Thermal management system for pure electric vehicle, and control method therefor

Abstract

A thermal management system for a pure electric vehicle. The thermal management system comprises a refrigerant system (10) and a coolant system (20), wherein the thermal management system has a variety of operation modes by means of the refrigerant system and the coolant system; the refrigerant system comprises a first refrigerant loop and a second refrigerant loop; the coolant system comprises a battery loop (21), an electric drive assembly loop (22) and a heating loop (23); and different operation modes are switched by means of a change in the connection / disconnection between loops and a change in connection modes. Further provided is a control method for a thermal management system for a pure electric vehicle. By means of switching between different operation modes, the thermal management system and the control method therefor improve the endurance of pure electric vehicles, thereby facilitating thermal management on batteries and electric drive assemblies.

Description

Thermal management system and control method of pure electric vehicle

[0001] This application claims priority to Chinese patent application No. 202310819209.X filed on July 5, 2023, entitled “A thermal management system for a pure electric vehicle and its control method,” the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present invention relates to the field of new energy vehicles, and in particular to a thermal management system and a control method for a pure electric vehicle. Background Art

[0003] With the development of new energy technologies, pure electric vehicles have become a prominent feature of the automotive sector, offering advantages such as energy conservation, environmental protection, and economic efficiency. Thermal management systems are a key technology in the automotive field. Unlike traditional fuel-powered vehicles, the thermal management system of pure electric vehicles not only needs to meet the thermal management requirements of the passenger compartment but also fully considers the battery, the primary power source, and its related assemblies.

[0004] Pure electric vehicles use batteries as their main power source. Due to their own characteristics, batteries are greatly affected by their own heat and external ambient temperature. Especially when the external ambient temperature is low, the passenger compartment needs to use batteries for heating, which will further increase battery consumption and affect the battery's endurance. Therefore, how to incorporate batteries and related assemblies into the thermal management system to protect the batteries as much as possible and improve the battery's endurance has become an urgent problem that needs to be solved in the field of pure electric vehicles. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a thermal management system for a pure electric vehicle, which can flexibly switch the connection mode of each circuit according to the thermal management requirements of the battery and the passenger compartment, so as to improve the working environment of the battery and increase the service life of the battery. The present invention also provides a control method for the thermal management system of a pure electric vehicle, which facilitates the switching of various modes and improves the user experience.

[0006] The present invention provides a thermal management system for a pure electric vehicle, comprising:

[0007] a refrigerant system comprising a first refrigerant circuit and a second refrigerant circuit,

[0008] The coolant system includes a battery circuit, an electric drive assembly circuit, and a heating circuit.

[0009] A heat exchange device, wherein the refrigerant system and the coolant system exchange heat between the refrigerant and the coolant through the heat exchange device;

[0010] Through the circuit on-off and circuit connection mode of the refrigerant system, and the circuit on-off and circuit connection mode of the coolant system, the thermal management system has at least one working mode. When there are at least two working modes, the working modes can be switched, and the working modes include: default mode, battery cooling mode, passenger compartment cooling mode, passenger compartment refrigeration and dehumidification mode, battery and passenger compartment dual cooling mode, passenger compartment refrigeration and dehumidification and battery cooling mode, battery heating mode, passenger compartment heating mode, passenger compartment heating and dehumidification mode, passenger compartment and battery dual heating mode, passenger compartment heating and dehumidification and battery heating mode, battery waste heat recovery mode, battery low-temperature heat dissipation mode, electric drive assembly waste heat recovery mode, or any combination thereof.

[0011] In one embodiment, the first refrigerant circuit includes a condensing mechanism refrigerant side, a liquid storage mechanism, a first heat exchange mechanism refrigerant side, and a compression mechanism connected by a first pipe; the second refrigerant circuit includes the condensing mechanism refrigerant side, the liquid storage mechanism, the first heat exchange mechanism refrigerant side, the compression mechanism, and an evaporation mechanism connected by a first pipe, and refrigerant flows in the first pipe.

[0012] In one embodiment, the battery circuit includes a vehicle body battery, a first water pump, and a coolant side of the first heat exchange mechanism connected by a second pipe, and coolant flows through the second pipe.

[0013] In one embodiment, the electric drive assembly circuit includes a second heat exchange mechanism, a second water pump, and an electric drive assembly connected by a second pipe, and coolant flows through the second pipe.

[0014] In one embodiment, the heating circuit includes a coolant side of a condensing mechanism, a third water pump, and a third heat exchange mechanism connected by a second pipe, and coolant flows through the second pipe.

[0015] In one embodiment, the heat exchange device includes a first heat exchange mechanism and a condensing mechanism, the first heat exchange mechanism includes the first heat exchange mechanism refrigerant side and the first heat exchange mechanism coolant side, and the condensing mechanism includes the condensing mechanism refrigerant side and the condensing mechanism coolant side.

[0016] In one embodiment, the first refrigerant circuit further includes a first throttle valve, which is disposed at an inlet side of the refrigerant side of the first heat exchange mechanism and is used to adjust the flow rate of the refrigerant flowing into the refrigerant side of the first heat exchange mechanism.

[0017] In one embodiment, the second refrigerant circuit further includes a first refrigerant pipe and a second refrigerant pipe, the first refrigerant pipe is connected in series between the evaporation mechanism and the compression mechanism, and the second refrigerant pipe is connected in series between the liquid storage mechanism and the evaporation mechanism.

[0018] In one embodiment, the first refrigerant pipe and the second refrigerant pipe are coaxially arranged.

[0019] In one embodiment, the second refrigerant circuit further includes a second throttle valve, which is disposed at an inlet side of the evaporation mechanism and is used to adjust the flow rate of the refrigerant flowing into the evaporation mechanism.

[0020] In one embodiment, the heating circuit further includes a heating mechanism, which is disposed at an outlet side of the coolant side of the condensing mechanism and is used to heat the coolant flowing out of the coolant side of the condensing mechanism.

[0021] In one embodiment, the coolant system further includes a regulating circuit, the regulating circuit includes a fluid replenishing mechanism, and the fluid replenishing mechanism is connected to the battery circuit and the electric drive assembly circuit through a regulating pipe.

[0022] In one embodiment, the working mode further includes a coolant filling mode.

[0023] In one embodiment, it further includes a main control unit, a battery control unit and a passenger compartment control unit that are communicatively connected. The battery control unit is used to generate mode instructions for the vehicle body battery and the electric drive assembly, and send them to the main control unit. The passenger compartment control unit is used to generate mode instructions for the passenger compartment and send them to the main control unit. The main control unit is used to communicate with the refrigerant system and the external environment, receive mode instructions from the battery control unit and the passenger compartment control unit, and send control instructions to achieve switching between modes.

[0024] The present invention further provides a control method for a thermal management system of a pure electric vehicle, which is used in the thermal management system of the pure electric vehicle, comprising:

[0025] The main control unit does not receive the mode instruction from the battery control unit and the passenger compartment control unit. The main control unit controls and issues a control instruction to enter the default mode. The refrigerant system is not put into use. The A4 port and the A3 port of the coolant system are connected, the A2 port and the A0 port are connected, the A0 port and the A1 port are connected, the A1 port and the B0 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, and the default mode is entered.

[0026] In one embodiment, it further includes:

[0027] The battery control unit issues a mode instruction requesting battery cooling, and the main control unit receives the mode instruction from the battery control unit but does not receive the mode instruction from the passenger compartment control unit. Then, the main control unit issues a control instruction to enter the battery cooling mode, the first refrigerant circuit is put into use, the A4 port and the A3 port of the coolant system are connected, the A2 port and the A0 port are connected, the A0 port and the A5 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, and the battery cooling mode is entered.

[0028] In one embodiment, it further includes:

[0029] The passenger compartment control unit issues a mode instruction requesting passenger compartment cooling, and the main control unit receives the mode instruction from the passenger compartment control unit but does not receive the mode instruction from the battery control unit. Then, the main control unit issues a control instruction to enter the passenger compartment cooling mode, the second refrigerant circuit is put into use, the A2 port and the A0 port of the coolant system are connected, the A0 port and the A5 port are connected, the B0 port and the B4 port are connected, and the B4 port and the B6 port are connected, and the passenger compartment cooling mode is entered.

[0030] In one embodiment, it also includes: the passenger compartment control unit issues a mode instruction requesting reheating of the passenger compartment, the main control unit receives the mode instruction from the passenger compartment control unit and does not receive the mode instruction from the battery control unit, the main control unit issues a control instruction to enter the passenger compartment cooling and dehumidification mode, the second refrigerant circuit is put into use, the A2 port and the A0 port of the coolant system are connected, the A0 port and the A5 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, and the passenger compartment cooling and dehumidification mode is entered.

[0031] In one embodiment, the method further includes: the battery control unit issues a heat equalization request, and the main control unit receives a battery heat equalization mode instruction, then issues a control instruction, connecting the A4 port and the A3 port, and connecting the B2 port and the B3 port.

[0032] In one embodiment, it also includes: the passenger compartment control unit issues a mode instruction requesting passenger compartment cooling, the battery control unit issues a mode instruction requesting battery cooling, the main control unit receives the mode instructions from the passenger compartment control unit and the battery control unit, and issues a control instruction, the first refrigerant circuit and the second refrigerant circuit are put into use, the A4 port and the A3 port of the coolant system are connected, the A2 port and the A0 port are connected, the A0 port and the A5 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, thereby entering a dual cooling mode of the battery and the passenger compartment.

[0033] In one embodiment, it also includes: the passenger compartment control unit issues a mode instruction requesting passenger compartment reheating, the battery control unit issues a mode instruction requesting battery cooling, the main control unit receives the mode instructions from the passenger compartment control unit and the battery control unit, and issues a control instruction, the first refrigerant circuit and the second refrigerant circuit are put into use, the A4 port and the A3 port of the coolant system are connected, the A2 port and the A0 port are connected, the A0 port and the A5 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, and the passenger compartment cooling and dehumidification and battery cooling mode is entered.

[0034] In one embodiment, the further comprises: the battery control unit issues a mode instruction requesting battery heating, the main control unit receives the mode instruction from the battery control unit and does not receive the mode instruction from the passenger compartment control unit, the main control unit issues a control instruction, the first refrigerant circuit is put into use, the A4 port of the coolant system is connected to the A0 port, the A0 port is connected to the A5 port, the A3 port is connected to the A2 port, the B2 port is connected to the B6 port, and the B3 port is connected to the B4 port, thereby entering a battery heating mode.

[0035] In one embodiment, it also includes: the passenger compartment control unit issues a mode instruction requesting heating of the passenger compartment, the main control unit receives the mode instruction from the passenger compartment control unit and does not receive the mode instruction from the battery control unit, the main control unit issues a control instruction, the first refrigerant circuit is put into use, the A4 port of the coolant system is connected to the A0 port, the A0 port is connected to the A1 port, the A1 port is connected to the B0 port, the B4 port is connected to the B3 port, and the B2 port is connected to the B6 port, and the passenger compartment heating mode is entered.

[0036] In one embodiment, it also includes: the passenger compartment control unit issues a mode instruction requesting reheating of the passenger compartment, and the evaporation mechanism cannot meet the reheating request of the passenger compartment, the main control unit establishes communication with the evaporation mechanism, and receives the mode instruction from the passenger compartment control unit, and does not receive the mode instruction from the battery control unit, the first refrigerant circuit and the second refrigerant circuit are put into use, the A4 port of the coolant system is connected to the A0 port, the A0 port is connected to the A1 port, the A1 port is connected to the B0 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port, and the passenger compartment heating and dehumidification mode is entered.

[0037] In one embodiment, it also includes: the passenger compartment control unit issues a mode instruction requesting passenger compartment heating, the battery control unit issues a mode instruction requesting battery heating, the main control unit receives the mode instructions from the passenger compartment control unit and the battery control unit, and issues a control instruction, the first refrigerant circuit is put into use, the A4 port of the coolant system is connected to the A0 port, the A0 port is connected to the A1 port and the A5 port, the A1 port is connected to the B0 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port, entering the passenger compartment and battery dual heating mode.

[0038] In one embodiment, it also includes: the passenger compartment control unit issues a mode instruction requesting reheating of the passenger compartment, the battery control unit issues a mode instruction requesting battery heating, and the evaporation mechanism cannot meet the reheating request of the passenger compartment, the main control unit establishes communication with the evaporation mechanism, and receives mode instructions from the passenger compartment control unit and the battery control unit, and issues control instructions, the first refrigerant circuit and the second refrigerant circuit are put into use, the A4 port of the coolant system is connected to the A0 port, the A0 port is connected to the A1 port and the A5 port, the A1 port is connected to the B0 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port, and the passenger compartment heating and dehumidification and battery heating mode is entered.

[0039] In one embodiment, it also includes: the passenger compartment control unit issues a mode instruction requesting passenger compartment heating, the battery control unit has no battery heating request, and the temperature of the vehicle body battery does not reach the limit temperature, the main control unit receives the mode instruction from the passenger compartment control unit and establishes communication with the battery control unit, the first refrigerant circuit is put into use, the A0 port of the coolant system is connected to the A2 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, the A3 port is connected to the A4 port, the B6 port is connected to the B2 port, and the B4 port is connected to the B3 port, the battery circuit is connected in series with the electric drive assembly circuit, the heating circuit forms an independent circuit, and enters the battery waste heat recovery mode.

[0040] In one embodiment, the further step includes: the battery control unit issues a request for battery cooling, and the external ambient temperature is low; the main control unit receives a mode instruction from the battery control unit, and does not receive a mode instruction from the passenger compartment control unit; the main control unit issues a control instruction, the A4 port of the coolant system is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, the B4 port is connected to the B3 port, and the B6 port is connected to the B1 port and the B5 port, thereby entering a battery low-temperature heat dissipation mode.

[0041] In one embodiment, it also includes: the battery control unit issues a mode instruction requesting battery heating, and the coolant temperature on the inlet side of the electric drive assembly is higher than the preset coolant temperature on the inlet side of the vehicle body battery, the main control unit establishes communication with the battery control unit and receives the mode instruction from the battery control unit, and does not receive the mode instruction from the passenger compartment control unit, the main control unit issues a control instruction, the A4 port of the coolant system is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, the B4 port is connected to the B3 port, the B2 port is connected to the B6 port, the battery circuit and the electric drive assembly circuit are connected in series, and the electric drive assembly waste heat recovery mode is entered.

[0042] In one embodiment, it also includes: when the vehicle is filled with coolant, the main control unit issues a control instruction, the A4 port of the coolant system is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A5 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port, one end of the fluid replenishment mechanism is connected to the outlet side of the vehicle body battery and the outlet side of the second heat exchange mechanism through the regulating pipe, and the other end is connected to the inlet side of the second water pump through the regulating pipe, thereby entering the coolant filling mode.

[0043] The beneficial effects of the present invention are:

[0044] The thermal management system proposed by the present invention can achieve heat exchange between the refrigerant and the coolant by providing a refrigerant system and a coolant system. The refrigerant system includes a first refrigerant circuit and a second refrigerant circuit, and the on / off and connection mode of the first refrigerant circuit and the second refrigerant circuit can be selected according to thermal management requirements. The coolant system includes a battery circuit, an electric drive assembly circuit, and a heating circuit, and the on / off and connection mode between each circuit can be selected according to thermal management requirements. The selection is flexible and diverse to meet different mode requirements. In addition, the vehicle battery and the electric drive assembly are both incorporated into the thermal management system, thereby providing a better working environment for the power source of the pure electric vehicle, extending its service life, increasing the endurance of the pure electric vehicle, and improving the user experience.

[0045] The control method of the thermal management system proposed in the present invention can intelligently control and select different modes, thereby improving the user experience and having good application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0047] FIG1 is a schematic diagram of the structure of an embodiment of the present invention in a default mode.

[0048] FIG2 is a schematic structural diagram of an embodiment of the present invention in a battery cooling mode.

[0049] FIG3 is a schematic structural diagram of an embodiment of the present invention in a passenger compartment cooling mode.

[0050] FIG4 is a schematic structural diagram of an embodiment of the present invention in a passenger compartment cooling and dehumidification mode.

[0051] FIG5 is a schematic structural diagram of an embodiment of the present invention in a dual cooling mode for the battery and the passenger compartment.

[0052] FIG6 is a schematic structural diagram of an embodiment of the present invention in a passenger compartment cooling and dehumidification and battery cooling mode.

[0053] FIG7 is a schematic structural diagram of an embodiment of the present invention in a battery heating mode.

[0054] FIG8 is a schematic structural diagram of an embodiment of the present invention in a passenger compartment heating mode.

[0055] FIG9 is a schematic structural diagram of an embodiment of the present invention in a passenger compartment heating and dehumidification mode.

[0056] FIG10 is a schematic structural diagram of an embodiment of the present invention in a passenger compartment and battery dual heating mode.

[0057] FIG11 is a schematic structural diagram of an embodiment of the present invention in a passenger compartment heating and dehumidification and battery heating mode.

[0058] FIG12 is a schematic structural diagram of an embodiment of the present invention in a battery waste heat recovery mode.

[0059] FIG13 is a schematic structural diagram of an embodiment of the present invention in a battery low-temperature heat dissipation mode.

[0060] FIG14 is a schematic structural diagram of an embodiment of the present invention in the electric drive assembly waste heat recovery mode.

[0061] FIG15 is a schematic structural diagram of an embodiment of the present invention in a coolant filling mode.

[0062] FIG16 is a control principle diagram of an embodiment of the present invention.

[0063] In the picture:

[0064] 10 - Refrigerant system; 100 - First pipeline; 101 - Refrigerant side of condensing mechanism; 102 - Liquid storage mechanism; 103 - Refrigerant side of first heat exchange mechanism; 104 - Compression mechanism; 105 - Evaporation mechanism; 106 - First refrigerant pipe; 107 - Second refrigerant pipe; 108 - First throttle valve; 109 - Second throttle valve; 110 - Pressure sensor;

[0065] 20-coolant system; 200-second pipeline; 201-first control element; 202-second control element;

[0066] 21 - battery circuit; 211 - vehicle body battery; 212 - first water pump; 213 - coolant side of first heat exchange mechanism; 214 - temperature sensor;

[0067] 22-Electric drive assembly circuit; 221-Second heat exchange mechanism; 2211-Fan; 222-Second water pump; 223-Electric drive assembly;

[0068] 23 - heating circuit; 231 - coolant side of condensing mechanism; 232 - third water pump; 233 - third heat exchange mechanism; 234 - heating mechanism; 235 - one-way valve;

[0069] 24-regulating circuit; 241-fluid replenishing mechanism; 242-regulating pipeline. Modes for Carrying Out the Invention

[0070] Specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the described embodiments are merely some, and not all, of the embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the description of the present invention without inventive effort are intended to fall within the scope of protection of the present invention.

[0071] In the description of the present invention, unless otherwise specified or limited, the terms "disposed," "installed," and "connected" should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; and direct or indirect connections through an intermediary. Those skilled in the art will understand the specific meanings of these terms based on the specific circumstances.

[0072] The directions or positional relationships indicated by terms such as "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inside" and "outside" are based on the directions or positional relationships shown in the accompanying drawings, or are the directions or positional relationships in which the inventive product is usually placed when in use. They are only for the convenience and simplification of description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limiting the present invention.

[0073] The terms "first," "second," "third," etc. are merely used to distinguish between elements of similar nature and do not indicate or imply relative importance or a particular order.

[0074] The terms "comprises," "comprising," or any other variations thereof, are intended to cover a non-exclusive inclusion of elements other than the listed elements and may also include additional elements not specifically listed.

[0075] As shown in FIG1 , the thermal management system of a pure electric vehicle proposed in the present invention includes a refrigerant system 10 and a coolant system 20. The refrigerant system 10 and the coolant system 20 are connected via a heat exchange device to achieve heat exchange between the refrigerant and the coolant. By controlling whether the refrigerant system 10 and the coolant system 20 are put into use, and the on / off and connection methods between the circuits contained therein, switching between the various thermal control modes in the thermal management system is achieved.

[0076] It can be understood that the above-mentioned on-off refers to whether the medium circulating in the refrigerant system 10 and the coolant system 20 can flow to a certain circuit. If the medium can flow in a certain circuit, it means that the circuit is in a connected state. If the medium cannot flow in a certain circuit, it means that the circuit is in a disconnected state.

[0077] It can be understood that the above connection mode refers to the series or parallel connection mode between the circuits, and the series or parallel connection mode between the components included in each circuit.

[0078] In one possible example, the refrigerant system 10 includes a first refrigerant circuit and a second refrigerant circuit. The first refrigerant circuit includes a condensing mechanism refrigerant side 101, a liquid storage mechanism 102, a first heat exchange mechanism refrigerant side 103, and a compression mechanism 104 connected by a first pipe 100. The outlet side of the liquid storage mechanism 102 is connected to the inlet side of the first heat exchange mechanism refrigerant side 103, and the outlet side of the first heat exchange mechanism refrigerant side 103 is connected to the inlet side of the compression mechanism 104. Refrigerant flows through the first pipe 100. The refrigerant flows from the liquid storage mechanism 102 through the first heat exchange mechanism refrigerant side 103, the compression mechanism 104, and the condensing mechanism refrigerant side 101 in sequence, and then flows back to the liquid storage mechanism 102 to form a cycle. The first refrigerant circuit exchanges heat with the coolant system 20 through the first heat exchange mechanism and the condensing mechanism.

[0079] For example, as shown in FIG2 , the first refrigerant circuit further includes a first throttle valve 108 . The first throttle valve 108 is disposed at the inlet side of the refrigerant side 103 of the first heat exchange mechanism, that is, the first throttle valve 108 is disposed between the liquid storage mechanism 102 and the refrigerant side 103 of the first heat exchange mechanism. The first throttle valve 108 is configured to adjust the flow rate of the refrigerant flowing into the refrigerant side 103 of the first heat exchange mechanism, thereby controlling the state of the refrigerant.

[0080] The second refrigerant circuit includes a condensing mechanism refrigerant side 101, a liquid storage mechanism 102, a first heat exchange mechanism refrigerant side 103, a compression mechanism 104 and an evaporation mechanism 105 connected by a first pipe 100. Refrigerant flows in the first pipe 100. The refrigerant flows from the liquid storage mechanism 102 through the evaporation mechanism 105, the compression mechanism 104 and the condensing mechanism refrigerant side 101 in sequence, and then flows back to the liquid storage mechanism 102 to form a cycle. The second refrigerant circuit realizes heat exchange with the coolant system 20 through the condensing mechanism, and realizes heat exchange with the passenger compartment of the vehicle through the evaporation mechanism 105.

[0081] Exemplarily, as shown in FIG1 , the second refrigerant circuit further includes a first refrigerant tube 106 and a second refrigerant tube 107. The first refrigerant tube 106 is used to connect the evaporation mechanism 105 and the compression mechanism 104, and the refrigerant flows from the evaporation mechanism 105 through the first refrigerant tube 106 to the compression mechanism 104. The second refrigerant tube 107 is used to connect the liquid storage mechanism 102 and the evaporation mechanism 105, and the refrigerant flows from the liquid storage mechanism 102 through the second refrigerant tube 107 to the compression mechanism 104. Exemplarily, the first refrigerant tube 106 and the second refrigerant tube 107 are coaxially arranged.

[0082] For example, as shown in FIG3 , the second refrigerant circuit further includes a second throttle valve 109 , which is arranged at the inlet side of the evaporation mechanism 105 , that is, the second throttle valve 109 is located between the second refrigerant pipe 107 and the evaporation mechanism 105 , and the flow rate of the refrigerant flowing into the evaporation mechanism 105 is regulated by the second throttle valve 109 .

[0083] Exemplarily, the liquid storage mechanism 102 is a liquid storage tank.

[0084] For example, the compression mechanism 104 is a compressor.

[0085] Exemplarily, the evaporation mechanism 105 is an evaporator.

[0086] Based on the above description, in the thermal management system proposed in the present invention, the refrigerant system 10 is put into use in the following ways: only the first refrigerant circuit is put into use (see Figure 2 ), only the second refrigerant circuit is put into use (see Figure 3 ), and both the first refrigerant circuit and the second refrigerant circuit are put into use (see Figure 5 ).

[0087] Among them, since the first refrigerant circuit and the second refrigerant circuit have common circuit components (liquid storage mechanism 102, compression mechanism 104 and condensing mechanism refrigerant side 101), when the first refrigerant circuit and the second refrigerant circuit are both put into use, the first heat exchange mechanism refrigerant side 103 and the evaporation mechanism 105 are in parallel state. At this time, the refrigerant flowing out of the liquid storage mechanism 102 is diverted, wherein a part of the refrigerant flows through the first heat exchange mechanism refrigerant side 103, the compression mechanism 104 and the condensing mechanism refrigerant side 101 in sequence, and then flows back to the liquid storage mechanism 102 to form a cycle, and the other part of the refrigerant flows through the evaporation mechanism 105, the compression mechanism 104 and the condensing mechanism refrigerant side 101 in sequence, and then flows back to the liquid storage mechanism 102 to form a cycle.

[0088] As shown in Figure 1, the coolant system 20 includes a battery circuit 21, an electric drive assembly circuit 22 and a heating circuit 23. The battery circuit 21 is used to perform thermal control management on the battery of the vehicle body, for example, cooling or heating, to ensure the normal use and service life of the battery. The electric drive assembly circuit 22 is used to perform thermal control management on the vehicle's electric drive assembly 223, for example, cooling or heating, to ensure the working state and service life of the electric drive assembly 223. The heating circuit 23 is used to heat the interior of the vehicle's passenger compartment to meet the user's heating needs.

[0089] In one possible example, the battery circuit 21 includes a vehicle battery 211, a first water pump 212, and a coolant side 213 of a first heat exchange mechanism connected by a second pipe 200. The outlet side of the first water pump 212 is connected to the inlet side of the vehicle battery 211. Coolant flows in the second pipe 200. The battery circuit 21 and the refrigerant system 10 realize heat exchange between the refrigerant and the coolant through the first heat exchange mechanism.

[0090] It can be understood that the vehicle battery 211 refers to an energy source device that provides electrical energy to the vehicle.

[0091] In one possible example, the electric drive assembly circuit 22 includes a second heat exchange mechanism 221, a second water pump 222 and an electric drive assembly 223 connected by a second pipe 200, the outlet side of the second heat exchange mechanism 221 is connected to the inlet side of the second water pump 222, and the outlet side of the second water pump 222 is connected to the inlet side of the electric drive assembly 223. Coolant flows in the second pipe 200, and the electric drive assembly circuit 22 exchanges heat with the external environment through the second heat exchange mechanism 221, thereby realizing thermal control management of the electric drive assembly 223, that is, cooling or heating.

[0092] It can be understood that the electric drive assembly 223 refers to a component or device that converts electrical energy from the vehicle battery 211 into other forms of energy (such as mechanical energy, chemical energy).

[0093] In one possible example, the heating circuit 23 includes a condensing mechanism coolant side 231, a third water pump 232 and a third heat exchange mechanism 233 connected by a second pipe 200. The outlet side of the condensing mechanism coolant side 231 is connected to the inlet side of the third water pump 232, and the outlet side of the third water pump 232 is connected to the inlet side of the third heat exchange mechanism 233. Coolant flows in the second pipe 200. The heating circuit 23 realizes heat exchange between the refrigerant and the coolant through the condensing mechanism and the refrigerant system 10. The heating circuit 23 exchanges heat with the passenger compartment of the vehicle through the third heat exchange mechanism 233, thereby realizing heating of the passenger compartment.

[0094] Exemplarily, the third heat exchange mechanism 233 adopts a warm air core.

[0095] Exemplarily, the third water pump 232 is a warm air water pump.

[0096] In one possible example, the heating circuit 23 also includes a heating mechanism 234, which is arranged on the outlet side of the coolant side 231 of the condensing mechanism, that is, the heating mechanism 234 is arranged between the coolant side 231 of the condensing mechanism and the third water pump 232. The heating mechanism 234 is used to heat the coolant flowing out of the coolant side 231 of the condensing mechanism to ensure that the temperature of the coolant meets the requirements.

[0097] Exemplarily, the heating mechanism 234 is a water heater.

[0098] In a possible example, the heating circuit 23 further includes a one-way valve 235 , which is disposed on the outlet side of the third heat exchange mechanism 233 . The one-way valve 235 is configured to prevent the coolant from flowing back, thereby ensuring the circulation efficiency of the coolant.

[0099] Based on the above description, the heat exchange device includes a first heat exchange mechanism and a condensing mechanism. The first heat exchange mechanism includes a first heat exchange mechanism refrigerant side 103 and a first heat exchange mechanism coolant side 213. The condensing mechanism includes a condensing mechanism refrigerant side 101 and a condensing mechanism coolant side 231. The heat exchange device can realize heat exchange between the refrigerant of the refrigerant system 10 and the coolant of the coolant system 20 to adapt to the working requirements of different modes.

[0100] In one possible example, as shown in FIG1 , the coolant system 20 further includes a regulating circuit 24 , which includes a fluid replenishing mechanism 241 and a regulating pipe 242 . The fluid replenishing mechanism 241 is connected to the battery circuit 21 and the electric drive assembly circuit 22 through the regulating pipe 242 . The regulating circuit 24 is used to replenish coolant into the coolant system 20 and to discharge gas in the second pipe 200 , thereby ensuring the working efficiency of the coolant system 20 .

[0101] Illustratively, one end of the regulating loop 24 is connected to the outlet side of the vehicle battery 211 through the regulating pipe 242, and the other end is connected to the inlet side of the second water pump 222 through the regulating pipe 242. When the coolant system 20 is put into use, part of the coolant and gas mixture in the battery circuit 21 flows through the vehicle battery 211, flows out of the vehicle battery 211, and flows to the regulating loop 24. After passing through the rehydration mechanism 241, the gas remains in the rehydration mechanism 241. The coolant after removing the gas flows from the regulating loop 24 to the electric drive assembly loop 22. At the same time, the rehydration mechanism 241 replenishes coolant into the electric drive assembly loop 22. This cycle is repeated until all the gas in the second pipe 200 is discharged.

[0102] For example, when a vehicle is just put into use after leaving the factory, or just returned to the factory for overhaul, or when coolant is just injected into the second pipe 200 , the coolant system 20 is put into use.

[0103] Exemplarily, the fluid replenishing mechanism 241 adopts a steam-water separator.

[0104] Based on the above-mentioned refrigerant system 10 and coolant system 20, the thermal management system of the pure electric vehicle proposed by the present invention includes the following operating modes:

[0105] (1) Default mode: When the vehicle is just started, or when there is no cooling or heating request from the vehicle body battery 211 or when there is no cooling or heating request from the passenger compartment, the vehicle enters the default mode.

[0106] As shown in FIG1 , in the default mode, the refrigerant system 10 is not in use, and the coolant system 20 is in use. At this time, the B3 port and the B2 port of the battery circuit 21 are connected, and the A4 port and the A3 port are connected, forming a closed coolant circulation loop. The B4 port and the B1 port of the electric drive assembly circuit 22 are connected, and / or the B4 port and the B5 port are connected, the B1 port is connected to the inlet side of the second water pump 222, the B5 port is connected to the inlet side of the second heat exchange mechanism 221, the A2 port and the A0 port are connected, and the A1 port and the B0 port are connected.

[0107] In the default mode, there are three operating conditions:

[0108] Operating Condition 1: The coolant in the second pipe 200 flows from the B3 port through the first water pump 212, the vehicle battery 211, the A4 port, the A3 port, the coolant side 213 of the first heat exchange mechanism, the B2 port, and then back to the B3 port, forming a coolant circulation loop. The battery circuit 21 ensures uniform heating and temperature of the vehicle battery 211, ensuring a stable operating state of the vehicle battery 211. At this time, the coolant from the B3 port has a first temperature T1, which is close to the temperature T01 of the vehicle battery 211.

[0109] Operating condition 2: The coolant in the second pipe 200 flows from port B4 to port B1, and then flows into the second water pump 222 and the electric drive assembly 223 in sequence. Then, it flows through port A2, port A0, port A1, and port B0, and returns to port B4, forming a coolant circulation loop. Under this operating condition, the coolant from port B4 has a second temperature T2, which is close to the external ambient temperature and lower than the temperature T02 of the electric drive assembly 223. The coolant cools the electric drive assembly 223, realizing the cooling function of the electric drive assembly 223, thereby ensuring that the working environment of the electric drive assembly 223 is under appropriate temperature conditions.

[0110] Working condition three: The coolant in the second pipeline 200 flows from the B4 port to the B5 port, flows through the second heat exchange mechanism 221, flows into the second water pump 222 and the electric drive assembly 223 in sequence, and then flows through the A2 port, the A0 port, and the A1 port, and returns to the B4 port to form a coolant circulation loop. Under this working condition, the coolant from the B4 port has a third temperature T3, and the third temperature T3 has a certain difference from the external ambient temperature. Therefore, the second heat exchange mechanism 221 is put into use, and heat exchange between the external environment and the coolant can be achieved through the second heat exchange mechanism 221. When the third temperature T3 is lower than the external ambient temperature, the coolant absorbs heat from the external environment. When the third temperature T3 is higher than the external ambient temperature, the coolant dissipates heat to the external environment. At the same time, the electric drive assembly 223 is cooled to ensure that the working environment of the electric drive assembly 223 is under appropriate temperature conditions.

[0111] Among them, working condition three can be operated on the basis of working condition two. At this time, part of the coolant in the second pipe 200 flows from port B4 to port B1, and the other part of the coolant flows from port B4 to port B5.

[0112] Illustratively, the second heat exchange mechanism 221 may be a radiator, such as a medium-temperature radiator.

[0113] For example, as shown in FIG1 , the second heat exchange mechanism 221 may be a radiator in combination with a fan 2211 to improve heat exchange efficiency.

[0114] Illustratively, the second heat exchange mechanism 221 is used to keep the temperature of the coolant at the inlet side of the second water pump 222 below 65° C., ensuring that the operating temperature of the electric drive assembly 223 is above 20° C.

[0115] For example, as shown in FIG1 , the A0 port, the A1 port, the A2 port, the A3 port and the A4 port are connected via a first control member 201 , and the connection state of each port is adjusted by the first control member 201 . The first control member 201 may be a five-way valve.

[0116] In another example, the A0 port, the A1 port, the A5 port, and the A6 port can be connected through a three-way valve, and the A2 port, the A0 port, the A4 port, and the A3 port can be connected through the first control member 201, which is a four-way valve.

[0117] For example, as shown in FIG1 , the B1 port, the B2 port, the B3 port, the B4 port and the B5 port are connected via a second control member 202 , and the connection state of each port is adjusted by the second control member 202 . The second control member 202 may be a five-way valve.

[0118] In another example, the B1 port, the B5 port, and the B6 port can be connected through a three-way valve, the B4 port, the B3 port, the B2 port, and the B6 port are connected through the second control component 202, the B6 port is used to connect to the B1 port and / or the B5 port, and the second control component 202 is a four-way valve.

[0119] It is understandable that the above four valve group settings can be flexibly matched, such as the first control component 201 and the second control component 202 both use five-way valves, or the first control component 201 uses a five-way valve and the second control component 202 uses a four-way valve combined with a three-way valve.

[0120] (2) Cooling mode:

[0121] As shown in FIG. 2 to FIG. 6 , both the refrigerant system 10 and the coolant system 20 can be put into use.

[0122] In cooling mode, there are five working conditions:

[0123] Operating condition 4 (battery cooling mode): when the vehicle body battery 211 requests cooling and there is no cooling or heating request for the passenger compartment, the battery cooling mode is entered.

[0124] As shown in FIG2 , the refrigerant system 10 and the coolant system 20 are put into use. More specifically, the first refrigerant circuit and the coolant system 20 are put into use. In the first refrigerant circuit, the refrigerant from the liquid storage mechanism 102 flows sequentially through the refrigerant side 103 of the first heat exchange mechanism, the compression mechanism 104, and the refrigerant side 101 of the condensing mechanism, and then flows back to the liquid storage mechanism 102, forming a refrigerant circulation loop. The low-temperature and high-pressure refrigerant from the liquid storage mechanism 102 flows through the refrigerant side 103 of the first heat exchange mechanism, exchanges heat with the coolant in the battery circuit 21, absorbs heat from the coolant, and reduces the temperature of the coolant. The heated refrigerant passes through the compression mechanism 104 to reduce the pressure, and then passes through the refrigerant side 101 of the condensing mechanism to return to the liquid storage mechanism 102, entering the cycle again.

[0125] In the battery circuit 21, the B3 port is connected to the B2 port, and the A4 port is connected to the A3 port. The battery circuit 21 and the first refrigerant circuit realize heat exchange between the coolant and the refrigerant through the first heat exchange mechanism. The coolant flowing out of the vehicle battery 211 flows through the A3 port to the coolant side 213 of the first heat exchange mechanism, and exchanges heat with the refrigerant in the first refrigerant circuit through the first heat exchange mechanism, so that the coolant temperature at the outlet side of the coolant side 213 of the first heat exchange mechanism is lower than the coolant temperature at the inlet side. The low-temperature coolant flows back to the B2 port again, flows through the B3 port, the first water pump 212 and the vehicle battery 211 in sequence, and the coolant absorbs heat from the vehicle battery 211 to cool the vehicle battery 211. The coolant temperature at the outlet side of the vehicle battery 211 is higher than the coolant temperature at the inlet side. The heated coolant flows through the A4 port, the A3 port, and the coolant side 213 of the first heat exchange mechanism again, exchanges heat with the first refrigerant circuit, and the cooled coolant circulates again.

[0126] The cooperation between the first refrigerant circuit and the battery circuit 21 can cool the vehicle battery 211 to prevent the vehicle battery 211 from overheating, ensuring that the vehicle battery 211 is at a good operating temperature, thereby extending the service life of the vehicle battery 211 and increasing the endurance of the vehicle battery 211.

[0127] In the electric drive assembly circuit 22 and the heating circuit 23, as shown in FIG2 , the B4 port is connected to the B6 port, and is connected to the B1 port and / or the B5 port through the B6 port, the A2 port is connected to the A0 port, and the A0 port is connected to the A5 port. The A5 port is connected to the coolant side 231 and the B0 port of the condensing mechanism in sequence. At this time, the third water pump 232 and the third heat exchange mechanism 233 are not connected to the circuit, and the B0 port is connected to the B4 port to form a coolant circulation loop. Heat exchange is achieved between the electric drive assembly circuit 22 and the first refrigerant circuit through the condensing mechanism. The higher temperature coolant flowing out of the electric drive assembly 223 flows through the A2 port, the A0 port, and the A5 port in sequence and flows to the coolant side 231 of the condensing mechanism, where the coolant and the refrigerant exchange heat with the first refrigerant circuit. The first refrigerant circuit absorbs the heat of the coolant and cools the coolant. The low-temperature coolant then flows back to the electric drive assembly 223 through the B0 port and the B4 port to cool the electric drive assembly 223.

[0128] Through the cooperation of the first refrigerant circuit and the electric drive assembly circuit 22, the electric drive assembly 223 can be cooled to ensure that the electric drive assembly 223 is in a good working environment temperature.

[0129] Since the B6 port is connected to the B1 port and / or the B5 port, when the coolant flows from the B4 port to the B6 port, it can directly flow through the second water pump 222 and the electric drive assembly 223 through the B1 port, and / or flow through the second heat exchange mechanism 221, the second water pump 222 and the electric drive assembly 223 through the B5 port, thereby cooling the electric drive assembly 223.

[0130] The battery cooling mode can meet the cooling requirements of the vehicle body battery 211 and the electric drive assembly 223.

[0131] Operating condition five (passenger compartment cooling mode): when the passenger compartment requires cooling and the vehicle body battery 211 has no cooling or heating request, the passenger compartment cooling mode is entered.

[0132] As shown in FIG3 , the refrigerant system 10 and the coolant system 20 are put into use. In the refrigerant system, the second refrigerant circuit is put into use. The refrigerant from the liquid storage mechanism 102 flows through the second refrigerant pipe 107, the evaporation mechanism 105, the first refrigerant pipe 106, the compression mechanism 104, the refrigerant side 101 of the condensing mechanism, and then returns to the liquid storage mechanism 102, forming a refrigerant circulation loop. The low-temperature and high-pressure refrigerant from the liquid storage mechanism 102 flows through the evaporation mechanism 105, exchanges heat with the passenger compartment of the vehicle, absorbs heat in the passenger compartment, and cools the passenger compartment. The heated refrigerant then passes through the compression mechanism 104 to reduce its pressure, and then flows through the refrigerant side 101 of the condensing mechanism and returns to the liquid storage mechanism 102. Heat is exchanged with the passenger compartment through the second refrigerant circuit, thereby cooling the passenger compartment.

[0133] Under this operating condition, if the vehicle body battery 211 requests equal heating, the first water pump 212 is turned on. In the battery circuit 21, the B3 port is connected to the B2 port, and the A3 port is connected to the A4 port. The coolant from the B3 port flows through the first water pump 212, the vehicle body battery 211, the A4 port, the A3 port, the coolant side 213 of the first heat exchange mechanism, the B2 port, and returns to the B3 port, forming a coolant circulation loop, so that the vehicle body battery 211 maintains an equal heating working state.

[0134] Under this operating condition, the coolant side 231 of the condensing mechanism is connected in series with the electric drive assembly circuit 22, the A2 port is connected to the A0 port, and the B4 port is connected to the B6 port. The coolant flowing out of the electric drive assembly 223 flows through the A2 port and the A0 port to the coolant side 231 of the condensing mechanism, where it exchanges heat with the second refrigerant circuit to achieve coolant temperature regulation and cooling of the electric drive assembly 223. The flow path of the coolant can refer to the above-mentioned operating condition four.

[0135] Exemplarily, as shown in FIG3 , the second refrigerant circuit further includes a pressure sensor 110, which is disposed on the outlet side of the evaporation mechanism 105 and is used to detect the refrigerant pressure on the outlet side of the evaporation mechanism 105. The compression mechanism 104 compares the refrigerant pressure from the outlet side of the evaporation mechanism 105 with a set pressure value and adjusts the refrigerant pressure to meet the temperature requirements of the passenger compartment.

[0136] Operating condition six (passenger compartment cooling and dehumidification mode): When the passenger compartment requests reheating, and the body battery 211 has no cooling or heating request, and the heat dissipated by the coolant on the coolant side 231 of the condensing mechanism is higher than the heat required by the passenger compartment, the passenger compartment cooling and dehumidification mode is entered.

[0137] As shown in FIG4 , the refrigerant system 10 and the coolant system 20 are put into use. In the refrigerant system 10 , the second refrigerant circuit is put into use. The refrigerant from the liquid storage mechanism 102 flows sequentially through the second refrigerant pipe 107 , the evaporation mechanism 105 , the first refrigerant pipe 106 , the compression mechanism 104 , the refrigerant side 101 of the condensing mechanism, and then returns to the liquid storage mechanism 102 , forming a refrigerant circulation loop. The low-temperature, high-pressure refrigerant from the liquid storage mechanism 102 flows through the evaporation mechanism 105 , exchanges heat with the passenger compartment of the vehicle, absorbs heat in the passenger compartment, and cools the passenger compartment. The heated refrigerant then passes through the compression mechanism 104 to reduce its pressure, and then flows through the refrigerant side 101 of the condensing mechanism and returns to the liquid storage mechanism 102.

[0138] Under this operating condition, if the vehicle battery 211 requests equalization of heat, the first water pump 212 is turned on. In the battery circuit 21, port B3 is connected to port B2, and port A3 is connected to port A4. The coolant from port B3 flows sequentially through the first water pump 212, the vehicle battery 211, port A4, port A3, the coolant side 213 of the first heat exchange mechanism, port B2, and back to port B3, forming a coolant circulation loop to keep the vehicle battery 211 in an equalized heat working state.

[0139] In the electric drive assembly circuit 22 and the heating circuit 23, the B4 port and the B6 port are connected, the A2 port and the A0 port are connected, the coolant side 231 of the condensing mechanism is connected in series with the heating mechanism 234, and is also connected in series with the electric drive assembly circuit 22. The third water pump 232 and the third heat exchange mechanism 233 are connected to the circuit. The third water pump 232 and the third heat exchange mechanism 233 are connected in series and are connected in parallel with the coolant side 231 of the condensing mechanism and the heating mechanism 234. The passenger compartment is cooled by the evaporation mechanism 105. The coolant from the coolant side 231 of the condensing mechanism flows through the heating mechanism 234 for heating, then flows through the third water pump 232 and the third heat exchange mechanism 233, exchanges heat with the passenger compartment at the third heat exchange mechanism 233, and then flows back to the coolant side 231 of the condensing mechanism, exchanges heat with the second refrigerant circuit through the condensing mechanism, and then controls the temperature in the passenger compartment through the second refrigerant circuit, thereby achieving cooling and dehumidification of the passenger compartment.

[0140] Under this operating condition, the A2 port is connected to the A0 port, and the B4 port is connected to the B6 port. The coolant flowing out of the electric drive assembly 223 flows through the A2 port and the A0 port to the coolant side 231 of the condensing mechanism, where it exchanges heat with the second refrigerant circuit to achieve coolant temperature regulation and cooling of the electric drive assembly 223. The flow path of the coolant can refer to the above-mentioned operating condition four.

[0141] For example, in combination with Figures 3 and 4, the second refrigerant circuit also includes a pressure sensor 110, which is arranged on the outlet side of the evaporation mechanism 105 and is used to detect the refrigerant pressure on the outlet side of the evaporation mechanism 105. The compression mechanism 104 compares the refrigerant pressure from the outlet side of the evaporation mechanism 105 with the set pressure value and adjusts the refrigerant pressure to meet the temperature requirements of the passenger compartment.

[0142] Working condition seven (battery and passenger compartment dual cooling mode): When the passenger compartment requests cooling and the vehicle body battery 211 requests cooling at the same time, the battery and passenger compartment dual cooling mode is entered.

[0143] As shown in FIG5 , the refrigerant system 10 and the coolant system 20 are put into use. The refrigerant system 10 includes both the first refrigerant circuit and the second refrigerant circuit. That is, the refrigerant from the liquid storage mechanism 102 flows sequentially through the refrigerant side 103 of the first heat exchange mechanism, the compression mechanism 104, and the refrigerant side 101 of the condensing mechanism, and then flows to the liquid storage mechanism 102, forming the first refrigerant circuit. Furthermore, the refrigerant from the liquid storage mechanism 102 flows sequentially through the evaporation mechanism 105, the compression mechanism 104, and the refrigerant side 101 of the condensing mechanism, and then returns to the liquid storage mechanism 102, forming the second refrigerant circuit.

[0144] In the battery circuit 21, port B3 is connected to port B2, and port A4 is connected to port A3. In the electric drive assembly circuit 22, port B4 is connected to port B6, and port A2 is connected to port A0. The coolant side 231 of the condensing mechanism is connected in series to the electric drive assembly circuit 22, and the third water pump 232 and the third heat exchange mechanism 233 are not connected to the circuit.

[0145] The first refrigerant circuit realizes heat exchange with the battery circuit 21 to cool the vehicle body battery 211, and the refrigerant system 10 realizes heat exchange with the electric drive assembly circuit 22 to cool the electric drive assembly 223. The flow path of the coolant can be referred to above and will not be repeated here. The passenger compartment is cooled by the evaporation mechanism 105.

[0146] For example, as shown in FIG5 , temperature sensors 214 are provided on both the inlet and outlet sides of the vehicle body battery 211. The temperature sensors 214 detect the coolant temperature at the inlet and outlet sides of the vehicle body battery 211 in real time, and the flow of the refrigerant is controlled by the second throttle valve 109 to meet the cooling demand of the vehicle body battery 211. In particular, when the cooling demand of the vehicle body battery 211 increases, or the temperature of the passenger compartment is too low, the heat exchange amount of the evaporation mechanism 105 can be regulated.

[0147] For example, referring to Figures 3 and 5 , the second refrigerant circuit further includes a pressure sensor 110 , which is disposed on the outlet side of the evaporator 105 and is used to detect the refrigerant pressure at the outlet of the evaporator 105 . The compression mechanism 104 compares the refrigerant pressure at the outlet of the evaporator 105 with a set pressure value and adjusts the refrigerant pressure to meet the passenger compartment temperature requirement. Operating Condition 8 (Passenger Compartment Cooling, Dehumidification, and Battery Cooling Mode): When the passenger compartment requires reheating, the vehicle body battery 211 requires cooling, and the heat dissipated by the coolant on the coolant side 231 of the condensing mechanism exceeds the heat required by the passenger compartment, the passenger compartment cooling, dehumidification, and battery cooling mode is entered.

[0148] As shown in FIG6 , the refrigerant system 10 and the coolant system 20 are put into use. The refrigerant system 10 includes both the first and second refrigerant circuits, and the coolant system 20 includes both a battery circuit 21 , an electric drive assembly circuit 22 , and a heating circuit 23 .

[0149] In the battery circuit 21, the B3 port is connected to the B2 port, and the A4 port is connected to the A3 port. In the electric drive assembly circuit 22 and the heating circuit 23, the B4 port is connected to the B6 port, and the A2 port is connected to the A0 port. The coolant side 231 of the condensing mechanism is connected in series with the electric drive assembly circuit 22. The third water pump 232 and the third heat exchange mechanism 233 are connected to the circuit and in parallel with the coolant side 231 of the condensing mechanism.

[0150] The first refrigerant circuit realizes heat exchange with the battery circuit 21 to cool the vehicle body battery 211, and the second refrigerant circuit realizes heat exchange with the electric drive assembly circuit 22 and the heating circuit 23 to cool the electric drive assembly 223. The third water pump 232 allows the coolant to flow to the third heat exchange mechanism 233. The third heat exchange mechanism 233 can regulate the temperature of the coolant, and the evaporation mechanism 105 can be used to cool and dehumidify the passenger compartment. A heating mechanism 234 can also be connected in series on the coolant side 231 of the condensing mechanism. Through the regulation of the heating mechanism 234, the heat exchange amount of the evaporation mechanism 105 can be regulated when the cooling demand of the vehicle body battery 211 increases or when the temperature of the passenger compartment is too low.

[0151] The heat exchange efficiency is regulated by the refrigerant pressure value at the evaporation mechanism 105 and the second throttle valve 109 to meet the cooling requirements of the vehicle body battery 211 and the passenger compartment.

[0152] (3) Heating mode:

[0153] As shown in Figures 7 to 11, both the refrigerant system 10 and the coolant system 20 can be put into use. In the heating mode, there are five operating conditions:

[0154] Operating condition nine (battery heating mode): when the vehicle body battery 211 requests heating and there is no heating or cooling request for the passenger compartment, the battery heating mode is entered.

[0155] As shown in FIG7 , in the refrigerant system 10 , the first refrigerant circuit is put into use, and the compression mechanism 104 is connected to the coolant system 20 , with the A4 port connected to the A0 port, the A0 port connected to the A5 port, the A3 port connected to the A2 port, the B2 port connected to the B6 port, and the B3 port connected to the B4 port. The coolant side 231 of the condensing mechanism is connected in series with the battery circuit 21 , and the coolant from the B4 port flows sequentially through the B3 port, the first water pump 212 , the vehicle battery 211 , the A4 port, the A0 port, and the coolant side 231 of the condensing mechanism, and then flows to the B4 port to form a coolant circulation loop. Heat exchange with the first refrigerant circuit is achieved through the condensing mechanism, thereby heating the vehicle battery 211.

[0156] The coolant from the B2 port flows to the B6 port. At the B6 port, the coolant can flow directly from the B1 port to the second water pump 222, and / or flow from the B5 port and the second heat exchange mechanism 221 to the second water pump 222, and then flow through the electric drive assembly 223, the A2 port, the A3 port, the coolant side 213 of the first heat exchange mechanism in sequence, and then flow to the B2 port to form a coolant circulation loop. Heat exchange with the first refrigerant circuit is achieved through the first heat exchange mechanism, so that the coolant temperature on the inlet side of the electric drive assembly 223 can meet the required temperature of the electric drive assembly 223, thereby achieving heating of the electric drive assembly 223. For example, the coolant temperature on the inlet side of the electric drive assembly 223 is controlled above 30°C.

[0157] If the inlet temperature of the coolant at the vehicle body battery 211 is lower than the preset inlet temperature, the heating mechanism 234 is turned on to heat the coolant from the coolant side 231 of the condensing mechanism, so that the coolant temperature at the outlet side of the heating mechanism 234 increases. When the coolant flows to the inlet side of the vehicle body battery 211, the temperature can meet the preset inlet temperature requirement of the vehicle body battery 211. The coolant flows through the vehicle body battery 211 and performs heat exchange. The heat of the coolant is absorbed by the vehicle body battery 211, thereby heating the vehicle body battery 211. After cooling down through the vehicle body battery 211, the coolant flows back to the heating mechanism 234 to be heated, and then enters a new cycle.

[0158] Operating condition ten (passenger compartment heating mode): when the passenger compartment requires heating and the vehicle body battery 211 has no cooling or heating request, the passenger compartment heating mode is entered.

[0159] As shown in FIG8 , the refrigerant system 10 and the coolant system 20 are put into use. In the refrigerant system 10, the first refrigerant circuit is put into use. In the coolant system 20, the A4 port is connected to the A0 port, the A0 port is connected to the A1 port, the A1 port is connected to the B0 port, the B4 port is connected to the B3 port, and the B2 port is connected to the B6 port. The coolant from the B3 port flows sequentially through the first water pump 212, the vehicle battery 211, the A4 port, the A0 port, the A1 port, the B0 port, the B4 port, and returns to the B3 port, forming a coolant circulation loop.

[0160] Under this operating condition, the vehicle battery 211 operates in a separate circuit. If the vehicle battery 211 requests a temperature-averaging mode, the first water pump 212 is started to circulate the coolant, ensuring that the vehicle battery 211 operates in a temperature-averaging environment.

[0161] In the coolant system 20, port A2 is connected to port A3, port B2 is connected to port B6, and the electric drive assembly circuit 22 is connected in series with the coolant side 213 of the first heat exchange mechanism to form a coolant circulation loop. The first refrigerant circuit exchanges heat with the electric drive assembly circuit 22 through the coolant side 213 of the first heat exchange mechanism, so that the temperature of the coolant flowing to the electric drive assembly 223 is maintained above 30°C.

[0162] In the coolant system 20, the heating circuit 23 is in use and is independent of the electric drive assembly circuit 22. The coolant flows from the condensing mechanism coolant side 231 through the third water pump 232 and the third heat exchange mechanism 233, and then returns to the condensing mechanism coolant side 231 to form a circulation loop. The first refrigerant circuit exchanges heat with the heating circuit 23 through the condensing mechanism. The refrigerant pressure is adjusted by the compression mechanism 104, and the third heat exchange mechanism 233 is used to heat the passenger compartment.

[0163] If the coolant temperature at the inlet side of the third heat exchange mechanism 233 is lower than the preset temperature, the heating mechanism 234 is turned on to heat the coolant to ensure the heating effect of the passenger compartment. Exemplarily, a temperature sensor is provided at the inlet side of the third heat exchange mechanism 233 for detecting the temperature of the coolant at the inlet side of the third heat exchange mechanism 233 in real time.

[0164] Operating condition 11 (passenger cabin heating and dehumidification mode): When the passenger cabin requests reheating, the body battery 211 has no cooling or heating request, and the evaporation mechanism 105 is insufficient as the sole heat source for reheating the passenger cabin, that is, the evaporation mechanism 105 cannot meet the passenger cabin reheating demand, the passenger cabin heating and dehumidification mode is entered.

[0165] As shown in FIG9 , the refrigerant system 10 and the coolant system 20 are put into use. The refrigerant system 10 includes a first refrigerant circuit and a second refrigerant circuit. The second refrigerant circuit cools the passenger compartment through an evaporation mechanism 105 .

[0166] In the coolant system 20, the A4 port is connected to the A0 port, the A0 port is connected to the A1 port, the A1 port is connected to the B0 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port. The coolant from the B3 port flows through the first water pump 212, the vehicle battery 211, the A4 port, the A0 port, the A1 port, the B0 port, and the B4 port in sequence, and finally flows back to the B3 port to form a coolant circulation loop.

[0167] Under this operating condition, the vehicle battery 211 operates in a separate circuit. If the vehicle battery 211 requests a temperature-averaging mode, the first water pump 212 is started to circulate the coolant, ensuring that the vehicle battery 211 operates in a temperature-averaging environment.

[0168] In the coolant system 20, port A2 is connected to port A3, port B2 is connected to port B6, and the electric drive assembly circuit 22 is connected in series with the coolant side 213 of the first heat exchange mechanism to form a coolant circulation loop. The first refrigerant circuit exchanges heat with the electric drive assembly circuit 22 through the coolant side 213 of the first heat exchange mechanism, so that the temperature of the coolant flowing to the electric drive assembly 223 is maintained above 30°C.

[0169] In the coolant system 20, the heating circuit 23 is in use and is independent of the electric drive assembly circuit 22. The coolant flows from the condensing mechanism coolant side 231 through the third water pump 232 and the third heat exchange mechanism 233, and then returns to the condensing mechanism coolant side 231 to form a circulation loop. The first refrigerant circuit exchanges heat with the heating circuit 23 through the condensing mechanism. The refrigerant pressure is adjusted by the compression mechanism 104, and the third heat exchange mechanism 233 is used to heat the passenger compartment.

[0170] If the coolant temperature at the inlet side of the third heat exchange mechanism 233 is lower than the preset temperature, the heating mechanism 234 is turned on to heat the coolant to ensure the heating effect of the passenger compartment. Exemplarily, a temperature sensor is provided at the inlet side of the third heat exchange mechanism 233 for detecting the temperature of the coolant at the inlet side of the third heat exchange mechanism 233 in real time.

[0171] Working condition 12 (passenger compartment and battery dual heating mode): When both the passenger compartment and the vehicle body battery 211 have heating requests, the passenger compartment and battery dual heating mode is entered.

[0172] As shown in FIG10 , the refrigerant system 10 and the coolant system 20 are put into use. The refrigerant system 10 includes a first refrigerant circuit;

[0173] In the coolant system 20, port A4 is connected to port A0, port A0 is connected to both port A1 and port A5, port A1 is connected to port B0, port B0 is connected to port B4, and port B4 is connected to port B3, thereby achieving parallel connection of the heating circuit 23 with the first water pump 212 and the vehicle battery 211. The coolant exchanges heat with the first refrigerant circuit on the coolant side 231 of the condensing mechanism. The first water pump 212 and the third water pump 232 are both started, and the coolant can be diverted to the branch between the third water pump 232 and the third heat exchange mechanism 233, as well as the branch between the first water pump 212 and the vehicle battery 211, thereby achieving dual heating of the passenger compartment and the vehicle battery 211.

[0174] Under this operating condition, if the coolant temperature at the inlet side of the third heat exchange mechanism 233 is lower than the preset temperature, or the coolant temperature at the inlet side of the vehicle body battery 211 is lower than the preset temperature, the heating mechanism 234 is activated to heat the coolant to ensure that the coolant temperature meets the preset temperature requirement;

[0175] Under this working condition, the heating circuit 23 realizes heat exchange with the first refrigerant circuit through the coolant side 231 of the condensing mechanism. For example, a pressure sensor 110 is provided on the outlet side of the compression mechanism 104. The compression mechanism 104 controls the refrigerant according to the refrigerant pressure on the outlet side and the preset pressure to meet the heating requirements of the vehicle battery 211.

[0176] The electric drive assembly circuit 22 is connected in series with the coolant side 213 of the first heat exchange mechanism, with port A3 connected to port A2 and port B2 connected to port B6. The coolant is temperature-controlled by the second heat exchange mechanism 221 to ensure that the coolant temperature is below the limit temperature of the electric drive assembly 223. For example, the coolant temperature at the inlet side of the electric drive assembly 223 is above 30°C.

[0177] Under this operating condition, the electric drive assembly circuit 22 realizes heat exchange with the first refrigerant circuit through the coolant side 213 of the first heat exchange mechanism, and the compression mechanism 104 controls the refrigerant according to the refrigerant pressure on the outlet side and the preset pressure to meet the heating temperature requirements of the passenger compartment.

[0178] Operating condition 13 (passenger cabin heating, dehumidification and battery heating mode): When the passenger cabin requests reheating, the body battery 211 requests heating, and the evaporation mechanism 105 is insufficient as the sole heat source for passenger cabin reheating, that is, the evaporation mechanism 105 cannot meet the passenger cabin reheating demand, the passenger cabin heating, dehumidification and battery heating mode is entered.

[0179] As shown in FIG11 , the refrigerant system 10 and the coolant system 20 are put into use. The refrigerant system 10 includes both a first refrigerant circuit and a second refrigerant circuit, and the evaporation mechanism 105 exchanges heat with the passenger compartment.

[0180] In the coolant system 20, port A4 is connected to port A0, port A0 is connected to both port A1 and port A5, port A1 is connected to port B0, port B0 is connected to port B4, and port B4 is connected to port B3, thereby achieving parallel connection of the heating circuit 23 with the first water pump 212 and the vehicle battery 211. The coolant exchanges heat with the first refrigerant circuit on the coolant side 231 of the condensing mechanism. The first water pump 212 and the third water pump 232 are both started, and the coolant can be diverted to the branch between the third water pump 232 and the third heat exchange mechanism 233, as well as the branch between the first water pump 212 and the vehicle battery 211, thereby achieving dual heating of the passenger compartment and the vehicle battery 211.

[0181] Under this operating condition, if the coolant temperature at the inlet side of the third heat exchange mechanism 233 is lower than the preset temperature, or the coolant temperature at the inlet side of the vehicle body battery 211 is lower than the preset temperature, the heating mechanism 234 is activated to heat the coolant to ensure that the coolant temperature meets the preset temperature requirement;

[0182] Under this working condition, the heating circuit 23 realizes heat exchange with the first refrigerant circuit through the coolant side 231 of the condensing mechanism. For example, a pressure sensor 110 is provided on the outlet side of the compression mechanism 104. The compression mechanism 104 controls the refrigerant according to the refrigerant pressure on the outlet side and the preset pressure to meet the heating requirements of the vehicle battery 211.

[0183] The electric drive assembly circuit 22 is connected in series with the coolant side 213 of the first heat exchange mechanism, with port A3 connected to port A2 and port B2 connected to port B6. The coolant is temperature-controlled by the second heat exchange mechanism 221 to ensure that the coolant temperature is below the limit temperature of the electric drive assembly 223. For example, the coolant temperature at the inlet side of the electric drive assembly 223 is above 30°C.

[0184] Under this operating condition, the electric drive assembly circuit 22 realizes heat exchange with the first refrigerant circuit through the coolant side 213 of the first heat exchange mechanism. The compression mechanism 104 controls the refrigerant according to the refrigerant pressure on the outlet side and the preset pressure to cooperate with the evaporation mechanism 105 to meet the heating and dehumidification requirements of the passenger compartment.

[0185] (4) Battery waste heat recovery mode: The heat generated by the vehicle body battery 211 and the electric drive assembly 223 is used as a heat source to heat the passenger compartment. When there is a heating request for the passenger compartment, there is no heating request for the vehicle body battery 211, and the temperature of the vehicle body battery 211 does not reach a temperature that affects the vehicle's driving performance or its service life (limit temperature), the battery waste heat recovery mode is entered.

[0186] As shown in FIG12 , the refrigerant system 10 and the coolant system 20 are put into use. The refrigerant system 10 includes a first refrigerant circuit;

[0187] In the coolant system 20, the battery circuit 21 and the electric drive assembly circuit 22 are connected in series, and the heating circuit 23 forms an independent circuit. The A0 port is connected to the A2 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, the A3 port is connected to the A4 port, the B6 port is connected to the B2 port, and the B4 port is connected to the B3 port to form a coolant circulation loop. The temperature of the coolant is controlled by the cooperation of the second heat exchange mechanism 221 and the fan 2211, so that the coolant temperature on the outlet side of the electric drive assembly 223 is lower than the coolant temperature on the inlet side of the vehicle body battery 211. At a preset temperature, when the coolant flows through the vehicle battery 211, it absorbs heat from the vehicle battery 211 and heats up. Heat is exchanged between the coolant side 213 of the first heat exchange mechanism and the first refrigerant circuit, thereby recovering heat from the vehicle battery 211 and the electric drive assembly 223. Heat is then exchanged with the heating circuit 23 through the condensing mechanism. The third water pump 232 is started, and the coolant flows from the coolant side 231 of the condensing mechanism, sequentially through the third water pump 232 and the third heat exchange mechanism 233, and then returns to the coolant side 231 of the condensing mechanism to form a circulation loop, thereby ensuring that the heating demand of the passenger compartment is met.

[0188] Exemplarily, the temperature of the coolant is maintained below 65°C.

[0189] Under this operating condition, if the coolant temperature at the inlet side of the third heat exchange mechanism 233 is lower than the preset temperature, the heating mechanism 234 is started to heat the coolant to meet the heating demand of the passenger compartment.

[0190] Under this operating condition, the compression mechanism 104 controls the refrigerant according to the refrigerant pressure at the outlet side and the preset pressure to meet the heating demand of the passenger compartment.

[0191] (5) Battery low-temperature heat dissipation mode: When the vehicle body battery 211 requests cooling, there is no cooling or heating request for the passenger compartment, and the external ambient temperature is low, the battery low-temperature heat dissipation mode is entered.

[0192] As shown in Figure 13, only the coolant system 20 is put into use, the battery circuit 21 and the electric drive assembly circuit 22 are put into use, and the battery circuit 21 and the electric drive assembly circuit 22 are connected in series, the A4 port is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port to form a coolant circulation loop. At this time, the B6 port is connected to the B1 port and the B5 port. Through the setting of the second heat exchange mechanism 221, heat can be exchanged with the external environment, thereby controlling the coolant temperature on the outlet side of the electric drive assembly 223 to be lower than the preset temperature on the inlet side of the vehicle body battery 211. At this time, since there is no participation of the refrigerant system 10, the coolant temperature is regulated only by the second heat exchange mechanism 221, so that low-temperature heat dissipation of the vehicle body battery 211 can be achieved.

[0193] (6) Electric drive assembly waste heat recovery mode: When the vehicle body battery 211 requests heating, there is no heating or cooling request in the passenger compartment, and the coolant temperature at the inlet side of the electric drive assembly 223 is higher than the preset coolant temperature at the inlet side of the vehicle body battery 211, the electric drive assembly waste heat recovery mode is entered.

[0194] As shown in FIG14 , only the coolant system 20 is put into use, and only the battery circuit 21 and the electric drive assembly circuit 22 are put into use. The battery circuit 21 and the electric drive assembly circuit 22 are connected in series, with the A4 port connected to the A3 port, the A2 port connected to the A0 port, the A0 port connected to the A1 port and the B0 port, the B0 port connected to the B4 port, the B4 port connected to the B3 port, and the B2 port connected to the B6 port, forming a coolant circulation loop.

[0195] Under this operating condition, heat exchange with the external environment is achieved only through the second heat exchange mechanism 221 to achieve regulation of the coolant temperature, so that the coolant temperature on the outlet side of the electric drive assembly 223 is consistent with the preset temperature on the inlet side of the vehicle body battery 211.

[0196] Exemplarily, the coolant temperature at the inlet side of the electric drive assembly 223 is maintained below 65°C.

[0197] (7) Coolant filling mode: When the vehicle is filling with coolant, it enters the coolant filling mode.

[0198] As shown in FIG15 , only the coolant system 20 is put into use, and the battery circuit 21, the electric drive assembly circuit 22, and the heating circuit 23 are all connected in series, the A4 port is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A5 port, the B0 port is connected to the B4 port, the B4 port is connected to the B3 port, and the first water pump 212, the second water pump 222, and the third water pump 232 are all started, one end of the liquid replenishing mechanism 241 is connected to the outlet side of the vehicle body battery 211 and the outlet side of the second heat exchange mechanism 221 through the regulating pipe 242, and the other end is connected to the inlet side of the second water pump 222 through the regulating pipe 242;

[0199] Since air will enter the second pipe 200 when the coolant is injected, by connecting the refilling mechanism 241, exhaust and refilling can be achieved to ensure the normal use of the coolant system 20. When the coolant is injected, when the coolant flows to the outlet side of the vehicle body battery 211, part of the coolant will enter the regulating pipe 242 along with the air, and gas-liquid separation will be achieved in the refilling mechanism 241. At the same time, the refilling mechanism 241 can replenish new coolant into the second pipe 200, and the cycle will continue until the liquid level in the refilling mechanism 241 no longer decreases, that is, the coolant filling is completed.

[0200] Based on the above description, as shown in FIG16 , the thermal management system of the pure electric vehicle proposed by the present invention further includes a main control unit, a battery control unit, and a passenger compartment control unit. The main control unit is communicatively connected to the battery control unit and the passenger compartment control unit. The main control unit is used to receive mode instructions from the battery control unit and the passenger compartment control unit, and to send control instructions to the battery control unit and the passenger compartment control unit. The main control unit can communicate with the refrigerant system 10 and the external environment to obtain signals such as temperature information of the external environment. The battery control unit is communicatively connected to the vehicle body battery 211 and the electric drive assembly 223 to generate mode instructions related to the vehicle body battery 211 and the electric drive assembly 223 and transmit them to the main control unit. The passenger compartment control unit is used to generate mode instructions related to the passenger compartment and transmit them to the main control unit.

[0201] The main control unit is used to control the on / off of each port in the coolant system 20 according to the received mode instruction, thereby realizing the connection of different circuits.

[0202] Based on the above thermal management system, the present invention further proposes a thermal management system control method, which can enable the vehicle's thermal management system to switch between different operating modes, including:

[0203] (1) The main control unit does not receive the mode command from the battery control unit and the passenger compartment control unit. The main control unit issues a control command, and the entire thermal management system enters the default mode. The corresponding ports between the circuits are connected accordingly. The refrigerant system 10 is not put into use. The A4 port and the A3 port of the coolant system 20 are connected, the A2 port and the A0 port are connected, the A0 port and the A1 port are connected, the A1 port and the B0 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, and the system enters the default mode.

[0204] (2) The battery control unit issues a battery cooling request, generates a battery cooling mode instruction and sends it to the main control unit. The main control unit receives the control instruction from the battery control unit and does not receive the mode instruction from the passenger compartment control unit. The main control unit issues a control instruction, and the entire thermal management system enters the battery cooling mode. The corresponding ports between the circuits are connected accordingly. The first refrigerant circuit of the refrigerant system 10 is put into use. In the coolant system 20, the A4 port is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A5 port, the B0 port is connected to the B4 port, the B4 port is connected to the B6 port, and the B2 port is connected to the B3 port, and the battery cooling mode is entered.

[0205] (3) The passenger compartment control unit issues a passenger compartment cooling request, generates a passenger compartment cooling mode instruction, and sends it to the main control unit. The main control unit receives the mode instruction from the passenger compartment control unit and does not receive the mode instruction from the battery control unit. The main control unit issues a control instruction, and the entire system enters the passenger compartment coolant mode. The corresponding ports between the various circuits are connected accordingly. The second refrigerant circuit of the refrigerant system 10 is put into use. In the coolant system 20, the A2 port is connected to the A0 port, the A0 port is connected to the A5 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B6 port, and the system enters the passenger compartment cooling mode.

[0206] The battery control unit issues a heat equalization request, and the main control unit receives a battery heat equalization mode instruction, then issues a control instruction, connecting the A4 port and the A3 port, and connecting the B2 port and the B3 port.

[0207] (4) The passenger compartment control unit issues a passenger compartment reheating request and generates a passenger compartment cooling and dehumidification mode instruction. The main control unit receives the mode instruction from the passenger compartment control unit and does not receive the mode instruction from the battery control unit. The main control unit issues a control instruction, and the entire system enters the passenger compartment cooling and dehumidification mode. The second refrigerant circuit of the refrigerant system 10 is put into use. In the coolant system 20, the A2 port is connected to the A0 port, the A0 port is connected to the A5 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B6 port, and the passenger compartment cooling and dehumidification mode is entered.

[0208] The battery control unit issues a heat equalization request, and the main control unit receives a battery heat equalization mode instruction, then issues a control instruction, connecting the A4 port and the A3 port, and connecting the B2 port and the B3 port.

[0209] (5) The passenger compartment control unit issues a passenger compartment cooling request and generates a passenger compartment cooling mode instruction. The battery control unit issues a battery cooling request and generates a battery cooling mode instruction. The main control unit receives the mode instructions from the passenger compartment control unit and the battery control unit. The main control unit issues a control instruction. The entire system enters the battery and passenger compartment dual cooling mode. The first refrigerant circuit and the second refrigerant circuit of the refrigerant system 10 are put into use. In the coolant system 20, the A4 port is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A5 port, the B0 port is connected to the B4 port, the B4 port is connected to the B6 port, and the B2 port is connected to the B3 port. The system enters the battery and passenger compartment dual cooling mode.

[0210] (6) The passenger compartment control unit issues a passenger compartment reheating request and generates a passenger compartment cooling and dehumidification mode instruction. The battery control unit issues a battery cooling request and generates a battery cooling mode instruction. The main control unit receives the mode instructions from the passenger compartment control unit and the battery control unit. The main control unit issues a control instruction, and the entire system enters the passenger compartment cooling and dehumidification and battery cooling mode. The first refrigerant circuit and the second refrigerant circuit of the refrigerant system 10 are put into use. In the coolant system 20, the A4 port is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A5 port, the B0 port is connected to the B4 port, the B4 port is connected to the B6 port, and the B2 port is connected to the B3 port, and the system enters the passenger compartment cooling and dehumidification and battery cooling mode.

[0211] (7) The battery control unit issues a battery heating request and generates a battery heating mode instruction. The main control unit receives the mode instruction from the battery control unit but does not receive the mode instruction from the passenger compartment control unit. The main control unit issues a control instruction, and the entire system enters the battery heating mode. The first refrigerant circuit of the refrigerant system 10 is put into use. In the coolant system 20, the A4 port is connected to the A0 port, the A0 port is connected to the A5 port, the A3 port is connected to the A2 port, the B2 port is connected to the B6 port, and the B3 port is connected to the B4 port, and the system enters the battery heating mode.

[0212] (8) The passenger compartment control unit issues a passenger compartment heating request and generates a passenger compartment heating mode instruction. The main control unit receives the mode instruction from the passenger compartment control unit and does not receive the mode instruction from the battery control unit. The main control unit issues a control instruction, and the entire system enters the passenger compartment heating mode. In the refrigerant system 10, the first refrigerant circuit is put into use. In the coolant system 20, the A4 port is connected to the A0 port, the A0 port is connected to the A1 port, the A1 port is connected to the B0 port, the B4 port is connected to the B3 port, and the B2 port is connected to the B6 port, and the passenger compartment heating mode is entered.

[0213] (9) The passenger compartment control unit issues a passenger compartment reheating request and generates a passenger compartment reheating mode instruction, and the evaporation mechanism 105 cannot meet the passenger compartment reheating request. The main control unit establishes communication with the evaporation mechanism 105 and receives the mode instruction from the passenger compartment control unit, but does not receive the mode instruction from the battery control unit. The entire system enters the passenger compartment heating and dehumidification mode. In the refrigerant system 10, the first refrigerant circuit and the second refrigerant circuit are put into use. In the coolant system 20, the A4 port is connected to the A0 port, the A0 port is connected to the A1 port, the A1 port is connected to the B0 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port, and the passenger compartment heating and dehumidification mode is entered.

[0214] (10) The passenger compartment control unit issues a passenger compartment heating request and generates a passenger compartment heating mode instruction. The battery control unit issues a battery heating request and generates a battery heating mode instruction. The main control unit receives the mode instructions from the passenger compartment control unit and the battery control unit and issues a control instruction. The entire system enters the passenger compartment and battery dual heating mode. In the refrigerant system 10, the first refrigerant circuit is put into use. In the coolant system 20, port 4 is connected to port A0, port A0 is connected to port A1 and port A5, port A1 is connected to port B0, port B0 is connected to port B4, and port B4 is connected to port B3, entering the passenger compartment and battery dual heating mode.

[0215] (11) The passenger compartment control unit issues a passenger compartment reheating request and generates a passenger compartment heating and dehumidification mode instruction. The battery control unit issues a battery heating request and generates a battery heating mode instruction. The evaporation mechanism 105 cannot meet the passenger compartment reheating request. The main control unit establishes communication with the evaporation mechanism 105 and receives mode instructions from the passenger compartment control unit and the battery control unit. The entire system enters the passenger compartment heating and dehumidification and battery heating mode. In the refrigerant system 10, the first refrigerant circuit and the second refrigerant circuit are put into use. In the coolant system 20, the A4 port is connected to the A0 port, the A0 port is connected to the A1 port and the A5 port, the A1 port is connected to the B0 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port. The system enters the passenger compartment heating and dehumidification and battery heating mode.

[0216] (12) The passenger compartment control unit issues a passenger compartment heating request and generates a passenger compartment heating mode instruction. The battery control unit has no battery heating request, and the temperature of the body battery 211 does not reach the limit temperature. The main control unit receives the mode instruction from the passenger compartment control unit and establishes communication with the battery control unit. The entire system enters the battery waste heat recovery mode. In the refrigerant system 10, the first refrigerant circuit is put into use. In the coolant system 20, the A0 port is connected to the A2 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, the A3 port is connected to the A4 port, the B6 port is connected to the B2 port, and the B4 port is connected to the B3 port. The battery circuit 21 is connected in series with the electric drive assembly circuit 22, and the heating circuit 23 forms an independent circuit, entering the battery waste heat recovery mode.

[0217] (13) The battery control unit issues a battery cooling request and generates a battery low-temperature heat dissipation mode instruction. The external ambient temperature is low. The main control unit receives the mode instruction from the battery control unit and does not receive the mode instruction from the passenger compartment control unit. The main control unit issues a control instruction and the entire system enters the battery low-temperature heat dissipation mode. Only the coolant system 20 is put into use. The A4 port is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, the B4 port is connected to the B3 port, and the B6 port is connected to the B1 port and the B5 port to enter the battery low-temperature heat dissipation mode.

[0218] (14) The battery control unit issues a battery heating request and generates a battery heating mode instruction. The coolant temperature at the inlet side of the electric drive assembly 223 is higher than the preset coolant temperature at the inlet side of the vehicle body battery 211. The main control unit establishes communication with the battery control unit and receives a mode instruction from the battery control unit, but does not receive a mode instruction from the passenger compartment control unit. The main control unit issues a control instruction, and the entire system enters the electric drive assembly waste heat recovery mode. Only the coolant system 20 is put into use. The A4 port is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, the B4 port is connected to the B3 port, the B2 port is connected to the B6 port, the battery circuit 21 and the electric drive assembly circuit 22 are connected in series, and the electric drive assembly waste heat recovery mode is entered.

[0219] (15) When the vehicle is filled with coolant, the main control unit issues a control instruction, and the entire system enters the coolant filling mode. Only the coolant system 20 is put into use, the A4 port is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A5 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port. One end of the refilling mechanism 241 is connected to the outlet side of the vehicle body battery 211 and the outlet side of the second heat exchange mechanism 221 through the regulating pipe 242, and the other end is connected to the inlet side of the second water pump 222 through the regulating pipe 242, and enters the coolant filling mode.

[0220] In summary, the thermal management system proposed in the present invention can achieve heat exchange between the refrigerant and the coolant by providing a refrigerant system 10 and a coolant system 20. The refrigerant system 10 includes a first refrigerant circuit and a second refrigerant circuit. The on / off and connection modes of the first refrigerant circuit and the second refrigerant circuit can be selected according to thermal management requirements. The coolant system 20 includes a battery circuit 21, an electric drive assembly circuit 22, and a heating circuit 23. The on / off and connection modes between the circuits can be selected according to thermal management requirements. The selection is flexible and diverse to meet different mode requirements. In addition, the vehicle battery 211 and the electric drive assembly 223 are both incorporated into the thermal management system, thereby providing a better working environment for the power source of the pure electric vehicle, extending its service life, increasing the endurance of the pure electric vehicle, and improving the user experience.

[0221] The control method of the thermal management system proposed in the present invention can intelligently control and select different modes, thereby improving the user experience and having good application prospects.

[0222] The foregoing description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be readily conceived by a person skilled in the art within the technical scope disclosed herein are intended to be encompassed within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be determined by the appended claims.

Claims

1. A thermal management system for a pure electric vehicle, characterized in that: include: A refrigerant system (10), the refrigerant system (10) comprising a first refrigerant circuit and a second refrigerant circuit, A coolant system (20), the coolant system (20) comprising a battery circuit (21), an electric drive assembly circuit (22) and a heating circuit (23), A heat exchange device, wherein the refrigerant system (10) and the coolant system (20) are connected to each other via the heat exchange device to achieve heat exchange between the refrigerant and the coolant; By means of the circuit disconnection and circuit connection mode of the refrigerant system (10) and the circuit disconnection and circuit connection mode of the coolant system (20), the thermal management system has at least one working mode. When there are at least two working modes, the working modes can be switched between, and the working modes include: a default mode, a battery cooling mode, a passenger compartment cooling mode, a passenger compartment refrigeration and dehumidification mode, a battery and passenger compartment dual refrigeration mode, a passenger compartment refrigeration and dehumidification and battery refrigeration mode, a battery heating mode, a passenger compartment heating mode, a passenger compartment heating and dehumidification mode, a passenger compartment and battery dual heating mode, a passenger compartment heating and dehumidification and battery heating mode, a battery waste heat recovery mode, a battery low-temperature heat dissipation mode, and an electric drive assembly waste heat recovery mode, or any combination thereof.

2. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The first refrigerant circuit includes a condensing mechanism refrigerant side (101), a liquid storage mechanism (102), a first heat exchange mechanism refrigerant side (103) and a compression mechanism (104) connected by a first pipe (100); the second refrigerant circuit includes the condensing mechanism refrigerant side (101), the liquid storage mechanism (102), the first heat exchange mechanism refrigerant side (103), the compression mechanism (104) and an evaporation mechanism (105) connected by a first pipe (100); and refrigerant flows in the first pipe (100).

3. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The battery circuit (21) comprises a vehicle body battery (211), a first water pump (212) and a first heat exchange mechanism coolant side (213) connected by a second pipe (200), and coolant flows in the second pipe (200).

4. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The electric drive assembly circuit (22) comprises a second heat exchange mechanism (221), a second water pump (222), and an electric drive assembly (223) connected by a second pipe (200), wherein a coolant flows in the second pipe (200).

5. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The heating circuit (23) comprises a cooling liquid side (231) of a condensing mechanism, a third water pump (232) and a third heat exchange mechanism (233) connected by a second pipe (200), and cooling liquid flows in the second pipe (200).

6. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The heat exchange device comprises a first heat exchange mechanism and a condensing mechanism, the first heat exchange mechanism comprising the first heat exchange mechanism refrigerant side (103) and the first heat exchange mechanism cooling liquid side (213), the condensing mechanism comprising the condensing mechanism refrigerant side (101) and the condensing mechanism cooling liquid side (231).

7. The thermal management system of a pure electric vehicle according to claim 2, characterized in that: The first refrigerant circuit further comprises a first throttle valve (108), which is arranged at the inlet side of the refrigerant side (103) of the first heat exchange mechanism and is used to adjust the flow rate of the refrigerant flowing into the refrigerant side (103) of the first heat exchange mechanism.

8. The thermal management system of a pure electric vehicle according to claim 2, characterized in that: The second refrigerant circuit also includes a first refrigerant tube (106) and a second refrigerant tube (107), wherein the first refrigerant tube (106) is connected in series between the evaporation mechanism (105) and the compression mechanism (104), and the second refrigerant tube (107) is connected in series between the liquid storage mechanism (102) and the evaporation mechanism (105).

9. The thermal management system of a pure electric vehicle according to claim 8, characterized in that: The first refrigerant tube (106) and the second refrigerant tube (107) are coaxially arranged.

10. The thermal management system of a pure electric vehicle according to claim 2, characterized in that: The second refrigerant circuit further comprises a second throttle valve (109), which is arranged at the inlet side of the evaporation mechanism (105) and is used to adjust the flow rate of the refrigerant flowing into the evaporation mechanism (105).

11. The thermal management system of a pure electric vehicle according to claim 5, characterized in that: The heating circuit (23) further comprises a heating mechanism (234), wherein the heating mechanism (234) is arranged at the outlet side of the cooling liquid side (231) of the condensing mechanism and is used to heat the cooling liquid flowing out of the cooling liquid side (231) of the condensing mechanism.

12. The thermal management system of a pure electric vehicle according to claim 1, characterized in that: The coolant system (20) further comprises: a regulating circuit (24), the regulating circuit (24) comprising a fluid replenishing mechanism (241), the fluid replenishing mechanism (241) being connected to the battery circuit (21) and the electric drive assembly circuit (22) via a regulating pipe (242).

13. The thermal management system of a pure electric vehicle according to claim 12, characterized in that: The working mode also includes a coolant filling mode.

14. The thermal management system of a pure electric vehicle according to any one of claims 1 to 13, characterized in that: Also includes: A main control unit, a battery control unit and a passenger compartment control unit that are communicatively connected, the battery control unit being used to generate mode instructions for a vehicle body battery (211) and an electric drive assembly (223) and sending the instructions to the main control unit, the passenger compartment control unit being used to generate mode instructions for the passenger compartment and sending the instructions to the main control unit, the main control unit being used to communicate with the refrigerant system (10) and an external environment, and receiving mode instructions from the battery control unit and the passenger compartment control unit, and sending control instructions to achieve switching between modes.

15. A control method for a thermal management system of a pure electric vehicle, characterized in that: The thermal management system for the pure electric vehicle according to claim 14 comprises: The main control unit does not receive a mode command from the battery control unit and the passenger compartment control unit, the main control unit controls to issue a control command to enter a default mode, the refrigerant system (10) is not put into use, the A4 port and the A3 port of the coolant system (20) are connected, the A2 port and the A0 port are connected, the A0 port and the A1 port are connected, the A1 port and the B0 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, and the default mode is entered.

16. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The battery control unit issues a mode instruction requesting battery cooling, and the main control unit receives the mode instruction from the battery control unit but does not receive the mode instruction from the passenger compartment control unit. Then, the main control unit issues a control instruction to enter a battery cooling mode, the first refrigerant circuit is put into use, the A4 port and the A3 port of the coolant system (20) are connected, the A2 port and the A0 port are connected, the A0 port and the A5 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, and the battery cooling mode is entered.

17. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The passenger compartment control unit issues a mode instruction requesting passenger compartment cooling, and the main control unit receives the mode instruction from the passenger compartment control unit but does not receive the mode instruction from the battery control unit. Then, the main control unit issues a control instruction to enter a passenger compartment cooling mode, the second refrigerant circuit is put into use, the A2 port and the A0 port of the coolant system (20) are connected, the A0 port and the A5 port are connected, the B0 port and the B4 port are connected, and the B4 port and the B6 port are connected, and the passenger compartment cooling mode is entered.

18. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The passenger compartment control unit issues a mode instruction requesting passenger compartment reheating, the main control unit receives the mode instruction from the passenger compartment control unit and does not receive the mode instruction from the battery control unit, the main control unit issues a control instruction to enter a passenger compartment cooling and dehumidification mode, the second refrigerant circuit is put into use, the A2 port and the A0 port of the coolant system (20) are connected, the A0 port and the A5 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, and the passenger compartment cooling and dehumidification mode is entered.

19. The control method of the thermal management system of a pure electric vehicle according to claim 16 or 17, characterized in that: Also includes: The battery control unit issues a heat equalization request, and the main control unit receives a mode instruction for battery heat equalization, then issues a control instruction, and the A4 port is connected to the A3 port, and the B2 port is connected to the B3 port.

20. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The passenger compartment control unit issues a mode instruction requesting passenger compartment cooling, the battery control unit issues a mode instruction requesting battery cooling, the main control unit receives the mode instructions from the passenger compartment control unit and the battery control unit, and issues a control instruction, the first refrigerant circuit and the second refrigerant circuit are put into use, the A4 port and the A3 port of the coolant system (20) are connected, the A2 port and the A0 port are connected, the A0 port and the A5 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, and the battery and passenger compartment dual cooling mode is entered.

21. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The passenger compartment control unit issues a mode instruction requesting passenger compartment reheating, the battery control unit issues a mode instruction requesting battery cooling, the main control unit receives the mode instructions from the passenger compartment control unit and the battery control unit, and issues a control instruction, the first refrigerant circuit and the second refrigerant circuit are put into use, the A4 port and the A3 port of the coolant system (20) are connected, the A2 port and the A0 port are connected, the A0 port and the A5 port are connected, the B0 port and the B4 port are connected, the B4 port and the B6 port are connected, and the B2 port and the B3 port are connected, and the passenger compartment cooling and dehumidification and battery cooling mode is entered.

22. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The battery control unit issues a mode instruction requesting battery heating, the main control unit receives the mode instruction from the battery control unit and does not receive the mode instruction from the passenger compartment control unit, the main control unit issues a control instruction, the first refrigerant circuit is put into use, the A4 port of the coolant system (20) is connected to the A0 port, the A0 port is connected to the A5 port, the A3 port is connected to the A2 port, the B2 port is connected to the B6 port, and the B3 port is connected to the B4 port, and the battery heating mode is entered.

23. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The passenger compartment control unit issues a mode instruction requesting heating of the passenger compartment, the main control unit receives the mode instruction from the passenger compartment control unit and does not receive the mode instruction from the battery control unit, the main control unit issues a control instruction, the first refrigerant circuit is put into use, the A4 port of the coolant system (20) is connected to the A0 port, the A0 port is connected to the A1 port, the A1 port is connected to the B0 port, the B4 port is connected to the B3 port, the B2 port is connected to the B6 port, and the passenger compartment heating mode is entered.

24. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The passenger compartment control unit issues a mode instruction requesting reheating of the passenger compartment, and the evaporation mechanism (105) cannot meet the reheating request of the passenger compartment, the main control unit establishes communication with the evaporation mechanism (105), and receives the mode instruction from the passenger compartment control unit, and does not receive the mode instruction from the battery control unit, the first refrigerant circuit and the second refrigerant circuit are put into use, the A4 port of the coolant system (20) is connected to the A0 port, the A0 port is connected to the A1 port, the A1 port is connected to the B0 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port, and the passenger compartment heating and dehumidification mode is entered.

25. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The passenger compartment control unit issues a mode instruction requesting passenger compartment heating, the battery control unit issues a mode instruction requesting battery heating, the main control unit receives the mode instructions from the passenger compartment control unit and the battery control unit, and issues a control instruction, the first refrigerant circuit is put into use, the A4 port of the coolant system (20) is connected to the A0 port, the A0 port is connected to the A1 port and the A5 port, the A1 port is connected to the B0 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port, and the passenger compartment and battery dual heating mode is entered.

26. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The passenger compartment control unit issues a mode instruction requesting passenger compartment reheating, the battery control unit issues a mode instruction requesting battery heating, and the evaporation mechanism (105) cannot meet the passenger compartment reheating request, the main control unit establishes communication with the evaporation mechanism (105), receives mode instructions from the passenger compartment control unit and the battery control unit, and issues control instructions, the first refrigerant circuit and the second refrigerant circuit are put into use, the A4 port of the coolant system (20) is connected to the A0 port, the A0 port is connected to the A1 port and the A5 port, the A1 port is connected to the B0 port, the B0 port is connected to the B4 port, and the B4 port is connected to the B3 port, and the passenger compartment heating and dehumidification and battery heating mode is entered.

27. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The passenger compartment control unit issues a mode instruction requesting passenger compartment heating, the battery control unit has no battery heating request, and the temperature of the vehicle body battery (211) has not reached a limit temperature, the main control unit receives the mode instruction from the passenger compartment control unit and establishes communication with the battery control unit, the first refrigerant circuit is put into use, the A0 port of the coolant system (20) is connected to the A2 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, the A3 port is connected to the A4 port, the B6 port is connected to the B2 port, the B4 port is connected to the B3 port, the battery circuit (21) is connected in series with the electric drive assembly circuit (22), the heating circuit (23) forms an independent circuit, and enters a battery waste heat recovery mode.

28. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The battery control unit issues a request for battery cooling, and the external environment temperature is low, the main control unit receives a mode instruction from the battery control unit, and does not receive a mode instruction from the passenger compartment control unit, the main control unit issues a control instruction, the A4 port of the coolant system (20) is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, the B4 port is connected to the B3 port, and the B6 port is connected to the B1 port and the B5 port, and the battery low temperature heat dissipation mode is entered.

29. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: The battery control unit issues a mode instruction requesting battery heating, and the coolant temperature at the inlet side of the electric drive assembly (223) is higher than the preset coolant temperature at the inlet side of the vehicle body battery (211), the main control unit establishes communication with the battery control unit and receives the mode instruction from the battery control unit, and does not receive the mode instruction from the passenger compartment control unit, the main control unit issues a control instruction, the A4 port of the coolant system (20) is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A1 port and the B0 port, the B0 port is connected to the B4 port, the B4 port is connected to the B3 port, the B2 port is connected to the B6 port, the battery circuit (21) and the electric drive assembly circuit (223) are connected in series, and the electric drive assembly waste heat recovery mode is entered.

30. The control method of the thermal management system of a pure electric vehicle according to claim 14, characterized in that: Also includes: When the vehicle is filled with coolant, the main control unit issues a control command, the A4 port of the coolant system (20) is connected to the A3 port, the A2 port is connected to the A0 port, the A0 port is connected to the A5 port, the B0 port is connected to the B4 port, the B4 port is connected to the B3 port, one end of the liquid replenishment mechanism (241) is connected to the outlet side of the vehicle body battery (211) and to the outlet side of the second heat exchange mechanism (221) through the regulating pipe (242), and the other end is connected to the inlet side of the second water pump (222) through the regulating pipe (242), thereby entering a coolant filling mode.

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