of the first liquid cooling passage and the inlet of the second liquid cooling passage, is open.

[0020] Based on the above design, when the coolant circuit formed by the coupling of the power battery thermal management system (containing the first liquid cooling channel and the first coolant channel) and the passenger compartment thermal management system (containing the first electric heater and the second coolant channel) is connected to the second liquid cooling channel and the radiator, stopping the fan can reduce the amount of heat dissipated from the radiator, allowing more heat from the motor or motor controller to be recovered by the first electric heater. This, in turn, improves the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle.

[0021] In one implementation, the electric vehicle further includes a connecting channel, which is connected in parallel with the radiator between the outlet of the second liquid cooling channel and the fourth valve port of the four-way valve. The inlet of the connecting channel is connected to the outlet of the second liquid cooling channel, and the outlet of the connecting channel is connected to the fourth valve port of the four-way valve.

[0022] Based on the above design, when the first electric heater recovers waste heat from the motor and / or motor controller, the coolant in the second liquid cooling channel can absorb heat from the motor or motor controller and then flow through the connecting channel to the fourth port of the four-way valve. It should be understood that when the coolant in the second liquid cooling channel absorbs heat from the motor or motor controller and flows through the radiator to the fourth port of the four-way valve, the heat in the coolant is easily dissipated through the radiator. Therefore, by allowing the coolant to circulate through the connecting channel, the problem of heat dissipation through the radiator in the coolant can be alleviated, thereby allowing more heat from the motor and / or motor controller to be recovered by the first electric heater. This can better improve the heating efficiency of the passenger compartment thermal management system for the passenger compartment and the utilization rate of waste heat in the electric vehicle.

[0023] In one implementation, the electric vehicle further includes a three-way valve. The first port of the three-way valve is connected to the outlet of the second liquid-cooling channel, the second port is connected to the inlet of the radiator, and the third port is connected to the inlet of the connecting channel. The three-way valve is used to open the channel between the outlet of the second liquid-cooling channel and the inlet of the radiator. Alternatively, the three-way valve is used to open the channel between the outlet of the second liquid-cooling channel and the inlet of the connecting channel.

[0024] Based on the above design, the flow path of the coolant in the second liquid cooling channel can be switched by adjusting the state between the different valve ports of the three-way valve. Furthermore, this allows for connection between the outlet of the second liquid cooling channel and the inlet of the radiator, or between the outlet of the second liquid cooling channel and the inlet of the connecting channel.

[0025] In one implementation, the motor and the motor controller each include a second liquid cooling channel. The second liquid cooling channel of the motor and the second liquid cooling channel of the motor controller are connected in parallel between the third valve port of the four-way valve and the liquid inlet of the radiator. Alternatively, the second liquid cooling channel of the motor and the second liquid cooling channel of the motor controller are connected in series between the third valve port of the four-way valve and the liquid inlet of the radiator.

[0026] Based on the above design, the second liquid cooling channel of the motor, the second liquid cooling channel of the motor controller, and the motor electronic control cooling system containing the radiator can be coupled to the power battery thermal management system containing the first liquid cooling channel and the first coolant channel, as well as the passenger compartment thermal management system containing the first electric heater and the second coolant channel, through a four-way valve. This further improves the integration of the vehicle's thermal management system in electric vehicles. Furthermore, in practical applications, the passenger compartment thermal management system containing the first electric heater and the second coolant channel can utilize the waste heat from the power battery, motor, and motor controller to heat the passenger compartment, thereby maximizing the utilization of waste heat in electric vehicles. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of a charging device for charging an electric vehicle, as provided in an embodiment of this application.

[0028] Figure 2 This is a structural schematic diagram of an electric vehicle provided in an embodiment of this application.

[0029] Figure 3 and Figure 4 These are one of the embodiments provided in this application. Figure 2 The diagram shows the specific structure of the electric vehicle.

[0030] Figures 5 to 9 These are examples provided in the embodiments of this application. Figure 4 The diagram shows the working process of the thermal management system in the electric vehicle.

[0031] Figure 10 This is another embodiment provided in this application. Figure 2 The diagram shows the specific structure of the electric vehicle. Detailed Implementation

[0032] To facilitate understanding of the embodiments of this application, the following points will be explained before introducing the embodiments of this application.

[0033] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more features. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more, and "at least one" and "one or more" refer to one, two, or more than two.

[0034] In the description of the embodiments of this application, unless otherwise stated, "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0035] The technical solution in this application will now be described with reference to the accompanying drawings.

[0036] First, to facilitate understanding of the technical solutions provided in the embodiments of this application, the application scenarios applicable to the embodiments of this application will be introduced.

[0037] Figure 1 This is a schematic diagram of a scenario where a charging device 10 charges an electric vehicle 20, as provided in an embodiment of this application.

[0038] Combination Figure 1 In (a) and (b), the charging device 10 is used to receive the alternating current output from the power grid 30, convert the alternating current into direct current, and then deliver it to the electric vehicle 20 to charge the electric vehicle 20.

[0039] In some embodiments, such as Figure 1 As shown in (a), the charging device 10 is a split-type charging device. Specifically, the charging device 10 includes a charging host 11, multiple charging terminals 12, and multiple charging guns 13.

[0040] The charging host 11 includes multiple power conversion devices (not shown in the figure), which convert the AC power output from the grid 30 into stable DC power and then deliver it to each charging terminal 12. These power conversion devices may include, for example, multiple alternating current-to-direct current (AC-DC) converters and multiple direct current-to-direct current (DC-DC) converters.

[0041] In addition, each charging terminal 12 is fixed with at least one charging gun 13, and each charging gun 13 is used to connect to the charging socket of the electric vehicle 20. Each charging terminal 12 is used to transmit DC power received from multiple power conversion devices to the electric vehicle 20 through the charging gun 13 fixed to itself. In a specific implementation, an electric vehicle 20 may be connected to one or more charging guns 13.

[0042] It should be understood that, in the embodiments of this application, the charging terminal 12 may include a cabinet, a human-machine interface, a charging control unit, and a metering and billing unit, etc., for information interaction, power transmission, and metering and billing with the electric vehicle 20.

[0043] It should also be understood that, in the embodiments of this application, the electric vehicle 20 is a means of transportation driven by electric power. The electric vehicle 20 is a pure electric vehicle (pure EV / battery EV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), or a plug-in hybrid electric vehicle (PHEV), etc.

[0044] In other embodiments, such as Figure 1 As shown in (b), the charging device 10 is an integrated charging device. Specifically, the human-machine interface, charging control unit, and metering and billing unit in the charging terminal 12 can be housed together with multiple power conversion devices in the charging host 11, and the charging gun 13 is also directly fixed to the charging host 11. In this way, the charging device 10 may only include the charging host 11 and one or more charging guns 13 fixed to the charging host 11, without including the charging terminal 12.

[0045] Currently, the vehicle thermal management system in electric vehicles 20 mainly includes a power battery thermal management system, a motor and electronic control cooling system, and a passenger compartment thermal management system. The power battery thermal management system regulates the temperature of the power battery in the electric vehicle 20, the motor and electronic control cooling system regulates the temperature of the motor, motor controller, etc., and the passenger compartment thermal management system regulates the temperature of the passenger compartment. For example, when the electric vehicle is in a low-temperature environment such as winter, the passenger compartment thermal management system typically needs to heat the passenger compartment to maintain a suitable temperature.

[0046] However, in current vehicle thermal management systems, the power battery thermal management system, the motor and electronic control cooling system, and the passenger compartment thermal management system are mostly set up independently. When the passenger compartment thermal management system needs to heat the passenger compartment, the electric heater and heat exchanger in the passenger compartment thermal management system are connected to form a heating circuit. The coolant in the heating circuit is heated by the electric heater and then flows into the heat exchanger to exchange heat with the gas in the passenger compartment. Then the coolant flows back from the heat exchanger to the electric heater to be heated again, thus realizing the heating of the passenger compartment by the passenger compartment thermal management system. However, in the above process of heating the passenger compartment, the heat source of the coolant in the heating circuit is only the electric heater, which makes it difficult to improve the heating efficiency of the passenger compartment thermal management system.

[0047] Based on the above, this application provides an electric vehicle in which the passenger compartment thermal management system, where the first electric heater and the second heat exchanger are located, can use the waste heat of the power battery to heat the passenger compartment, thereby improving the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle.

[0048] The electric vehicle provided in the embodiments of this application will now be described in conjunction with the accompanying drawings.

[0049] Figure 2 This is a schematic diagram of the structure of an electric vehicle 40 provided in an embodiment of this application.

[0050] In some embodiments, see Figure 2 The electric vehicle 40 includes a power battery 41 and a first heat exchanger 42. The power battery 41 includes a battery pack 411 and a first liquid cooling channel 412. The first liquid cooling channel 412 is used for thermally conductive contact with the battery pack 411 so that the coolant in the first liquid cooling channel 412 can absorb the heat generated by the battery pack 411.

[0051] Furthermore, the first heat exchanger 42 includes a first coolant channel 421 and a first refrigerant channel 422, with the first refrigerant channel 422 used for heat exchange with the first coolant channel 421. The inlet 4211 of the first coolant channel 421 is connected to the outlet 4121 of the first liquid cooling channel 412, and the outlet 4212 of the first coolant channel 421 is connected to the inlet 4122 of the first liquid cooling channel 412. The first coolant channel 421 is used to cool the coolant flowing out of the outlet 4121 of the first liquid cooling channel 412 and to transport the cooled coolant to the inlet 4122 of the first liquid cooling channel 412. That is, the first coolant channel 421 and the first liquid cooling channel 412 are connected to form a coolant circuit in the power battery thermal management system.

[0052] It should be understood that, in practical implementation, when the electric vehicle is in a relatively high-temperature environment and the battery pack 411 needs heat dissipation, the refrigerant circuit containing the first refrigerant channel 422 and the coolant circuit formed by connecting the first coolant channel 421 and the first liquid cooling channel 412 can be connected. In this way, the refrigerant flowing in the first refrigerant channel 422 and the coolant flowing in the first coolant channel 421 can exchange heat, thereby achieving heat dissipation of the battery pack 411 through the coolant circuit formed by connecting the first coolant channel 421 and the first liquid cooling channel 412.

[0053] When the electric vehicle is in a relatively low-temperature environment and the battery pack 411 needs heat dissipation, only the coolant circuit formed by connecting the first coolant passage 421 and the first liquid cooling passage 412 can be opened. In this case, the coolant in the first liquid cooling passage 412 absorbs the heat generated by the battery pack 411 and flows back into the first coolant passage 421. The coolant in the first coolant passage 421 can dissipate heat to the outside environment through natural air cooling in the relatively low-temperature environment. The cooled coolant can then flow back into the first liquid cooling passage 412 from the first coolant passage 421 to continue absorbing the heat generated by the battery pack 411. Thus, the coolant circuit formed by connecting the first coolant passage 421 and the first liquid cooling passage 412 can also achieve heat dissipation for the battery pack 411.

[0054] In some embodiments, see further reference. Figure 2 The electric vehicle 40 also includes a second heat exchanger 43 and a first electric heater 44. The second heat exchanger 43 includes a first air duct 431 and a second coolant passage 432. The first air duct 431 is used for heat exchange with the second coolant passage 432, and the air outlet and air inlet of the first air duct 431 are respectively connected to the interior space of the passenger compartment, so that the air in the passenger compartment can circulate within the first air duct 431.

[0055] Furthermore, the inlet 441 of the first electric heater 44 is connected to the outlet 4321 of the second coolant passage 432, and the outlet 442 of the first electric heater 44 is connected to the inlet 4322 of the second coolant passage 432. The first electric heater 44 is used to heat the coolant flowing out of the outlet 4321 of the second coolant passage 432 and to deliver the heated coolant to the inlet 4322 of the second coolant passage 432. That is, the first electric heater 44 and the second coolant passage 432 are connected to form a coolant circuit in the crew compartment thermal management system.

[0056] Based on the above design, when the electric vehicle 40 is in a relatively low-temperature environment and the passenger compartment needs to be heated, the coolant circuit formed by connecting the first electric heater 44 and the second coolant passage 432 can be activated. In this way, the coolant heated by the first electric heater 44 can flow into the second coolant passage 432 and exchange heat with the gas in the first air duct 431 to heat the passenger compartment. Afterwards, the coolant flows back from the second coolant passage 432 to the first electric heater 44 to be heated again, thereby realizing the heating of the passenger compartment by the passenger compartment thermal management system.

[0057] For example, the first electric heater 44 may include a coolant passage and a heating device, the coolant passage being connected to the second coolant passage 432 to form a coolant circuit. The electric heater device can be used to heat the coolant flowing in the coolant passage when heating of the crew compartment is required. The heating device may be, for example, a positive temperature coefficient thermistor (PTC) heater.

[0058] For example, the second heat exchanger 43 may be a warm air core.

[0059] In some embodiments, see further reference. Figure 2 The outlet 4121 of the first liquid cooling channel 412 is also connected to the inlet 441 of the first electric heater 44. The outlet 442 of the first electric heater 44 is connected to the inlet 4322 of the second coolant channel 432. The outlet 4321 of the second coolant channel 432 is connected to the inlet 4211 of the first coolant channel 421. The outlet 4212 of the first coolant channel 421 is connected to the inlet 4122 of the first liquid cooling channel 412.

[0060] Based on the above design, the first liquid cooling channel 412 can be sequentially connected to the first electric heater 44, the second coolant channel 432, and the first coolant channel 421 to form a coolant circuit. That is, the power battery thermal management system containing the first liquid cooling channel 412 and the first coolant channel 421 can be coupled with the passenger compartment thermal management system containing the first electric heater 44 and the second coolant channel 432 to form a coolant circuit.

[0061] Thus, when the electric vehicle 40 is in a relatively low-temperature environment, and the passenger compartment needs heating while the battery pack 411 needs heat dissipation, by connecting the coolant circuit formed by the coupling of the power battery thermal management system and the passenger compartment thermal management system, the coolant in the first liquid cooling channel 412 can absorb the heat generated by the battery pack 411 and then flow into the first electric heater 44, allowing the first electric heater 44 to recover the waste heat from the battery pack 411. Furthermore, the coolant flowing into the first electric heater 44, after being heated by the first electric heater 44, can first flow into the second coolant channel 432 to heat the passenger compartment, and then flow from the second coolant channel 432 into the first coolant channel 421. The coolant in the first coolant channel 421 can be cooled by natural air cooling in a relatively low-temperature environment before flowing back into the first liquid cooling channel 412 to continue absorbing the heat generated by the battery pack 411. This not only enables heat dissipation from the battery pack 411, but also allows the passenger compartment thermal management system, where the first electric heater 44 and the second coolant passage 432 are located, to utilize the waste heat from the battery pack 411 to heat the passenger compartment. Furthermore, this improves the heating efficiency of the passenger compartment thermal management system while also increasing the utilization rate of waste heat in the electric vehicle 40, thereby enhancing the overall energy efficiency of the vehicle's thermal management system.

[0062] The following is about Figure 2 The structure of the electric vehicle 40 shown will be described in further detail.

[0063] Figure 3 This is one of the embodiments provided in this application. Figure 2 The diagram shows the specific structure of the electric vehicle 40.

[0064] In some embodiments, see Figure 3 The electric vehicle 40 also includes a second electric heater 45, which includes a third coolant passage 451 and a heating device 452. The heating device 452 is used to heat the coolant in the third coolant passage 451. Specifically, the outlet 4212 of the first coolant passage 421 is connected to the inlet 4122 of the first liquid cooling passage 412 via the third coolant passage 451. Specifically, the inlet 4511 of the third coolant passage 451 is connected to the outlet 4212 of the first coolant passage 421, and the outlet 4512 of the third coolant passage 451 is connected to the inlet 4122 of the first liquid cooling passage 412.

[0065] Based on the above design, when the battery pack 411 needs to be heated, the heating device 452 can be activated to heat the coolant flowing from the third coolant channel 451 to the first liquid cooling channel 412, thereby heating the battery pack 411. When the battery pack 411 does not need to be heated, the heating device 452 can be deactivated, and the coolant flowing in the third coolant channel 451 is not heated.

[0066] For example, the heating device 452 may be a PTC heater.

[0067] In some embodiments, the heating device 452 is used to heat the coolant flowing out of the outlet 4121 of the first liquid cooling channel 412 when the first electric heater 43 heats the coolant and delivers the heated coolant to the inlet 4211 of the first coolant channel 421 through the second coolant channel 432: heats the coolant flowing from the outlet 4212 of the first coolant channel 421 into the third coolant channel 451.

[0068] It should be understood that by connecting the outlet 4212 of the first coolant channel 421 to the inlet 4122 of the first liquid cooling channel 412 through the third coolant channel 451, the third coolant channel 451 can be connected in series to the coolant circuit formed by the first liquid cooling channel 412, the first electric heater 44, the second coolant channel 432, and the first coolant channel 421 in sequence.

[0069] Thus, when the electric vehicle 40 is in a relatively low-temperature environment and both the passenger compartment and the battery pack 411 require heating, by connecting the coolant circuit formed by the coupling of the power battery thermal management system and the passenger compartment thermal management system, the coolant heated by the first electric heater 44 can first flow into the second coolant channel 432 to heat the passenger compartment. Then, the coolant flows from the second coolant channel 432 through the first coolant channel 421 into the third coolant channel 451. The coolant in the third coolant channel 451, after being heated by the heating device 452 in the second electric heater, flows into the first liquid cooling channel 412 to heat the battery pack 411. Therefore, the coolant in the aforementioned coolant circuit can simultaneously utilize the heating output of the first electric heater 44 and the second electric heater 45 to heat both the passenger compartment and the battery pack 411, thereby significantly improving the heating efficiency of both.

[0070] In some embodiments, see Figure 3 The electric vehicle 40 also includes a compressor 46, a third heat exchanger 47, and a first expansion valve 48. The compressor 46, the third heat exchanger 47, the first expansion valve 48, and the first refrigerant passage 422 are sequentially connected to form a cooling circuit. Furthermore, the compressor 46 is designed to stop operating when the passage between the outlet 4121 of the first liquid cooling passage 412 and the inlet 441 of the first electric heater 44 is open.

[0071] Based on the above design, when the coolant circuit formed by connecting the first coolant channel 421 and the first liquid cooling channel 412 is connected, the refrigerant circuit formed by sequentially connecting the compressor 46, the third heat exchanger 47, the first expansion valve 48 and the first refrigerant channel 422 can be connected to cool the coolant in the above-mentioned coolant circuit using the refrigerant flowing in the first refrigerant channel 422, thereby achieving heat dissipation for the battery pack 411.

[0072] When the first electric heater 44 recovers waste heat from the battery pack 411 through the channel between the outlet 4121 of the first liquid cooling channel 412 and the inlet 441 of the first electric heater 44, forming a coolant circuit that connects the first liquid cooling channel 412, the first electric heater 44, the second coolant channel 432, and the first coolant channel 421 in sequence, stopping the compressor 46 disconnects the refrigerant circuit, preventing the heat from the coolant in the first coolant channel 421 from being absorbed by the refrigerant in the first refrigerant channel 422. This allows more waste heat from the battery pack 411 to be recovered by the first electric heater 44, effectively improving the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle 40.

[0073] For example, the first heat exchanger 42 may be an evaporator and the third heat exchanger 47 may be a condenser.

[0074] In some embodiments, see Figure 3 The electric vehicle 40 also includes a second expansion valve 49 and a fourth heat exchanger 410. The fourth heat exchanger 410 includes a second air duct 4101 and a second refrigerant passage 4102, which is used for heat exchange with the second air duct 4101. The compressor 46 is also sequentially connected to the third heat exchanger 47, the second expansion valve 49, and the second refrigerant passage 4102 to form a cooling circuit. The air outlet and air inlet of the second air duct 4101 communicate with the interior space of the passenger compartment, allowing air to circulate within the passenger compartment through the second air duct 4101.

[0075] Based on the above design, when the electric vehicle 40 is in a relatively high-temperature environment and the passenger compartment needs cooling, the refrigerant circuit formed by the sequential connection of the compressor 46, the third heat exchanger 47, the second expansion valve 49, and the second refrigerant passage 4102 can be activated. This allows the refrigerant flowing through the second refrigerant passage 4102 to cool the gas flowing through the second air duct 4101, thereby cooling the passenger compartment. Furthermore, by sharing the compressor 46 and the third heat exchanger 47 between the refrigerant circuit cooling the passenger compartment and the refrigerant circuit cooling the battery pack 411, the integration of the passenger compartment thermal management system and the power battery thermal management system in the electric vehicle 40 can be improved, reducing the number of components used and thus contributing to cost optimization of the electric vehicle 40.

[0076] For example, the fourth heat exchanger 410 may be an evaporator.

[0077] In some embodiments, see Figure 3 The electric vehicle 40 also includes a four-way valve 420. The first valve port 1 of the four-way valve 420 is connected to the outlet 4121 of the first liquid cooling channel 412, the second valve port 2 of the four-way valve 420 is connected to the inlet 4211 of the first coolant channel 421, the third valve port 3 of the four-way valve 420 is connected to the inlet 441 of the first electric heater 44, and the fourth valve port 4 of the four-way valve 420 is connected to the outlet 4321 of the second coolant channel 432.

[0078] Furthermore, the four-way valve 420 is used to open the channel between the outlet 4121 of the first liquid cooling channel 412 and the inlet 4211 of the first coolant channel 421, and to open the channel between the outlet 4321 of the second coolant channel 432 and the inlet 441 of the first electric heater 44. That is, the channel between the first valve port 1 and the second valve port 2 of the four-way valve 420 is adjusted to be open, and the third valve port 3 and the fourth valve port 4 of the four-way valve 420 are also adjusted to be open. In this way, the coolant circuit formed by the connection of the first coolant channel 421 and the first liquid cooling channel 412, and the coolant circuit formed by the connection of the first electric heater 44 and the second coolant channel 432, can be opened respectively.

[0079] Alternatively, the four-way valve 420 is used to open the channel between the outlet 4121 of the first liquid cooling channel 412 and the inlet 441 of the first electric heater 44, and to open the channel between the outlet 4321 of the second coolant channel 432 and the inlet 4211 of the first coolant channel 421. That is, the first valve port 1 and the third valve port 3 of the four-way valve 420 are adjusted to be in a conducting state, and the second valve port 2 and the fourth valve port 4 of the four-way valve 420 are also adjusted to be in a conducting state. This allows the coolant circuit formed by the coupling of the power battery thermal management system containing the first liquid cooling channel 412 and the first coolant channel 421 with the passenger compartment thermal management system containing the first electric heater 44 and the second coolant channel 432 to be connected.

[0080] In some embodiments, see Figure 3 The battery vehicle 40 also includes a motor, a motor controller, and a radiator 450, the motor controller being used to drive the motor. At least one of the motor controller and the motor includes a second liquid cooling channel, for example... Figure 3 As shown, taking a motor controller that includes a second liquid cooling channel 430a, but a motor that does not include a second liquid cooling channel, as an example. The outlet of the second liquid cooling channel 430a of the motor controller is connected to the inlet 4501 of the radiator 450, the outlet 4502 of the radiator 450 is connected to the fourth port 4 of the four-way valve 420, and the third port 3 of the four-way valve 420 is also connected to the inlet of the second liquid cooling channel 430a of the motor controller.

[0081] Based on the above design, the motor control cooling system, where the second liquid cooling channel 430a of the motor controller and the radiator 450 are located, can be coupled to the power battery thermal management system, where the first liquid cooling channel 412 and the first coolant channel 421 are located, and the passenger compartment thermal management system, where the first electric heater 44 and the second coolant channel 432 are located, through the four-way valve 420. This improves the integration of the vehicle thermal management system in the electric vehicle 40. Furthermore, in practical applications, by adjusting the on / off state between different ports of the four-way valve 420, not only can the flow channels of the coolant in the first liquid cooling channel 412 and the second coolant channel 432 be switched, but also the flow channels of the coolant in the radiator 450 can be switched.

[0082] For example, in some embodiments, the four-way valve 420 is used to open the channel between the outlet 4321 of the second coolant channel 432 and the inlet 441 of the first electric heater 44, and also to open the channel between the outlet 4502 of the radiator 450 and the inlet of the second liquid cooling channel 430a of the motor controller.

[0083] Specifically, by opening the passage between the first valve port 1 and the second valve port 2 of the four-way valve 420, and opening the passage between the third valve port 3 and the fourth valve port 4 of the four-way valve 420, not only can the coolant circuit formed by connecting the first coolant passage 421 and the first liquid cooling passage 412, and the coolant circuit formed by connecting the first electric heater 44 and the second coolant passage 432 be opened, but the passage between the outlet 4502 of the radiator 450 and the inlet of the second liquid cooling passage 430a of the motor controller can also be opened, thereby opening the coolant circuit formed by connecting the radiator 450 and the second liquid cooling passage 430a of the motor controller. In this way, the coolant in the second liquid cooling passage 430 of the motor controller, after absorbing the heat generated by the motor controller, can flow into the radiator 450 for cooling, thereby achieving heat dissipation for the motor controller.

[0084] In other embodiments, the four-way valve 420 is used to open the channel between the outlet 4121 of the first liquid cooling channel 412 and the inlet 441 of the first electric heater 44, and the channel between the outlet 4321 of the second coolant channel 432 and the inlet 4211 of the first coolant channel 421, as well as the channel between the outlet 4502 of the radiator 450 and the inlet 4211 of the first coolant channel 421, and the channel between the outlet 4121 of the first liquid cooling channel 412 and the inlet of the second liquid cooling channel 430a of the motor controller, when the channel between the outlet 4121 of the first liquid cooling channel 412 and the inlet of the second liquid cooling channel 430a of the motor controller is opened.

[0085] Specifically, by making the channels between the first valve port 1 and the third valve port 3 of the four-way valve 420, and between the second valve port 2 and the fourth valve port 4 of the four-way valve 420 respectively connected, in addition to making the cooling circuit formed by the coupling of the power battery thermal management system where the first liquid cooling channel 412 and the first coolant channel 421 are located with the passenger compartment thermal management system where the first electric heater 44 and the second coolant channel 432 are located, the outlet 4502 of the radiator 450 and the inlet of the second liquid cooling channel 430a of the motor controller connected to the above-mentioned cooling circuit.

[0086] Therefore, the coolant in the second liquid cooling channel 430a of the motor controller can absorb the heat from the motor controller and flow into the first electric heater 44 through the radiator 450, the first coolant channel 421, and the first liquid cooling channel 412. This allows the passenger compartment thermal management system, where the first electric heater 44 and the second coolant channel 432 are located, to heat the passenger compartment using not only the waste heat from the battery pack 411 but also the waste heat from the motor controller. This further improves the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle 40.

[0087] In some embodiments, see Figure 3 The electric vehicle 40 also includes a fan N, the outlet of which faces the radiator 450. Furthermore, the fan N is configured to stop operating when the channels between the outlet 4502 of the radiator 450 and the inlet 4211 of the first coolant channel 421, and between the outlet 4121 of the first liquid cooling channel 412 and the inlet of the second liquid cooling channel 430a of the motor controller, are open.

[0088] Specifically, when the electric vehicle 40 is in a relatively high-temperature environment, the coolant circuit formed by the connection between the radiator 450 and the second liquid-cooling channel 430a of the motor controller can be opened through the four-way valve 420, and the fan N can be put into operation. Furthermore, the fan N can accelerate the airflow through the radiator 450, thereby increasing the efficiency of heat dissipation from the coolant in the radiator 450, and thus improving the heat dissipation efficiency of the radiator 450 for the motor controller.

[0089] When the electric vehicle 40 is in a relatively low temperature environment, the four-way valve 420 can be used to connect the power battery thermal management system where the first liquid cooling channel 412 and the first coolant channel 421 are located, and the passenger compartment thermal management system where the first electric heater 44 and the second coolant channel 432 are located, forming a coolant circuit. This will also connect the outlet 4502 of the radiator 450 and the inlet of the second liquid cooling channel 430a of the motor controller to the aforementioned coolant circuit.

[0090] At this time, the coolant in the second liquid cooling channel 430a of the motor controller absorbs the heat generated by the motor controller and is cooled by natural air cooling in the radiator 450 and the first coolant channel 421, thus meeting the heat dissipation requirements of the motor controller. In this case, by stopping the fan N, the degree of heat loss from the coolant in the radiator 450 can be reduced, allowing more heat from the motor controller to be recovered by the first electric heater 44. This, in turn, improves the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle 40.

[0091] In some embodiments, see Figure 3 The electric vehicle 40 also includes a connecting channel M. The connecting channel M and the radiator 450 are connected in parallel between the outlet of the second liquid cooling channel 430a of the motor controller and the fourth valve port 4 of the four-way valve 420. The inlet of the connecting channel M is connected to the outlet of the second liquid cooling channel 430a of the motor controller, and the outlet of the connecting channel M is connected to the fourth valve port 4 of the four-way valve 420.

[0092] Based on the above design, when the first electric heater 44 recovers waste heat from the motor controller, the coolant in the second liquid cooling channel 430a of the motor controller, after absorbing heat from the motor controller, can flow through the connecting channel M to the fourth valve port 4 of the four-way valve 420. The coolant in the second liquid cooling channel 430a of the motor controller flows through the radiator 450 to the fourth valve port 4 of the four-way valve 420, and the heat in the coolant is easily dissipated through the radiator 450. Therefore, by allowing the coolant to circulate through the connecting channel M, the problem of heat dissipation through the radiator 450 can be alleviated, thereby allowing more heat from the motor controller to be recovered by the first electric heater 44. This can better improve the heating efficiency of the passenger compartment thermal management system for the passenger compartment and the utilization rate of waste heat in the electric vehicle 40.

[0093] In some embodiments, see Figure 3 The electric vehicle 40 also includes a three-way valve 440. The first valve port a of the three-way valve 440 is connected to the outlet of the second liquid cooling channel 430a of the motor controller, the second valve port b of the three-way valve 440 is connected to the inlet 4501 of the radiator 450, and the third valve port c of the three-way valve 440 is connected to the inlet of the connecting channel M.

[0094] Furthermore, the three-way valve 440 is used to open the channel between the outlet of the second liquid cooling channel 430a of the motor controller and the inlet 4501 of the radiator 450. Alternatively, the three-way valve 440 is used to open the channel between the outlet of the second liquid cooling channel 430a of the motor controller and the inlet of the connecting channel M. That is, the channel between the first valve port a and the second valve port b of the three-way valve 440 is adjusted to be open, or the first valve port a and the third valve port c of the three-way valve 440 are adjusted to be open.

[0095] Based on the above design, the flow of coolant in the second liquid cooling channel 430a of the motor controller to the inlet 4501 of the radiator 450 or to the inlet of the connecting channel M can be switched by adjusting the on / off state between different valve ports of the three-way valve 440.

[0096] It should be understood that the above description of the second liquid cooling channel 430a of the motor controller also applies to the second liquid cooling channel in the motor, and will not be repeated here.

[0097] In some embodiments, see Figure 3 The electric vehicle 40 also includes a two-way valve 460, and the third valve port 3 of the four-way valve 420 is connected to the liquid inlet 441 of the first electric heater 44 through the two-way valve 460. In this way, the passage between the third valve port 3 of the four-way valve 420 and the liquid inlet 441 of the first electric heater 44 can be opened or closed through the two-way valve 460.

[0098] For example, when the crew compartment requires heating, the two-way valve 460 can open the passage between the third valve port 3 of the four-way valve 420 and the liquid inlet 441 of the first electric heater 44. When the crew compartment does not require heating, the two-way valve 460 can close the passage between the third valve port 3 of the four-way valve 420 and the liquid inlet 441 of the first electric heater 44.

[0099] Figure 4 This is another embodiment provided in this application. Figure 2 The diagram shows the specific structure of the electric vehicle 40.

[0100] and Figure 3 The motor controller shown includes a second liquid cooling channel 430a, while the motor does not include a second liquid cooling channel. Figure 4 In the electric vehicle 40 shown, the motor controller and the motor each include a second liquid cooling channel, that is, the motor controller includes a second liquid cooling channel 430a and the motor includes a second liquid cooling channel 430b.

[0101] The second liquid cooling channel 430a of the motor controller and the second liquid cooling channel 430b of the motor can be connected in parallel between the third valve port 3 of the four-way valve 420 and the liquid inlet 4501 of the radiator 450. Or, as Figure 4 As shown, the second liquid cooling channel 430a of the motor controller and the second liquid cooling channel 430b of the motor are connected in series between the third valve port 3 of the four-way valve 420 and the liquid inlet 4501 of the radiator 450.

[0102] It should be understood that Figure 4 For a description of the second liquid cooling channel 430a of the motor controller and the second liquid cooling channel 430b of the motor shown, please refer to [reference needed]. Figure 3 The description of the second liquid cooling channel 430a of the motor controller in the illustrated embodiment will not be repeated here.

[0103] Based on the above design, the motor control cooling system, including the second liquid cooling channel 430a of the motor controller, the second liquid cooling channel 430b of the motor, and the radiator 450, can be coupled to the power battery thermal management system, including the first liquid cooling channel 412 and the first coolant channel 421, and the passenger compartment thermal management system, including the first electric heater 44 and the second coolant channel 432, via a four-way valve 420. This further improves the integration of the vehicle's thermal management system in the electric vehicle 40. Furthermore, in practical applications, the passenger compartment thermal management system, including the first electric heater 44 and the second coolant channel 432, can utilize the waste heat from the battery pack 411, the motor, and the motor controller to heat the passenger compartment, thereby maximizing the utilization of waste heat in the electric vehicle 40.

[0104] In other embodiments, the electric vehicle 40 may further include an air pump, in which a liquid-cooling channel can be connected in series with the second liquid-cooling channel 430a of the motor controller and the second liquid-cooling channel 430b of the motor between the third valve port 3 of the four-way valve 420 and the liquid inlet 4501 of the radiator 450. Alternatively, the liquid-cooling channel in the air pump can be connected in parallel with the second liquid-cooling channel 430a of the motor controller and the second liquid-cooling channel 430b of the motor between the third valve port 3 of the four-way valve 420 and the liquid inlet 4501 of the radiator 450. Furthermore, the first electric heater 44 can also recover waste heat from the air pump.

[0105] The above describes the coupling structure between the power battery thermal management system, the passenger compartment thermal management system, and the motor and electronic control cooling system of the electric vehicle 40. The following section will... Figure 4 Taking the electric vehicle 40 shown as an example, the specific working process of each of the above thermal management systems is introduced when the electric vehicle 40 is in different ambient temperatures.

[0106] Figures 5 to 9 These are examples provided in the embodiments of this application. Figure 4 The diagram shows the working process of the thermal management system in the electric vehicle 40.

[0107] In some embodiments, combined with Figure 5 and Figure 6 Electric vehicles are in high-temperature environments. For example, such as... Figure 5 As shown, the ambient temperature range of the electric vehicle 40 is 28℃~65℃, and the battery pack 411, passenger compartment, motor and motor controller all require heat dissipation and cooling.

[0108] In this configuration, the electric vehicle 40 can connect to a refrigerant circuit formed by the sequential connection of compressor 46, third heat exchanger 47, first expansion valve 48, and first refrigerant passage 422, as well as a refrigerant circuit formed by the sequential connection of compressor 46, third heat exchanger 47, second expansion valve 49, and second refrigerant passage 4102. Furthermore, the electric vehicle 40 can also connect to a coolant circuit formed by the sequential connection of first liquid cooling passage 412 and first coolant passage 421, and a coolant circuit formed by the sequential connection of second liquid cooling passage 430a of the motor controller, second liquid cooling passage 430b of the motor, and radiator 450. This allows for heat dissipation of the battery pack 411, passenger compartment, motor, and motor controller. The specific flow directions of the coolant and refrigerant in the electric vehicle 40 can be referenced as follows: Figure 5 The thick solid arrow and thick dashed arrow are shown in the image.

[0109] Or, such as Figure 6As shown, the temperature range of the environment in which the electric vehicle 40 is located is 18℃~28℃. The battery pack 411, the motor and the motor controller all need to be cooled by heat dissipation, while the passenger compartment does not need to be heated or cooled.

[0110] In this configuration, the electric vehicle 40 can connect the refrigerant circuit formed by the sequential connection of the compressor 46, the third heat exchanger 47, the first expansion valve 48, and the first refrigerant passage 422, as well as the coolant circuit formed by the connection of the first liquid cooling passage 412 and the first coolant passage 421. Furthermore, the electric vehicle 40 can also connect the coolant circuit formed by the sequential connection of the second liquid cooling passage 430a of the motor controller, the second liquid cooling passage 430b of the motor, and the radiator 450. This allows for cooling of the battery pack 411, the motor, and the motor controller. The specific flow directions of the coolant and refrigerant in the electric vehicle 40 can be referenced as follows: Figure 6 The thick solid arrow and thick dashed arrow are shown in the image.

[0111] In some embodiments, combined with Figure 7 and Figure 8 Electric vehicles are in medium to low temperature environments. For example, such as... Figure 7 As shown, the electric vehicle 40 is in a medium-temperature environment with a temperature range of 13℃ to 18℃. The battery pack 411, the motor, and the motor controller all require heat dissipation and cooling, while the passenger compartment requires heating. Furthermore, in specific implementations, the refrigerant circuit containing the first refrigerant channel 422 needs to be activated to meet the heat dissipation requirements of the battery pack 411.

[0112] In this configuration, the electric vehicle 40 can connect the refrigerant circuit formed by the sequential connection of the compressor 46, the third heat exchanger 47, the first expansion valve 48, and the first refrigerant passage 422, as well as the coolant circuit formed by the connection of the first liquid cooling passage 412 and the first coolant passage 421. Furthermore, the electric vehicle 40 can also connect the coolant circuit formed by the sequential connection of the second liquid cooling passage 430a of the motor controller, the second liquid cooling passage 430b of the motor, and the radiator 450, as well as the coolant circuit formed by the connection of the first electric heater 44 and the second coolant passage 432. This allows for cooling of the battery pack 411, the motor, and the motor controller, and heating of the passenger compartment. The specific flow directions of the coolant and refrigerant in the electric vehicle 40 can be referenced as follows: Figure 7 The thick solid arrow and thick dashed arrow are shown in the image.

[0113] Or, such as Figure 8As shown, the electric vehicle 40 is in a medium-temperature environment with a temperature range of 13℃~18℃ or 5℃~13℃, or in a low-temperature environment with a temperature range of -20℃~5℃ or -35℃~-20℃. The battery pack 411, motor, and motor controller require heat dissipation and cooling, while the passenger compartment requires heating. Furthermore, in practical implementation, the coolant in the first liquid cooling channel 412 absorbs the heat generated by the battery pack 411, and the heat dissipation requirements of the battery pack 411 can be met through natural air cooling.

[0114] In this configuration, the electric vehicle 40 can establish a coolant circuit formed by the sequential connection of the first liquid cooling channel 412 with the first electric heater 44, the second coolant channel 432, and the first coolant channel 421, and connect the second liquid cooling channel 430a of the motor controller, the second liquid cooling channel 430b of the motor, and the radiator 450 to the aforementioned coolant circuit. This allows for heat dissipation of the battery pack 411, the motor, and the motor controller, while the first electric heater 44 utilizes the residual heat from the battery pack 411, the motor, and the motor controller to heat the passenger compartment. The specific flow direction of the coolant in the electric vehicle 40 can be referenced as follows: Figure 8 The thick solid arrow and thick dashed arrow are shown in the image.

[0115] It should be understood that, in order for the first electric heater 44 to recover more waste heat from the motor controller and the motor, when the electric vehicle 40 is in a medium-temperature environment of 5℃~13℃, or in a low-temperature environment of -20℃~5℃, or -35℃~-20℃, the fan N can be stopped. At this time, the coolant in the second liquid cooling channel 430a of the motor controller and the second liquid cooling channel 430b of the motor can meet the heat dissipation requirements of the motor controller and the motor by natural air cooling after absorbing the heat from the motor controller and the motor.

[0116] In some embodiments, see Figure 9 The electric vehicle 40 operates in a low-temperature environment with a temperature range of -20℃ to 5℃ or -35℃ to -20℃. The battery pack 411, motor, and motor controller require heat dissipation and cooling, while the passenger compartment requires heating. To further enable the first electric heater 44 to recover more waste heat from the motor controller and motor, the electric vehicle 40 can, in addition to connecting the first liquid cooling channel 412 to the first electric heater 44, the second coolant channel 432, and the first coolant channel 421 in sequence to form a coolant circuit, also connect the second liquid cooling channel 430a of the motor controller, the second liquid cooling channel 430b of the motor, and the connecting channel M to the aforementioned coolant circuit.

[0117] Furthermore, the battery pack 411, motor, and motor controller can be cooled separately, while the first electric heater 44 utilizes the waste heat from the battery pack 411, motor, and motor controller to heat the passenger compartment. The specific flow direction of the coolant in the electric vehicle 40 can be referenced as follows: Figure 9 The thick solid arrow and thick dashed arrow are shown in the image.

[0118] In other embodiments, see further description. Figure 9 The electric vehicle 40 is in a low-temperature environment with a temperature range of -20℃ to 5℃ or -35℃ to -20℃. The motor and motor controller need to be cooled, and the battery pack 411 and passenger compartment need to be heated. For example, the battery pack 411 and passenger compartment need to be heated before the electric vehicle 40 is started.

[0119] In this configuration, the electric vehicle 40 can connect the first liquid cooling channel 412 to the first electric heater 44, the second coolant channel 432, and the first coolant channel 421 in sequence to form a coolant circuit, and connect the second liquid cooling channel 430a of the motor controller, the second liquid cooling channel 430b of the motor, and the connecting channel M to the aforementioned coolant circuit. Furthermore, the electric vehicle 40 can control the heating device in the first electric heater 44 and the heating device 452 in the second electric heater 45 to operate. This allows for heat dissipation from the motor and motor controller, and the coolant circuit can utilize the waste heat from the motor and motor controller, as well as the heating output from the first electric heater 44 and the second electric heater 45, to simultaneously heat the passenger compartment and the battery pack 411. The specific flow direction of the coolant in the electric vehicle 40 can be referenced as follows: Figure 9 The thick solid arrow and thick dashed arrow are shown in the image.

[0120] The above describes the working process of the power battery thermal management system, passenger compartment thermal management system, and motor electronic control cooling system in the electric vehicle 40. The other structures in the electric vehicle 40 will be described below.

[0121] Figure 10 This is another embodiment provided in this application. Figure 2 The diagram shows the specific structure of the electric vehicle 40.

[0122] In some embodiments, see Figure 10 The electric vehicle 40 also includes a water pump 470a and a water tank 470b. The third valve port 3 of the four-way valve 420 is connected to the inlet of the two-way valve 460 and the second liquid cooling channel 430a of the motor controller via the water pump 470a, and the outlet 4121 of the first liquid cooling channel 412 is connected to the first valve port 1 of the four-way valve 420 via the water pump 470b.

[0123] Based on the above design, the coolant can be driven by water pumps 470a and 470b to circulate among the power battery thermal management system where the first liquid cooling channel 412 and the first coolant channel 421 are located, the passenger compartment thermal management system where the first electric heater 44 and the second coolant channel 432 are located, and the motor electronic control cooling system where the second liquid cooling channel 430a of the motor controller is located.

[0124] In some embodiments, see Figure 10 The electric vehicle 40 also includes a liquid injection port S1 and a liquid drain port S2. The liquid injection port S1 connects to the outlet of the external liquid cooling equipment, and the liquid drain port S2 connects to the inlet of the external liquid cooling equipment. Furthermore, the liquid injection port S1 is also connected to the inlet 4122 of the first liquid cooling channel 412, and the liquid drain port S2 is also connected to the outlet 4121 of the first liquid cooling channel 412.

[0125] Based on the above design, when the injection port S1 and the drain port S2 are connected to the external liquid cooling equipment, the first liquid cooling channel 412 can be connected to the external liquid cooling equipment to form a coolant circuit. In this way, the coolant flowing from the external liquid cooling equipment can flow into the first liquid cooling channel 412 through the injection port S1 to absorb the heat generated by the battery pack 411. The coolant, after absorbing heat, can flow out of the external liquid cooling equipment from the first liquid cooling channel 412 through the drain port S2, thereby achieving heat dissipation from the battery pack by the external liquid cooling equipment.

[0126] It should be understood that, in the embodiments of this application, the external liquid cooling equipment can refer to equipment located in the same station as the charging equipment, which can output coolant to the electric vehicle 40 and cool the coolant flowing out of the electric vehicle 40.

[0127] Based on the above design, when the battery pack 411 is being fast charged at high power by the charging equipment, the liquid inlet S1 and the liquid outlet S2 can be connected to the external liquid cooling equipment to dissipate heat from the battery pack, thereby better meeting the heat dissipation requirements of the battery pack 411 during high-power fast charging.

[0128] In some embodiments, see Figure 10 The electric vehicle 40 also includes three-way valves 480a and 480b. The first port of three-way valve 480a is connected to the inlet 4122 of the first liquid cooling channel 412, the second port of three-way valve 480a is connected to the injection port S1, and the third port of three-way valve 480a is connected to the outlet 4212 of the first coolant channel 421. The first port of three-way valve 480b is connected to the outlet 4121 of the first liquid cooling channel 412, the second port of three-way valve 480b is connected to the drain port S2, and the third port of three-way valve 480b is connected to the inlet 4211 of the first coolant channel 421.

[0129] For example, such as Figure 10 As shown, the third valve port of the three-way valve 480a is connected to the outlet 4512 of the third coolant passage 451, so as to connect the outlet 4212 of the first coolant passage 421 through the third coolant passage 451. The third valve port of the three-way valve 480b is connected to the first valve port 1 of the four-way valve 420, so as to connect the inlet 4211 of the first coolant passage 421 through the four-way valve 420.

[0130] Based on the above design, by adjusting the on / off state between different valve ports of each of the three-way valves 480a and 480b, the flow path of the coolant in the first liquid cooling channel 412 can be switched.

[0131] For example, by opening the channels between the first and second valve ports of the three-way valve 480a and the three-way valve 480b, the channels between the injection port S1 and the inlet port 4122 of the first liquid cooling channel 412, as well as between the outlet port 4121 and the drain port S2 of the first liquid cooling channel 412, can be opened respectively. Furthermore, external liquid cooling equipment can be used to dissipate heat from the battery pack 411.

[0132] For example, by opening the channels between the first and third valve ports of the three-way valve 480a and the first and third valve ports of the three-way valve 480b, the channels between the outlet 4212 of the first coolant channel 421 and the inlet 4122 of the first liquid cooling channel 412, and between the outlet 4121 of the first liquid cooling channel 412 and the inlet 4211 of the first coolant channel 421, can be opened, thereby allowing the battery pack 411 to dissipate heat through the thermal management system installed in the electric vehicle 40.

[0133] In some embodiments, the electric vehicle 40 also includes a coolant reservoir for supplying coolant to the power battery thermal management system where the first liquid cooling channel 412 and the first coolant channel 421 are located, the passenger compartment thermal management system where the first electric heater 44 and the second coolant channel 432 are located, and the motor electronic control cooling system where the radiator 450 and the second liquid cooling channel 430a of the motor controller are located, so as to ensure the normal operation of the above systems.

[0134] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An electric vehicle, characterized in that, The electric vehicle includes a power battery and a first heat exchanger. The power battery includes a first liquid cooling channel, and the first heat exchanger includes a first coolant channel. The first coolant channel is used to cool the coolant flowing out of the outlet of the first liquid cooling channel and to transport the cooled coolant to the inlet of the first liquid cooling channel. The electric vehicle further includes a second heat exchanger and a first electric heater. The second heat exchanger includes a first air duct and a second coolant passage. The first air duct is used for heat exchange with the second coolant passage. The inlet and outlet of the first air duct are connected to the interior space of the passenger compartment of the electric vehicle. The first electric heater is used to heat the coolant flowing out of the outlet of the second coolant passage and to deliver the heated coolant to the inlet of the second coolant passage. The outlet of the first liquid cooling channel is also connected to the inlet of the first electric heater, the outlet of the first electric heater is connected to the inlet of the second coolant channel, the outlet of the second coolant channel is connected to the inlet of the first coolant channel, and the outlet of the first coolant channel is connected to the inlet of the first liquid cooling channel.

2. The electric vehicle according to claim 1, characterized in that, The electric vehicle further includes a second electric heater, which includes a heating device and a third coolant passage. The outlet of the first coolant passage is connected to the inlet of the first liquid cooling passage through the third coolant passage. The heating device is used when the first electric heater heats the coolant flowing out of the outlet of the first liquid cooling channel and the heated coolant is transported through the second coolant channel to the inlet of the first coolant channel: The coolant flowing from the outlet of the first coolant channel into the third coolant channel is heated.

3. The electric vehicle according to claim 1 or 2, characterized in that, The electric vehicle further includes a compressor, a third heat exchanger, and a first expansion valve. The first heat exchanger also includes a first refrigerant passage for heat exchange with a first coolant passage. The compressor, the third heat exchanger, the first expansion valve, and the first refrigerant passage are connected in sequence to form a cooling circuit; The compressor is used to stop operating when the channel between the outlet of the first liquid cooling channel and the inlet of the first electric heater is open.

4. The electric vehicle according to claim 3, characterized in that, The electric vehicle further includes a second expansion valve and a fourth heat exchanger. The fourth heat exchanger includes a second refrigerant passage and a second air duct, wherein the second refrigerant passage is used for heat exchange with the second air duct; wherein... The compressor is also connected in sequence with the third heat exchanger, the second expansion valve and the second refrigerant passage to form a cooling circuit; The air outlet and air inlet of the second air duct are connected to the interior space of the passenger compartment.

5. The electric vehicle according to claim 1 or 2, characterized in that, The electric vehicle also includes a four-way valve, wherein... The first valve port of the four-way valve is connected to the outlet of the first liquid cooling channel, the second valve port of the four-way valve is connected to the inlet of the first coolant channel, the third valve port of the four-way valve is connected to the inlet of the first electric heater, and the fourth valve port of the four-way valve is connected to the outlet of the second coolant channel. The four-way valve is used to open the channel between the outlet of the first liquid cooling channel and the inlet of the first coolant channel, and to open the channel between the outlet of the second coolant channel and the inlet of the first electric heater; or, The four-way valve is used to open the channel between the outlet of the first liquid cooling channel and the inlet of the first electric heater, and to open the channel between the outlet of the second coolant channel and the inlet of the first coolant channel.

6. The electric vehicle according to claim 5, characterized in that, The electric vehicle further includes a motor, a motor controller, and a radiator, wherein the motor controller is used to drive the motor; wherein... At least one of the motor controller and the motor includes a second liquid cooling channel, the outlet of the second liquid cooling channel is connected to the inlet of the radiator, the outlet of the radiator is connected to the fourth valve port of the four-way valve, and the third valve port of the four-way valve is also connected to the inlet of the second liquid cooling channel. The four-way valve is used to, while opening the channel between the outlet of the second coolant channel and the inlet of the first electric heater, also open the channel between the outlet of the radiator and the inlet of the second liquid cooling channel; or, The four-way valve is used to open the channels between the outlet of the first liquid cooling channel and the inlet of the first electric heater, and between the outlet of the second coolant channel and the inlet of the first coolant channel, as well as the channels between the outlet of the radiator and the inlet of the first coolant channel, and between the outlet of the first liquid cooling channel and the inlet of the second liquid cooling channel, when the channels between the outlet of the first liquid cooling channel and the inlet of the second liquid cooling channel are already open.

7. The electric vehicle according to claim 6, characterized in that, The electric vehicle also includes a fan, the air outlet of which faces the radiator; The fan is used to stop working when the channel between the outlet of the radiator and the inlet of the first coolant channel, and the channel between the outlet of the first liquid cooling channel and the inlet of the second liquid cooling channel are connected.

8. The electric vehicle according to claim 6 or 7, characterized in that, The electric vehicle further includes a connecting channel, which is connected in parallel with the radiator between the outlet of the second liquid cooling channel and the fourth valve port of the four-way valve; wherein, The inlet of the connecting channel is connected to the outlet of the second liquid cooling channel, and the outlet of the connecting channel is connected to the fourth valve port of the four-way valve.

9. The electric vehicle according to claim 8, characterized in that, The electric vehicle also includes a three-way valve, wherein... The first valve port of the three-way valve is connected to the outlet of the second liquid cooling channel, the second valve port of the three-way valve is connected to the inlet of the radiator, and the third valve port of the three-way valve is connected to the inlet of the connecting channel. The three-way valve is used to open the channel between the liquid outlet of the second liquid cooling channel and the liquid inlet of the radiator, or the three-way valve is used to open the channel between the liquid outlet of the second liquid cooling channel and the liquid inlet of the connecting channel.

10. The electric vehicle according to any one of claims 6, 7, and 9, characterized in that, The motor and the motor controller each include the second liquid cooling channel, wherein... The second liquid cooling channel of the motor and the second liquid cooling channel of the motor controller are connected in parallel between the third valve port of the four-way valve and the liquid inlet of the radiator; or, The second liquid cooling channel of the motor and the second liquid cooling channel of the motor controller are connected in series between the third valve port of the four-way valve and the liquid inlet of the radiator.

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