Electric vehicle

Abstract

The embodiment of the present application provides an electric vehicle, which comprises a power battery, a first heat exchanger and a second heat exchanger. The power battery comprises a first liquid cooling channel. The first liquid cooling channel and a first cooling liquid channel in the first heat exchanger are connected to form a cooling loop, and the first cooling liquid channel is used for cooling cooling liquid flowing out of the first liquid cooling channel. The second heat exchanger comprises a second cooling liquid channel and a third cooling liquid channel. The second cooling liquid channel is used for heat exchange with the third cooling liquid channel. An inlet of the second cooling liquid channel is used for being connected with an outlet of an external liquid cooling device. An outlet of the second cooling liquid channel is used for being connected with an inlet of the external liquid cooling device. The third cooling liquid channel is connected with the first liquid cooling channel to form another cooling loop.

Description

Technical Field

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

[0002] As the penetration rate of electric vehicles increases and users demand faster charging speeds, charging equipment, as a supporting infrastructure, is constantly evolving towards higher-power supercharging devices to achieve rapid charging of electric vehicle batteries at a rate of "one kilometer per second." However, with the continuous increase in charging power, the heat generated by the battery during charging also increases significantly. If this heat cannot be dissipated in time, it can easily lead to a decrease in the battery's efficiency and safety during charging. Currently, the thermal management systems built into electric vehicles have limited heat dissipation capabilities and cannot adequately meet the ever-increasing heat dissipation requirements of the battery during high-power fast charging. Utility Model Content

[0003] This application provides an electric vehicle that allows the vehicle to dissipate heat from the power battery using coolant supplied by external equipment, while simultaneously preventing coolant from the external liquid cooling equipment from flowing into the cooling circuit where the power battery is located. This satisfies the heat dissipation requirements of the power battery during high-power fast charging and prevents corrosion and blockage of the vehicle's pipes caused by the mixing of coolant from the external liquid cooling equipment and the coolant in the electric vehicle.

[0004] 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 liquid cooling channel and the first coolant channel are connected to form a cooling circuit, and the first coolant channel is used to cool the coolant flowing out from the first liquid cooling channel. The electric vehicle also includes a second heat exchanger, which includes a second coolant channel and a third coolant channel. The second coolant channel is used for heat exchange with the third coolant channel. The inlet of the second coolant channel is connected to the outlet of an external liquid cooling device, and the outlet of the second coolant channel is connected to the inlet of the external liquid cooling device. The third coolant channel is connected to the first liquid cooling channel to form another cooling circuit.

[0005] Based on the above design, when the power battery is not undergoing high-power fast charging, the cooling circuit formed by the first liquid cooling channel and the first coolant channel can be connected to achieve heat dissipation of the power battery by the first heat exchanger. When the power battery is undergoing high-power fast charging, by connecting the inlet and outlet of the second coolant channel in the second heat exchanger to the external liquid cooling equipment, and connecting the cooling circuit formed by the third coolant channel of the second heat exchanger and the first liquid cooling channel, the coolant in the external liquid cooling equipment can circulate between the second coolant channel and the external liquid cooling equipment, and the coolant in the electric vehicle can circulate between the first liquid cooling channel and the third coolant channel. Furthermore, through heat exchange between the second and third coolant channels, heat dissipation of the power battery by the external liquid cooling equipment can be achieved while preventing coolant from the external liquid cooling equipment from flowing into the cooling circuit containing the first liquid cooling channel. This satisfies the heat dissipation requirements of the power battery during high-power charging and prevents corrosion and blockage of the electric vehicle's pipes caused by the mixing of coolant from the external liquid cooling equipment and the coolant in the electric vehicle.

[0006] Furthermore, if an electric vehicle uses a design where a first liquid cooling channel, a first coolant channel, and a third coolant channel are connected in series to form a cooling circuit, then whether the first heat exchanger or the external liquid cooling device is dissipating heat from the power battery, the coolant needs to circulate between the first liquid cooling channel and the aforementioned two coolant channels, resulting in relatively high flow resistance. Therefore, this embodiment of the application, by having the first coolant channel and the third coolant channel each form a cooling circuit with the first liquid cooling channel, allows the coolant to circulate only between one of the first or third coolant channels and the first liquid cooling channel when the first heat exchanger or the external liquid cooling device is dissipating heat from the power battery. This reduces the flow resistance of the coolant and improves the heat dissipation efficiency of the first heat exchanger and the external liquid cooling device for the power battery.

[0007] In one implementation, the electric vehicle further includes a third heat exchanger and a first electric heater. The third heat exchanger includes a first air duct and a fourth coolant passage. The first air duct is used for heat exchange with the fourth coolant passage, and its inlet and outlet 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 from the outlet of the fourth coolant passage and to deliver the heated coolant to the inlet of the fourth coolant passage. The outlet of the first coolant passage 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 fourth coolant passage, the outlet of the fourth coolant passage is connected to the inlet of the first coolant passage, and the outlet of the first coolant passage is connected to the inlet of the first coolant passage.

[0008] Based on the above design, while connecting the first electric heater and the fourth coolant channel to form a heating circuit, the first liquid cooling channel can also be sequentially connected to the first electric heater, the fourth coolant channel, and the first coolant channel to form a circulation circuit. That is, the passenger compartment thermal management system, where the first electric heater and the fourth coolant channel are located, can be coupled with the power battery thermal management system, where the first liquid cooling channel and the first coolant channel are located, to form a circulation circuit. Thus, when the electric vehicle is not charging and the ambient temperature is low, when the passenger compartment needs heating and the power battery needs cooling, by activating the aforementioned coupled circulation circuit, the coolant in the first liquid cooling channel can absorb the heat generated by the power battery and 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 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. This not only enables heat dissipation from the power battery but also allows the passenger compartment thermal management system to utilize the waste heat from the power battery to heat the passenger compartment. Consequently, it improves both the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in electric vehicles.

[0009] In one implementation, the electric vehicle further includes a second electric heater, which includes a heating device and a fifth coolant passage. The outlet of the first coolant passage is connected to the inlet of the first liquid cooling passage via the fifth coolant passage. Specifically, the heating device is used to heat the coolant flowing from the outlet of the first coolant passage into the fifth 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 a fourth coolant passage.

[0010] Based on the above design, the fifth coolant channel in the second electric heater can be connected in series in a circulation loop formed by the first liquid cooling channel, the first electric heater, the fourth coolant channel, and the first coolant channel connected in sequence. Thus, when both the passenger compartment and the power battery require heating, by activating the aforementioned circulation loop and ensuring both the first and second electric heaters are operating, the coolant in this coolant loop can simultaneously utilize the heating output of both the first and second electric heaters to heat both the passenger compartment and the power battery. This significantly improves the heating efficiency for both the passenger compartment and the power battery.

[0011] In one implementation, the electric vehicle further includes a compressor, a fourth heat exchanger, and an expansion valve. The first heat exchanger also includes a refrigerant passage for heat exchange with a first coolant passage. The compressor, fourth heat exchanger, expansion valve, and refrigerant passage are sequentially connected to form a refrigerant 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, or when the passage between the outlet of the first liquid-cooled passage and the inlet of the third coolant passage is open.

[0012] Based on the above design, when the cooling circuit formed by the connection of the first liquid cooling channel and the first coolant channel is open, the refrigerant circuit where the compressor is located can be used to cool the coolant in the aforementioned cooling circuit, thereby achieving heat dissipation from the power battery by the first heat exchanger. When the channel between the outlet of the first liquid cooling channel and the inlet of the first electric heater is open, allowing the first electric heater to recover waste heat from the power battery, stopping the compressor prevents the heat of the coolant in the circulation circuit containing the first liquid cooling channel and the first electric heater from being absorbed by the refrigerant in the 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. Furthermore, when the channel between the outlet of the first liquid cooling channel and the inlet of the third coolant channel is open, allowing external liquid cooling equipment to dissipate heat from the power battery, stopping the compressor reduces the energy consumption of the electric vehicle.

[0013] 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 fourth 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 fourth 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 fourth coolant channel and the inlet of the first coolant channel.

[0014] Based on the above design, the flow channels of coolant in the first liquid cooling channel and the fourth coolant channel can be switched by adjusting the state between the different valve ports of the four-way valve. This facilitates the operation of the cooling circuit formed by the connection between the first liquid cooling channel and the first coolant channel, and the heating circuit formed by the connection between the first electric heater and the fourth coolant channel. Alternatively, it facilitates the operation of the circulation circuit formed by the coupling of the power battery thermal management system where the first liquid cooling channel and the first coolant channel are located with the passenger compartment thermal management system where the first electric heater and the fourth coolant channel are located.

[0015] In one implementation, the electric vehicle further includes a two-way valve. The outlet of the first liquid cooling channel is connected to the inlet of the third coolant channel via the two-way valve, forming another cooling circuit.

[0016] Based on the above design, the cooling circuit formed by connecting the first liquid cooling channel and the third coolant channel can be made operational by adjusting the on / off state between the two valve ports of the two-way valve.

[0017] In one implementation, the electric vehicle further includes two two-way valves. The second port of the four-way valve is connected to the first port of one two-way valve. The second port of one two-way valve is connected to the outlet of the first coolant passage, and then to the first port of the other two-way valve and the inlet of the third coolant passage. The second port of the other two-way valve is connected to the inlet of the first liquid-cooling passage. The resistance to coolant flowing from the second port of the four-way valve to the two-way valve is less than the resistance to flowing into the first coolant passage. The resistance to coolant flowing from the connection point between the second port of the two-way valve and the outlet of the first coolant passage to the other two-way valve is less than the resistance to flowing into the third coolant passage. The first liquid-cooling passage forms a cooling circuit through the four-way valve, the first coolant passage, and the other two-way valve. The first liquid-cooling passage also forms another cooling circuit through the four-way valve, the two-way valve, and the third coolant passage.

[0018] Based on the above design, the cooling circuit formed by the first liquid cooling channel and the first coolant channel can be made conductive by adjusting the on / off state between the first valve port and the second valve port of the four-way valve, as well as the on / off state between the two valve ports of each two-way valve, or the cooling circuit formed between the first liquid cooling channel and the third coolant channel can be made conductive.

[0019] 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 fourth 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 fourth 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, in addition to opening 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 fourth coolant channel and the inlet of the first coolant channel.

[0020] Based on the above design, the second liquid cooling channel of the motor and / or motor controller and the motor control cooling system where the radiator is located, the first liquid cooling channel and the first coolant channel of the power battery thermal management system, and the first electric heater and the fourth coolant channel of the passenger compartment thermal management system can be coupled through a four-way valve, thereby improving the integration of the vehicle's thermal management system. Furthermore, in practical applications, by adjusting the states of different valve ports of the four-way valve, the circulation loop formed by the coupling of the power battery thermal management system and the passenger compartment thermal management system can be made conductive, while simultaneously connecting the second liquid cooling channel and the motor control cooling system where the radiator is located to the aforementioned circulation loop. 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, where the first electric heater is located, 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. This further 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 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.

[0022] Based on the above design, when the circulation loop formed by the coupling of the power battery thermal management system and the passenger compartment thermal management system is connected to the second liquid cooling channel and the radiator, stopping the fan can reduce the amount of heat dissipated from the coolant in the radiator, thus allowing more heat from the motor and / 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.

[0023] 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.

[0024] 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 the heat from the motor or motor controller and then flow through the connecting channel to the fourth port of the four-way valve. This alleviates the problem of heat carried by the coolant flowing from the second liquid cooling channel being easily dissipated through the radiator as it flows through the radiator to the fourth port of the four-way valve. Furthermore, this improves the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of a charging device for charging an electric vehicle, as provided in an embodiment of this application.

[0026] Figure 2 This is a structural schematic diagram of an electric vehicle provided in an embodiment of this application.

[0027] Figure 3 This is a schematic diagram of another electric vehicle provided in an embodiment of this application.

[0028] Figure 4 and Figure 5 These are schematic diagrams illustrating the specific structure of another electric vehicle provided in the embodiments of this application.

[0029] Figures 6 to 9 These are examples provided in the embodiments of this application. Figure 5 The diagram shows the working process of the thermal management system in the electric vehicle. Detailed Implementation

[0030] To facilitate understanding of the embodiments of this application, the following points will be explained before introducing the embodiments of this application.

[0031] 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.

[0032] 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.

[0033] The technical solution in this application will now be described with reference to the accompanying drawings.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] In some embodiments, such as Figure 1 As shown in (a) of the figure, 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. The charging host 11 includes multiple power conversion circuits (not shown in the figure) for converting the AC power output from the power grid 30 into stable DC power before supplying it to each charging terminal 12. These power conversion circuits may include, for example, multiple alternating current-to-direct current (AC-DC) conversion circuits and multiple direct current-to-direct current (DC-DC) conversion circuits.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] As described in the background section above, in order to improve the charging speed of the electric vehicle 20, the charging power delivered to the electric vehicle 20 by the multiple power conversion circuits in the charging device 10 through the charging gun 13 is continuously increased, in order to achieve high-power fast charging of the power battery of the electric vehicle 20, such as achieving megawatt-level supercharging of the electric vehicle 20.

[0043] However, the ever-increasing charging power, especially at the megawatt level, can lead to a significant increase in the heat generated by the power battery during charging, and excessive heat can cause the power battery temperature to rise. Although electric vehicles can generally dissipate heat from the power battery through their built-in vehicle thermal management system, current vehicle thermal management systems include not only a power battery thermal management system for cooling the power battery, but also a passenger compartment thermal management system for thermal management of the passenger compartment, and a motor control cooling system for thermal management of the motor and motor controller. This results in the vehicle thermal management system providing very limited cooling capacity to the power battery thermal management system, and relying solely on the power battery thermal management system for cooling the power battery is no longer sufficient to meet the ever-increasing heat dissipation demands of the power battery during high-power fast charging.

[0044] Based on the above, this application provides an electric vehicle that allows the vehicle to dissipate heat from the power battery using coolant supplied by external equipment, while simultaneously preventing coolant from the external liquid cooling system from flowing into the cooling circuit where the power battery is located. This satisfies the heat dissipation requirements of the power battery during high-power fast charging and prevents corrosion and blockage of the vehicle's pipes caused by the mixing of coolant in the electric vehicle and coolant from the external liquid cooling system.

[0045] The electric vehicle provided in the embodiments of this application will now be described in conjunction with the accompanying drawings.

[0046] Figure 2 This is a schematic diagram of the structure of an electric vehicle 40 provided in an embodiment of this application.

[0047] See Figure 2 The electric vehicle 40 includes a power battery 401 and a first heat exchanger 402. The power battery 401 includes a battery pack 4011 and a first liquid cooling channel 4012. The first liquid cooling channel 4012 is in thermally conductive contact with the battery pack 4011 so that the coolant in the first liquid cooling channel 4012 can absorb the heat generated by the battery pack 4011. The first heat exchanger 402 includes a first coolant channel 4021. The inlet 40211 of the first coolant channel 4021 is connected to the outlet 40121 of the first liquid cooling channel 4012, and the outlet 40212 of the first coolant channel 4021 is connected to the inlet 40122 of the first liquid cooling channel 4012. That is, the first coolant channel 4021 and the first liquid cooling channel 4012 are connected to form a first cooling circuit.

[0048] Furthermore, the first coolant passage 4021 is used to cool the coolant flowing out of the first liquid cooling passage 4012. For example, as... Figure 2As shown, the electric vehicle 40 also includes a compressor 403, a fourth heat exchanger 404, and an expansion valve 405. The first heat exchanger 402 also includes a first refrigerant passage 4022. The compressor 403, the fourth heat exchanger 404, the expansion valve 405, and the first refrigerant passage 4022 are connected in sequence to form a refrigerant circuit. The first refrigerant passage 4022 is used for heat exchange with the first coolant passage 4021. Thus, when the refrigerant circuit is open, the refrigerant flowing in the first refrigerant passage 4022 can absorb the heat carried by the coolant in the first coolant passage 4021, thereby achieving heat dissipation of the battery pack 4011 by the first heat exchanger 402.

[0049] For example, the first heat exchanger 402 may be an evaporator, and the fourth heat exchanger 404 may be a condenser.

[0050] In some embodiments, see further reference. Figure 2 The electric vehicle 40 also includes a second heat exchanger 406, which includes a second coolant passage 4061 and a third coolant passage 4062. The second coolant passage 4061 is used for heat exchange with the third coolant passage 4062. The inlet of the second coolant passage 4061 is connected to the outlet of an external liquid cooling system, and the outlet of the second coolant passage 4061 is connected to the inlet of the external liquid cooling system. For example, as... Figure 2 As shown, the electric vehicle 40 also includes an injection port S1 and a drain port S2. The inlet of the second coolant passage 4061 is connected to the injection port S1, and the outlet of the second coolant passage 4061 is connected to the drain port S2. The injection port S1 is used to connect to the inlet of the external liquid cooling device, and the drain port S2 is used to connect to the outlet of the external liquid cooling device. In this way, the second coolant passage 4061 can be connected to the external liquid cooling device through the injection port S1 and the drain port S2 to form a circulation loop.

[0051] Furthermore, the inlet 40621 of the third coolant channel 4062 is connected to the outlet 40121 of the first liquid cooling channel 4012, and the outlet 40622 of the third coolant channel 4062 is connected to the inlet 40122 of the first liquid cooling channel 4012. That is, the third coolant channel 4062 and the first liquid cooling channel 4012 are connected to form a second cooling circuit.

[0052] 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.

[0053] Based on the above design, when the battery pack 4011 is being charged at a relatively low power, or when the battery pack 4011 is not being charged and the ambient temperature of the battery pack 4011 is high, when heat dissipation of the battery pack 4011 is required, the refrigerant circuit where the first refrigerant channel 4022 is located, and the first cooling circuit formed by connecting the first coolant channel 4021 and the first liquid cooling channel 4012 can be connected, so that the refrigerant flowing in the first refrigerant channel 4022 and the coolant flowing in the first coolant channel 4021 can exchange heat, thereby realizing the heat dissipation of the battery pack 4011 by the first heat exchanger 402.

[0054] Alternatively, when the battery pack 4011 is not being charged and the ambient temperature is low, when heat dissipation is needed for the battery pack 4011, only the first cooling circuit formed by connecting the first coolant channel 4021 and the first liquid cooling channel 4012 can be opened. In this case, the coolant in the first liquid cooling channel 4012 absorbs the heat generated by the battery pack 4011 and flows into the first coolant channel 4021. The coolant in the first coolant channel 4021 can dissipate heat to the outside environment through natural air cooling in a relatively low-temperature environment. Thus, the first heat exchanger 402 can also dissipate heat from the battery pack 4011.

[0055] Alternatively, when the battery pack 4011 is being fast-charged at a relatively high power, and heat dissipation is required, the inlet and outlet of the second coolant channel 4061 can be connected to the external liquid cooling device, respectively, and a second cooling circuit formed by connecting the third coolant channel 4062 and the first liquid cooling channel 4012 can be established. This allows the coolant in the external liquid cooling device to circulate between the second coolant channel 4061 and the external liquid cooling device itself, while the coolant in the electric vehicle 40 circulates between the third coolant channel 4062 and the first liquid cooling channel 4012. Furthermore, through heat exchange between the second and third coolant channels 4061 and 4062, heat dissipation of the battery pack 4011 by the external liquid cooling device can be achieved, while preventing coolant from the external liquid cooling device from flowing into the second cooling circuit containing the first liquid cooling channel 4012.

[0056] Based on this, it can not only meet the heat dissipation requirements of the power battery 401 during high-power fast charging and improve the efficiency and safety of the power battery 401 during high-power fast charging, but also prevent problems such as corrosion and blockage of the pipes in the electric vehicle 40 caused by the mixing of the coolant of the electric vehicle 40 with the coolant of the external liquid cooling equipment.

[0057] It should be understood that if the electric vehicle 40 adopts a design where the first liquid cooling channel 4012, the first coolant channel 4021, and the third coolant channel 4062 are connected in series to form a cooling circuit, although the first heat exchanger 402 and the external liquid cooling equipment can dissipate heat from the battery pack 4011, the coolant needs to circulate between the first liquid cooling channel 4012 and the two aforementioned coolant channels, regardless of whether the first heat exchanger 402 or the external liquid cooling equipment dissipates heat from the battery pack 4011. This results in relatively high flow resistance. Therefore, this embodiment of the application, by having the first coolant channel 4021 and the third coolant channel 4062 each form a cooling circuit with the first liquid cooling channel 4012, allows the coolant to circulate only between one of the coolant channels 4021 and 4062 and the first liquid cooling channel 4012 when the first heat exchanger 402 or the external liquid cooling equipment dissipates heat from the battery pack 4011. This reduces the flow resistance of the coolant and improves the heat dissipation efficiency of the first heat exchanger 402 and the external liquid cooling equipment for the power battery 401.

[0058] Figure 3 This is a schematic diagram of another electric vehicle 40 provided in an embodiment of this application.

[0059] In some embodiments, see Figure 3 The electric vehicle 40 also includes a first electric heater 407 and a third heat exchanger 408. The third heat exchanger 408 includes a first air duct 4081 and a fourth coolant passage 4082. The first air duct 4081 is used for heat exchange with the fourth coolant passage 4082. The air outlet and air inlet of the first air duct 4081 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 4081.

[0060] Furthermore, the inlet 4071 of the first electric heater 407 is connected to the outlet 40822 of the fourth coolant channel 4082, and the outlet 4072 of the first electric heater 407 is connected to the inlet 40821 of the fourth coolant channel 4082. That is, the fourth coolant channel 4082 and the first electric heater 407 are connected to form a heating circuit. The first electric heater 407 is used to heat the coolant flowing out of the outlet 40822 of the fourth coolant channel 4082 and to transport the heated coolant to the inlet 40821 of the fourth coolant channel 4082.

[0061] Based on the above design, when the ambient temperature of the electric vehicle 40 is low and the passenger compartment needs to be heated, by connecting the above heating circuit, the coolant heated by the first electric heater 407 can flow into the fourth coolant channel 4082 and exchange heat with the gas in the first air duct 4081, thereby achieving heating of the passenger compartment.

[0062] For example, the first electric heater 407 may include a coolant passage and a heating device, the coolant passage being connected to the fourth coolant passage 4082 to form a heating circuit. The heating 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.

[0063] For example, the third heat exchanger 408 may be a warm air core.

[0064] In some embodiments, see Figure 3 The outlet 40121 of the first liquid cooling channel 4012 is also connected to the inlet 4071 of the first electric heater 407. The outlet 4072 of the first electric heater 407 is connected to the inlet 40821 of the fourth coolant channel 4082. The outlet 40822 of the fourth coolant channel 4082 is connected to the inlet 40211 of the first coolant channel 4021. The outlet 40212 of the first coolant channel 4021 is connected to the inlet 40122 of the first liquid cooling channel 4012. That is, the first liquid cooling channel 4012 is also sequentially connected to the first electric heater 407, the fourth coolant channel 4082, and the first coolant channel 4021 to form a circulation loop. In other words, the power battery thermal management system containing the first liquid cooling channel 4012 and the first coolant channel 4021 is coupled with the passenger compartment thermal management system containing the first electric heater 407 and the fourth coolant channel 4082 to form a circulation loop.

[0065] Based on the above design, when the battery pack 4011 is not being charged and the ambient temperature of the battery pack 4011 is low, and when it is necessary to heat the passenger compartment and dissipate heat from the battery pack 4011, the circulation loop formed by coupling the power battery thermal management system and the passenger compartment thermal management system can be connected. This allows the coolant in the first liquid cooling channel 4012 to absorb the heat generated by the battery pack 4011 and then flow into the first electric heater 407, so that the first electric heater 407 can recover the waste heat of the battery pack 4011. Furthermore, the coolant flowing into the first electric heater 407, after being heated by the first electric heater 407, can first flow into the fourth coolant channel 4082 to heat the passenger compartment, and then flow from the fourth coolant channel 4082 into the first coolant channel 4021. The coolant in the first coolant channel 4021 can be cooled by natural air cooling in a relatively low-temperature environment before flowing back into the first liquid cooling channel 4012. This not only enables heat dissipation from the battery pack 4011, but also allows the passenger compartment thermal management system to utilize the waste heat from the battery pack 4011 to heat the passenger compartment. Furthermore, this improves both the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle 40.

[0066] In some embodiments, see Figure 3 The compressor 403 is used to stop working when the channel between the outlet 40121 of the first liquid cooling channel 4012 and the inlet 4071 of the first electric heater 407 is open, or when the channel between the outlet 40121 of the first liquid cooling channel 4012 and the inlet 40621 of the third coolant channel 4062 is open.

[0067] Based on the above design, the channel between the outlet 40121 of the first liquid cooling channel 4012 and the inlet 4071 of the first electric heater 407 is connected. This allows the first electric heater 407 to recover waste heat from the battery pack 4011. By stopping the compressor 403, the refrigerant circuit of the first refrigerant channel 4022 can be disconnected, preventing the heat of the coolant in the circulation circuit containing the first electric heater 407 and the first liquid cooling channel 4012 from being absorbed by the refrigerant in the first refrigerant channel 4022. Furthermore, this allows more waste heat from the battery pack 4011 to be recovered by the first electric heater 407, effectively improving the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle 40. Furthermore, when the channel between the outlet 40121 of the first liquid cooling channel 4012 and the inlet 40621 of the third coolant channel 4062 is connected to dissipate heat from the battery pack 4011 using external liquid cooling equipment, the energy consumption of the electric vehicle 40 can be reduced by stopping the compressor 403 from working.

[0068] In some embodiments, see Figure 3The electric vehicle 40 also includes a second electric heater 409, which includes a fifth coolant passage 4091 and a heating device 4092. The outlet 40212 of the first coolant passage 4021 is connected to the inlet 40122 of the first liquid cooling passage 4012 via the fifth coolant passage 4091. Specifically, the inlet 40911 of the fifth coolant passage 4091 is connected to the outlet 40212 of the first coolant passage 4021, and the outlet 40912 of the fifth coolant passage 4091 is connected to the inlet 40122 of the first liquid cooling passage 4012. The heating device 4092 is used to heat the coolant in the fifth coolant passage 4091.

[0069] Based on the above design, when the battery pack 4011 needs to be heated, the heating device 4092 can be activated to heat the coolant flowing from the fifth coolant channel 4091 to the first liquid cooling channel 4012, thereby heating the battery pack 4011. When the battery pack 4011 does not need to be heated, the heating device 4092 can be deactivated, and the coolant flowing in the fifth coolant channel 4091 will not be heated.

[0070] For example, the heating device 4092 may be a PTC heater.

[0071] In some embodiments, the heating device 4092 is used to heat the coolant flowing out of the outlet 40121 of the first liquid cooling channel 4012 when the first electric heater 407 heats the coolant and delivers the heated coolant to the inlet 40211 of the first coolant channel 4021 through the fourth coolant channel 4082: heats the coolant flowing from the outlet 40212 of the first coolant channel 4021 into the fifth coolant channel 4091.

[0072] It should be understood that by connecting the outlet 40212 of the first coolant channel 4021 to the inlet 40122 of the first liquid cooling channel 4012 through the fifth coolant channel 4091, the fifth coolant channel 4091 can be connected in series to the circulation loop formed by the first liquid cooling channel 4012, the first electric heater 407, the fourth coolant channel 4082, and the first coolant channel 4021 in sequence.

[0073] Based on the above design, when the ambient temperature of the electric vehicle 40 is low and heating of the passenger compartment and battery pack 4011 is required, by activating the aforementioned circulation loop, the coolant heated by the first electric heater 407 can first flow into the fourth coolant channel 4082 to heat the passenger compartment. Then, the coolant flows from the fourth coolant channel 4082 through the first coolant channel 4021 into the fifth coolant channel 4091. The coolant in the fifth coolant channel 4091, after being heated by the heating device 4092 in the second electric heater 409, flows into the first liquid cooling channel 4012 to heat the battery pack 4011. Thus, the coolant in the aforementioned circulation can simultaneously utilize the heating output of the first electric heater 407 and the second electric heater 409 to heat both the passenger compartment and the battery pack 4011, thereby significantly improving the heating efficiency of both.

[0074] The specific conduction structures of each circuit, such as the first cooling circuit, the second cooling circuit, and the heating circuit, formed in the electric vehicle 40 described above are introduced below.

[0075] Figure 4 and Figure 5 These are schematic diagrams of another type of electric vehicle 40 provided in the embodiments of this application.

[0076] In some embodiments, combined with Figure 4 and Figure 5 The electric vehicle 40 also includes a four-way valve 410. The first valve port 1 of the four-way valve 410 is connected to the outlet 40121 of the first liquid cooling channel 4012, the second valve port 2 of the four-way valve 410 is connected to the inlet 40211 of the first coolant channel 4021, the third valve port 3 of the four-way valve 410 is connected to the inlet 4071 of the first electric heater 407, and the fourth valve port 4 of the four-way valve 410 is connected to the outlet 40822 of the fourth coolant channel 4082.

[0077] Based on the above design, by adjusting the on / off state between different valve ports of the four-way valve 410, the flow channels of the coolant in the first liquid cooling channel 4012 and the flow channels of the coolant in the fourth coolant channel 4082 can be switched.

[0078] For example, in some embodiments, the four-way valve 410 is used to open the channel between the outlet 40121 of the first liquid cooling channel 4012 and the inlet 40211 of the first coolant channel 4021, and to open the channel between the outlet 40822 of the fourth coolant channel 4082 and the inlet 4071 of the first electric heater 407. That is, the channel between the first valve port 1 and the second valve port 2 of the four-way valve 410 is opened, and the channel between the third valve port 3 and the fourth valve port 4 of the four-way valve 410 is opened.

[0079] Based on the above design, the coolant flowing out of the first liquid cooling channel 4012 can flow to the first coolant channel 4021, and the coolant flowing out of the fourth coolant channel 4082 can flow to the first electric heater 407, thereby facilitating the operation of the first cooling circuit formed by connecting the first liquid cooling channel 4012 and the first coolant channel 4021, and the heating circuit formed by connecting the first electric heater 407 and the fourth coolant channel 4082.

[0080] In other embodiments, the four-way valve 410 is used to open the channel between the outlet 40121 of the first liquid cooling channel 4012 and the inlet 4071 of the first electric heater 407, and to open the channel between the outlet 40822 of the fourth coolant channel 4082 and the inlet 40211 of the first coolant channel 4021. That is, the channel between the first valve port 1 and the third valve port 3 of the four-way valve 410 is opened, and the channel between the second valve port 2 and the fourth valve port 4 of the four-way valve 410 is opened.

[0081] Based on the above design, the coolant flowing out of the first liquid cooling channel 4012 can flow to the first electric heater 407, and the coolant flowing out of the fourth coolant channel 4082 can flow to the first coolant channel 4021, thereby facilitating the operation of the circulation loop formed by the coupling of the power battery thermal management system and the passenger compartment thermal management system.

[0082] In some embodiments, see Figure 4 The first liquid cooling channel 4012 is connected to the first coolant channel 4021 via a four-way valve 410 to form a first cooling circuit. Furthermore, the electric vehicle 40 also includes a two-way valve 420a, through which the outlet 40121 of the first liquid cooling channel 4012 is connected to the inlet 40621 of the third coolant channel 4062. Specifically, the first port of the two-way valve 420a is connected to the outlet 40121 of the first liquid cooling channel 4012, and the second port of the two-way valve 420a is connected to the inlet 40621 of the third coolant channel 4062. The first liquid cooling channel 4012 is connected to the third coolant channel 4062 via the two-way valve 420a to form a second cooling circuit.

[0083] Based on the above design, the first cooling circuit formed by the connection of the first liquid cooling channel 4012 and the first coolant channel 4021 can be made operational by adjusting the on / off state between the first valve port 1 and the second valve port 2 of the four-way valve 410. Furthermore, the second cooling circuit formed by the connection of the first liquid cooling channel 4012 and the third coolant channel 4062 can be made operational by adjusting the on / off state between the two valve ports of the two-way valve 420a.

[0084] In other embodiments, see Figure 5 The electric vehicle 40 also includes two two-way valves, namely, two-way valve 420b and two-way valve 420c. The second valve port 2 of the four-way valve 410 is also connected to the first valve port of the two-way valve 420b. The second valve port of the two-way valve 420b is connected to the outlet 40212 of the first coolant passage 4021, and then connected to the first valve port of the two-way valve 420c and the inlet 40621 of the third coolant passage 4062. For example, the second valve port of the two-way valve 420b is connected to the outlet 40212 of the first coolant passage 4021, and then connected to the first valve port of the two-way valve 420c and the inlet 40621 of the third coolant passage 4062 via the fifth coolant passage 4091. The second valve port of the two-way valve 420b is connected to the inlet 40122 of the first liquid cooling passage 4012.

[0085] Furthermore, the resistance to the flow of coolant from the second valve port 2 of the four-way valve 410 to the two-way valve 420b is less than the resistance to the flow to the first coolant passage 4021. Similarly, the resistance to the flow of coolant from the connection point between the second valve port of the two-way valve 420b and the outlet 40212 of the first coolant passage 4021 to the two-way valve 420c is less than the resistance to the flow to the third coolant passage 4062. The first liquid cooling passage 4012 forms a first cooling circuit by connecting the four-way valve 410, the first coolant passage 4021, and the two-way valve 420c. The first liquid cooling passage 4012 also forms a second cooling circuit by connecting the four-way valve 410, the two-way valve 420b, and the third coolant passage 4062.

[0086] Based on the above design, the first cooling circuit or the second cooling circuit can be made to operate by adjusting the on / off state between the first valve port 1 and the second valve port 2 of the four-way valve 410, as well as the on / off state between the two valve ports of each two-way valve.

[0087] For example, such as Figure 5 As shown, by opening the passage between the first valve port 1 and the second valve port 2 of the four-way valve 410, opening the passage between the two valve ports of the two-way valve 420c, and opening the passage between the two valve ports of the two-way valve 420b, the first cooling circuit can be opened and the second cooling circuit can be closed. At this time, the coolant flowing out of the outlet 40121 of the first liquid cooling passage 4012 flows into the fifth coolant passage 4091 through the four-way valve 410 and the first coolant passage 4021. Further, the coolant flowing out of the fifth coolant passage 4091 preferentially flows to the first liquid cooling passage 4012 through the two-way valve 420c. Thus, the circulation of coolant in the first cooling circuit formed by the first liquid cooling passage 4012, the first coolant passage 4021, and the two-way valve 420c is realized.

[0088] The above describes the specific conduction structure of each circuit in the electric vehicle 40, including the first cooling circuit, the second cooling circuit, and the heating circuit. The following describes the other structures in the electric vehicle 40.

[0089] In some embodiments, the combination continues Figure 4 and Figure 5 The electric vehicle 40 also includes an expansion valve 430 and a fifth heat exchanger 440. The fifth heat exchanger 440 includes a second air duct 4401 and a second refrigerant passage 4402, the second refrigerant passage 4402 being used for heat exchange with the second air duct 4401. The compressor 403 is also sequentially connected to the fourth heat exchanger 404, the expansion valve 430, and the second refrigerant passage 4402 to form a refrigerant circuit. The air outlet and air inlet of the second air duct 4401 are respectively connected to the interior space of the passenger compartment.

[0090] Based on the above design, when cooling of the passenger compartment is required, the refrigerant circuit formed by the compressor 403, the fourth heat exchanger 404, the expansion valve 430, and the second refrigerant passage 4402 can be connected to cool the gas flowing in the second air duct 4401, thereby achieving cooling of the passenger compartment. Furthermore, by sharing the compressor 403 and the fourth heat exchanger 404 with the refrigerant circuit for cooling the passenger compartment and the refrigerant circuit for cooling the battery pack 4011, 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.

[0091] For example, the fifth heat exchanger 440 may be an evaporator.

[0092] In some embodiments, combined with Figure 4 and Figure 5 The battery vehicle 40 also includes a motor, a motor controller, and a radiator 460, 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, as... Figure 4 and Figure 5 As shown, taking the motor including the second liquid cooling channel 450 as an example, the liquid outlet of the second liquid cooling channel 450 is connected to the liquid inlet 4601 of the radiator 460, the liquid outlet 4602 of the radiator 460 is connected to the fourth valve port 4 of the four-way valve 410, and the third valve port 3 of the four-way valve 410 is also connected to the liquid inlet of the second liquid cooling channel 450.

[0093] Based on the above design, the motor control cooling system containing the second liquid cooling channel 450 and the radiator 460, the power battery thermal management system containing the first liquid cooling channel 4012 and the first coolant channel 4021, and the passenger compartment thermal management system containing the first electric heater 407 and the fourth coolant channel 4082 can be coupled through a four-way valve 410, thereby improving the integration of the vehicle thermal management system in the electric vehicle 40. Furthermore, in practical applications, by adjusting the on / off state of different valve ports of the four-way valve 410, not only can the flow channels of the coolant in the first liquid cooling channel 4012 and the fourth coolant channel 4082 be switched, but also the flow channels of the coolant in the radiator 460 can be switched.

[0094] For example, in some embodiments, the four-way valve 410 is used to connect the outlet 40822 of the fourth coolant channel 4082 and the inlet 4071 of the first electric heater 407, and also to connect the outlet 4602 of the radiator 460 and the inlet of the second liquid cooling channel 450. That is, the channel between the third valve port 3 and the fourth valve port 410 of the four-way valve 410 is connected. This allows the circulation loop formed by the radiator 460 and the second liquid cooling channel 450 to operate, thereby enabling the radiator 460 to dissipate heat from the motor.

[0095] In other embodiments, the four-way valve 410 is used to connect, in addition to connecting the channels between the outlet 40121 of the first liquid cooling channel 4012 and the inlet 4071 of the first electric heater 407, and the outlet 40822 of the fourth coolant channel 4082 and the inlet 40211 of the first coolant channel 4021, the channels between the outlet 4602 of the radiator 460 and the inlet 40211 of the first coolant channel 4021, and the channels between the outlet 40121 of the first liquid cooling channel 4012 and the inlet of the second liquid cooling channel 450. That is, the channel between the first valve port 1 and the third valve port 3 of the four-way valve 410 is connected, and the channel between the second valve port 2 and the fourth valve port 4 of the four-way valve 410 is connected.

[0096] Based on the above design, while connecting the power battery thermal management system (containing the first liquid cooling channel 4012 and the first coolant channel 4021) with the passenger compartment thermal management system (containing the first electric heater 407 and the fourth coolant channel 4082), the second liquid cooling channel 450 and the motor electronic control cooling system (containing the radiator 460) are also connected to the aforementioned loop. In this way, the coolant in the second liquid cooling channel 450 can absorb heat from the motor and flow into the first electric heater 407 through the radiator 460, the first coolant channel 4021, and the first liquid cooling channel 4012. This allows the passenger compartment thermal management system (containing the first electric heater 407 and the fourth coolant channel 4082) to utilize not only the waste heat from the battery pack 4011 but also the waste heat from the motor to heat the passenger compartment. Furthermore, this improves the heating efficiency of the passenger compartment thermal management system and the utilization rate of waste heat in the electric vehicle 40.

[0097] In some embodiments, combined with Figure 4 and Figure 5 The electric vehicle 40 also includes a fan N, the air outlet of which faces the radiator 460. Furthermore, the fan N is configured to stop operating when the passage between the outlet 4602 of the radiator 460 and the inlet 40211 of the first coolant passage 4021, and between the outlet 40121 of the first liquid cooling passage 4012 and the inlet of the second liquid cooling passage 450, is open.

[0098] Based on the above design, when the circulation loop formed by the power battery thermal management system (containing the first liquid cooling channel 4012 and the first coolant channel 4021) and the passenger compartment thermal management system (containing the first electric heater 407 and the fourth coolant channel 4082) is connected to the second liquid cooling channel 450 and the radiator 460, by stopping the fan N, the degree of heat dissipation from the coolant in the radiator 460 can be reduced, allowing more heat from the motor to be recovered by the first electric heater 407. Furthermore, this improves 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.

[0099] In some embodiments, combined with Figure 4 and Figure 5 The electric vehicle 40 also includes a connecting channel M. The connecting channel M and the radiator 460 are connected in parallel between the outlet of the second liquid cooling channel 450 and the fourth valve port 4 of the four-way valve 410. The inlet of the connecting channel M is connected to the outlet of the second liquid cooling channel 450, and the outlet of the connecting channel M is connected to the fourth valve port 4 of the four-way valve 410.

[0100] Based on the above design, when the first electric heater 407 recovers the waste heat from the motor, the coolant in the second liquid cooling channel 450, after absorbing the heat from the motor, can flow through the connecting channel M to the fourth valve port 4 of the four-way valve 410. It should be understood that if the coolant in the second liquid cooling channel 450 flows through the radiator 460 to the fourth valve port 4 of the four-way valve 410, the heat in the coolant is easily dissipated through the radiator 460. Therefore, by allowing the coolant to circulate through the connecting channel M, the problem of heat dissipation through the radiator 460 can be alleviated, thereby allowing more of the motor's heat to be recovered by the first electric heater 407. 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.

[0101] In some embodiments, combined with Figure 4 and Figure 5 The electric vehicle 40 also includes a three-way valve 470. The first valve port a of the three-way valve 470 is connected to the outlet of the second liquid cooling channel 450, the second valve port b of the three-way valve 470 is connected to the inlet 4601 of the radiator 460, and the third valve port c of the three-way valve 470 is connected to the inlet of the connecting channel M.

[0102] Based on the above design, the flow path of coolant in the second liquid cooling channel 450 can be switched by adjusting the on / off state between different valve ports of the three-way valve 470. For example, by opening the channel between the first valve port a and the third valve port c of the three-way valve 470, the coolant flowing out of the second liquid cooling channel 450 can flow to the connecting channel M.

[0103] It should be understood that, in specific implementations, the second liquid cooling channel 450 in the motor can be connected in series or in parallel with the second liquid cooling channel in the motor controller, and then connected between the third valve port 3 of the four-way valve 410 and the first valve port a of the three-way valve 470. The above description of the second liquid cooling channel 450 also applies to the second liquid cooling channel in the motor controller, and will not be repeated here.

[0104] The structure of the electric vehicle 40 provided in the embodiments of this application has been described above. The following will use... Figure 5 Taking the electric vehicle 40 shown as an example, the specific 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 will be described by way of example.

[0105] Figures 6 to 9 These are examples provided in the embodiments of this application. Figure 5 The diagram shows the working process of the thermal management system in the electric vehicle 40.

[0106] In some embodiments, combined with Figure 3 and Figure 6When high-power fast charging of the battery pack 4011 is required, the inlet and outlet of the second coolant channel 4061 can be connected to the external liquid cooling equipment, and the second cooling circuit between the first liquid cooling channel 4012 and the third coolant channel 4062 can be made operational, thereby enabling the external liquid cooling equipment to dissipate heat from the battery pack 4011. The specific flow direction of the coolant in the electric vehicle 40 can be referenced as follows: Figure 6 As shown by the thick solid line arrow in the image.

[0107] In some embodiments, see Figure 7 When the battery pack 4011 is not being charged and the ambient temperature of the electric vehicle 40 is high, for example, in an environment where the temperature range of the electric vehicle 40 is 28℃ to 65℃, when heat dissipation is required for the battery pack 4011, the passenger compartment, and the motor, the two refrigerant circuits of the compressor 403, the first cooling circuit formed by connecting the first liquid cooling channel 4012 and the first coolant channel 4021, and the circulation circuit formed by connecting the radiator 460 and the second liquid cooling channel 450 can be respectively activated. This achieves heat dissipation for the battery pack 4011, the passenger compartment, and the motor. The specific flow direction 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.

[0108] In some embodiments, see Figure 8 When the battery pack 4011 is not being charged and the ambient temperature of the electric vehicle 40 is relatively moderate, such as between 13°C and 18°C, when it is necessary to dissipate heat from the battery pack 4011 and the motor, and to heat the passenger compartment, the following circuits can be activated: the refrigerant circuit formed by connecting the compressor 403 and the first refrigerant passage 4022; the first cooling circuit formed by connecting the first liquid cooling passage 4012 and the first coolant passage 4021; the heating circuit formed by connecting the first electric heater 407 and the fourth coolant passage 4082; and the circulation circuit formed by connecting the radiator 460 and the second liquid cooling passage 450. This achieves heat dissipation from the battery pack 4011 and the motor, 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 8 The thick solid arrow and thick dashed arrow are shown in the image.

[0109] In some embodiments, see Figure 9When the battery pack 4011 is not being charged and the ambient temperature of the electric vehicle 40 is relatively low, for example, when the ambient temperature of the electric vehicle 40 is in the range of 5℃ to 10℃, when it is necessary to dissipate heat from the battery pack 4011 and the motor, and to heat the passenger compartment, the circulation loop formed by the power battery thermal management system containing the first liquid cooling channel 4012 and the first coolant channel 4021, and the passenger compartment thermal management system containing the first electric heater 407 and the fourth coolant channel 4082, can be made operational, and the second liquid cooling channel 450 and the radiator 460 can be connected to the aforementioned circulation loop. Furthermore, while dissipating heat from the motor through the radiator 460 and from the battery pack 4011 through natural air cooling, the first electric heater 407 can utilize the residual heat from the battery pack 4011 and the motor 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.

[0110] 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 and the first liquid cooling channel are connected to form a cooling circuit. The first coolant channel is used to cool the coolant flowing out from the first liquid cooling channel. The electric vehicle also includes a second heat exchanger, which includes a second coolant channel and a third coolant channel. The second coolant channel is used to exchange heat with the third coolant channel. The inlet of the second coolant channel is used to connect to the outlet of an external liquid cooling device, and the outlet of the second coolant channel is used to connect to the inlet of the external liquid cooling device. The third coolant channel and the first liquid cooling channel are connected to form another cooling circuit.

2. The electric vehicle according to claim 1, characterized in that, The electric vehicle further includes a third heat exchanger and a first electric heater. The third heat exchanger includes a first air duct and a fourth coolant passage. The first air duct is used for heat exchange with the fourth 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 fourth coolant passage and to deliver the heated coolant to the inlet of the fourth 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 fourth coolant channel, the outlet of the fourth 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.

3. The electric vehicle of claim 2, wherein, The electric vehicle further includes a second electric heater, which includes a heating device and a fifth coolant channel. The outlet of the first coolant channel is connected to the inlet of the first liquid cooling channel via the fifth coolant channel. 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 fourth coolant channel to the inlet of the first coolant channel: The coolant flowing from the outlet of the first coolant channel into the fifth coolant channel is heated.

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

5. The electric vehicle according to claim 2 or 3, 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 fourth 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 fourth 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 fourth coolant channel and the inlet of the first coolant channel.

6. The electric vehicle of claim 5, wherein, The electric vehicle also includes a two-way valve, wherein... The outlet of the first liquid cooling channel is connected to the inlet of the third coolant channel through the two-way valve, and the first liquid cooling channel is connected to the third coolant channel through the two-way valve to form the other cooling circuit.

7. The electric vehicle of claim 5, wherein, The electric vehicle also includes two two-way valves, wherein... The second valve port of the four-way valve is also connected to the first valve port of the two-way valve. The second valve port of the two-way valve is connected to the outlet of the first coolant channel and then connected to the first valve port of the other two-way valve and the inlet of the third coolant channel. The second valve port of the other two-way valve is connected to the inlet of the first liquid cooling channel. The resistance to the flow of coolant from the second valve port of the four-way valve to the one of the two-way valves is less than the resistance to the flow to the first coolant channel. The resistance to the flow of coolant from the connection point between the second valve port of the one of the two-way valves and the outlet of the first coolant channel to the other two-way valve is less than the resistance to the flow to the third coolant channel. The first liquid cooling channel is connected to the other two-way valve through the four-way valve and the first coolant channel to form a cooling circuit. The first liquid cooling channel is connected to the third coolant channel through the four-way valve and the other two-way valve to form a cooling circuit.

8. The electric vehicle of claim 5, wherein, 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 fourth 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 fourth 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 opened.

9. The electric vehicle according to claim 8, 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.

10. The electric vehicle according to claim 8 or 9, characterized by 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.

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